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Second Flight
INTRODUCTION TO INSTRUMENTAL FLIGHT
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Introduction
For your second flight, we chose a flight between two airports Vršac-LYVR and Belgrade-LYBE. The flight takes about 60 minutes
(89,2nm), in the event that we can not land in Belgrade, we will return to the departure airport Vrsac, because of all this we have
to have enough fuel for a double relation Vrsac Belgrade, for half an hour waiting for landing and for reserve for about 10 minutes.
Set your plane as the previous flight at Apron C, to a position from 1 to 4. Enter the total weight for two people, you and your
instructor. Record flight for later use, as LYVR_my second flight.
Flight plan example is given in the following picture:
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Flight route:
COURSE
DISTANCE (nm)
Flight time (min) speed 122kn
1
NDB VRA (294,0 kHz)
188
3,7
2
2
ZILOV island in the Danube - Žilovo
188
19
11
3
NDB POZ(416,0 kHz) - Požarevac
188
9,7
5
4
BARAV-Barajevo
259
23
9
5
NDB OBR (355,0 kHz) - Obrenovac
279
21
13
6
YAKOV-Jakovo
030
11
5
7
SIERA-Surčin village
NOTE: NDB (Non Directional Beacon) POZ not simulated in FSX. In case the use FSX should install this patch or update default
navigation database on http://www.aero.sors.fr/navaids3.html.
VFR flying is based on navigation using visual landmarks on the ground. In our flight plan at Level field, it is stated VFR, it means
that we can maintain on our discretion up to 3000 ft AGL (above ground level), respecting the rules of priority in the air.
Transitional Altitude and Transitional Layer
The longer the flight, the higher the altitude. During takeoff and low-level flight you want to know the distance between the
airplane and the ground - Above ground level AGL. When you reach certain altitude you are at transitional altitude - TA, if you go
higher you go through transitional layer (you are forbidden to fly level flight at this altitude range) until you reach transitional
level - TL. At this point you are high enough to avoid all obstacles from the ground within current region (buildings, hills, etc) and
constant change of parameters on altimeter to show AGL (every hill, valley, air pressure inversion pockets or mountain) would be
time consuming and unnecessary. Therefore you will set standard-sea-level-air-pressure to your altimeter (1013mbar, or
2992mmHg in USA), and you start reporting your altitude as flight level FL (to avoid confusion with pilots under TA). FL number
shows altitude from mean sea level: FL120 is 12 000ft above mean sea level. While descending, when you pass below TL, you have
to report altitude in feets.
When you are planning to fly at a higher altitude of 3000ft AGL, then fly through the Transitional level flight level to be assigned
to a semicircular rule. If you are flying to the east of the HDG from 000 to 179 degrees, fly at odd levels and fly to 3500ft, 5500ft,
7500ft ... and so on until the transition height TA. If you are planning to fly above the transition level, we will post those FL115,
FL135, FL155, FL175 and at last can be FL195. Over FL195 is prohibited VFR flight because it is considered that the height such that
they can no longer perform visual navigation to landmarks on the ground. When flying in HDG from 180 to 359 flying at even flight
levels 4500ft, 6500ft, 8500ft ... FL145, FL165 and FL185 is the last. The space between the transitional altitude TA and transition
flight level TL is called the transition layer and it is forbidden to cruise. In some countries there are deviations from the semicircular
level flight, because in these countries is mainly organized traffic in the direction North - South. All flying HDG 90 to 269 degrees,
flying at an odd flight levels, and those who fly HDG 270 to 89 flying even flight levels. Countries in which the organization applies
flying North-South are: Italy, France, Spain, Portugal, Switzerland and New Zealand.
VFR dictates us to navigate using landmarks on the ground. You, as a VFR pilot, may use radio navigation instruments such as NDB,
VOR, DME but, you musn’t depend on them for navigation. Hereafter, we’ll show you how to use navigational instruments.
Since you are already parked at one of the positions 1 to 4, you will start with instrument preflight preparation.
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COM 1 is initially set to 122.80 (UNICOM), if LYVR_TWR is online, switch COM 1 at 118.6.
Transponder is set to 7000. It may be replaced later by some other code assigned by ATC.
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Map taken from http://skyvector.com/
Using the knowledge gained in the first flight, you will take off following the appropriate traffic pattern and get to the point VRA.
Point where leg to ZILOV starts is VRA. We will use the following navigation map:
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Serbia and Montenegro Air Traffic Services - SMATSA
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Serbia and Montenegro Air Traffic Services - SMATSA
Speed
In order to fly on the route you need to understand the speeds referred to in flight.
In order to fly the plane needs a lift force. During the flow of air around the wings, due to differences in the speed of the upper
and lower surface of the wing lift is formed. Therefore it is very important that at any moment during flight we know h2ow fast the
plane is moving through the air.
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𝑄=
2
The term 1 / 2ρV2 represents the dynamic pressure (Q), by which we determine the lift and resistance of the aircraft.
The speedometer or ASI (Air Speed Indicator) measures the total pressure and static pressure, and obtained by subtracting the
dynamic pressure which is a function of V2 and density. The speedometer is calibrated to the conditions of standard atmosphere
(ISA International Standard Atmosphere) at mean sea level (MSL-Mean Sea Level) shows the value of the actual speed V (TAS True
Air Speed). Seeing as the plane moves very rarely in these conditions the ASI picking displayed speed-IAS (Indicated Air Speed).
Errors in speed reading are:
-That's a error instrument readings due to mechanical imperfections (instrument error)
-That's a error of measuring static pressure (Pressure error)
-That's a error due to differences in density compared to the ISA MSL (Density error)
-That's a error because air compressibility when moving at high speeds (Compressibility error)
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To reach values of TAS is necessary to make the following corrections:
The correction can be made computationally.
And now a little easier on the speeds on the Cessna 172. When you climb up to 3000ft it is necessary to adjust the throttle so that
the speed of the display is 91kt. Very roughly can be calculated that will exceed 1.5 NM for one minute. Since the map is written
first section VRA Zilov is 19,4NM. 19.4NM / 1.5 = 12.93 minutes. Approximately will fly 13 minutes, for all other sections will easily
calculate the flight time sharing the distance with 1.5. Since the total distance of about 90nm, it will take about 60 minutes to fly
over the whole route.
When you over the OBR, ATC will give you instruction how to approach the airport. If it's crowded it is possible that you will
receive an instruction to fly race track (race track is the similar thing as holding pattern for IFR flights) as published on the map. If
not crowd you will get instructions on how you enter the airport circle and which path to use.
We hope this is all very interesting. We have prepared a bonus pack of basic explanation for
usage of NDB, VOR and DME.
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PPL BONUS PACK
Basic use NDB, VOR and DME.
PPL BONUS FLIGHT
As we have already said, navigation with VFR flight is based on the landmarks on the ground. In the airplanes there are radio
navigation devices, it is ok to know the basics of using them but on this level, you are not obligated to know navigation based on
them. In this chapter we introduce to the basic using radio navigation aids.
For this flight, make full preparation as the second flight LYVR-LYBE. We'll fly it completely identical to the point BARAV, where we
turn to the VOR VAL, when we was approached VOR VAL we'll turn to the NDB OBR continues we will end up exactly like last flight.
Do not forget that in the flight plan after BARAV point enter VAL point.
When on the radio panel, set the ADF frequency NDB VRA to 294KHz,
We will see that the yellow needle on the ADF instrument become active and to have some deviation. Needle will show us the
direction of NDB in relation to our position.
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As we said, repeat the last flight LYVR-LYBE, we will contact TWR start the engine and do all the usual procedure: taxiing, takeoff,
flight in the traffic pattern to a position where you need to start the third turn.
While takeoff and fly in the traffic pattern we monitor how yellow needle on the ADF instrument moves.
-
On takeoff needle shows us that NDB VRA is almost behind, at 6 o’clock.
During downwind ADF needle shows us that the NDB VRA is approximately on 11 hours position.
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On the position before the third turn ADF needle shows us that the NDB VRA little less than 11 o’clock.
From the position where the third turn start turn to the NDB VRA.
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After passing over NDB VRA notice that the ADF needle turned and shows us that the NDB right behind us.
We'll take HDG188 and keep it next 19.4 nm. Rotate OBS button on ADF instrument turn until it locks into position equal to a
magnetic course (here: 188 degrees). Departure leg of NDB's called QDR and denoting the degrees, so we took QDR188 in relation
to the NDB VRA.
After passing the VRA climb to 3000 ft, keep a little less than full throttle and climb speed of 80Kt.
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Flight continue to point ZILOV over the island on the Danube river . On the radio frequency panel transfer the ADF to 416 KHz
frequency for the end NDB POZ.
Note that the ADF needle turned to us shows us NDB POZ comes in 12 o’clock. Incoming leg to the NDB is called QDM so we took
QDM 188 in relation to the NDB POZ.
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After passing the NDB POZ set QDR261 that will lead us to the point BARAV, it is a place Barajevo will recognize it by the railway
line, above which we find ourselves.
Position above the BARAV, look at the instruments.
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ATC obtained permission to turn to the left towards the VOR NDB VAL, Valjevo. We open radio panel and adjust the frequency of
the ADF-NDB and VAL at 390KHz. We will configure the NAV 2 VOR frequency at 116.60 MHz. Radio panel looks like this now.
Turn slightly to the left to HDG 240 until you get the ADF needle to show exactly to 12 o’clock to NDB VAL. ADF OBS button turn
until it coincides read the ADF heading with heading on a magnetic compass.
Instruments will show the following.
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Rotate the OBS button while the NAV 2 instrument needle is in the middle and the arrow is pointing upward, which means that
you are flying towards the VOR VAL. You'll see that the magnetic course and heading towards the VOR-in are the same. The N1- N2
switch set in N2 position. DME display shows that we are 26.3 nm ahead VOR VAL, our speed is 101 kt and that we need another
15 minutes flight to get to the VOR. It is important to know that these readings are accurate only when flying directly toward the
VOR. You'll notice the difference in speed as indicated on the aircraft speed meter and ground speed of the VOR / DME display.
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Once you reach VOR VAL, turn right to the NDB OBR whose frequency is 355KHz. Apply everything we have learned so far in order
to get NDB OBR. Note the DME display indicates moving away from the VOR VAL. If the switch N1-N2 set in position N1, can get
the distance to the VOR BEO, the speed will not be completely accurate because we do not fly directly to the VOR BEO.
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When the NDB OBR is reached proceed as instructed by ATC to land at the Belgrade airport.
Thank you for being very attentive listeners PPL training on IVAO network.
If you have all of the previous steps mastered, you are ready for taking the PPL exam.
We wish you clear sky.