V3F-G-FSG - I-4 IFR Planning and Enroute Procedures

DOCUMENT
V3F-G
DOCUMENT TITLE
FLIGHT STUDY GUIDE

INSTRUMENT FLYING
IFR PLANNING AND ENROUTE PROCEDURES
Version 1.0
November 2019
This is a controlled document. All rights reserved. No part of this publication may be
reproduced, stored in a retrieval system, or transmitted, in any form, or by any means,
electronic, mechanical, photocopying, recording or otherwise, without prior permission, in
writing, from the Chief Executive Officer of Flight Training Adelaide.
INSTRUMENT FLYING
IFR PLANNING AND FLIGHT STUDY GUIDE
ENROUTE PROCEDURES
CONTENTS
IFR PLANNING AND ENROUTE PROCEDURES ..........................................................3
I-4.1 INTRODUCTION .............................................................................................................3
I-4.2 AIM ..............................................................................................................................3
I-4.3 OBJECTIVES .................................................................................................................3
I-4.4 PRINCIPLES ..................................................................................................................4
I-4.4.1 Preparing for an IFR flight ..................................................................................4
I-4.4.1.1 Pilot requirements .......................................................................................4
I-4.4.1.2 Aircraft requirements ...................................................................................5
I-4.4.1.3 Weather ......................................................................................................5
I-4.4.2 Planning an IFR flight .........................................................................................7
I-4.4.2.1 Planning the right departure ........................................................................ 7
I-4.4.2.2 Planning the route .......................................................................................8
I-4.4.2.3 Selecting the cruising altitude ...................................................................... 8
I-4.4.2.4 Planning the arrival and approach ............................................................... 9
I-4.4.2.5 Alternate requirements .............................................................................. 10
I-4.4.3 Fuel Requirements...........................................................................................14
I-4.5 APPLICATION .............................................................................................................14
I-4.5.1 Planning ...........................................................................................................14
I-4.5.1.1 Stage 1 ..................................................................................................... 15
I-4.5.1.2 Stage 2 ..................................................................................................... 17
I-4.5.2 The Flight .........................................................................................................18
I-4.5.2.1 Taxiing for departure ................................................................................. 19
I-4.5.2.2 Departure preparation ............................................................................... 19
I-4.5.2.3 Departure and initial climb ......................................................................... 20
I-4.5.2.4 The en route phase ................................................................................... 21
I-4.5.2.5 Descent and approach .............................................................................. 23
I-4.5.2.6 Airwork and departure ............................................................................... 25
I-4.6 AIRMANSHIP ...............................................................................................................25
Version: 1.0 Page 2 of 26 V3F-G-FSG-I

Date: Nov 19 © 2005 FTA
INSTRUMENT FLYING
ENROUTE PROCEDURES
IFR PLANNING AND ENROUTE PROCEDURES

I-4.1 Introduction
During the VFR navigation stages of your training you have developed the skills to
identify your position by reference to the ground features: you learned how to
conduct a visual diversion and how to re-identify your position after becoming lost.
During the visual navigation stages, terrain clearance and traffic clearance were
maintained visually.
IFR navigation, on the other hand, relies entirely on aircraft systems, instrument and
the pilot’s ability and skills to control and manage the aircraft in an environment
where terrain and traffic are only separated by procedures and regulations, heavily
relying on the pilot’s awareness, accuracy and systems/navaid integrity and correct
use.
Single pilot IFR is arguably one of the most demanding types of flying you will ever
be confronted with. Coupled with the need to continuously monitor aircraft
instruments and systems, you will also need to know exactly where you are at all
times and be able to manage unexpected situation in the ever-changing
environment.
Preparation is the fundamental aspect of any IFR flight. ‘What if?’ is the question
any good IFR pilot asks himself before venturing on any IFR flight. Knowledge of
rules and regulations, company procedures, management skills and situational
awareness are the core skills and competencies an IFR pilot must demonstrate
during training.
I-4.2 Aim
The aim of this chapter is to describe the correct en route procedures and rules to
be followed under the IFR.
I-4.3 Objectives
At the end of this chapter you should be able to:
• State the practical requirements for IFR planning
• State the pilot requirements for conducting an IFR flight
• State the aircraft minimum equipment list
• State the methods for calculating the LSALT/MSA and requirements for
descending below minimums
• Describe weather hazards when flying in IMC
• State the alternate requirements
V3F-G-FSG-I Page 3 of 26 Version: 1.0

© 2005 FTA Date: Nov 19
INSTRUMENT FLYING
ENROUTE PROCEDURES
I-4.4 Principles
I-4.4.1 Preparing for an IFR flight

“Having an instrument rating will enable you to do any flight on any day in any
condition”. This is a typical answer you can expect from a soon-to-be instrument
rating student. The truth, in fact, is quite different.
In the previous chapters you learned the importance of asking yourself the following
questions before any manoeuvre:
• Where am I?
• Where do I want to go?
• How do I get there?
In the planning stage of an IFR, commercial flight the first two questions are quite
simple. You know where you are (if not, usually a street map/directory or a handheld
GPS will suffice, although I strongly recommend reconsidering being a pilot
altogether), and the customer/instructor/testing officer will ask you to go somewhere
specific.
The ‘how do I get there?’ is what we will cover in this chapter.
Let’s investigate the variables you will need to consider before even planning an IFR
flight through the following questions:
• Can I do the flight?
• Can I use this aircraft to do the flight?
• Is the weather suitable for the flight?
I-4.4.1.1 Pilot requirements
The pilot’s health is always at the top of the list when it comes to any flight. During
the Human Performance subject you learned how the human perception can be
altered when the vestibular apparatus becomes blocked when affected by the flu,
inflammation etc. The first question you should ask yourself before conducting an
IFR flight is: am I well enough to do the flight.
In order to conduct an IFR flight, you need to meet the relevant licensing, rating and
endorsement requirements and the recent experience requirements. Part 61.M
provides the regulatory requirements in the following chapters:
CASR 1988 FCL PART61:
• 61.M.1 Privileges and requirements for grant of instrument rating
• 61.M.2 Privileges and requirements for grant of instrument endorsements
• 61.870 to 61.880 Recency requirements and proficiency check.

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Remember, it is the pilot’s responsibility to ensure he/she is suitably qualified and

recent to conduct the flight.
It is important to remember that the mentioned regulatory requirements are the
minimum requirement that legally allows you to conduct the flight. It is the pilot’s
responsibility to also ensure he/she is in fact capable and comfortable conducting
the flight: i.e. a proficiency check or recency flight conducted in VMC, smooth
conditions wearing a hood to simulate IMC may not give you the same realistic
impact of an actual IFR flight conducted in actual IMC, turbulent conditions. You
should always have personal limitations based on what you are comfortable
managing. If there is a doubt, there is no doubt. Stay safe!
I-4.4.1.2 Aircraft requirements
A very important component of an IFR flight is the aircraft itself. The following
approvals are mandatory for the aircraft to be operated under the IFR:
• Radio system approval page (AFM Section 7)
• IFR operations supplement (AFM)
• Maintenance release IFR certification (MR)
The aircraft will also need to meet the minimum equipment requirements as set out
in the CAO 20.18 appendices 3–5 and any further items as set out in the aircraft’s
flight manual.
The limitations imposed by the CAO 20.18 and the AFM ensure that an aircraft is
suitably equipped to conduct a flight safely. Deciding to conduct an IFR flight without
meeting the legal requirements is not only against the law, but can also put yourself,
your crew and passengers in a potentially dangerous situation should you find
yourself needing the unserviceable instrument or system.
I-4.4.1.3 Weather
A good weather briefing and awareness is fundamental for the safe conduct of any
flight. Departing on an IFR flight with weather below minima, preventing you from
becoming visual with the required terrain clearance, or finding yourself into
hazardous weather such as thunderstorms and CBs, could turn out to be the worst
day of your life.
The key factors in a weather forecast that need to be studied to assess the
suitability for the flight are the following:
• Cloud base and visibility below departure and destination minimums will pose
limits on the departure and arrival procedures.
• Hazardous weather conditions will pose limitations on en route segments,
departure and destination.
• Freezing level/icing conditions will limit the cruising level selection.

INSTRUMENT FLYING
ENROUTE PROCEDURES
As opposed to VFR, every aerodrome has specific alternate requirements for IFR
planning, depending on the approach available. Always read the weather minimums
in conjunction with the aerodrome alternate minimums to establish alternate
requirements.
Hazardous weather
During an IFR flight in IMC conditions you are unable to see what is in front of you.
Conditions like heavy rain showers, CBs and associated thunderstorms and
mountain waves, which you were able to recognise and avoid in VMC conditions,
are now hidden behind the clouds and poor visibility.
The weather forecast provides us with the expected weather conditions; however,
as you experienced during your training, conditions do change. It is therefore
valuable to refresh the dangers associated with hazardous weather conditions.
Mountain waves
Mountain waves present severe turbulence with up/downdrafts with vertical speeds
reaching 5000 fpm up to 14000 fpm at distances reaching 16nm from the mountain
top.
Mountain waves develop when winds of at least 25 kt blow at 90 degrees to a
mountain range. Consider flying at higher altitudes or further away from the
mountain range should conditions exist.
Thunderstorms
We are all familiar with the hazards associated with thunderstorm activity such as
low level down draughts, hail, severe turbulence, severe icing, low cloud base,
lightning. Avoiding a thunderstorm in IMC conditions is only possible using the aid of
a weather radar. Consider avoiding areas of forecasted thunderstorm activity
altogether when planning an IFR flight, unless you are confident you can maintain
visual conditions and the thunderstorm can be positively identified and avoided
visually.
Icing
A new threat, not yet experienced under the VFR is icing. The two things you need
to experience icing are:
• Visible moisture
• Temperature below freezing (0° or less).
Cloud types and temperature likely to cause icing:
• Stratiform clouds
o -40°C to -7°C: no severe clear ice. Moderate rime at warmer
temperatures.

INSTRUMENT FLYING
ENROUTE PROCEDURES
o -7°C to -0°C: increasing threat of clear ice, severe in very thick cloud,
e.g. Ns, and with orographic uplift.
• Cumuliform cloud
o -40°C to -23°C: no severe clear ice. Moderate rime ice at warmer
temperatures.
o -23°C to -0°C: Increasing threat of clear ice, as temperature approaches
0°C. Severe in Cb clouds.
Classification of Icing
• Light: no change of course or altitude is necessary and no loss of speed
caused.
• Moderate: change of heading and/or altitude is considered desirable. Ice
accretion continues to increase but not at a rate sufficiently serious to affect
the safety of the flight, unless it continues for an extended period of time; air
speed may be lost.
• Severe: change of heading and/or altitude is considered essential. Ice
accretion continues to build up and begins to affect seriously the performance
and manoeuvrability of the aircraft.
Icing can adversely affect the performance of the aircraft including stalling at higher
speeds, as well as reduced speeds and lifting ability of the wings. Flight into known
icing conditions without suitable anti-ice and de-ice equipment is prohibited and
extremely dangerous.
In practical terms, planning above the freezing level is only an option when the pilot
in command is satisfied that the flight conditions will prevent the formation of any
type of ice, i.e. no visible moisture.
I-4.4.2 Planning an IFR flight

After establishing the pilot, aircraft and weather suitability for the IFR flight, we now
need to plan a suitable route.
Flight planning information is available from Jeppesen ATC – Flight planning. In this
chapter we cover the practical application.
I-4.4.2.1 Planning the right departure
Depending on the runway in use, you may need to choose which departure to
conduct. Visual, SID and SRD are the IFR options. The type of departure will be
influenced by the services available (i.e. ATC), by the weather minima (i.e. cloud
base and visibility) and by the aircraft performance capabilities (performance tables
in AFM).

INSTRUMENT FLYING
ENROUTE PROCEDURES
Ensure you are familiar with the following section in the Jeppesen manual:
• ATC – Departure approach and landing procedures
• ATC – Communications
• ATC – AU 700 section – non-towered aerodromes.
Further departure content is covered in a later section of this manual.
I-4.4.2.2 Planning the route
The following documents are to be used when planning an IFR flight:
• En route chart (ERC-LOW)
• Terminal area chart (TAC)
• Jeppesen en route section for specific planning requirements and route
limitations for planning in controlled airspace.
When selecting a route to follow for an IFR flight, the shortest route, even though it
might be the most commercially viable option, may not be the best option. A longer
route that provides more options in case something went wrong would be a safer
choice. Always ask yourself the following questions:
• What if we suffer an engine failure? Is the aircraft going to perform single-
engine to remain above the LSALT, or do I expect to become visual long
enough before being at ground level in a single-engine aircraft? Can I expect
suitable landing areas or diversion aerodromes along the route? Selecting a
route over a flatter/lower terrain is always a safer option than overflying
mountainous areas where landing areas are scarce.
• What if the weather changes? As diligent pilots we selected our alternate as
plan B, but what if we are confronted with un-forecasted weather? Sometimes
a plan B is not enough. Always have a plan C, D and E. A route with more
suitable aerodromes and navaids is safer than a direct to route over deserted
areas.
• What if we suffer an instruments or system failure? A route that will allow us to
become visual at an early stage is always safer than conducting an instrument
approach in IMC conditions should the instruments fail.
• What if the radio navaids ground stations become unserviceable or RAIM is
not available? A route with more navaids will give us more options should the
navigation system become unserviceable.
I-4.4.2.3 Selecting the cruising altitude
The most important aspect when planning an IFR flight is safety: obstacle clearance
and traffic separation. Maintaining terrain clearance throughout an IFR flight is of
paramount importance, as you will not be able to visually avoid obstacles. You will

INSTRUMENT FLYING
ENROUTE PROCEDURES
need to rely entirely on planned altitudes and published minimum altitudes and
procedures.
LSALT (lowest safe altitudes) information is found in Jeppesen ATC – climb and
cruise section. A descent below the LSALT can only be made under the following
conditions:
• When being radar vectored with ATS surveillance service terrain clearance
procedure
• When conducting a DME/GNSS arrival, a published instrument approach or
holding procedure
• When necessary during climb after departure from and aerodrome
• In VMC conditions by day.
The en-route LSALT provides an obstacle clearance height of a minimum of 1000ft
above the highest obstacle within the surveyed area.
LSALT are found on published routes in the en-route chart and terminal area chart.
If the destination is outside a published route, a LSALT need to be calculated using
the grid MORA, also available in the ERC, or calculated using the method covered
in Chapter 2 of the Ground School instrument rating manual.
With the LSALT identified for the route we selected, we now need to plan a suitable
cruising altitude which:
• Must be above LSALT, unless in day VMC conditions
• Must be planned in accordance with the levels from the IFR tables of cruising
levels (from JEPPS ATC-Climb and cruise section)
• Must be lower than a level where you can expect to encounter icing conditions
• Provides suitable radio-navaids coverage
• Has the lowest chances of turbulence
• Has the least amount of headwind
• Provides a reasonable amount of time for descent preparation.
I-4.4.2.4 Planning the arrival and approach
Planning the arrival phase of an IFR flight is possibly the most crucial part of the
planning stage.
Knowing which runway is likely to be used at destination, which approach we can
expect to use, which arrival is more suitable, which procedure to expect based on
the preferred ATC or local procedures are all valuable information we should obtain
well before conducting the flight. The ERSA/Jeppesen documents give us a lot of
information, but sometimes there is more we should know. Most companies use port

INSTRUMENT FLYING
ENROUTE PROCEDURES
pages or company information about the destination. We covered during the visual
navigation how to gather information about a particular aerodrome. The same
considerations apply to an IFR flight. Finally, there is nothing worse than
commencing an approach into an aerodrome when a fellow pilot tells you over the
radio: ‘You can’t fly that approach! It’s in the NOTAMS’. Check them!
One more very important aspect to check is the surrounding terrain and obstacles.
Good familiarity with the local terrain will give you the overview of areas to avoid and
the possibility to make an educated guess of possible landing areas when during an
emergency you find yourself having to manoeuvre below safe altitudes away from
published procedures.
To recap, the following documents should be consulted when planning the arrival:
• ERSA/Jeppesen
• Aerodrome charts
• Noise abatement procedures
• Approach charts (Jeppesen/DAPs)
• Arrival charts
• WAC/VNC/VTC (even google-maps might be of help).
We now have an overview on what to expect, and as good pilots do, we also
planned for the likely and the less-likely-but-possible options.
A thorough study of the weather on the day is critical to ensure the flight is conduct
safely and efficiently. After all, our goal as pilots is to carry our passengers, cargo or
both to the planned destination. If an aerodrome is not suitable for the IFR arrival,
look for other options. Is VFR a possibility? What if we cannot reach the destination,
but a close alternate? Will the customers be satisfied with the outcome? Clearly
explain the options to the passengers. As commercial pilots we are not just taking
the aircraft for a ride, but providing a service to paying customers.
Before the commercial side, however, we need to take safety into consideration. Is
the IFR flight going to be safe? Alternate requirements provide a legal limit and
require all pilots to provide a plan B should the conditions require a diversion to an
aerodrome that is not the planned destination.
I-4.4.2.5 Alternate requirements
Provisions for an alternate or extra fuel are required for the following reasons:
• Weather at the destination may not be suitable
• Radio navaids may become unserviceable
• The destination lighting system might become unserviceable
• The aircraft systems (radio or navigation) may become unserviceable.

INSTRUMENT FLYING
ENROUTE PROCEDURES
• The following points also need to be taken into consideration:

• Operational requirements are based on the flight procedure expected to be
used on the final route segment of the flight.
• TAF and TTF are the reference for weather conditions at the destination.
• ARFOR forecast is the reference for weather conditions for the route segment.
The detailed alternate requirements have been covered in the Ground School phase
of your training in Chapter 11:
Alternate requirements of the instrument rating theory - let’s refresh our memory and
cover the practical aspect of the alternate requirements.
The question we are answering when we identify if an alternate is required or not is:
‘What is the likelihood of not being able to land at our destination?’
Legalities aside, if for any reason your answer to the question is any more likely than
‘not possible’, then chances are you should have an alternate in mind.
Weather
We are all familiar with the VFR alternate requirement. The IFR alternate
requirements follow the same principle, but are aerodrome and approach specific.
In fact every IFR aerodrome (i.e. an aerodrome with an associated instrument
approach and TAF) has a specific ceiling and visibility weather minima. The minima
can be found on the chart 10-9 (Jeppesen) or the approach specific chart in the AIP-
DAP (examples below).

INSTRUMENT FLYING
ENROUTE PROCEDURES
An alternate is required due weather under the following conditions:

• Cloud: more than SCT below alternate minima (FEW+FEW=SCT)
• Visibility: less than alternate minima, OR a probability of fog, mist, dust that
restrict visibility below the alternate minima
• Wind: crosswind or downwind greater than the maximum
• Severe weather: TS, CBs, Severe turbulence
• A provisional TAF (PROV TAF) or no TAF will also require an alternate due
weather.
NOTE: The alternate is required to be provided if the ETA falls within 30 minutes
prior to the commencement and after the cessation of the conditions below minima,
where a TAF is referenced (does not apply to TTFs). An INTER or TEMPO does not
require an alternate, as long as enough holding fuel to cover the INTER (30min) and
TEMPO (60min) is carried.
If the destination or alternate aerodromes do not have an instrument approach
procedure, the applicable minima is cloud no more than SCT below the LSALT of
the last route segment + 500ft and visibility not less than 8km.
Radio Navigation Aids
What if the radio navaid we planned to use stopped working? You will agree with me
that flying in IMC conditions, without a functional navigation aid can be daunting,
verging on reckless. This is why we need to ensure that, should a navaid become
unserviceable, we can still conduct an approach safely and effectively.
Jeppesen ATC AU 300 section provides the in-depth requirements for NAVAIDS
and on-board equipment combinations. In this chapter we will concentrate on
Charter below 5,700 kg.
In practical terms we need to be able to suffer an on-board navaid failure and still be
able to conduct an instrument approach at our destination or alternate:
• If the destination is serviced by a VOR, we need to have 2x independent VOR
on board.
• If the destination is serviced by 1 VOR and 1 NDB, we need to have 1x VOR
and 1x ADF on board.
• If the destination is serviced by a published GNSS/RNAV approaches, we
need to have 2x independent GPS receivers certified to TSO C145a-C146a or
approved by CASA, or a combination of the other approaches.
NOTE 1: The navaids used to satisfy the alternate requirements must have a
published instrument approach procedure associated, and the pilot is required to be
endorsed and current on the navaid.

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ENROUTE PROCEDURES
NOTE 2: The requirement of a second navaid receiver or combination does not

apply to PVT operations. Only 1x navaid with associated on-board equipment
satisfies the alternate requirements.
NOTE 3: The requirement for an alternate due to navaid does not apply to an IFR
flight by day if the area forecast indicates clouds not more than SCT below the
LSALT + 500ft, and visibility no less than 8km.
Runway lighting
Have you ever tried to land an aircraft at night…without aerodrome lighting? If you
are reading this, the answer is probably ‘not yet’. And if you are a smart pilot, the
follow up sentence will be: and I never will’.
Jeppesen ATC-AU300 section provides the details of the lighting requirements for
flights conducted at night. Refer the aerodrome charts (10-9) for specific lighting
availability.
As per weather and navaid alternate requirements, the lighting requirements
purpose is to ensure, if something went wrong, you can divert to a suitable alternate
to avoid doing you first (and probably last) un-lit-night-landing.
In practical terms, unless the following requirements are met, you will need to plan
for an alternate depending on the lighting system available at the aerodrome as
described on the aerodrome chart (10-9):
Lighting system available Requirements

Portable Responsible person to be in attendance
Standby power, or standby portable
Electric – Manual lights and a responsible person in
attendance
Standby power and responsible person;
Pilot Activated (PAL) or standby portable lights and a
responsible person
NOTE 1: The responsible person attendance needs to be confirmed through the

aerodrome controlling authority.
NOTE 2: The alternate may have PAL only if the aircraft has 2x VHF or 1xVHF + 1x
HF and 30 minutes holding fuel.
NOTE 3: A responsible person is not required at the alternate with PAL unless the
aircraft is operated as RPT.
In summary: Unless a responsible person, capable of manually turning the lights on
and the lights have standby power, then an alternate aerodrome is required due to
lighting.

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ENROUTE PROCEDURES
I-4.4.3 Fuel Requirements

The fuel requirements for all flights are stated in CAR 234 and 220. Further
elaborated and guidance is provided in CAAP 234.
During IFR operation the likelihood of being radar vectored in CTA is increased, with
separation requirements to be met. Take into consideration the possibility of needing
extra fuel should you fly into busy airspaces such as primary airports (i.e. Sydney,
Melbourne, Brisbane, Perth and Adelaide) or into military airspace. The
ERSA/Jeppesen provides some guidance on expected delays during high-traffic
times in the aerodrome charts; however, ATC might vector you and require you to
hold at any time. Guidance on the expected delays can be found in Jeppesen ATC –
General Flight Procedures, 10.2.2.
The possibility to conduct a precautionary search and landing on an IFR flight is
generally unlikely. Make sure you have contingencies and as much extra fuel you
consider necessary or just advisable.
I-4.5 Application
I-4.5.1 Planning
Planning is one of the most critical parts of any IFR flight. Ensure you give yourself
enough time and resources to be able to accomplish the task. Provide yourself with
a quiet environment and ensue all the required equipment is available. There is
nothing worse than having to run off to get another chart or a plotter in the middle of
the planning.

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The planning should be divided into 2 stages:

I-4.5.1.1 Stage 1
Stage 1 can be completed well before the flight (not more than 1 or 2 days ideally).
During this part of the planning you can complete:
1. Selection of the destination:
• Assigned by instructor, customer, operator etc.
• Check for suitability of aerodrome for the planned operation (i.e. runway
length, facilities, lighting and navaid alternate requirements, fuel
availability, parking, security information etc.). ERSA/Jeppesen provide
most of the information; however, do not hesitate to contact the airport
operator for more detailed information, or colleagues, fellow pilots,
recently been to the aerodrome.
2. Selection of the route
• Look for the most direct route and identify usable NAVAIDS, terrain and
possible diversion options. NAVAID coverage and ranges can be found
in RADIO AIDS section of Jeppesen.
• Navigation requirements covered in Ground School Instrument Rating
Chapter 8 should be revised and consulted to ensure all the
requirements are met when planning a route. Remember that a positive
fix is required every 2 hours.
• If planning through class C airspace, check the planning requirements in
the en route section, ATC local procedures. Aerodrome charts, TACs,
ERC should be examined for one-way routes, FPR (flight planning
requirements), noise abatement procedures etc. Some aerodromes
require booking of departure/arrival slots.
• If planning outside class C airspace or restricted areas the tracking
tolerances provided in Jeppesen ATC - General Flight Procedures must
be applied.
3. LSALTs
• En route LSALTs can be calculated using the published routes in TACs
and ERCs. Should the planned route deviate from the published routes,
calculate the LSALTs using the method described in Jeppesen ATC –
Climb and Cruise 3.6.
• Remember when using the Grid MORA for LSALT calculation, you will
need to take into consideration the track tolerances as described in
section ATC – Climb and Cruise 3.6.8 and select the highest Grid
MORA for the route. See example below:

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Even though the highest grid MORA for the route is 7700ft,
the manually calculated tolerance touches the 8700ft MORA,
therefore the LSALT for this segment is 8700ft
• When flying into controlled airspace you might be vectored around below
published LASLTs, MSAs and MORAs. Make sure you are familiar
where the high terrain in the airspace is. It is ATC’s responsibility to
assign you with headings and altitudes that will keep you clear of terrain,
but it is the pilot’s responsibility to ensure aircraft safety. A mistake might
cost the ATC staff a job; it will cost much more to the aircraft occupants.
If you have been vectored below MSA in controlled airspace ATC should
make it clear you are “radar terrain clear’, if it is not specified confirm
with ATC.
4. Familiarisation with destination aerodrome and surrounding terrain
• Other very important maps to use in IFR flights are the topographic VFR
charts (i.e. VTC, VNC, WAC). Have a look at the terrain surrounding the
chosen route and the destination, with particular attention to the last
segment and the area you will be manoeuvring within, to position for the
approach.
Knowing which way to turn and how high above the ground you actually
are, should you suffer an engine failure during an approach, en route
segment or departure, is an invaluable piece of information that will help

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in case of an emergency. Knowing relative position of destination

aerodrome against prominent features (i.e. towns, lakes, roads etc.) will
also help you out to identify the location of the aerodrome in poor
visibility conditions.
5. Completing the flight log.
• Part of the flight log can now be completed with the waypoints, LSALTs,
tracks, distances and aerodrome information.
• If you are using software for planning purposes, don’t forget to
crosscheck all information, with particular attention to discrepancies
and details critical to safety, such as LASALTs, heading and distances.
I-4.5.1.2 Stage 2
The initial planning is now complete. We know where we are going, what to expect
during our departure and en route, the lowest altitudes we can fly at, and what to
expect at our destination. Stage 2 involves the actual conditions on the day and the
crosschecking of the information previously planned:
1. NOTAMs: Before completing the plan, the NOTAMs should be checked to
ensure the prepared plan does not need modifications (i.e. aerodromes
closed, airspace changes, approaches not available, navaids unserviceable).
If a modification of the Stage 1 plan is required for any reason, don’t rush! Do
your homework and don’t skip through the steps. A flight can be delayed by
15-30 minutes without major problems, safety cannot!
2. The aircraft to be used should be checked to ensure equipment is suitable for
the flight and no unserviceability that will prevent the aircraft to be operated
IFR are recorded or present.
3. Interpreting the weather correctly is fundamental. A flight conducted in
weather conditions not suitable for the operation can cost your license in the
best case scenario. Particular attention should be given to the following:
a. Weather conditions at the departure: cloud base, visibility, crosswind
and severe meteorological conditions should all be above minima.
Should a return to the departure be necessary for any reason in case of
abnormal situations, ensure the weather is also suitable for the approach
(i.e. in a multi-engine aircraft, you will need to be able to conduct an
approach at the departure aerodrome, unless a suitable departure
alternate can be provided, should an engine fail during the departure).
b. For the en route phase, consideration must be given to icing. You cannot
plan to fly in known icing conditions unless the aircraft is equipped with
anti-ice and de-ice equipment.
c. The altitude selected for cruising should be planned:

INSTRUMENT FLYING
ENROUTE PROCEDURES
i. At or above LSALT
ii. Below icing conditions (i.e. visible moisture at temperature at or
below zero)
iii. In accordance with the tables of cruising levels (Jeppesen ATC –
Climb and Cruise 3.2)
iv. At an altitude with the most favourable winds (i.e. least headwind)
v. At an altitude that provides suitable preparation time for the
descent and approach.
d. With the same principle as the VFR planning, winds, HDGs, ETIs, fuel
calculations can be finalised.
e. Include in the flight log your estimated TOD based on distance and
expected winds. You can revise the calculation once airborne.
f. The weather for the destination (TAF/TTF/METAR and ARFOR) should
be carefully studied to ensure the weather is above minima, or a suitable
alternate selected from the pre-identified aerodromes during stage 1.
Sometimes delays to the flight or holding fuel are easy solutions, but
don’t forget to keep in mind the effect that the delays will have on the
flight itself (i.e. end of daylight, alternate requirements due to lighting,
GPS/RAIM outages to name a few).
g. With the current winds and weather conditions for the destination, the
expected arrival and approach plan can be confirmed or modified based
on the expected runway in use.
4. The final plan will need to be submitted via NAIPS and approved before
departure.
5. The weather and NOTAMs will need to be current at the time of departure.
Should there be any changes between the time the planning was initiated and
the time of departure, the latest information is to be taken into consideration
and the plan adjusted as required.
I-4.5.2 The Flight

With the aircraft pre-flighted, the plan completed and the passengers loaded, we will
cover the IFR work-cycles in this section. Departure, arrival and approach specific
procedures will be covered in later briefs. The purpose of this section is to provide
an overview of a typical IFR navigation workcycle and a few scenarios.

INSTRUMENT FLYING
ENROUTE PROCEDURES
I-4.5.2.1 Taxiing for departure

Radio procedures are covered in Jeppesen ATC – Communications section. Due to
the very nature of IFR flights requiring frequent communication with ATS and other
traffic, the importance of correct and concise radio communication has never been
more important. The order and the content of all radio calls are equally important.
Mistakes and miscommunication can become a major nuisance for ATC, due to the
requirement for further clarifications or corrections, and a source of delays for us
and other aircrafts. Be keen and keep it lean!
1. Stick to standard phraseology, in the correct order.
2. Speak at normal pace (don’t rush) and volume (don’t scream) and wait one
second between pushing the PTT and speaking and after finishing the radio
call to make sure the beginning and end of the call is not cut.
3. Only read back required items PLUS any item requiring further clarification.
4. Don’t be afraid of clarifying uncertainties and confirming correct information
has been received.
Taxiing in poor visibility can be challenging. The following tips can be useful in
making the task easier:
1. Study the taxiways run-up bays positions and taxi routes well before getting in
the aircraft. Write down taxi clearance for reference and follow instructions on
the airport diagram.
2. Crosscheck expected heading as determined from the chart and the actual
heading when you do turns (i.e. if you are taxiing in Parafield via taxiway B for
runway 03L, the heading should indicate approximately 200°).
3. Check those instruments!
I-4.5.2.2 Departure preparation
We know which departure to expect, we calculated our performance and planned for
contingencies and abnormal operations. To make sure we have fresh in our mind
the critical items and actions, we have to conduct the CTWO+ briefing. The brief
should not last any longer than one minute and should contain the following:
(example SRD RWY 03L YPPF).
• Chart: From Chart:
o Parafield 9 departure, Adelaide, SA, Australia, chart 20-3, effective 15
October 2014;
o Departure runway 03L: Track 020 at 3000 turn to assigned heading,
contact approach when advised by tower or approaching controlled
airspace;

INSTRUMENT FLYING
ENROUTE PROCEDURES
• Terrain:
o High to the east on the right
o Relevant MSA 2500ft, max 3800ft
• Weather:
o Cloud base 2000 ft
o 15kts x-wind from the left
• Operational:
o Climb gradient required 4.2% to 1300ft, RoC 425fpm
o No radar vector below 3800ft between radials 070 and 130 beyond 5nm
AD
o Standard radio failure procedures
o Military activity in Edinburgh restricted airspace, maintaining radio watch
o VFR traffic conducting CCTS on parallel runway, make sure not to drift
Sometimes the departure clearance deviates from the planned departure (i.e.
change of runway etc.). It is fundamentally important to ensure the correct departure
is briefed and prepared. Take your time to revise the new chart, reset the
instruments and navaids before re-briefing the new departure.
The same applies to the TOSB, which should be completed just before the taxy to
the runway. A last minute runway change requires a new briefing, as the conditions
have changed. The only addition to the IFR TOSB from the VFR TOSB is the
actions in the event of an engine failure or abnormality after take-off when in IMC
conditions.
I-4.5.2.3 Departure and initial climb
Departure radio reports are described in Jeppesen ATC – Departure, approach and
landing procedures with calls specified in Jeppesen ATC – Communications.
SID, SRD or visual departure all require establishing ourselves on the planned track
by 5NM from the departure aerodrome. The manoeuvring during the departure is
required to ensure terrain clearance is maintained at all times either visually (Day
only) or procedurally. If the departure aerodrome does not have a published SID,
and the route has a high LSALT compared to aerodrome elevation, it is advisable for
the departing aircraft to remain within the aerodrome circling area (or 3nm radius for
non-IFR aerodromes) until the aircraft is established above MSA or LSALT. This is
achieved by conducting 360 degree turns over the runway.

INSTRUMENT FLYING
ENROUTE PROCEDURES
Just because the flight is conducted under the IFR, visual departure or not, it is
ultimately the pilot’s responsibility to maintain separation with the surrounding traffic.
If the conditions are VMC, there will be CFR traffic around. Keep your eyes open!
The climb checks MOATA do not differ from the VFR flights. The OAT check,
however, becomes very important, especially when the cruising altitude is close to
the freezing level.
I-4.5.2.4 The en-route phase
The navigation work-cycle is the same as with a VFR navigation. When checking
orientation, however, it is done using only the NAVAID information. Apply the
orientation exercises you learned in previous sessions. Always know where are you,
where you are going and how are you getting there.
The aircraft must be navigated by reference to the most precise NAVAID available
with which the aircraft is equipped and the pilot qualified to use, unless a lesser
precise NAVAID specifically defines the relevant track to be flown. The order of
NAVAID precision is: Localizer, GNSS, VOR, NDB.
For a track going from and to NAVAID of the same precision, the change-over
should be the mid-point between NAVAID or upon reaching the next NAVAID rated
coverage, whichever occurs later.
The pilot in command is responsible to ensure the aircraft is kept on track, and is
required to take positive actions as soon as a deviation is identified. The tracking
tolerances for the en route phase are as follows:
• ½ scale deflection of the CDI representation for VOR and Localizer
• 5° for NDB or Locator
• ±2NM for DME
• ±1NM when tracking visually
Any deviation beyond the aforementioned tolerances in controlled airspace require
the pilot to advise ATC. A positive fix needs to be established every 2 hours. A
positive fix is described as a combination of the following:
• GPS position
• Crossing of VOR radials or NDB bearings or a combination (see Jeppesen
ATC – General flight procedures 5.5 for limitations and requirements)
• VOR/DME, NDB/DME, LOC/DME combinations
Outside controlled airspace after the identification is terminated, a position report is
required every 30 minutes or 200NM whichever occurs earlier.
Staying ahead of the aircraft is one of IFR navigation challenges for the beginning.
Always ask yourself what is next and when. Do what you can early but don’t rush.

INSTRUMENT FLYING
ENROUTE PROCEDURES
The following items need to be completed before commencing the descent towards
the destination:
1. Actual wind and weather conditions checked and ETAs revised.
2. TOD calculation checked against the planned TOD. The OPS manual part
E2.26.11 provides guidance in calculating the TOD based on aircraft types.
3. Check the ATIS/AWIS or revise TAF for destination.
4. Confirm runway in use, approach to be flown and minima to be applied. If any
of the items differ from the planned and expected conditions a thorough
revision of the approach and expectations should be conducted early.
5. Commence the cockpit set-up for the approach.
6. Conduct CTWO+ briefing for the approach. Do not complete the brief too
early, especially in changing conditions.
7. Make sure you start monitoring the destination radio frequency early to ensure
situational awareness for other traffic in the area.
8. 4 minutes or 8NM before TOD complete the pre-approach checks (CAAMRA)
specific to the aircraft in use. Keep in mind most of the checks can actually be
conducted before the check itself (i.e. approach brief, radio settings etc.). The
pre-approach checks are only done to make sure everything was covered
9. 2 minutes or 4NM before TOD conduct the radio call to ATC to advise
intention to commence the descent and request traffic for the destination.
10. With the knowledge of the traffic, you might need to adjust the planned airwork
or approach levels as you will need to meet the IFR separation requirements:
a. 1000ft
b. 10NM
c. 10 minutes.
Do not descend below the altitude providing separation unless the preceding
traffic:
a. Has landed
b. Has reported maintaining a lower altitude
c. Has departed and the above separation criteria are met.
Keep in mind that a traffic conducting the approach might do a missed approach at
any time. If you already started your descent to an altitude the preceding traffic will
climb to during a missed approach, a traffic hazard will exist. The best way to
manage the threat is to communicate clearly with the preceding traffic.

INSTRUMENT FLYING
ENROUTE PROCEDURES
I-4.5.2.5 Descent and approach

We are now at the last stage of the flight. We gathered traffic information and we are
ready for the approach into our destination. If we are not yet ready, we have the
option to conduct holding pattern and delaying actions (more of this in the holding
section).
Remember the aircraft cannot descend below the en route LSALT until the following
conditions are met:
• When in VMC conditions
• Being radar vectored and provided with radar terrain clearance from ATC
• When conducting DME/GPS arrival
• Established within the MSA (Minimum Sector Altitude) area with a positive fix
• Conducting a published approach or missed approach procedure.
Practically speaking, a positive fix within a MSA corresponds to station passage,
unless a DME or GPS reading can be obtained. Three keywords describe the
requirements of any descent under the IFR as much as under the VFR.
• SAFE
• STABLE
• EFFECTIVE
Terrain clearance is the first concern when it comes to safety. Obstacle and traffic
clearance should be at the top of the priority list for any IFR flight. How do we
ensure our descent is Safe, Stable and Effective?
1. SAFE: remain above safe altitudes at all times. When deviations from the
flight plan are necessary or taken, ensure a thorough examination of the
amended safe altitude is done. The following tips are crucial to ensure safety:
a. Follow the procedures
b. Remain within tracking and altitude tolerances
c. Monitor NAVAID integrity and functionality using IDs
d. Crosscheck ETAs Distances and altitudes with regular orientation
exercises to ensure they make sense
e. Communicate with ATC and other traffic to ensure separation is
maintained at all times.
2. STABLE: the ideal arrival is the one that commences at cruising altitude and
intercepts the approach path for the approach with minimal level segment,
without the need to change performance (i.e. ROD, IAS). The application of
the company procedures for descent planning will assist in achieving this goal.

INSTRUMENT FLYING
ENROUTE PROCEDURES
In reality some deviations might be required during the descent. Follow these
tips:
a. Calculate the TOD correctly.
b. Monitor the descent profile by checking against aircraft specific
calculation examples:
i. For the DA42 is: “5 x ALT to loose / 1000 + 2NM’ at 500fpm
1. Descending from 8000ft to 2000ft = 6000ft to loose
2. 5 X 6 = 30 + 2 = 32 NM is our TOD
3. At 6000 ft we should be: 5 x 4 = 20 + 2 = 22 NM from
destination.
c. Another accepted method to calculate the TOD and descent profile is:
i. TOD is ALT to loose/1000 x 3 + 2 at ROD = 5 x GS
1. Descending from 8000ft to 2000ft = 6000ft to loose
2. 6 x 3 = 18 + 2 = 20. Out TOD is 20NM.
ii. Descent monitoring Is achieved with 3 x distance x 100 at 5 x GS
ROD
1. We are at 7 NM from the destination therefore we should be
at
2. 7 x 3 = 21 x 100 = 2100ft above target altitude.
d. Should we be above or below expected altitude, adjustment to Attitude
and Power setting is required to modify ROD whilst maintaining constant
speed.
e. Pre-calculate ROD and speed for the descent and use it as ‘command
ROD’.
f. Small changes are to be applied to both attitude and power. A 50-
100fpm changes in the command ROD is usually sufficient to slowly
regain the correct descent profile without causing major changes in trims
and further changes requirements when the descent path is intercepted.
3. EFFECTIVE: The main goal for any descent is to reach our destination
SAFELY. Descending too early will cause greater fuel consumption and
possibly putting ourselves closer to the terrain for no good reasons.
Descending too late might force us to rush through the configuration changes,
or the need to hold in order to allow us to descend further before being able to
conduct an approach, causing delays. The following tips will help being
effective during a descent’:

INSTRUMENT FLYING
ENROUTE PROCEDURES
a. Calculate the TOD correctly.

b. Monitor the descent profile and adjust as required to reach the target
altitude at the correct point.
c. Stay ahead of the aircraft and complete checks and configuration
changes at the appropriate time in accordance with the procedures.
I-4.5.2.6 Airwork and departure
During your training you will need to practice manoeuvres such as holding patterns,
sector entries and approaches. To complete the training some time will be spent at
the destination. Because the IFR navigation relies on the pilot reports as well as the
ETAs to monitor SARWATCH, you will need to nominate an “OPS NORMAL TIME’,
usually at intervals of 30 min, to advise ATS of the time, should they not receive a
response from the aircraft, to initiate the SAR procedures. Monitor the time for OPS
normal and ensure communication with ATS is maintained at all times.
I-4.6 Airmanship
IFR can be very demanding. The workload can easily get out of control should you
have to deviate from the plan, or should the conditions be different from the
expectation. A thorough planning for both expected and unexpected contingencies
can reduce the workload considerably.
When navigating by sole reference to instruments, disorientation can develop. It
doesn’t take much to lose situational awareness in spatial orientation as well as
aircraft control. You learned in basic IF of the physiological aspects of instrument
flying and how to manage the associated threats. It is worth remembering the
following key points:
1. Trust your instruments. An abrupt head movement or a prolonged manoeuvre
can cause the vestibular system to sense the aircraft in a different state that
what it actually is in. Should you find yourself disoriented do the following:
a. Stop the scan, concentrate on the AH/AI and keep wings level and the
nose on the horizon.
b. Once aircraft is under control and stable, restart the scan and regain
altitude and track should you have departed from it. Try to avoid any
major head movements.
c. Use the RMI for orientation as a map. Apply the principles learned
during the PTT sessions (Where am I? Where do I want to go? How do I
get there?)
Lookout under the IFR can be impossible when in IMC conditions. A thorough
understanding of the other traffic positions is fundamental. Keep the situational
awareness by listening on the radio for both the area and local frequencies,

INSTRUMENT FLYING
ENROUTE PROCEDURES
especially when overflying busy aerodromes and NAVAIDS. Communicate with the
traffic and establish separation.
An incorrectly set altimeter QNH can have adverse effects on the aircraft safety.
Ensure a thorough altimeter check is conducted on the ground before departure.
Remember the maximum error between actual and indicated altitude is 60ft for IFR
operations. Crosscheck values whenever you can, and query ATC should
discrepancies be present.


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FLIGHT STUDY GUIDE

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IFR PLANNING AND ENROUTE PROCEDURES

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I-4.4.1 Preparing for an IFR flight

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Remember, it is the pilot’s responsibility to ensure he/she is suitably qualified and

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I-4.4.2 Planning an IFR flight

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• The following points also need to be taken into consideration:

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An alternate is required due weather under the following conditions:

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NOTE 2: The requirement of a second navaid receiver or combination does not

Lighting system available Requirements

NOTE 1: The responsible person attendance needs to be confirmed through the

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I-4.4.3 Fuel Requirements

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The planning should be divided into 2 stages:

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in case of an emergency. Knowing relative position of destination

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I-4.5.2 The Flight

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I-4.5.2.1 Taxiing for departure

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I-4.5.2.5 Descent and approach

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a. Calculate the TOD correctly.

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