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heading indicated corresponds with
the runway direction (some of these
things can slave 180° out). The
localiser needle should be centred, or
the VOR needle, if it's more or less
on the runway, as many are.
Check the transponder, note the
time and go through the checklist.
At uncontrolled airports, broadcast
your intentions and make sure there
is no conflicting traffic.
Climb
After lifting off, ensure that you
have a positive rate of climb, and
that you seem to be going in the
right direction (check the DGI).
Leave full power on a little longer
than you would for VFR flight or, in
other words, don't be in such a hurry
to reduce it, always bearing in mind
the takeoff power limitations.
Trim.
If in a TCA, you may be told of a
frequency to change to before you
take off, or be advised afterwards
once you are clear of traffic. It helps
the new controller if you state your
call sign, departure runway, passing
altitude and the one you are cleared
to (it will all be written somewhere,
but it saves looking it up).
If not given a frequency, advise the
tower of the one you are changing to
when the time comes.
In uncontrolled airspace, listen out
on the MF for as long as you are in
its area, then call up ATC on the
appropriate frequency (if you have
two boxes, listen out on the MF
while calling the new lot).
Check the OAT and for icing every
1,000 feet, or whenever you feel it is
appropriate.
Enroute
Make position reports as and when
required, particularly on 126.7 in
uncontrolled airspace. At each one,
check your fuel, the ETA for the
next point, and the one after that
(and revise with ATC if over 3
minutes' difference).
Report reaching and leaving all
altitudes, and the ones you are
passing (up or down) on initial calls,
together with the one you are cleared
to, just in case the previous
controller hasn't transferred the
information (it happens). When
given a climb or descent, ATC will
assume you are doing so at 500 feet
per minute for propeller aircraft, or
1,000 fpm for jets.
Keep above the MEA, although you
could nip down to the MOCA for a
short while to help get rid of icing, at
the risk of losing navaid reception.
Always climb well in advance of an
increase in minimum IFR altitude.
Usually, further clearance is given
well before you reach clearance
limits, but if it isn't, you must hold at
the limit, at the assigned altitude, to
at least the last time given.
Holding
Holding patterns are usually righthanded
racetrack patterns (known as
standard):
258 Canadian Professional Pilot Studies
However, they occasionally may go
to the left (non-standard) or have a
different inbound leg time, which is
usually 1 or 1 ½ minutes, depending
whether you are below or above
14,000 feet, respectively (it is a
matter of professional pride to many
pilots to arrive over the holding
point precisely on time). To ensure
the correct timing, adjust the
outbound leg for wind direction and
speed so, if the inbound leg is into
wind, you cut the outbound leg short
by whatever amount is appropriate,
and apply double the drift correction
used inbound (the inbound leg is the
short one going toward the fix):
When given the hold in the first
place, you will also be given a time at
which you can expect to leave it, in
case your radio fails, and the aim is
to adjust the patterns to leave the
holding fix as near as possible to it (a
hold with the inbound leg into a
headwind will take less time to
complete all the legs per cycle).
In fact, the holding clearance will
include the clearance to the fix itself,
the direction to hold from it, the
inbound track direction, DME
distances (if holding over one), the
altitude or flight level to be
maintained and the time to Expect
Further Clearance (EFC) or Expect
Approach Clearance (EAC).
DME holds look like this:
They are more often than not given
to turbine aircraft, with the leg
length given with the clearance.
If you are proceeding nicely through
an approach, but do not receive
further clearances when expected,
hold on the inbound track at the
point you are cleared to until the
clearance time, all turns to the right
unless published otherwise. If you
cannot get in touch with ATC, carry
out the appropriate communications
failure procedures.
The Minimum Holding Altitude (MHA)
　
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