<section id="atc-communication">
<h1><a class="header-anchor" href="#atc-communication"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> ATC Communication</h1>
<section class="reference">
<p>Communication is an essential part of flying the skies of Infinite Flight, this section covers all aspects from pushback, to parking on stand.</p>
<p>On this page, you can find the following miscellaneous items covered:</p>
<ul>
<li><a href="/guide/flying-guide/atc-communication/overview#when-to-contact-atc-on-departure" class="documentation-content-link">When to Contact ATC</a></li>
<li><a href="/guide/flying-guide/atc-communication/overview#common-mistakes-when-communicating-with-atc" class="documentation-content-link">Common Mistakes</a></li>
<li><a href="/guide/flying-guide/atc-communication/overview#special-circumstances" class="documentation-content-link">Special Circumstances</a>.</li>
</ul>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Need help using the Communication User Interface? Make sure to check out our <a href="/guide/getting-started/pilot-user-interface/communication#communication" class="documentation-content-link">Getting Started Guide</a>!</p>
</dd>
</dl>
</dl>
</section>
</section>
<section id="when-to-contact-atc-on-departure">
<h2><a class="header-anchor" href="#when-to-contact-atc-on-departure"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> When to Contact ATC on Departure</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Facility</th>
<th>When</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Facility">Ground</td>
<td data-label="When">When you are ready to <a href="/guide/flying-guide/atc-communication/atis-pushback-and-taxi#pushback-communication-summary" class="documentation-content-link">pushback</a> or <a href="/guide/flying-guide/atc-communication/atis-pushback-and-taxi#taxi-communication-summary" class="documentation-content-link">taxi</a>, you can contact Ground to make the request</td>
</tr>
<tr>
<td data-label="Facility">Tower</td>
<td data-label="When">You should contact Tower when you are either handed off from Ground or ready for departure (after being told to &quot;taxi to RWY XX, contact Tower when ready&quot;). Once with Tower, you can make your <a href="/guide/flying-guide/atc-communication/take-off-and-departure#take-off-communication-summary" class="documentation-content-link">request</a></td>
</tr>
<tr>
<td data-label="Facility">Radar</td>
<td data-label="When">You should contact Radar (Departure/Center/Approach) when you are either handed off by Tower after take-off or entering the Controller’s airspace upon departure from a non-controlled field. Once with Radar, you can initiate communication by transmitting <a href="/guide/flying-guide/atc-communication/take-off-and-departure#departure-communication-summary" class="documentation-content-link">&quot;Check In [IFR]&quot; or &quot;Flight Following [VFR]&quot;</a></td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="when-to-contact-atc-on-arrival">
<h2><a class="header-anchor" href="#when-to-contact-atc-on-arrival"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> When to Contact ATC on Arrival</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Facility</th>
<th>When</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Facility">Radar</td>
<td data-label="When">You should contact a Radar Controller upon arrival when you are either handed off from another Radar Controller or entering the <a href="/guide/flying-guide/atc-communication/en-route#en-route-communication-summary" class="documentation-content-link">Controller’s airspace</a>. Once with Radar, you can initiate communication by transmitting &quot;Check In [IFR]&quot;, &quot;Flight Following [VFR]&quot; or a <a href="/guide/flying-guide/atc-communication/descent-and-approach#descent-communication-summary" class="documentation-content-link">specific approach request</a></td>
</tr>
<tr>
<td data-label="Facility">Tower</td>
<td data-label="When">You should contact Tower when you are either handed off from a Radar Controller or inbound with no radar service (within 25nm and below 10,000 AAL). Once with Tower, you can <a href="/guide/flying-guide/atc-communication/landing-and-taxi-to-parking#landing-communication-summary" class="documentation-content-link">initiate communication</a> by calling &quot;inbound on the [ILS/GPS/Visual], RWY XX&quot; or when no approach service was provided, &quot;inbound for [landing/touch &amp; go]&quot;</td>
</tr>
<tr>
<td data-label="Facility">Ground</td>
<td data-label="When">You should contact Ground when you are either handed off by Tower (this can be in the form of an exit instruction) or exiting the runway without an exit instruction/handoff. Once with Ground, you can make your <a href="/guide/flying-guide/atc-communication/landing-and-taxi-to-parking#taxi-to-parking-communication-summary" class="documentation-content-link">request</a></td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="common-mistakes-when-communicating-with-atc">
<h2><a class="header-anchor" href="#common-mistakes-when-communicating-with-atc"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Common Mistakes when Communicating with ATC</h2>
<section class="reference">
<p><strong>Calling &quot;inbound on the [ILS/GPS/Visual]&quot; without an Approach Clearance</strong></p>
<p>If you did not receive an approach clearance from a Radar Controller, you must ensure that you announce &quot;inbound for [landing/touch &amp; go]&quot;, not &quot;inbound on the [ILS/GPS/Visual]&quot;.</p>
<p><strong>Transmitting &quot;Check In [IFR]&quot; on initial contact with Approach</strong></p>
<p>When with a Radar Controller that is operating Approach, only make the approach request - no other requests are required.</p>
<p><strong>Transmitting &quot;requesting descent via [STAR] arrival&quot; when with Approach</strong></p>
<p>When with a Radar Controller that is operating Approach, only make the approach request - no other requests are required.</p>
<p><strong>Requesting &quot;Flight Following [VFR]&quot; after &quot;Check In [IFR]&quot;</strong></p>
<p>When contacting a Radar Controller only send one request - &quot;Check In [IFR]&quot; followed by &quot;Flight Following [VFR]&quot; is asking for two different services and is not required</p>
<p><strong>Announcing &quot;remaining in the pattern&quot; when departing</strong></p>
<p>If you do not intend on flying patterns at the airport, then do not announce &quot;remaining in the pattern&quot;. Instead, announce the direction of your departure from the Tower Controller's airspace.</p>
</section>
</section>
<section id="special-circumstances">
<h2><a class="header-anchor" href="#special-circumstances"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Special Circumstances</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Scenario</th>
<th>Description</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Scenario">Center as Approach</td>
<td data-label="Description">You should make your initial &quot;Check In [IFR]&quot; request with Center when entering their airspace, and &quot;requesting descent via [STAR] arrival&quot; when approaching your TOD. When reaching FL180, you can then make your specific approach request for the destination airport; Center will acknowledge (workload permitting) this request and issue vectors (if required) and a clearance</td>
</tr>
<tr>
<td data-label="Scenario">Tower in the Absence of Ground</td>
<td data-label="Description">If no Ground frequency is active, you can pushback and taxi to a runway at your discretion (provided it is clear to do so). No communication with Tower is necessary until you are ready for take-off</td>
</tr>
<tr>
<td data-label="Scenario">Controller Change in Progress</td>
<td data-label="Description">When a Controller change is in progress, there will be a brief period where no Controller is present. You should continue to fly as normal and treat any clearances previously issued as valid. When the new Controller switches in, no requests are required as the Controller will be able to see all previous communication in the message log</td>
</tr>
</tbody>
</table>
</section>
</section>


ATC Communication
Communication is an essential part of flying the skies of Infinite Flight, this section covers all aspects from pushback, to parking on stand.
On this page, you can find the following miscellaneous items covered:
When to Contact ATC
Common Mistakes
Special Circumstances.
Tip
: Need help using the Communication User Interface? Make sure to check out our Getting Started Guide!
When to Contact ATC on Departure
| Facility | When                                                         |
| -------- | ------------------------------------------------------------ |
| Ground   | When you are ready to pushback or taxi, you can contact Ground to make the request |
| Tower    | You should contact Tower when you are either handed off from Ground or ready for departure (after being told to "taxi to RWY XX, contact Tower when ready"). Once with Tower, you can make your request |
| Radar    | You should contact Radar (Departure/Center/Approach) when you are either handed off by Tower after take-off or entering the Controller’s airspace upon departure from a non-controlled field. Once with Radar, you can initiate communication by transmitting "Check In [IFR]" or "Flight Following [VFR]" |
When to Contact ATC on Arrival
| Facility | When                                                         |
| -------- | ------------------------------------------------------------ |
| Radar    | You should contact a Radar Controller upon arrival when you are either handed off from another Radar Controller or entering the Controller’s airspace. Once with Radar, you can initiate communication by transmitting "Check In IFR]", "Flight Following [VFR]" or a [specific approach request |
| Tower    | You should contact Tower when you are either handed off from a Radar Controller or inbound with no radar service (within 25nm and below 10,000 AAL). Once with Tower, you can initiate communication by calling "inbound on the [ILS/GPS/Visual], RWY XX" or when no approach service was provided, "inbound for [landing/touch & go]" |
| Ground   | You should contact Ground when you are either handed off by Tower (this can be in the form of an exit instruction) or exiting the runway without an exit instruction/handoff. Once with Ground, you can make your request |
Common Mistakes when Communicating with ATC
Calling "inbound on the [ILS/GPS/Visual]" without an Approach Clearance
If you did not receive an approach clearance from a Radar Controller, you must ensure that you announce "inbound for [landing/touch & go]", not "inbound on the [ILS/GPS/Visual]".
Transmitting "Check In [IFR]" on initial contact with Approach
When with a Radar Controller that is operating Approach, only make the approach request - no other requests are required.
Transmitting "requesting descent via [STAR] arrival" when with Approach
When with a Radar Controller that is operating Approach, only make the approach request - no other requests are required.
Requesting "Flight Following [VFR]" after "Check In [IFR]"
When contacting a Radar Controller only send one request - "Check In [IFR]" followed by "Flight Following [VFR]" is asking for two different services and is not required
Announcing "remaining in the pattern" when departing
If you do not intend on flying patterns at the airport, then do not announce "remaining in the pattern". Instead, announce the direction of your departure from the Tower Controller's airspace.
Special Circumstances
| Scenario                       | Description                                                  |
| ------------------------------ | ------------------------------------------------------------ |
| Center as Approach             | You should make your initial "Check In [IFR]" request with Center when entering their airspace, and "requesting descent via [STAR] arrival" when approaching your TOD. When reaching FL180, you can then make your specific approach request for the destination airport; Center will acknowledge (workload permitting) this request and issue vectors (if required) and a clearance |
| Tower in the Absence of Ground | If no Ground frequency is active, you can pushback and taxi to a runway at your discretion (provided it is clear to do so). No communication with Tower is necessary until you are ready for take-off |
| Controller Change in Progress  | When a Controller change is in progress, there will be a brief period where no Controller is present. You should continue to fly as normal and treat any clearances previously issued as valid. When the new Controller switches in, no requests are required as the Controller will be able to see all previous communication in the message log |

Overview

ATIS, Pushback and Taxi
ATIS Communication Summary
Once spawned, the pilot will automatically be tuned to the ATIS frequency if it is currently staffed by a Controller. The current ATIS will continue to broadcast until the pilot tunes out.
Tuned to ATIS
As the ATIS is broadcast, it will appear at the top of your screen.
An on-screen notification will appear to inform you that you have been automatically tuned to an active frequency. You can tap it to dismiss the message.
The Communication button (headset icon) can be tapped to change frequencies, transmit/respond to ATC messages and to view the message log.
ATIS Communication Box
The top left corner of the communication box shows which airport the respective controller is transmitting from, the elevation, and the Controller’s frequency. The Controller’s facility and their display name is shown on the second line and the airport’s METAR is on the third line.
The back button can be used to select other frequencies or to tune out of the current frequency.
The last altitude, heading, speed and runway assignment issued by ATC as a reminder (these will be blank until instructions are transmitted).
The message log displays all communication history, double-tap it to just show your communication with ATC.
Tip
: When listening to the ATIS, plan your taxi route to the most likely runway that you will be sent to based on position and runway(s) in use for departure. Having a planned taxi route will help reduce your workload and make ground movement errors less likely!
ATIS Definitions
Below are two tables that define the meaning of all REMARKS and NOTAMS that may be present in an ATIS broadcast:
| REMARKS                           | ATC Intention                                                | Pilot Actions                                                |
| :-------------------------------- | :----------------------------------------------------------- | :----------------------------------------------------------- |
| No Intersection Departures        | ATC require pilots to use the full length of the runway.     | The pilot should hold short at the end of the runway.        |
| No Pattern Work                   | ATC is not accepting pattern work.                           | The pilot should not attempt to fly patterns at the airport, this does not include flying inbound for a touch & go landing provided the pilot then departs the airspace. |
| Flow Control                      | ATC is controlling the departure rate.                       | The pilot should expect a delayed departure.                 |
| Long Taxi                         | ATC may not send departures to the closest runway.           | The pilot should expect to be sent to a runway that requires a long taxi time. |
| Gate Hold                         | ATC needs to freeze all outbound ground movement.            | The pilot should hold at their gate until the hold is lifted, do not send duplicate pushback requests. |
| No Light Aircraft                 | Light aircraft (XCub, C172, P38, SR22, and Spitfire) are not allowed in the airspace or at the airport. | The pilot, if flying a light aircraft, must divert to or respawn at a different airport. |
| Rolling Departures                | ATC would like to expedite departures.                       | When cleared for take-off, the pilot should enter the runway and begin their take-off roll immediately. |
| Flight Plan Required              | ATC would like the pilot to file a flight plan before pushback/taxiing. | The pilot must file a flight plan before requesting pushback. |
| Straight Out Departures           | ATC would like aircraft to maintain runway heading until the altitude sent with the takeoff clearance is reached AND they are clear of traffic. | The pilot should fly straight until at the assigned altitude AND clear of all traffic before making any directional changes. |
| Multiple Frequencies in Use       | Controllers are using multiple frequencies to manage traffic. | The pilot should check the ATIS for the frequency to contact from their current position, and be ready to change frequencies at any time. |
| Check Forum for Event Information | ATC is referring pilots to special instructions on the IFC pages (i.e. FNF, VARB Summit) | The pilot should check the forum before flying.              |
| SID/STAR Use Recommended          | SID/STAR use is not essential for traffic management but is recommended. | The pilots should add a SID/STAR to their flight plan.       |
| SID/STAR Use Required             | SID/STAR use is essential for traffic management or events.  | The pilot must add an ATC preferred SID/STAR to their flight plan. |
| NOTAMS                     | ATC Intention                                     | Pilot Actions                                                |
| :------------------------- | :------------------------------------------------ | :----------------------------------------------------------- |
| Event in Progress          | An event is in progress.                          | The pilot may experience delays or, depending on the event, will not be allowed to participate. |
| Size Restrictions in Place | The airport cannot handle certain sized aircraft. | The pilot should think about the size of their aircraft in relation to the airport. |
| Severe Weather             | Extreme weather conditions have been reported.    | The pilot should expect high winds/turbulence.               |
| Low Visibility             | Low visibility has been reported.                 | The pilot should expect low visibility.                      |
Pushback Communication Summary
Step 1
: Select the active Ground frequency
Active Ground Frequency
Step 2
: Tap "Request Pushback"
Request Pushback
Tip
: If you are in a parking spot that does not require pushback, or in an aircraft that is not capable of pushback - then make sure to just request taxi when you are ready instead!
Step 3
: Tap "Send" or "Request Specific Runway" (if you do request a runway, the available runways will appear to select from, tap the desired runway for the request to be sent)
Send Pushback Request
Tip
: If you are going to request a specific runway, make sure it is being used in the ATIS first!
Step 4
: When you receive your pushback clearance (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply" to the message
Reply to Pushback Clearance
Tip
: When you receive your pushback clearance, you may be told to expect a specific runway - make sure to pushback in a direction that will allow you to taxi to the respective runway!
Taxi Communication Summary
Step 1
: Tap "Request Taxi"
Request Taxi
Step 2
: Tap "Active Runway" to send the message, or "Request Specific Runway" (if you do request a runway, the available runways will appear to select from, tap the desired runway for the request to be sent)
Send Taxi Request
Tip
: If you are going to request a specific runway, make sure it is being used for departure in the ATIS!
Step 3
: When you receive your taxi clearance (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply" to the message
Reply to Taxi Clearance
Pilot to Ground Controller Communication Table
| Request/Message                   | When to Send                                                 | When Not to Send                                             |
| --------------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Request Taxi to an Active Runway  | Sent when the pilot does not have a runway preference.       | The pilot should not send this when they are actively pushing back. |
| Request Taxi to a Specific Runway | Sent when the pilot has a runway preference.                 | The pilot should not request an inactive runway, determined by the current ATIS. |
| Request Pushback                  | When the pilot wishes to pushback, they should request a pushback clearance. | This should not be requested if the user is piloting an aircraft without pushback capabilities (C172, C208, TBM-930, SR22, XCub, F18, F22, F16, F14, A-10, Spitfire, or P-38) or is in a parking space that does not require a pushback. |
| Request Runway Crossing           | If the pilot's taxi route requires them to cross a runway, they must request permission to cross. The requested runway should be the same as the runway in use. | In any other circumstance.                                   |
| Request Frequency Change          | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | The pilot should not request a frequency change from Ground when they are taxiing to a runway. The frequency change is included in the taxi instruction (“contact Tower when ready”). |
Ground Controller to Pilot Communication Table
| Instruction/Message                      | ATC Intention                                                | Pilot Actions                                                |
| ---------------------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Taxi to Runway, Contact Tower when Ready | ATC has cleared the pilot to taxi to Runway XX.              | The pilot should begin to taxi to the assigned runway.       |
| Pushback Approved                        | ATC has given the pilot clearance to pushback.               | The pilot should pushback onto the taxiway.                  |
| Hold Position                            | ATC wants the pilot to immediately stop their aircraft.      | If at the gate, the pilot should wait until a pushback clearance is given. If the pilot is taxiing, they should bring the aircraft to a full stop and await the “Continue Taxi” instruction. |
| Continue Taxi                            | ATC is lifting their "Hold Position" instruction.            | The pilot can continue to taxi.                              |
| Hold Short of Runway                     | ATC wants the pilot to hold short of the runway.             | The pilot should hold their entire aircraft behind the hold short line. |
| Cross Runway                             | ATC has cleared the pilot to cross the runway.               | The pilot should cross the runway. If “Please Expedite” is included, the pilot should expedite crossing. |
| Give Way to Aircraft                     | ATC wants the pilot to give way to another aircraft.         | The pilot should yield to the respective aircraft.           |
| Expect Progressive Taxi Instructions     | ATC will use progressive taxi instructions.                  | The pilot should continue as normal until given further instructions. |
| Turn Left/Right Next Taxiway             | ATC wants the pilot to turn left/right (respectively) at the next taxiway. | The pilot should turn left/right (respectively) at the next taxiway and continue taxiing until given further instructions. |
| Continue Straight Ahead                  | ATC wants the pilot to continue straight on the taxiway they are currently on. | The pilot should stay on the taxiway until given further instructions. |
| Make a 180                               | ATC wants the pilot to make a 180º turn.                     | The pilot should turn around and await further instructions. |
| Follow Aircraft Ahead                    | ATC wants the pilot to follow the aircraft ahead.            | The pilot should follow the aircraft ahead until given further instructions. |
| Continue Taxi at your Discretion         | ATC wants to let the pilot know that they are no longer subject to progressive taxi instructions. | The pilot can continue their taxi at their discretion. If any other taxi instructions are given, they should follow those. |

ATIS, Pushback and Taxi

Take-Off and Departure
Take-Off Communication Summary
Step 1
: Select the active Tower frequency
Active Tower Frequency
Step 2
: Tap "Request Departure"
Request Departure
Step 3
: Select the runway you are holding short of and then tap "Departing" or "Remaining in the Pattern"
Select Departure Runway
Send Departure Request
Tip
: If you're departing, you will need to advise the Tower Controller in which direction you are departing their airspace (i.e. if your SID departs to the South, make sure to select "South"). If you are not first in line for departure, you can add "In Sequence" to the end of your departure request (the Controller may advise of departure sequencing at any time whilst you are in the queue)
Step 4
: When you receive your take-off clearance (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply" to the message
Reply to Take-Off Clearance
Pilot to Tower Controller Communication Tables
| Request/Message (On the Ground)              | When to Send                                                 | When Not to Send           |
| :------------------------------------------- | :----------------------------------------------------------- | :------------------------- |
| Request Departure - Departing                | The pilot should request departure if they are ready to take-off from the active runway. The direction should correlate to the direction the pilot will be departing Tower’s airspace. "In Sequence" can be included when not first in line for departure. | In any other circumstance. |
| Request Departure - Remaining in the Pattern | The pilot should state that they will be remaining in the pattern if they plan to fly patterns (take-off and land at the same airport). "In Sequence" can be included when not first in line for departure. | In any other circumstance. |
| Request Runway Crossing                      | If the pilot is with the tower controller and wishes to cross a runway, they should request permission to cross the active end. | In any other circumstance. |
| Request Frequency Change                     | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | In any other circumstance. |
| Request/Message (In the Air) | When to Send                                                 | When Not to Send           |
| :--------------------------- | :----------------------------------------------------------- | :------------------------- |
| Inbound for Landing          | The pilot should send this if they did not receive an approach clearance or were provided with radar vectors or flight following. | In any other circumstance. |
| Inbound on the ILS           | The pilot should call inbound on the ILS if they were cleared for an ILS approach. | In any other circumstance. |
| Inbound on the GPS           | The pilot should call inbound on the GPS if they were cleared for a GPS approach. | In any other circumstance. |
| Inbound on the Visual        | The pilot should call inbound on the visual if they were cleared for a visual approach. | In any other circumstance. |
| Announce Go Around           | Reasons to go around include an unstable approach, runway blocked by an aircraft, or loss of separation with the aircraft ahead. | In any other circumstance. |
| Request Departure            | The pilot should request departure when exiting Tower’s airspace after flying in the pattern. | In any other circumstance. |
| Report Position              | The pilot should report their position if they have not been cleared yet and are landing momentarily. | In any other circumstance. |
| Report Position - Full Stop  | The pilot can send this to inform ATC that they will be landing after flying in the pattern. | In any other circumstance. |
| Request Runway Change        | The pilot can request a runway change if they would like to change runways while in the pattern or after calling inbound. | In any other circumstance. |
| Request Transition           | If the pilot will be flying through Tower’s airspace, they should request a transition. | In any other circumstance. |
| Request Frequency Change     | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | In any other circumstance. |
| Announce Missed Approach     | If the pilot’s approach is not looking right for any reason, they should announce a missed approach. | In any other circumstance. |
Tower Controller to Pilot Communication Table
| Instruction/Message                              | ATC Intention                                                | Pilot Actions                                                |
| ------------------------------------------------ | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Cleared for Take-Off                             | ATC is clearing the pilot for take-off.                      | The pilot should commence their take-off roll.               |
| Cancel Take-Off Clearance, Hold Position         | ATC is canceling the pilot's take-off clearance.             | The pilot should abort their take-off and hold on the runway. |
| Hold Short                                       | ATC wants the pilot to hold their position off the runway.   | The pilot should proceed to the hold short line and stop (the Controller may also advise the pilot of departure sequencing information). |
| Line Up and Wait                                 | ATC wants the pilot to line up on the runway and hold their position. | The pilot should enter the runway, stop, and be prepared to takeoff. |
| Back Taxi                                        | ATC wants the pilot to enter the runway and taxi to the specified end. | The pilot should taxi on the runway and, depending on the instruction, either exit and contact Ground or line up and wait. |
| Exit Runway                                      | ATC wants the pilot to exit the runway they just landed on.  | The pilot should roll off the runway and contact Ground.     |
| Exit Runway, Cross Runway XX and Contact Ground. | ATC wants the pilot to exit the runway at a controlled speed, cross Runway XX, and contact Ground. | The pilot should bring their aircraft to a safe speed, cross the specified runway, and contact Ground. No further communication with Tower is necessary. |
| Exit Runway, Hold Short of Runway XX             | ATC wants the pilot to exit the runway at a controlled speed and hold short of Runway XX. | The pilot should bring their aircraft to a controlled speed and hold short at the specified runway. They should stay with Tower; runway crossing requests are unnecessary. |
| Speed at your Discretion                         | ATC would like the pilot to manage their own speed.          | The pilot may fly at any safe speed, following speed restrictions. |
| Maintain Present Speed                           | ATC wants the pilot to maintain their current speed until told otherwise. | The pilot should check their speed and maintain that until told otherwise. |
| Maintain Slowest Practical Speed                 | ATC wants the pilot to fly as slow as is safe.               | The pilot should decrease their speed as much as possible.   |
| Maintain Best Forward Speed                      | ATC wants the pilot to fly as fast as is safe.               | The pilot should increase their speed as much as possible.   |
| Adjust Speed to Follow Aircraft Ahead            | ATC wants the pilot to slow down to maintain separation with the aircraft ahead. | The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead. |
Departure Communication Summary
Step 1
: Once airborne, wait for the Tower Controller to send "Frequency change approved, good day" or hand you off to another active frequency
Contact Radar Frequency
Step 2
: The Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply to Handoff"
Reply to Handoff
Step 3
: If you were sent "Frequency change approved, good day" then there is currently no Controller active in your area - we recommend just tuning out of the current frequency by tapping "Tune out of [airport ICAO code] Tower" and continuing en-route. If you have been handed off to an active frequency, it will give you the two options, either "Send & Switch" (which will reply and automatically tune you to the next frequency) or "Send" (which will reply but you will then need to tune to the next frequency manually)
Send and Switch
Step 4
: Once you are tuned into the Radar Controller's frequency, the following table outlines which requests can be transmitted:
| Departure Type      | Check In [IFR] | Flight Following [VFR] |
| ------------------- | -------------- | ---------------------- |
| With Flight Plan    | Yes            | Yes                    |
| Without Flight Plan | No             | Yes                    |
Initial Contact
Tip
: Make sure to only make ONE request, multiple transmissions increase Controller workload and could result in a Violation!
Pilot to Radar Controller Communication Table
| Request/Message           | When to Send                                                 | When Not to Send                                             |
| ------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Request Approach          | The pilot should request an approach if they want an ILS, GPS, or visual approach provided. | In any other circumstance.                                   |
| Request Flight Following  | The pilot can request this if they want to fly into their destination without receiving an approach. If approved, they are free to follow their flight plan and have discretion over their altitude. | This service should not be requested after Checking In.      |
| Request Radar Vectors     | If the pilot does not want an ILS, GPS, or visual approach, and they have not requested another service, they can request radar vectors. ATC will vector them onto a VFR pattern leg and hand them off to Tower/Unicom at pattern altitude. | In any other circumstance.                                   |
| Request Altitude Change   | If the pilot is within 1,000ft of terrain or is within 3NM/1,000ft of another aircraft, they should request this. ATC will check their surroundings and take action if necessary. The pilot can also request this if they want to climb past their initial cruising altitude. | The pilot should not request this upon departure. Checking In gives the pilot discretion over their altitude. |
| Executing Missed Approach | The pilot may announce a missed approach if they are unable to continue their approach. If going around, this should be sent to the radar controller upon contact. | In any other circumstance.                                   |
| Check In                  | The Check In is primarily used with Center and Departure. Approval authorizes the pilot to follow their own lateral and vertical guidance filed in their FPL. | The pilot should not Check In with approach. Instead, they should simply request an approach. |
| Request Descent via STAR  | The pilot should request this if they are 1 minute away from their top of descent (TOD) and have a STAR filed. | If Radar tells the pilot to state their approach request, the pilot should not request a descent. |
| Request Frequency Change  | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | The pilot should not use this impatiently. Frequency changes will not always be given immediately. |
| Airport In Sight          | The pilot may report airport in sight if they can see the airport while on a visual approach. | In any other circumstance.                                   |
Radar Controller to Pilot Communication Table
| Instruction/Message                              | ATC Intention                                                | Pilot Actions                                                |
| ------------------------------------------------ | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Continue As Filed                                | ATC would like the pilot to continue flying at their discretion. | The pilot should continue as filed; all altitude changes and directional changes do not require clearances. |
| Resume Own Navigation                            | ATC would like the pilot to navigate on their own.           | The pilot should continue to navigate at their discretion; all directional changes do not require clearances. All altitude changes do. |
| Speed at Your Discretion                         | ATC would like the pilot to manage their own speed.          | The pilot may fly at any safe speed, following speed restrictions. |
| Maintain Present Speed                           | ATC wants the pilot to maintain their current speed until told otherwise. | The pilot should check their speed and maintain that until told otherwise. |
| Maintain Slowest Practical Speed                 | ATC wants the pilot to fly as slow as is safe.               | The pilot should decrease their speed as much as possible.   |
| Maintain Best Forward Speed                      | ATC wants the pilot to fly as fast as is safe.               | The pilot should increase their speed as much as possible.   |
| Adjust Speed to Follow Aircraft ahead.           | ATC wants the pilot to slow down to maintain separation with the aircraft ahead. | The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead. |
| Please Expedite Altitude Change                  | ATC wants the pilot to expedite their altitude change.       | The pilot should increase their vertical speed to descend or ascend expeditiously. |
| Amend Flight Plan to Include ATC Preferred STAR. | ATC needs to regulate traffic flow.                          | The pilot should add an ATC preferred STAR to their flight plan. |

Take-Off and Departure

<section id="remaining-in-the-pattern">
<h1><a class="header-anchor" href="#remaining-in-the-pattern"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Remaining in the Pattern</h1>
<section class="reference"></section>
<section id="remaining-in-the-pattern-communication-summary">
<h2><a class="header-anchor" href="#remaining-in-the-pattern-communication-summary"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Remaining in the Pattern Communication Summary</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Select the active Tower frequency</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/active-tower-frequency.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/active-tower-frequency@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/active-tower-frequency@3x.jpg 3x" alt="Active Tower Frequency" class="documentation-image-lightbox-link" >
          <figcaption>Active Tower Frequency</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 2</dt>
<dd>Tap &quot;Request Departure&quot;</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/request-departure-2.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/request-departure-2@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/request-departure-2@3x.jpg 3x" alt="Request Departure 2" class="documentation-image-lightbox-link" >
          <figcaption>Request Departure 2</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 3</dt>
<dd>Select the runway you are holding short of and then tap &quot;Remaining in the Pattern&quot;</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/select-departure-runway-2.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/select-departure-runway-2@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/select-departure-runway-2@3x.jpg 3x" alt="Select Departure Runway 2" class="documentation-image-lightbox-link" >
          <figcaption>Select Departure Runway 2</figcaption>
        </figure>
      </p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/send-remaining-in-the-pattern-request.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/send-remaining-in-the-pattern-request@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/send-remaining-in-the-pattern-request@3x.jpg 3x" alt="Send Remaining in the Pattern Request" class="documentation-image-lightbox-link" >
          <figcaption>Send Remaining in the Pattern Request</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 4</dt>
<dd>When you receive your take-off clearance (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to reply to the message</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/reply-to-take-off-clearance-2.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/reply-to-take-off-clearance-2@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/reply-to-take-off-clearance-2@3x.jpg 3x" alt="Reply to Take-Off Clearance 2" class="documentation-image-lightbox-link" >
          <figcaption>Reply to Take-Off Clearance 2</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 5</dt>
<dd>Once airborne you will receive a sequence and clearance as a minimum, you may also receive a pattern entry if required (e.g. due to a runway change)</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/sequence-and-clearance.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/sequence-and-clearance@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/sequence-and-clearance@3x.jpg 3x" alt="Sequence and Clearance" class="documentation-image-lightbox-link" >
          <figcaption>Sequence and Clearance</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="pilot-to-tower-controller-communication-tables">
<h2><a class="header-anchor" href="#pilot-to-tower-controller-communication-tables"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Pilot to Tower Controller Communication Tables</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th style="text-align:left">Request/Message (On the Ground)</th>
<th style="text-align:left">When to Send</th>
<th style="text-align:left">When Not to Send</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Request/Message (On the Ground)">Request Departure - Departing</td>
<td data-label="When to Send">The pilot should request departure if they are ready to take-off from the active runway. The direction should correlate to the direction the pilot will be departing Tower’s airspace. &quot;In Sequence&quot; can be included when not first in line for departure.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (On the Ground)">Request Departure - Remaining in the Pattern</td>
<td data-label="When to Send">The pilot should state that they will be remaining in the pattern if they plan to fly patterns (take-off and land at the same airport). &quot;In Sequence&quot; can be included when not first in line for departure.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (On the Ground)">Request Runway Crossing</td>
<td data-label="When to Send">If the pilot is with the tower controller and wishes to cross a runway, they should request permission to cross the active end.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (On the Ground)">Request Frequency Change</td>
<td data-label="When to Send">The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
</tbody>
</table>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th style="text-align:left">Request/Message (In the Air)</th>
<th style="text-align:left">When to Send</th>
<th style="text-align:left">When Not to Send</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Request/Message (In the Air)">Inbound for Landing</td>
<td data-label="When to Send">The pilot should send this if they did not receive an approach clearance or were provided with radar vectors or flight following.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Inbound on the ILS</td>
<td data-label="When to Send">The pilot should call inbound on the ILS if they were cleared for an ILS approach.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Inbound on the GPS</td>
<td data-label="When to Send">The pilot should call inbound on the GPS if they were cleared for a GPS approach.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Inbound on the Visual</td>
<td data-label="When to Send">The pilot should call inbound on the visual if they were cleared for a visual approach.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Announce Go Around</td>
<td data-label="When to Send">Reasons to go around include an unstable approach, runway blocked by an aircraft, or loss of separation with the aircraft ahead.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Request Departure</td>
<td data-label="When to Send">The pilot should request departure when exiting Tower’s airspace after flying in the pattern.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Report Position</td>
<td data-label="When to Send">The pilot should report their position if they have not been cleared yet and are landing momentarily.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Report Position - Full Stop</td>
<td data-label="When to Send">The pilot can send this to inform ATC that they will be landing after flying in the pattern.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Request Runway Change</td>
<td data-label="When to Send">The pilot can request a runway change if they would like to change runways while in the pattern or after calling inbound.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Request Transition</td>
<td data-label="When to Send">If the pilot will be flying through Tower’s airspace, they should request a transition.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Request Frequency Change</td>
<td data-label="When to Send">The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message (In the Air)">Announce Missed Approach</td>
<td data-label="When to Send">If the pilot’s approach is not looking right for any reason, they should announce a missed approach.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="tower-controller-to-pilot-communication-table">
<h2><a class="header-anchor" href="#tower-controller-to-pilot-communication-table"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Tower Controller to Pilot Communication Table</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Instruction/Message</th>
<th>ATC Intention</th>
<th>Pilot Actions</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Instruction/Message">Cleared for Take-off</td>
<td data-label="ATC Intention">ATC is clearing the pilot for take-off.</td>
<td data-label="Pilot Actions">The pilot should commence their take-off roll.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Cancel Take-Off Clearance, Hold Position</td>
<td data-label="ATC Intention">ATC is canceling the pilot's take-off clearance.</td>
<td data-label="Pilot Actions">The pilot should abort their take-off and hold on the runway.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Hold Short</td>
<td data-label="ATC Intention">ATC wants the pilot to hold their position off the runway.</td>
<td data-label="Pilot Actions">The pilot should proceed to the hold short line and stop (the Controller may also advise the pilot of departure sequencing information).</td>
</tr>
<tr>
<td data-label="Instruction/Message">Line Up and Wait</td>
<td data-label="ATC Intention">ATC wants the pilot to line up on the runway and hold their position.</td>
<td data-label="Pilot Actions">The pilot should enter the runway, stop, and be prepared to takeoff.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Back Taxi</td>
<td data-label="ATC Intention">ATC wants the pilot to enter the runway and taxi to the specified end.</td>
<td data-label="Pilot Actions">The pilot should taxi on the runway and, depending on the instruction, either exit and contact Ground or line up and wait.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Exit Runway</td>
<td data-label="ATC Intention">ATC wants the pilot to exit the runway they just landed on.</td>
<td data-label="Pilot Actions">The pilot should roll off the runway and contact Ground.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Exit Runway, Cross Runway XX and Contact Ground.</td>
<td data-label="ATC Intention">ATC wants the pilot to exit the runway at a controlled speed, cross Runway XX, and contact Ground.</td>
<td data-label="Pilot Actions">The pilot should bring their aircraft to a safe speed, cross the specified runway, and contact Ground. No further communication with Tower is necessary.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Exit Runway, Hold Short of Runway XX</td>
<td data-label="ATC Intention">ATC wants the pilot to exit the runway at a controlled speed and hold short of Runway XX.</td>
<td data-label="Pilot Actions">The pilot should bring their aircraft to a controlled speed and hold short at the specified runway. They should stay with Tower; runway crossing requests are unnecessary.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Speed at your Discretion</td>
<td data-label="ATC Intention">ATC would like the pilot to manage their own speed.</td>
<td data-label="Pilot Actions">The pilot may fly at any safe speed, following speed restrictions.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Present Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to maintain their current speed until told otherwise.</td>
<td data-label="Pilot Actions">The pilot should check their speed and maintain that until told otherwise.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Slowest Practical Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to fly as slow as is safe.</td>
<td data-label="Pilot Actions">The pilot should decrease their speed as much as possible.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Best Forward Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to fly as fast as is safe.</td>
<td data-label="Pilot Actions">The pilot should increase their speed as much as possible.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Adjust Speed to Follow Aircraft Ahead</td>
<td data-label="ATC Intention">ATC wants the pilot to slow down to maintain separation with the aircraft ahead.</td>
<td data-label="Pilot Actions">The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead.</td>
</tr>
</tbody>
</table>
</section>
</section>
</section>


Remaining in the Pattern
Remaining in the Pattern Communication Summary
Step 1
: Select the active Tower frequency
Active Tower Frequency
Step 2
: Tap "Request Departure"
Request Departure 2
Step 3
: Select the runway you are holding short of and then tap "Remaining in the Pattern"
Select Departure Runway 2
Send Remaining in the Pattern Request
Step 4
: When you receive your take-off clearance (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to reply to the message
Reply to Take-Off Clearance 2
Step 5
: Once airborne you will receive a sequence and clearance as a minimum, you may also receive a pattern entry if required (e.g. due to a runway change)
Sequence and Clearance
Pilot to Tower Controller Communication Tables
| Request/Message (On the Ground)              | When to Send                                                 | When Not to Send           |
| :------------------------------------------- | :----------------------------------------------------------- | :------------------------- |
| Request Departure - Departing                | The pilot should request departure if they are ready to take-off from the active runway. The direction should correlate to the direction the pilot will be departing Tower’s airspace. "In Sequence" can be included when not first in line for departure. | In any other circumstance. |
| Request Departure - Remaining in the Pattern | The pilot should state that they will be remaining in the pattern if they plan to fly patterns (take-off and land at the same airport). "In Sequence" can be included when not first in line for departure. | In any other circumstance. |
| Request Runway Crossing                      | If the pilot is with the tower controller and wishes to cross a runway, they should request permission to cross the active end. | In any other circumstance. |
| Request Frequency Change                     | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | In any other circumstance. |
| Request/Message (In the Air) | When to Send                                                 | When Not to Send           |
| :--------------------------- | :----------------------------------------------------------- | :------------------------- |
| Inbound for Landing          | The pilot should send this if they did not receive an approach clearance or were provided with radar vectors or flight following. | In any other circumstance. |
| Inbound on the ILS           | The pilot should call inbound on the ILS if they were cleared for an ILS approach. | In any other circumstance. |
| Inbound on the GPS           | The pilot should call inbound on the GPS if they were cleared for a GPS approach. | In any other circumstance. |
| Inbound on the Visual        | The pilot should call inbound on the visual if they were cleared for a visual approach. | In any other circumstance. |
| Announce Go Around           | Reasons to go around include an unstable approach, runway blocked by an aircraft, or loss of separation with the aircraft ahead. | In any other circumstance. |
| Request Departure            | The pilot should request departure when exiting Tower’s airspace after flying in the pattern. | In any other circumstance. |
| Report Position              | The pilot should report their position if they have not been cleared yet and are landing momentarily. | In any other circumstance. |
| Report Position - Full Stop  | The pilot can send this to inform ATC that they will be landing after flying in the pattern. | In any other circumstance. |
| Request Runway Change        | The pilot can request a runway change if they would like to change runways while in the pattern or after calling inbound. | In any other circumstance. |
| Request Transition           | If the pilot will be flying through Tower’s airspace, they should request a transition. | In any other circumstance. |
| Request Frequency Change     | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | In any other circumstance. |
| Announce Missed Approach     | If the pilot’s approach is not looking right for any reason, they should announce a missed approach. | In any other circumstance. |
Tower Controller to Pilot Communication Table
| Instruction/Message                              | ATC Intention                                                | Pilot Actions                                                |
| ------------------------------------------------ | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Cleared for Take-off                             | ATC is clearing the pilot for take-off.                      | The pilot should commence their take-off roll.               |
| Cancel Take-Off Clearance, Hold Position         | ATC is canceling the pilot's take-off clearance.             | The pilot should abort their take-off and hold on the runway. |
| Hold Short                                       | ATC wants the pilot to hold their position off the runway.   | The pilot should proceed to the hold short line and stop (the Controller may also advise the pilot of departure sequencing information). |
| Line Up and Wait                                 | ATC wants the pilot to line up on the runway and hold their position. | The pilot should enter the runway, stop, and be prepared to takeoff. |
| Back Taxi                                        | ATC wants the pilot to enter the runway and taxi to the specified end. | The pilot should taxi on the runway and, depending on the instruction, either exit and contact Ground or line up and wait. |
| Exit Runway                                      | ATC wants the pilot to exit the runway they just landed on.  | The pilot should roll off the runway and contact Ground.     |
| Exit Runway, Cross Runway XX and Contact Ground. | ATC wants the pilot to exit the runway at a controlled speed, cross Runway XX, and contact Ground. | The pilot should bring their aircraft to a safe speed, cross the specified runway, and contact Ground. No further communication with Tower is necessary. |
| Exit Runway, Hold Short of Runway XX             | ATC wants the pilot to exit the runway at a controlled speed and hold short of Runway XX. | The pilot should bring their aircraft to a controlled speed and hold short at the specified runway. They should stay with Tower; runway crossing requests are unnecessary. |
| Speed at your Discretion                         | ATC would like the pilot to manage their own speed.          | The pilot may fly at any safe speed, following speed restrictions. |
| Maintain Present Speed                           | ATC wants the pilot to maintain their current speed until told otherwise. | The pilot should check their speed and maintain that until told otherwise. |
| Maintain Slowest Practical Speed                 | ATC wants the pilot to fly as slow as is safe.               | The pilot should decrease their speed as much as possible.   |
| Maintain Best Forward Speed                      | ATC wants the pilot to fly as fast as is safe.               | The pilot should increase their speed as much as possible.   |
| Adjust Speed to Follow Aircraft Ahead            | ATC wants the pilot to slow down to maintain separation with the aircraft ahead. | The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead. |

Remaining in the Pattern

<section id="en-route">
<h1><a class="header-anchor" href="#en-route"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> En-Route</h1>
<section class="reference"></section>
<section id="en-route-communication-summary">
<h2><a class="header-anchor" href="#en-route-communication-summary"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> En-Route Communication Summary</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>If you were sent &quot;Frequency change approved, good day&quot; then there is currently no Controller active in your area - we recommend just tuning out of the current frequency by tapping &quot;Tune out of [airport ICAO code] [facility]&quot; and continuing en-route. If you have been handed off to an active frequency, it will give you two options, either &quot;Send &amp; Switch&quot; (which will reply and automatically tune you to the next frequency) or &quot;Send&quot; (which will reply but you will then need to tune to the next frequency manually)</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/send-and-switch.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/send-and-switch@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/send-and-switch@3x.jpg 3x" alt="Send and Switch" class="documentation-image-lightbox-link" >
          <figcaption>Send and Switch</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 2</dt>
<dd>Once you are tuned into the Radar Controller's frequency, the following table outlines which requests can be transmitted:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Departure Type</th>
<th>Check In [IFR]</th>
<th>Flight Following [VFR]</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Departure Type">With Flight Plan</td>
<td data-label="Check In [IFR]">Yes</td>
<td data-label="Flight Following [VFR]">No</td>
</tr>
<tr>
<td data-label="Departure Type">Without Flight Plan</td>
<td data-label="Check In [IFR]">No</td>
<td data-label="Flight Following [VFR]">Yes</td>
</tr>
</tbody>
</table>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/initial-contact.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/initial-contact@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/initial-contact@3x.jpg 3x" alt="Initial Contact" class="documentation-image-lightbox-link" >
          <figcaption>Initial Contact</figcaption>
        </figure>
      </p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Make sure to only make ONE request, multiple transmissions increase Controller workload and could result in a <a href="/guide/getting-started/pilot-user-interface/violation-reasons#spamming-frequency---unecessary-duplicate-requests" class="documentation-content-link">Violation</a>!</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>Make sure to monitor the airspace you are flying in, if you notice you are about to enter an active area or have been sent an &quot;On-Guard&quot; message, tune into the frequency. Below is a summary of the lateral and vertical boundaries of the different facilities:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Facility</th>
<th>Vertical Jurisdiction</th>
<th>Lateral Boundary</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Facility">Tower</td>
<td data-label="Vertical Jurisdiction">SFC - 5000ft AAL</td>
<td data-label="Lateral Boundary">Most immediate ring/boundary surrounding the airport</td>
</tr>
<tr>
<td data-label="Facility">Departure/Approach</td>
<td data-label="Vertical Jurisdiction">SFC - 18,000ft/FL180</td>
<td data-label="Lateral Boundary">50nm</td>
</tr>
<tr>
<td data-label="Facility">Center</td>
<td data-label="Vertical Jurisdiction">SFC - 60,000ft/FL600</td>
<td data-label="Lateral Boundary">White boundaries</td>
</tr>
</tbody>
</table>
<p>Note: Airspace parameters and ATC jurisdictions may be altered with the use of NOTAMs and/or TFRs during special events</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout@3x.jpg 3x" alt="Image 5.1.1.1 - Airspace layout" class="documentation-image-lightbox-link" >
          <figcaption>Image 5.1.1.1 - Airspace layout</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="pilot-to-radar-controller-communication-table">
<h2><a class="header-anchor" href="#pilot-to-radar-controller-communication-table"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Pilot to Radar Controller Communication Table</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Request/Message</th>
<th>When to Send</th>
<th>When Not to Send</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Request/Message">Request Approach</td>
<td data-label="When to Send">The pilot should request an approach if they want an ILS, GPS, or visual approach provided.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Flight Following</td>
<td data-label="When to Send">The pilot can request this if they want to fly into their destination without receiving an approach. If approved, they are free to follow their flight plan and have discretion over their altitude.</td>
<td data-label="When Not to Send">This service should not be requested after Checking In.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Radar Vectors</td>
<td data-label="When to Send">If the pilot does not want an ILS, GPS, or visual approach, and they have not requested another service, they can request radar vectors. ATC will vector them onto a VFR pattern leg and hand them off to Tower/Unicom at pattern altitude.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Altitude Change</td>
<td data-label="When to Send">If the pilot is within 1,000ft of terrain or is within 3NM/1,000ft of another aircraft, they should request this. ATC will check their surroundings and take action if necessary. The pilot can also request this if they want to climb past their initial cruising altitude.</td>
<td data-label="When Not to Send">The pilot should not request this upon departure. Checking In gives the pilot discretion over their altitude.</td>
</tr>
<tr>
<td data-label="Request/Message">Executing Missed Approach</td>
<td data-label="When to Send">The pilot may announce a missed approach if they are unable to continue their approach. If going around, this should be sent to the radar controller upon contact.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message">Check In</td>
<td data-label="When to Send">The Check In is primarily used with Center and Departure. Approval authorizes the pilot to follow their own lateral and vertical guidance filed in their FPL.</td>
<td data-label="When Not to Send">The pilot should not Check In with approach. Instead, they should simply request an approach.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Descent via STAR</td>
<td data-label="When to Send">The pilot should request this if they are 1 minute away from their top of descent (TOD) and have a STAR filed.</td>
<td data-label="When Not to Send">If Radar tells the pilot to state their approach request, the pilot should not request a descent.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Frequency Change</td>
<td data-label="When to Send">The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so.</td>
<td data-label="When Not to Send">The pilot should not use this impatiently. Frequency changes will not always be given immediately.</td>
</tr>
<tr>
<td data-label="Request/Message">Airport In Sight</td>
<td data-label="When to Send">The pilot may report airport in sight if they can see the airport while on a visual approach.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="radar-controller-to-pilot-communication-table">
<h2><a class="header-anchor" href="#radar-controller-to-pilot-communication-table"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Radar Controller to Pilot Communication Table</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Instruction/Message</th>
<th>ATC Intention</th>
<th>Pilot Actions</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Instruction/Message">Continue As Filed</td>
<td data-label="ATC Intention">ATC would like the pilot to continue flying at their discretion.</td>
<td data-label="Pilot Actions">The pilot should continue as filed; all altitude changes and directional changes do not require clearances.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Resume Own Navigation</td>
<td data-label="ATC Intention">ATC would like the pilot to navigate on their own.</td>
<td data-label="Pilot Actions">The pilot should continue to navigate at their discretion; all directional changes do not require clearances. All altitude changes do.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Speed at Your Discretion</td>
<td data-label="ATC Intention">ATC would like the pilot to manage their own speed.</td>
<td data-label="Pilot Actions">The pilot may fly at any safe speed, following speed restrictions.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Present Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to maintain their current speed until told otherwise.</td>
<td data-label="Pilot Actions">The pilot should check their speed and maintain that until told otherwise.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Slowest Practical Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to fly as slow as is safe.</td>
<td data-label="Pilot Actions">The pilot should decrease their speed as much as possible.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Best Forward Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to fly as fast as is safe.</td>
<td data-label="Pilot Actions">The pilot should increase their speed as much as possible.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Adjust Speed to Follow Aircraft ahead.</td>
<td data-label="ATC Intention">ATC wants the pilot to slow down to maintain separation with the aircraft ahead.</td>
<td data-label="Pilot Actions">The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Please Expedite Altitude Change</td>
<td data-label="ATC Intention">ATC wants the pilot to expedite their altitude change.</td>
<td data-label="Pilot Actions">The pilot should increase their vertical speed to descend or ascend expeditiously.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Amend Flight Plan to Include ATC Preferred STAR.</td>
<td data-label="ATC Intention">ATC needs to regulate traffic flow.</td>
<td data-label="Pilot Actions">The pilot should add an ATC preferred STAR to their flight plan.</td>
</tr>
</tbody>
</table>
</section>
</section>
</section>


En-Route
En-Route Communication Summary
Step 1
: If you were sent "Frequency change approved, good day" then there is currently no Controller active in your area - we recommend just tuning out of the current frequency by tapping "Tune out of [airport ICAO code] [facility]" and continuing en-route. If you have been handed off to an active frequency, it will give you two options, either "Send & Switch" (which will reply and automatically tune you to the next frequency) or "Send" (which will reply but you will then need to tune to the next frequency manually)
Send and Switch
Step 2
: Once you are tuned into the Radar Controller's frequency, the following table outlines which requests can be transmitted:
| Departure Type      | Check In [IFR] | Flight Following [VFR] |
| ------------------- | -------------- | ---------------------- |
| With Flight Plan    | Yes            | No                     |
| Without Flight Plan | No             | Yes                    |
Initial Contact
Tip
: Make sure to only make ONE request, multiple transmissions increase Controller workload and could result in a Violation!
Step 3
: Make sure to monitor the airspace you are flying in, if you notice you are about to enter an active area or have been sent an "On-Guard" message, tune into the frequency. Below is a summary of the lateral and vertical boundaries of the different facilities:
| Facility           | Vertical Jurisdiction | Lateral Boundary                                     |
| ------------------ | --------------------- | ---------------------------------------------------- |
| Tower              | SFC - 5000ft AAL      | Most immediate ring/boundary surrounding the airport |
| Departure/Approach | SFC - 18,000ft/FL180  | 50nm                                                 |
| Center             | SFC - 60,000ft/FL600  | White boundaries                                     |
Note: Airspace parameters and ATC jurisdictions may be altered with the use of NOTAMs and/or TFRs during special events
Image 5.1.1.1 - Airspace layout
Pilot to Radar Controller Communication Table
| Request/Message           | When to Send                                                 | When Not to Send                                             |
| ------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Request Approach          | The pilot should request an approach if they want an ILS, GPS, or visual approach provided. | In any other circumstance.                                   |
| Request Flight Following  | The pilot can request this if they want to fly into their destination without receiving an approach. If approved, they are free to follow their flight plan and have discretion over their altitude. | This service should not be requested after Checking In.      |
| Request Radar Vectors     | If the pilot does not want an ILS, GPS, or visual approach, and they have not requested another service, they can request radar vectors. ATC will vector them onto a VFR pattern leg and hand them off to Tower/Unicom at pattern altitude. | In any other circumstance.                                   |
| Request Altitude Change   | If the pilot is within 1,000ft of terrain or is within 3NM/1,000ft of another aircraft, they should request this. ATC will check their surroundings and take action if necessary. The pilot can also request this if they want to climb past their initial cruising altitude. | The pilot should not request this upon departure. Checking In gives the pilot discretion over their altitude. |
| Executing Missed Approach | The pilot may announce a missed approach if they are unable to continue their approach. If going around, this should be sent to the radar controller upon contact. | In any other circumstance.                                   |
| Check In                  | The Check In is primarily used with Center and Departure. Approval authorizes the pilot to follow their own lateral and vertical guidance filed in their FPL. | The pilot should not Check In with approach. Instead, they should simply request an approach. |
| Request Descent via STAR  | The pilot should request this if they are 1 minute away from their top of descent (TOD) and have a STAR filed. | If Radar tells the pilot to state their approach request, the pilot should not request a descent. |
| Request Frequency Change  | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | The pilot should not use this impatiently. Frequency changes will not always be given immediately. |
| Airport In Sight          | The pilot may report airport in sight if they can see the airport while on a visual approach. | In any other circumstance.                                   |
Radar Controller to Pilot Communication Table
| Instruction/Message                              | ATC Intention                                                | Pilot Actions                                                |
| ------------------------------------------------ | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Continue As Filed                                | ATC would like the pilot to continue flying at their discretion. | The pilot should continue as filed; all altitude changes and directional changes do not require clearances. |
| Resume Own Navigation                            | ATC would like the pilot to navigate on their own.           | The pilot should continue to navigate at their discretion; all directional changes do not require clearances. All altitude changes do. |
| Speed at Your Discretion                         | ATC would like the pilot to manage their own speed.          | The pilot may fly at any safe speed, following speed restrictions. |
| Maintain Present Speed                           | ATC wants the pilot to maintain their current speed until told otherwise. | The pilot should check their speed and maintain that until told otherwise. |
| Maintain Slowest Practical Speed                 | ATC wants the pilot to fly as slow as is safe.               | The pilot should decrease their speed as much as possible.   |
| Maintain Best Forward Speed                      | ATC wants the pilot to fly as fast as is safe.               | The pilot should increase their speed as much as possible.   |
| Adjust Speed to Follow Aircraft ahead.           | ATC wants the pilot to slow down to maintain separation with the aircraft ahead. | The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead. |
| Please Expedite Altitude Change                  | ATC wants the pilot to expedite their altitude change.       | The pilot should increase their vertical speed to descend or ascend expeditiously. |
| Amend Flight Plan to Include ATC Preferred STAR. | ATC needs to regulate traffic flow.                          | The pilot should add an ATC preferred STAR to their flight plan. |

En-Route

<section id="descent-and-approach">
<h1><a class="header-anchor" href="#descent-and-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Descent and Approach</h1>
<section class="reference"></section>
<section id="descent-communication-summary">
<h2><a class="header-anchor" href="#descent-communication-summary"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Descent Communication Summary</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>If the ATIS is active for your destination, tap on the airport using your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">Map</a> or <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a>, select the Airport from the list, tap &quot;ATIS&quot;, and then &quot;TUNE&quot;</dd>
<dt>Step 2</dt>
<dd>Ensure that you have an &quot;ATC Preferred&quot; arrival (if they are listed) and an approach onto a runway that is currently in use for landing</dd>
<dt>Step 3</dt>
<dd>Tap the Communication button and select the respective Radar frequency to make initial contact:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Facility</th>
<th>Initial Radio Transmission</th>
<th>When*</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Facility">Center</td>
<td data-label="Initial Radio Transmission">&quot;Check In&quot;</td>
<td data-label="When*">Just prior to entering the white boundary on your map</td>
</tr>
<tr>
<td data-label="Facility">Approach</td>
<td data-label="Initial Radio Transmission">&quot;Approach Request&quot;**</td>
<td data-label="When*">At or below FL180 and within 50nm to destination</td>
</tr>
</tbody>
</table>
<p>*If you are with an active ATC facility, DO NOT change frequency without permission</p>
<p>**After &quot;Approach Request&quot; is tapped; select the airport, approach type and runway</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/_check-in_-with-center.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/_check-in_-with-center@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/_check-in_-with-center@3x.jpg 3x" alt="&quot;Check In&quot; with Center" class="documentation-image-lightbox-link" >
          <figcaption>&quot;Check In&quot; with Center</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 4</dt>
<dd>If you are in the cruise, 1 minute prior to your Top of Descent, send &quot;request descent via [STAR]&quot; (provided you have a STAR selected in your Flight Plan) to the Radar Controller</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/request-descent.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/request-descent@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/request-descent@3x.jpg 3x" alt="Request descent via" class="documentation-image-lightbox-link" >
          <figcaption>Request descent via</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 5</dt>
<dd>Once clearance is received, you can commence descent - check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/descent-clearance.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/descent-clearance@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/descent-clearance@3x.jpg 3x" alt="Descent Clearance" class="documentation-image-lightbox-link" >
          <figcaption>Descent Clearance</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="approach-communication-summary">
<h2><a class="header-anchor" href="#approach-communication-summary"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Approach Communication Summary</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Provided an Approach Controller is active, the Center Controller will hand you over at a predetermined point (usually FL180 or 50nm to your destination) - do not change frequency without permission!</dd>
<dt>Step 2</dt>
<dd>When you receive your frequency change (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to &quot;Reply&quot; to the message. If you were sent &quot;Frequency change approved, good day&quot; then there is currently no Controller active in your area - we recommend just tuning out of the current frequency by tapping &quot;Tune out of [airport ICAO code] [facility]&quot; and continuing en-route. If you have been handed off to an active frequency, it will give you two options, either &quot;Send &amp; Switch&quot; (which will reply and automatically tune you to the next frequency) or &quot;Send&quot; (which will reply but you will then need to tune to the next frequency manually)</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/reply-to-handoff-2.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/reply-to-handoff-2@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/reply-to-handoff-2@3x.jpg 3x" alt="Reply to Handoff 2" class="documentation-image-lightbox-link" >
          <figcaption>Reply to Handoff 2</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 3</dt>
<dd>Once tuned in, tap &quot;Request Approach&quot;</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/request-approach.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/request-approach@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/request-approach@3x.jpg 3x" alt="Request Approach" class="documentation-image-lightbox-link" >
          <figcaption>Request Approach</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 4</dt>
<dd>Select the respective airport</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/destination-airport.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/destination-airport@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/destination-airport@3x.jpg 3x" alt="Destination Airport" class="documentation-image-lightbox-link" >
          <figcaption>Destination Airport</figcaption>
        </figure>
      </p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Add your destination airport as the last fix in your flight plan. That way, the airport's frequencies will appear at the top of the list!</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>Tap on the approach type you would like to fly for &quot;any runway&quot; or select a specific runway and approach type</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/approach-and-runway.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/approach-and-runway@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/approach-and-runway@3x.jpg 3x" alt="Approach and Runway" class="documentation-image-lightbox-link" >
          <figcaption>Approach and Runway</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 6</dt>
<dd>The Radar Controller will either instruct you to &quot;continue as filed&quot;, in which case continue your descent and own navigation; or to &quot;expect vectors&quot;, in which case, be prepared to receive vectors for the approach</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/continue-as-filed.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/continue-as-filed@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/continue-as-filed@3x.jpg 3x" alt="Continue as Filed" class="documentation-image-lightbox-link" >
          <figcaption>Continue as Filed</figcaption>
        </figure>
      </p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/expect-vectors.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/expect-vectors@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/expect-vectors@3x.jpg 3x" alt="Expect Vectors" class="documentation-image-lightbox-link" >
          <figcaption>Expect Vectors</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 7</dt>
<dd>Be prepared to receive vectors and/or altitude assignments at any time during the approach; tap &quot;reply&quot; and then promptly fly them</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/receive-vectors.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/receive-vectors@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/receive-vectors@3x.jpg 3x" alt="Receive Vectors" class="documentation-image-lightbox-link" >
          <figcaption>Receive Vectors</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 8</dt>
<dd>Once you are established and separation requirements are satisfied, the Radar Controller (at their discretion) will hand you over to the Tower Controller (if present)</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/contact-tower.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/contact-tower@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/contact-tower@3x.jpg 3x" alt="Contact Tower" class="documentation-image-lightbox-link" >
          <figcaption>Contact Tower</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="pilot-to-radar-controller-communication-table">
<h2><a class="header-anchor" href="#pilot-to-radar-controller-communication-table"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Pilot to Radar Controller Communication Table</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Request/Message</th>
<th>When to Send</th>
<th>When Not to Send</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Request/Message">Request Approach</td>
<td data-label="When to Send">The pilot should request an approach if they want an ILS, GPS, or visual approach provided.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Flight Following</td>
<td data-label="When to Send">The pilot can request this if they want to fly into their destination without receiving an approach. If approved, they are free to follow their flight plan and have discretion over their altitude.</td>
<td data-label="When Not to Send">This service should not be requested after Checking In.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Radar Vectors</td>
<td data-label="When to Send">If the pilot does not want an ILS, GPS, or visual approach, and they have not requested another service, they can request radar vectors. ATC will vector them onto a VFR pattern leg and hand them off to Tower/Unicom at pattern altitude.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Altitude Change</td>
<td data-label="When to Send">If the pilot is within 1,000ft of terrain or is within 3NM/1,000ft of another aircraft, they should request this. ATC will check their surroundings and take action if necessary. The pilot can also request this if they want to climb past their initial cruising altitude.</td>
<td data-label="When Not to Send">The pilot should not request this upon departure. Checking In gives the pilot discretion over their altitude.</td>
</tr>
<tr>
<td data-label="Request/Message">Executing Missed Approach</td>
<td data-label="When to Send">The pilot may announce a missed approach if they are unable to continue their approach. If going around, this should be sent to the radar controller upon contact.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
<tr>
<td data-label="Request/Message">Check In</td>
<td data-label="When to Send">The Check In is primarily used with Center and Departure. Approval authorizes the pilot to follow their own lateral and vertical guidance filed in their FPL.</td>
<td data-label="When Not to Send">The pilot should not Check In with approach. Instead, they should simply request an approach.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Descent via STAR</td>
<td data-label="When to Send">The pilot should request this if they are 1 minute away from their top of descent (TOD) and have a STAR filed.</td>
<td data-label="When Not to Send">If Radar tells the pilot to state their approach request, the pilot should not request a descent.</td>
</tr>
<tr>
<td data-label="Request/Message">Request Frequency Change</td>
<td data-label="When to Send">The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so.</td>
<td data-label="When Not to Send">The pilot should not use this impatiently. Frequency changes will not always be given immediately.</td>
</tr>
<tr>
<td data-label="Request/Message">Airport In Sight</td>
<td data-label="When to Send">The pilot may report airport in sight if they can see the airport while on a visual approach.</td>
<td data-label="When Not to Send">In any other circumstance.</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="radar-controller-to-pilot-communication-table">
<h2><a class="header-anchor" href="#radar-controller-to-pilot-communication-table"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Radar Controller to Pilot Communication Table</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Instruction/Message</th>
<th>ATC Intention</th>
<th>Pilot Actions</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Instruction/Message">Continue As Filed</td>
<td data-label="ATC Intention">ATC would like the pilot to continue flying at their discretion.</td>
<td data-label="Pilot Actions">The pilot should continue as filed; all altitude changes and directional changes do not require clearances.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Resume Own Navigation</td>
<td data-label="ATC Intention">ATC would like the pilot to navigate on their own.</td>
<td data-label="Pilot Actions">The pilot should continue to navigate at their discretion; all directional changes do not require clearances. All altitude changes do.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Speed at Your Discretion</td>
<td data-label="ATC Intention">ATC would like the pilot to manage their own speed.</td>
<td data-label="Pilot Actions">The pilot may fly at any safe speed, following speed restrictions.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Present Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to maintain their current speed until told otherwise.</td>
<td data-label="Pilot Actions">The pilot should check their speed and maintain that until told otherwise.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Slowest Practical Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to fly as slow as is safe.</td>
<td data-label="Pilot Actions">The pilot should decrease their speed as much as possible.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Maintain Best Forward Speed</td>
<td data-label="ATC Intention">ATC wants the pilot to fly as fast as is safe.</td>
<td data-label="Pilot Actions">The pilot should increase their speed as much as possible.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Adjust Speed to Follow Aircraft ahead.</td>
<td data-label="ATC Intention">ATC wants the pilot to slow down to maintain separation with the aircraft ahead.</td>
<td data-label="Pilot Actions">The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Please Expedite Altitude Change</td>
<td data-label="ATC Intention">ATC wants the pilot to expedite their altitude change.</td>
<td data-label="Pilot Actions">The pilot should increase their vertical speed to descend or ascend expeditiously.</td>
</tr>
<tr>
<td data-label="Instruction/Message">Amend Flight Plan to Include ATC Preferred STAR.</td>
<td data-label="ATC Intention">ATC needs to regulate traffic flow.</td>
<td data-label="Pilot Actions">The pilot should add an ATC preferred STAR to their flight plan.</td>
</tr>
</tbody>
</table>
</section>
</section>
</section>


Descent and Approach
Descent Communication Summary
Step 1
: If the ATIS is active for your destination, tap on the airport using your Map or Mini Map, select the Airport from the list, tap "ATIS", and then "TUNE"
Step 2
: Ensure that you have an "ATC Preferred" arrival (if they are listed) and an approach onto a runway that is currently in use for landing
Step 3
: Tap the Communication button and select the respective Radar frequency to make initial contact:
| Facility | Initial Radio Transmission | When*                                                 |
| -------- | -------------------------- | ----------------------------------------------------- |
| Center   | "Check In"                 | Just prior to entering the white boundary on your map |
| Approach | "Approach Request"**       | At or below FL180 and within 50nm to destination      |
*If you are with an active ATC facility, DO NOT change frequency without permission
**After "Approach Request" is tapped; select the airport, approach type and runway
"Check In" with Center
Step 4
: If you are in the cruise, 1 minute prior to your Top of Descent, send "request descent via [STAR]" (provided you have a STAR selected in your Flight Plan) to the Radar Controller
Request descent via
Step 5
: Once clearance is received, you can commence descent - check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Descent Clearance
Approach Communication Summary
Step 1
: Provided an Approach Controller is active, the Center Controller will hand you over at a predetermined point (usually FL180 or 50nm to your destination) - do not change frequency without permission!
Step 2
: When you receive your frequency change (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply" to the message. If you were sent "Frequency change approved, good day" then there is currently no Controller active in your area - we recommend just tuning out of the current frequency by tapping "Tune out of [airport ICAO code] [facility]" and continuing en-route. If you have been handed off to an active frequency, it will give you two options, either "Send & Switch" (which will reply and automatically tune you to the next frequency) or "Send" (which will reply but you will then need to tune to the next frequency manually)
Reply to Handoff 2
Step 3
: Once tuned in, tap "Request Approach"
Request Approach
Step 4
: Select the respective airport
Destination Airport
Tip
: Add your destination airport as the last fix in your flight plan. That way, the airport's frequencies will appear at the top of the list!
Step 5
: Tap on the approach type you would like to fly for "any runway" or select a specific runway and approach type
Approach and Runway
Step 6
: The Radar Controller will either instruct you to "continue as filed", in which case continue your descent and own navigation; or to "expect vectors", in which case, be prepared to receive vectors for the approach
Continue as Filed
Expect Vectors
Step 7
: Be prepared to receive vectors and/or altitude assignments at any time during the approach; tap "reply" and then promptly fly them
Receive Vectors
Step 8
: Once you are established and separation requirements are satisfied, the Radar Controller (at their discretion) will hand you over to the Tower Controller (if present)
Contact Tower
Pilot to Radar Controller Communication Table
| Request/Message           | When to Send                                                 | When Not to Send                                             |
| ------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Request Approach          | The pilot should request an approach if they want an ILS, GPS, or visual approach provided. | In any other circumstance.                                   |
| Request Flight Following  | The pilot can request this if they want to fly into their destination without receiving an approach. If approved, they are free to follow their flight plan and have discretion over their altitude. | This service should not be requested after Checking In.      |
| Request Radar Vectors     | If the pilot does not want an ILS, GPS, or visual approach, and they have not requested another service, they can request radar vectors. ATC will vector them onto a VFR pattern leg and hand them off to Tower/Unicom at pattern altitude. | In any other circumstance.                                   |
| Request Altitude Change   | If the pilot is within 1,000ft of terrain or is within 3NM/1,000ft of another aircraft, they should request this. ATC will check their surroundings and take action if necessary. The pilot can also request this if they want to climb past their initial cruising altitude. | The pilot should not request this upon departure. Checking In gives the pilot discretion over their altitude. |
| Executing Missed Approach | The pilot may announce a missed approach if they are unable to continue their approach. If going around, this should be sent to the radar controller upon contact. | In any other circumstance.                                   |
| Check In                  | The Check In is primarily used with Center and Departure. Approval authorizes the pilot to follow their own lateral and vertical guidance filed in their FPL. | The pilot should not Check In with approach. Instead, they should simply request an approach. |
| Request Descent via STAR  | The pilot should request this if they are 1 minute away from their top of descent (TOD) and have a STAR filed. | If Radar tells the pilot to state their approach request, the pilot should not request a descent. |
| Request Frequency Change  | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | The pilot should not use this impatiently. Frequency changes will not always be given immediately. |
| Airport In Sight          | The pilot may report airport in sight if they can see the airport while on a visual approach. | In any other circumstance.                                   |
Radar Controller to Pilot Communication Table
| Instruction/Message                              | ATC Intention                                                | Pilot Actions                                                |
| ------------------------------------------------ | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Continue As Filed                                | ATC would like the pilot to continue flying at their discretion. | The pilot should continue as filed; all altitude changes and directional changes do not require clearances. |
| Resume Own Navigation                            | ATC would like the pilot to navigate on their own.           | The pilot should continue to navigate at their discretion; all directional changes do not require clearances. All altitude changes do. |
| Speed at Your Discretion                         | ATC would like the pilot to manage their own speed.          | The pilot may fly at any safe speed, following speed restrictions. |
| Maintain Present Speed                           | ATC wants the pilot to maintain their current speed until told otherwise. | The pilot should check their speed and maintain that until told otherwise. |
| Maintain Slowest Practical Speed                 | ATC wants the pilot to fly as slow as is safe.               | The pilot should decrease their speed as much as possible.   |
| Maintain Best Forward Speed                      | ATC wants the pilot to fly as fast as is safe.               | The pilot should increase their speed as much as possible.   |
| Adjust Speed to Follow Aircraft ahead.           | ATC wants the pilot to slow down to maintain separation with the aircraft ahead. | The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead. |
| Please Expedite Altitude Change                  | ATC wants the pilot to expedite their altitude change.       | The pilot should increase their vertical speed to descend or ascend expeditiously. |
| Amend Flight Plan to Include ATC Preferred STAR. | ATC needs to regulate traffic flow.                          | The pilot should add an ATC preferred STAR to their flight plan. |

Descent and Approach

Landing and Taxi to Parking
Landing Communication Summary
Step 1
: Select the active Tower frequency
Step 2
: Tap "Call Inbound"
Call Inbound
Step 3
: Select your intention (either "Landing" or "Touch and Go")
Intention
Step 4
: The following options will then be displayed:
| Communication           | When to Send                                                 |
| ----------------------- | ------------------------------------------------------------ |
| Send                    | When not cleared for an approach by a Radar Controller       |
| Request Specific Runway | When not cleared for an approach by a Radar Controller       |
| On the ILS              | After being cleared for the ILS Approach by a Radar Controller |
| On the GPS              | After being cleared for the GPS Approach by a Radar Controller |
| On the Visual           | After being cleared for the Visual Approach by a Radar Controller |
Type
Step 5
: If any option other than "Send" is selected, you will then be given the option to select the runway. Make sure to send the runway assignment that was issued when cleared by Radar (or if no Radar Controller was present, send the runway that is in use for landing and/or is most suitable based on your position)
Send
Step 6
: Based on the inbound call sent, will determine what response the Tower Controller will respond with:
| Communication Sent      | Response from Tower                                          |
| ----------------------- | ------------------------------------------------------------ |
| Send                    | Pattern Entry, Sequence (if required), Number [sequence] Cleared to [Land/For the Option] |
| Request Specific Runway | Pattern Entry, Sequence (if required), Number [sequence] Cleared to [Land/For the Option] |
| On the ILS              | Number [sequence] Cleared to [Land/For the Option]           |
| On the GPS              | Number [sequence] Cleared to [Land/For the Option]           |
| On the Visual           | Sequence (if required), Number [sequence] Cleared to [Land/For the Option] |
Sent
Step 7
: When you receive your clearance (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply" to the message
Reply to Landing Clearance
Pilot to Tower Controller Communication Tables
| Request/Message (In the Air) | When to Send                                                 | When Not to Send           |
| :--------------------------- | :----------------------------------------------------------- | :------------------------- |
| Inbound for Landing          | The pilot should send this if they did not receive an approach clearance or were provided with radar vectors or flight following. | In any other circumstance. |
| Inbound on the ILS           | The pilot should call inbound on the ILS if they were cleared for an ILS approach. | In any other circumstance. |
| Inbound on the GPS           | The pilot should call inbound on the GPS if they were cleared for a GPS approach. | In any other circumstance. |
| Inbound on the Visual        | The pilot should call inbound on the visual if they were cleared for a visual approach. | In any other circumstance. |
| Announce Go Around           | Reasons to go around include an unstable approach, runway blocked by an aircraft, or loss of separation with the aircraft ahead. | In any other circumstance. |
| Request Departure            | The pilot should request departure when exiting Tower’s airspace after flying in the pattern. | In any other circumstance. |
| Report Position              | The pilot should report their position if they have not been cleared yet and are landing momentarily. | In any other circumstance. |
| Report Position - Full Stop  | The pilot can send this to inform ATC that they will be landing after flying in the pattern. | In any other circumstance. |
| Request Runway Change        | The pilot can request a runway change if they would like to change runways while in the pattern or after calling inbound. | In any other circumstance. |
| Request Transition           | If the pilot will be flying through Tower’s airspace, they should request a transition. | In any other circumstance. |
| Request Frequency Change     | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | In any other circumstance. |
| Announce Missed Approach     | If the pilot’s approach is not looking right for any reason, they should announce a missed approach. | In any other circumstance. |
Tower Controller to Pilot Communication Table
| Instruction/Message                              | ATC Intention                                                | Pilot Actions                                                |
| ------------------------------------------------ | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Cleared for Take-Off                             | ATC is clearing the pilot for take-off.                      | The pilot should commence their take-off roll.               |
| Cancel Take-Off Clearance, Hold Position         | ATC is canceling the pilot's take-off clearance.             | The pilot should abort their take-off and hold on the runway. |
| Hold Short                                       | ATC wants the pilot to hold their position off the runway.   | The pilot should proceed to the hold short line and stop (the Controller may also advise the pilot of departure sequencing information). |
| Line Up and Wait                                 | ATC wants the pilot to line up on the runway and hold their position. | The pilot should enter the runway, stop, and be prepared to takeoff. |
| Back Taxi                                        | ATC wants the pilot to enter the runway and taxi to the specified end. | The pilot should taxi on the runway and, depending on the instruction, either exit and contact Ground or line up and wait. |
| Exit Runway                                      | ATC wants the pilot to exit the runway they just landed on.  | The pilot should roll off the runway and contact Ground.     |
| Exit Runway, Cross Runway XX and Contact Ground. | ATC wants the pilot to exit the runway at a controlled speed, cross Runway XX, and contact Ground. | The pilot should bring their aircraft to a safe speed, cross the specified runway, and contact Ground. No further communication with Tower is necessary. |
| Exit Runway, Hold Short of Runway XX             | ATC wants the pilot to exit the runway at a controlled speed and hold short of Runway XX. | The pilot should bring their aircraft to a controlled speed and hold short at the specified runway. They should stay with Tower; runway crossing requests are unnecessary. |
| Speed at your Discretion                         | ATC would like the pilot to manage their own speed.          | The pilot may fly at any safe speed, following speed restrictions. |
| Maintain Present Speed                           | ATC wants the pilot to maintain their current speed until told otherwise. | The pilot should check their speed and maintain that until told otherwise. |
| Maintain Slowest Practical Speed                 | ATC wants the pilot to fly as slow as is safe.               | The pilot should decrease their speed as much as possible.   |
| Maintain Best Forward Speed                      | ATC wants the pilot to fly as fast as is safe.               | The pilot should increase their speed as much as possible.   |
| Adjust Speed to Follow Aircraft Ahead            | ATC wants the pilot to slow down to maintain separation with the aircraft ahead. | The pilot should adjust their speed so that they are flying at or less than the speed of the aircraft ahead. |
Taxi to Parking Communication Summary
Step 1
: After landing, expeditiously exit the runway in a controlled manner. The exit transmission may also include which direction to exit, and hold shot/crossing instructions for other runways
Runway Exit Instruction
Step 2
: When you are able to, tap the Communication button and reply to the message sent by the Tower Controller (this may include an instruction to "Contact Ground")
Wilco
Step 3
: If you have been given permission to change frequency, tap the back arrow in the Communication Tab, then select the Ground frequency
Contact Ground
Tip
: Make sure that you clear the runway completely before contacting Ground - don't forget, you do not need to come to a complete stop, try to keep moving for efficiency!
Step 4
: Once you have changed frequency, tap "Request Taxi" and then "Parking"
Request Taxi to Parking
Step 5
: : When taxi instructions are received (or other communication from the Controller), the Communication button will flash amber and the message will appear at the top of the screen, tap the Communication button to "Reply" to the message
Reply to Ground
Pilot to Ground Controller Communication Table
| Request/Message                   | When to Send                                                 | When Not to Send                                             |
| --------------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Request Taxi to an Active Runway  | Sent when the pilot does not have a runway preference.       | The pilot should not send this when they are actively pushing back. |
| Request Taxi to a Specific Runway | Sent when the pilot has a runway preference.                 | The pilot should not request an inactive runway, determined by the current ATIS. |
| Request Pushback                  | When the pilot wishes to pushback, they should request a pushback clearance. | This should not be requested if the user is piloting an aircraft without pushback capabilities (C172, C208, TBM-930, SR22, XCub, F18, F22, F16, F14, A-10, Spitfire, or P-38) or is in a parking space that does not require a pushback. |
| Request Runway Crossing           | If the pilot's taxi route requires them to cross a runway, they must request permission to cross. The requested runway should be the same as the runway in use. | In any other circumstance.                                   |
| Request Frequency Change          | The pilot should request a frequency change if they wish to change frequencies and have not yet been given a clearance to do so. | The pilot should not request a frequency change from Ground when they are taxiing to a runway. The frequency change is included in the taxi instruction (“contact Tower when ready”). |
Ground Controller to Pilot Communication Table
| Instruction/Message                      | ATC Intention                                                | Pilot Actions                                                |
| ---------------------------------------- | ------------------------------------------------------------ | ------------------------------------------------------------ |
| Taxi to Runway, Contact Tower when Ready | ATC has cleared the pilot to taxi to Runway XX.              | The pilot should begin to taxi to the assigned runway.       |
| Pushback Approved                        | ATC has given the pilot clearance to pushback.               | The pilot should pushback onto the taxiway.                  |
| Hold Position                            | ATC wants the pilot to immediately stop their aircraft.      | If at the gate, the pilot should wait until a pushback clearance is given. If the pilot is taxiing, they should bring the aircraft to a full stop and await the “Continue Taxi” instruction. |
| Continue Taxi                            | ATC is lifting their "Hold Position" instruction.            | The pilot can continue to taxi.                              |
| Hold Short of Runway                     | ATC wants the pilot to hold short of the runway.             | The pilot should hold their entire aircraft behind the hold short line. |
| Cross Runway                             | ATC has cleared the pilot to cross the runway.               | The pilot should cross the runway. If “Please Expedite” is included, the pilot should expedite crossing. |
| Give Way to Aircraft                     | ATC wants the pilot to give way to another aircraft.         | The pilot should yield to the respective aircraft.           |
| Expect Progressive Taxi Instructions     | ATC will use progressive taxi instructions.                  | The pilot should continue as normal until given further instructions. |
| Turn Left/Right Next Taxiway             | ATC wants the pilot to turn left/right (respectively) at the next taxiway. | The pilot should turn left/right (respectively) at the next taxiway and continue taxiing until given further instructions. |
| Continue Straight Ahead                  | ATC wants the pilot to continue straight on the taxiway they are currently on. | The pilot should stay on the taxiway until given further instructions. |
| Make a 180                               | ATC wants the pilot to make a 180º turn.                     | The pilot should turn around and await further instructions. |
| Follow Aircraft Ahead                    | ATC wants the pilot to follow the aircraft ahead.            | The pilot should follow the aircraft ahead until given further instructions. |
| Continue Taxi at your Discretion         | ATC wants to let the pilot know that they are no longer subject to progressive taxi instructions. | The pilot can continue their taxi at their discretion. If any other taxi instructions are given, they should follow those. |

Landing and Taxi to Parking

<section id="descent-planning">
<h1><a class="header-anchor" href="#descent-planning"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Descent Planning</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/423207812" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
<p>Descent preparation is a crucial step in any flight, the following tools will help you achieve a well planned descent:</p>
<ul>
<li>You as the pilot - we will show you how you can calculate the Rate of Descent (ROD) required, your Top of Descent (TOD) point, and how many track miles you need to lose the altitude.</li>
<li>The Altitude Arc, also known as a 'banana'</li>
<li><a href="/guide/flying-guide/descent-to-landing/vertical-navigation-(vnav)#vertical-navigation-(vnav)" class="documentation-content-link">Vertical Navigation (VNAV)</a></li>
</ul>
</section>
<section id="manually-calculating-rate-of-descent-(rod)-required">
<h2><a class="header-anchor" href="#manually-calculating-rate-of-descent-(rod)-required"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Manually calculating Rate of Descent (ROD) Required</h2>
<section class="reference">
<p>To calculate the Rate of Descent (ROD) required to fly a 3 degree flight path angle, simply use the calculation below:</p>
<p><strong>ROD = Groundspeed x 5</strong></p>
<p>e.g. 500kts GS: 500 x 5 = 2500</p>
<p>Therefore a vertical speed (v/s) of 2500fpm (feet per minute) is required</p>
<p>The ROD calculation is a great tool to use in your initial descent as you will likely still be quite far from your destination and there is no need to dive down. You can then continue to adjust your ROD by redoing the calculation based on your current groundspeed.</p>
</section>
</section>
<section id="manually-calculating-top-of-descent-(tod)">
<h2><a class="header-anchor" href="#manually-calculating-top-of-descent-(tod)"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Manually calculating Top of Descent (TOD)</h2>
<section class="reference">
<p>To calculate your Top of Descent (TOD) point, simply use the calculation below:</p>
<p><strong>Distance = Altitude / 1000 x 3</strong></p>
<p>e.g. FL380: 38000 / 1000 x 3 = 114</p>
<p>Therefore, with 38,000ft of altitude to lose, the distance required will be 114nm (nautical miles)</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Not sure what Top of Descent (TOD) means? Click <a href="/guide/flying-guide/descent-to-landing/vertical-navigation-(vnav)#what-does-top-of-descent-(tod)-mean%3F" class="documentation-content-link">here</a></p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="altitude-arc">
<h2><a class="header-anchor" href="#altitude-arc"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Altitude Arc</h2>
<section class="reference">
<p>The Altitude Arc, commonly referred to as the 'banana'; is a blue, curved line that depicts on the map/mini map where you will reach the bugged altitude that is currently selected on your <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot FCU</a>.</p>
<p>The Altitude Arc/Banana takes into account your current groundspeed, vertical speed and altitude to place the arc on the map/mini map - because of this, you'll notice that the arc can move around quite a lot. For the altitude arc/banana to work, you must have the autopilot engaged with an altitude selected</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Can't find your altitude arc/banana? Open the map/mini map and look in the 12 o'clock position relative to your aircraft nose. Even if you have a turn in your flight plan, the arc is always directly in front of the aircraft. Also, don't forget; if you have a low vertical speed set, the arc could be very far away!</p>
</dd>
</dl>
</dl>
</section>
</section>
<section id="vertical-navigation-(vnav)">
<h2><a class="header-anchor" href="#vertical-navigation-(vnav)"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Vertical Navigation (VNAV)</h2>
<section class="reference">
<p>See <a href="/guide/flying-guide/descent-to-landing/vertical-navigation-(vnav)#vertical-navigation-(vnav)" class="documentation-content-link">Vertical Navigation (VNAV)</a> for more info.</p>
</section>
</section>
<section id="descent-management">
<h2><a class="header-anchor" href="#descent-management"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Descent Management</h2>
<section class="reference">
<p>So you have now calculated your initial ROD and where to start your descent, perhaps you're going to let VNAV take care of it for you. But if you decide not to use VNAV, how can you make sure you're on profile?</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Don't forget about your altitude arc/banana - adjust your ROD so that the arc is before the point on the map where you want to be at that selected altitude</p>
</dd>
</dl>
</dl>
<p><strong>The following steps will help you keep on top of your descent:</strong></p>
<dl>
<dt>Step 1</dt>
<dd>Calculate the platform altitude for the approach that you intend on flying (e.g. for a three degree ILS approach, with a Final Approach Point at 9 miles, this would be approximately 3000ft AAL)</dd>
<dt>Step 2</dt>
<dd>Take the platform altitude away from your current altitude (e.g. FL380: 38000 - 3000 = 35000)</dd>
<dt>Step 3</dt>
<dd>Divide this figure by 1000 and then multiply it by 3 (so in the above example 35000 / 1000 x 3 = 105)</dd>
<dt>Step 4</dt>
<dd>Again using the above example, we now know that to be at 3000ft for the approach, you need 105nm from your current position to lose the altitude</dd>
<dt>Step 5</dt>
<dd>Look at how many track miles you 'think' you have to go before the Final Approach Point where we want to be at 3000ft</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Not sure how many track miles you have? Look at the map/mini map to help you, watch where the other aircraft are flying and use that to determine the most likely path you'll be taking, it doesn't need to be too accurate!</dd>
</dl>
<dl>
<dt>Step 6</dt>
<dd>If it is less than 105nm, you're high and need to increase your ROD. If it is more than 105nm then you can just maintain your current ROD or even reduce it</dd>
</dl>
<p><strong>If you find you are high on the profile, there are two methods you can use:</strong></p>
<p>Method 1</p>
<ul>
<li>Reduce thrust to idle</li>
<li>Pitch for a high speed (e.g. 300kts IAS)</li>
<li>Extend speedbrakes</li>
</ul>
<p>Method 2</p>
<ul>
<li>Reduce thrust to idle</li>
<li>Shallow your descent and allow aircraft to decelerate</li>
<li>Extend speedbrakes</li>
<li>Get an intermediate stage of flaps out (e.g. Flap 2 for Airbus)</li>
<li>Then adjust pitch to maintain the speed</li>
</ul>
<p>Method 1 is very effective but tends to be better at high to intermediate altitudes. Method 2 is more appropriate when you are at lower altitudes, closer to terrain or surrounded by high levels of traffic. Regardless of what method you use, make sure to always follow ATC speed control if issued.</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>If you're still high, don't forget you also have the gear!</p>
</dd>
</dl>
</section>
</dl>
<p><strong>You've seen how to calculate how many miles you need and how to recover the profile if you're high/low, now it's time to look at how to monitor your descent:</strong></p>
<dl>
<dt>Step 1</dt>
<dd>
<p>Continue to do the above calculation and compare how many track miles you 'need', with how many track miles you 'have'</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>If the difference in those two figures is reducing, you are 'regaining' the profile. If the difference is increasing, you are becoming more high/low on the profile and therefore your ROD needs to be changed!</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Pick points during the descent that make the math easy! For example, if the platform is at 3000ft, use FL330, FL230 and FL130 to check your progress</p>
</dd>
</dl>
</dl>
</section>


Descent Planning
@vimeo
Descent preparation is a crucial step in any flight, the following tools will help you achieve a well planned descent:
You as the pilot - we will show you how you can calculate the Rate of Descent (ROD) required, your Top of Descent (TOD) point, and how many track miles you need to lose the altitude.
The Altitude Arc, also known as a 'banana'
Vertical Navigation (VNAV)#vertical-navigation-(vnav))
Manually calculating Rate of Descent (ROD) Required
To calculate the Rate of Descent (ROD) required to fly a 3 degree flight path angle, simply use the calculation below:
ROD = Groundspeed x 5
e.g. 500kts GS: 500 x 5 = 2500
Therefore a vertical speed (v/s) of 2500fpm (feet per minute) is required
The ROD calculation is a great tool to use in your initial descent as you will likely still be quite far from your destination and there is no need to dive down. You can then continue to adjust your ROD by redoing the calculation based on your current groundspeed.
Manually calculating Top of Descent (TOD)
To calculate your Top of Descent (TOD) point, simply use the calculation below:
Distance = Altitude / 1000 x 3
e.g. FL380: 38000 / 1000 x 3 = 114
Therefore, with 38,000ft of altitude to lose, the distance required will be 114nm (nautical miles)
Tip
: Not sure what Top of Descent (TOD) means? Click here#what-does-top-of-descent-(tod)-mean%3F)
Altitude Arc
The Altitude Arc, commonly referred to as the 'banana'; is a blue, curved line that depicts on the map/mini map where you will reach the bugged altitude that is currently selected on your Autopilot FCU.
The Altitude Arc/Banana takes into account your current groundspeed, vertical speed and altitude to place the arc on the map/mini map - because of this, you'll notice that the arc can move around quite a lot. For the altitude arc/banana to work, you must have the autopilot engaged with an altitude selected
Tip
: Can't find your altitude arc/banana? Open the map/mini map and look in the 12 o'clock position relative to your aircraft nose. Even if you have a turn in your flight plan, the arc is always directly in front of the aircraft. Also, don't forget; if you have a low vertical speed set, the arc could be very far away!
Vertical Navigation (VNAV)
See Vertical Navigation (VNAV)#vertical-navigation-(vnav)) for more info.
Descent Management
So you have now calculated your initial ROD and where to start your descent, perhaps you're going to let VNAV take care of it for you. But if you decide not to use VNAV, how can you make sure you're on profile?
Tip
: Don't forget about your altitude arc/banana - adjust your ROD so that the arc is before the point on the map where you want to be at that selected altitude
The following steps will help you keep on top of your descent:
Step 1
: Calculate the platform altitude for the approach that you intend on flying (e.g. for a three degree ILS approach, with a Final Approach Point at 9 miles, this would be approximately 3000ft AAL)
Step 2
: Take the platform altitude away from your current altitude (e.g. FL380: 38000 - 3000 = 35000)
Step 3
: Divide this figure by 1000 and then multiply it by 3 (so in the above example 35000 / 1000 x 3 = 105)
Step 4
: Again using the above example, we now know that to be at 3000ft for the approach, you need 105nm from your current position to lose the altitude
Step 5
: Look at how many track miles you 'think' you have to go before the Final Approach Point where we want to be at 3000ft
Tip
: Not sure how many track miles you have? Look at the map/mini map to help you, watch where the other aircraft are flying and use that to determine the most likely path you'll be taking, it doesn't need to be too accurate!
Step 6
: If it is less than 105nm, you're high and need to increase your ROD. If it is more than 105nm then you can just maintain your current ROD or even reduce it
If you find you are high on the profile, there are two methods you can use:
Method 1
Reduce thrust to idle
Pitch for a high speed (e.g. 300kts IAS)
Extend speedbrakes
Method 2
Reduce thrust to idle
Shallow your descent and allow aircraft to decelerate
Extend speedbrakes
Get an intermediate stage of flaps out (e.g. Flap 2 for Airbus)
Then adjust pitch to maintain the speed
Method 1 is very effective but tends to be better at high to intermediate altitudes. Method 2 is more appropriate when you are at lower altitudes, closer to terrain or surrounded by high levels of traffic. Regardless of what method you use, make sure to always follow ATC speed control if issued.
Tip
: If you're still high, don't forget you also have the gear!
You've seen how to calculate how many miles you need and how to recover the profile if you're high/low, now it's time to look at how to monitor your descent:
Step 1
: Continue to do the above calculation and compare how many track miles you 'need', with how many track miles you 'have'
Step 2
: If the difference in those two figures is reducing, you are 'regaining' the profile. If the difference is increasing, you are becoming more high/low on the profile and therefore your ROD needs to be changed!
Tip
: Pick points during the descent that make the math easy! For example, if the platform is at 3000ft, use FL330, FL230 and FL130 to check your progress

Descent Planning

<section id="vertical-navigation-(vnav)">
<h1><a class="header-anchor" href="#vertical-navigation-(vnav)"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Vertical Navigation (VNAV)</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/422519684" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="what-is-vnav%3F">
<h2><a class="header-anchor" href="#what-is-vnav%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is VNAV?</h2>
<section class="reference">
<p>VNAV stands for Vertical Navigation and is an autopilot feature that allows the aircraft to adjust vertical speed to meet a predetermined altitude at a specified waypoint. All SIDs, STARs, and Approaches have altitudes restrictions that have to be met; and VNAV is available (currently for descent only) to help meet these restrictions and reduce your workload.</p>
<p>Provided your flight plan has at least one waypoint with an altitude restriction, VNAV will calculate a desirable rate of climb/descent and adjust this as conditions change. The following parameters are used for this calculation:</p>
<ul>
<li>groundspeed</li>
<li>distance to the next waypoint</li>
<li>and the difference in altitude between your initial altitude and your target/final altitude</li>
</ul>
</section>
</section>
<section id="what-does-top-of-descent-(tod)-mean%3F">
<h2><a class="header-anchor" href="#what-does-top-of-descent-(tod)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Top of Descent (TOD) mean?</h2>
<section class="reference">
<p>Top of Descent, also known as TOD; is the point at which you initiate a descent from cruising altitude to another altitude in preparation for the arrival phase of flight. TOD is displayed in time and distance can can be found in two places, these are:</p>
<ul>
<li>Within the VNAV button on the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> Flight Control Unit (FCU)</li>
<li>And also on the <a href="/guide/getting-started/pilot-user-interface/status-bar#status-bar" class="documentation-content-link">Status Bar</a> if this option has been selected</li>
</ul>
<p>You can also manually calculate your TOD, click <a href="/guide/flying-guide/descent-to-landing/descent-planning#manually-calculating-top-of-descent-(tod)" class="documentation-content-link">here</a> to find out how.</p>
</section>
</section>
<section id="how-do-i-use-vnav%3F">
<h2><a class="header-anchor" href="#how-do-i-use-vnav%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I use VNAV?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Check your flight plan and ensure that the altitude restrictions are present for the procedure you are about to fly, you will require these for VNAV to work correctly</dd>
<dt>Step 2</dt>
<dd>Approaching your TOD, make sure to <a href="/guide/flying-guide/atc-communication/descent-and-approach#descent-communication-summary" class="documentation-content-link">request altitude change</a> if there is active ATC</dd>
<dt>Step 3</dt>
<dd>Once you have clearance and it is clear, access the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> FCU and tap VNAV to arm this function. Your altitude and VS will change color to magenta to indicate that VNAV is armed</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Before making any altitude changes, check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>Altitude and VS input is not required, VNAV will now adjust your rate of vertical speed to meet the altitude restrictions programmed into your Flight Plan</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>VNAV will target a Flight Path Angle (FPA) of 2 degrees, however if you descend late, VNAV may increase this in order to meet the restriction. VNAV cannot exceed 3000 feet per minute (fpm) and therefore in this case, manual intervention may be required to meet the altitude restriction. In addition, the TOD calculator will start to read out negative values, this is because you passed the TOD point before commencing your descent</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>During the descent, an Altitude Arc will be displayed on the map which indicates the predicted position at which the aircraft will be level at the altitude currently displayed in the Autopilot FCU ALT button. If this arc is not at the desired position, VNAV may not be working correctly and manual intervention could be required</dd>
</dl>
</section>
</section>
<section id="what-happens-once-i'm-level%3F">
<h2><a class="header-anchor" href="#what-happens-once-i'm-level%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What happens once I'm level?</h2>
<section class="reference">
<p>Once VNAV has captured the desired altitude it will do one of two things:</p>
<ul>
<li>The Autopilot will level off and display the new distance to TOD (indicating where your next TOD is for that segment of the Flight Plan provided there are more altitude restrictions programmed in)</li>
<li>Or, the Autopilot will continue descending if it determines that you will be at or above the 2 degree Flight Path Angle (FPA) when you arrive at that altitude</li>
</ul>
</section>
</section>
<section id="what-do-i-do-when-i%E2%80%99m-being-vectored%3F">
<h2><a class="header-anchor" href="#what-do-i-do-when-i%E2%80%99m-being-vectored%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What do I do when I’m being Vectored?</h2>
<section class="reference">
<p>In general, Radar Controllers will try to let you fly the selected procedure as it reduces their workload, however they may be required to give vectors (almost certain on the Approach). When you are given vectors and/or altitude assignments it is important that you follow them:</p>
<dl>
<dt>Step 1</dt>
<dd>
<p>Acknowledge the instruction sent to you using the <a href="/guide/flying-guide/atc-communication/descent-and-approach#approach-communication-summary" class="documentation-content-link">Communication</a> button</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>Access the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> FCU and tap VNAV to disarm this function</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>Adjust your heading, altitude and/or speed as required by ATC</p>
</dd>
<dt>Step 4</dt>
<dd>
<p>Ensure that your Navaids are tuned for the approach that you are expecting to fly</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Continuously check surroundings to make sure it is clear and for planning (particularly in the descent), use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>


Vertical Navigation (VNAV)
@vimeo
What is VNAV?
VNAV stands for Vertical Navigation and is an autopilot feature that allows the aircraft to adjust vertical speed to meet a predetermined altitude at a specified waypoint. All SIDs, STARs, and Approaches have altitudes restrictions that have to be met; and VNAV is available (currently for descent only) to help meet these restrictions and reduce your workload.
Provided your flight plan has at least one waypoint with an altitude restriction, VNAV will calculate a desirable rate of climb/descent and adjust this as conditions change. The following parameters are used for this calculation:
groundspeed
distance to the next waypoint
and the difference in altitude between your initial altitude and your target/final altitude
What does Top of Descent (TOD) mean?
Top of Descent, also known as TOD; is the point at which you initiate a descent from cruising altitude to another altitude in preparation for the arrival phase of flight. TOD is displayed in time and distance can can be found in two places, these are:
Within the VNAV button on the Autopilot Flight Control Unit (FCU)
And also on the Status Bar if this option has been selected
You can also manually calculate your TOD, click here) to find out how.
How do I use VNAV?
Step 1
: Check your flight plan and ensure that the altitude restrictions are present for the procedure you are about to fly, you will require these for VNAV to work correctly
Step 2
: Approaching your TOD, make sure to request altitude change if there is active ATC
Step 3
: Once you have clearance and it is clear, access the Autopilot FCU and tap VNAV to arm this function. Your altitude and VS will change color to magenta to indicate that VNAV is armed
Tip
: Before making any altitude changes, check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 4
: Altitude and VS input is not required, VNAV will now adjust your rate of vertical speed to meet the altitude restrictions programmed into your Flight Plan
Tip
: VNAV will target a Flight Path Angle (FPA) of 2 degrees, however if you descend late, VNAV may increase this in order to meet the restriction. VNAV cannot exceed 3000 feet per minute (fpm) and therefore in this case, manual intervention may be required to meet the altitude restriction. In addition, the TOD calculator will start to read out negative values, this is because you passed the TOD point before commencing your descent
Step 5
: During the descent, an Altitude Arc will be displayed on the map which indicates the predicted position at which the aircraft will be level at the altitude currently displayed in the Autopilot FCU ALT button. If this arc is not at the desired position, VNAV may not be working correctly and manual intervention could be required
What happens once I'm level?
Once VNAV has captured the desired altitude it will do one of two things:
The Autopilot will level off and display the new distance to TOD (indicating where your next TOD is for that segment of the Flight Plan provided there are more altitude restrictions programmed in)
Or, the Autopilot will continue descending if it determines that you will be at or above the 2 degree Flight Path Angle (FPA) when you arrive at that altitude
What do I do when I’m being Vectored?
In general, Radar Controllers will try to let you fly the selected procedure as it reduces their workload, however they may be required to give vectors (almost certain on the Approach). When you are given vectors and/or altitude assignments it is important that you follow them:
Step 1
: Acknowledge the instruction sent to you using the Communication button
Step 2
: Access the Autopilot FCU and tap VNAV to disarm this function
Step 3
: Adjust your heading, altitude and/or speed as required by ATC
Step 4
: Ensure that your Navaids are tuned for the approach that you are expecting to fly
Tip
: Continuously check surroundings to make sure it is clear and for planning (particularly in the descent), use the Cameras and Mini Map to help you

Vertical Navigation (VNAV)

<section id="standard-terminal-arrival-route-(star)-navigation">
<h1><a class="header-anchor" href="#standard-terminal-arrival-route-(star)-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Standard Terminal Arrival Route (STAR) Navigation</h1>
<section class="reference"></section>
<section id="what-is-a-star%3F">
<h2><a class="header-anchor" href="#what-is-a-star%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a STAR?</h2>
<section class="reference">
<p>Standard Terminal Arrival Routes, known as STARs, are a published flight procedure that are followed by aircraft on an IFR flight plan from an intermediate altitude. STARs allow aircraft to arrive following a pre-defined route (and in some cases with altitude/speed restrictions) that help them navigate adjacent airspaces, terrain and departing traffic.</p>
</section>
</section>
<section id="what-is-a-transition%3F">
<h2><a class="header-anchor" href="#what-is-a-transition%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a Transition?</h2>
<section class="reference">
<p>&quot;Transition&quot; is a word commonly used in aviation and you’re probably already familiar with requesting this with a Tower facility to transition through their airspace. A Transition when used with reference to SID/STARs refers to a branch of the procedure that will break you off in the direction of your destination. Not all procedures will have a transition but do keep an eye out for them as they will be beneficial when wanting a more direct routing.</p>
</section>
</section>
<section id="how-do-i-put-a-star-into-my-flight-plan%3F">
<h2><a class="header-anchor" href="#how-do-i-put-a-star-into-my-flight-plan%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I put a STAR into my Flight Plan?</h2>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/421196015" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the ATIS/D-ATIS for runway(s) and ATC preferred STAR(s) in use. You should try to pick an ATC preferred STAR and transition that starts in roughly the direction you are approaching from</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>Load the STAR into you flight plan by following our step by step guide <a href="/guide/getting-started/pilot-user-interface/navigation#selecting-departure%2C-arrival-and-approach-procedures" class="documentation-content-link">here</a></dd>
<dt>Step 3</dt>
<dd>It's possible you may be given a different runway to what you were expecting and therefore might need to change your STAR, be prepared and have a few options in case this happens</dd>
</dl>
</section>
</section>
<section id="how-do-i-fly-a-star%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-star%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a STAR?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>
<p>Now that you're flight plan is loaded, we can utilize the <a href="/guide/getting-started/pilot-user-interface/navigation#gps-navigation" class="documentation-content-link">GPS Navigation</a> to navigate the STAR</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>Study your flight plan and/or charts, and if you wish, you can also tune any <a href="/guide/getting-started/pilot-user-interface/navigation#navigation" class="documentation-content-link">navigation aids</a> used on the STAR for extra guidance. Make sure to follow all altitude/speed restrictions, this is crucial to observe airspace restrictions, ensure terrain clearance and to maintain separation with other traffic</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>When approaching your Top of Descent (TOD) with active ATC, you should request descent. The Controller will either approve descent via the STAR or instruct you to expect vectors if this is not possible. Don't forget that ATC instructions supersede your flight plan so make sure to follow them! They will let you know when it is clear to &quot;Continue as Filed&quot;</p>
</dd>
<dt>Step 4</dt>
<dd>
<p>To follow the STAR, ensure that the magenta Radial Deviation Bar is inline with the magenta Course Select Pointer on your HSI</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Before making any turns, check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</p>
</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>
<p>As you approach the waypoint, the flight plan will automatically cycle to the next waypoint and your HSI will be reset with a new radial to follow</p>
</dd>
<dt>Step 6</dt>
<dd>
<p>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> and LNAV mode to get your aircraft to follow the flight plan for you</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Use caution when arming LNAV if the autopilot is engaged, the aircraft will immediately start to follow your flight plan - make sure it is clear first!</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>


Standard Terminal Arrival Route (STAR) Navigation
What is a STAR?
Standard Terminal Arrival Routes, known as STARs, are a published flight procedure that are followed by aircraft on an IFR flight plan from an intermediate altitude. STARs allow aircraft to arrive following a pre-defined route (and in some cases with altitude/speed restrictions) that help them navigate adjacent airspaces, terrain and departing traffic.
What is a Transition?
"Transition" is a word commonly used in aviation and you’re probably already familiar with requesting this with a Tower facility to transition through their airspace. A Transition when used with reference to SID/STARs refers to a branch of the procedure that will break you off in the direction of your destination. Not all procedures will have a transition but do keep an eye out for them as they will be beneficial when wanting a more direct routing.
How do I put a STAR into my Flight Plan?
@vimeo
Step 1
: En-route to your destination, check the ATIS/D-ATIS for runway(s) and ATC preferred STAR(s) in use. You should try to pick an ATC preferred STAR and transition that starts in roughly the direction you are approaching from
Tip
: It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!
Step 2
: Load the STAR into you flight plan by following our step by step guide here
Step 3
: It's possible you may be given a different runway to what you were expecting and therefore might need to change your STAR, be prepared and have a few options in case this happens
How do I fly a STAR?
Step 1
: Now that you're flight plan is loaded, we can utilize the GPS Navigation to navigate the STAR
Step 2
: Study your flight plan and/or charts, and if you wish, you can also tune any navigation aids used on the STAR for extra guidance. Make sure to follow all altitude/speed restrictions, this is crucial to observe airspace restrictions, ensure terrain clearance and to maintain separation with other traffic
Step 3
: When approaching your Top of Descent (TOD) with active ATC, you should request descent. The Controller will either approve descent via the STAR or instruct you to expect vectors if this is not possible. Don't forget that ATC instructions supersede your flight plan so make sure to follow them! They will let you know when it is clear to "Continue as Filed"
Step 4
: To follow the STAR, ensure that the magenta Radial Deviation Bar is inline with the magenta Course Select Pointer on your HSI
Tip
: Before making any turns, check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 5
: As you approach the waypoint, the flight plan will automatically cycle to the next waypoint and your HSI will be reset with a new radial to follow
Step 6
: Feel overloaded? Reduce your workload by engaging the Autopilot and LNAV mode to get your aircraft to follow the flight plan for you
Tip
: Use caution when arming LNAV if the autopilot is engaged, the aircraft will immediately start to follow your flight plan - make sure it is clear first!

Standard Terminal Arrival Route (STAR) Navigation

<section id="diversion">
<h1><a class="header-anchor" href="#diversion"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Diversion</h1>
<section class="reference"></section>
<section id="what-is-a-diversion%3F">
<h2><a class="header-anchor" href="#what-is-a-diversion%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a Diversion?</h2>
<section class="reference">
<p>A diversion is when the aircraft is no longer able to continue to the original destination, and is now diverting to a new airport. The list of reasons as to why a diversion is initiated is endless but some of the most common reasons in Infinite Flight could be:</p>
<ul>
<li>The destination airport is full and no longer receiving inbound aircraft</li>
<li>There are long delays at the destination airport and you no longer have enough fuel to wait for an approach</li>
</ul>
</section>
</section>
<section id="considerations-for-a-diversion">
<h2><a class="header-anchor" href="#considerations-for-a-diversion"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Considerations for a Diversion</h2>
<section class="reference">
<p>Below is a table of the various factors that should be taken into account before initiating a diversion:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Factors</th>
<th>Considerations</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Factors">Fuel</td>
<td data-label="Considerations">Do you have enough fuel to get there?</td>
</tr>
<tr>
<td data-label="Factors">Weather</td>
<td data-label="Considerations">Is the weather suitable for an approach and landing? What type of approaches are available?</td>
</tr>
<tr>
<td data-label="Factors">Route</td>
<td data-label="Considerations">Is there terrain or airspace that you need to be aware of en-route?</td>
</tr>
<tr>
<td data-label="Factors">Airport Facility</td>
<td data-label="Considerations">Are the taxiways, aprons and parking spaces suitable for the size of your aircraft?</td>
</tr>
<tr>
<td data-label="Factors">Landing Performance</td>
<td data-label="Considerations">Is the runway long enough for you to land safely?</td>
</tr>
</tbody>
</table>
<p>To help reduce your workload during a diversion, there are things that you can do to be prepared:</p>
<dl>
<dt>Step 1</dt>
<dd>
<p>Before departure, make sure to check alternate airports that are close to your destination and look if they meet the criteria above</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>Make sure to have a minimum of one alternate selected and load the fuel required for this</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>If you are expecting the destination airport to be busy, load more fuel!</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>By preparing in advance, you will be able to make an informed decision and divert much more quickly!</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="how-to-initiate-a-diversion">
<h2><a class="header-anchor" href="#how-to-initiate-a-diversion"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to Initiate a Diversion</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Make sure the alternate airport meets the <a href="/guide/flying-guide/descent-to-landing/diversion#considerations-for-a-diversion" class="documentation-content-link">considerations for a diversion</a></dd>
<dt>Step 2</dt>
<dd>Communicate with ATC of your intention to divert by <a href="/guide/flying-guide/atc-communication/descent-and-approach#pilot-to-radar-controller-communication-table" class="documentation-content-link">selecting a new service such as an approach request for the new airport</a> (or if you have been instructed to divert, follow the ATC instructions given)</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Make sure you are ready to divert before communicating with ATC - if you need more time consider slowing down, or finding somewhere to hold</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>If ATC are able to provide vectors and altitude assignments, then follow these. If they are not, then select a suitable heading to take you in the general direction of the airport (monitor traffic to ensure separation is complied with at all times)</dd>
<dt>Step 4</dt>
<dd>Check terrain en-route and select a sensible altitude to ensure terrain clearance (if ATC have not assigned one)</dd>
<dt>Step 5</dt>
<dd>Monitor the airspace you are flying through in case you need to change to another active frequency</dd>
<dt>Step 6</dt>
<dd>Once you are en-route, you can set up for the approach</dd>
</dl>
</section>
</section>


Diversion
What is a Diversion?
A diversion is when the aircraft is no longer able to continue to the original destination, and is now diverting to a new airport. The list of reasons as to why a diversion is initiated is endless but some of the most common reasons in Infinite Flight could be:
The destination airport is full and no longer receiving inbound aircraft
There are long delays at the destination airport and you no longer have enough fuel to wait for an approach
Considerations for a Diversion
Below is a table of the various factors that should be taken into account before initiating a diversion:
| Factors             | Considerations                                               |
| ------------------- | ------------------------------------------------------------ |
| Fuel                | Do you have enough fuel to get there?                        |
| Weather             | Is the weather suitable for an approach and landing? What type of approaches are available? |
| Route               | Is there terrain or airspace that you need to be aware of en-route? |
| Airport Facility    | Are the taxiways, aprons and parking spaces suitable for the size of your aircraft? |
| Landing Performance | Is the runway long enough for you to land safely?            |
To help reduce your workload during a diversion, there are things that you can do to be prepared:
Step 1
: Before departure, make sure to check alternate airports that are close to your destination and look if they meet the criteria above
Step 2
: Make sure to have a minimum of one alternate selected and load the fuel required for this
Step 3
: If you are expecting the destination airport to be busy, load more fuel!
Tip
: By preparing in advance, you will be able to make an informed decision and divert much more quickly!
How to Initiate a Diversion
Step 1
: Make sure the alternate airport meets the considerations for a diversion
Step 2
: Communicate with ATC of your intention to divert by selecting a new service such as an approach request for the new airport (or if you have been instructed to divert, follow the ATC instructions given)
Tip
: Make sure you are ready to divert before communicating with ATC - if you need more time consider slowing down, or finding somewhere to hold
Step 3
: If ATC are able to provide vectors and altitude assignments, then follow these. If they are not, then select a suitable heading to take you in the general direction of the airport (monitor traffic to ensure separation is complied with at all times)
Step 4
: Check terrain en-route and select a sensible altitude to ensure terrain clearance (if ATC have not assigned one)
Step 5
: Monitor the airspace you are flying through in case you need to change to another active frequency
Step 6
: Once you are en-route, you can set up for the approach

Diversion

<section id="instrument-landing-system-(ils)-approach">
<h1><a class="header-anchor" href="#instrument-landing-system-(ils)-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Instrument Landing System (ILS) Approach</h1>
<section class="reference"></section>
<section id="what-is-an-ils-approach%3F">
<h2><a class="header-anchor" href="#what-is-an-ils-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is an ILS Approach?</h2>
<section class="reference">
<p>The ILS consists of two beams, the Localizer (LOC), providing lateral guidance (left/right) and the Glideslope (G/S) providing vertical guidance (up/down). The cone at the end of a runway provides a <strong>VISUAL AID</strong> for both pilots and Controllers of where the LOC and G/S are, however it is important to remember that the LOC and G/S are not confined to the cone. The LOC and G/S are independent radio ‘signals’ that are sent out, and thus continue to go out. Aircraft can receive these signals and therefore intercept them - both within the cone or outside of the cone.</p>
<p>To intercept the LOC of an ILS, Controllers will issue aircraft with an intercept heading which will be as close to 30 degrees as possible, offset from the runway designator <em>(see 6.10.3.1 below)</em>. If aircraft have an appropriate STAR and/or Instrument Approach, aircraft may be issued an ILS approach clearance at an appropriate position without an assigned heading or the standard 30 degree intercept.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-intercept-loc.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-intercept-loc@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-intercept-loc@3x.jpg 3x" alt="Image 6.10.3.1 - Intercepting the localizer" class="documentation-image-lightbox-link" >
          <figcaption>Image 6.10.3.1 - Intercepting the localizer</figcaption>
        </figure>
      </p>
<p>To intercept the G/S of an ILS, Controllers will issue an altitude that is below the G/S path <em>(see 6.10.4.1 below).</em> The typical G/S follows a 3 degree flight path angle that guides the aircraft to the runway threshold. At 1nm the G/S altitude would be 300ft AAL (above aerodrome level); at 2nm, 600ft AAL and so on.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-intercept-gs.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-intercept-gs@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-intercept-gs@3x.jpg 3x" alt="Image 6.10.4.1 - Intercepting the glideslope" class="documentation-image-lightbox-link" >
          <figcaption>Image 6.10.4.1 - Intercepting the glideslope</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="how-do-i-fly-an-ils-approach%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-an-ils-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly an ILS Approach?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the ATIS/D-ATIS for runway(s) in use</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>Tune to the ILS by following our step by step guide <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-an-ils" class="documentation-content-link">here</a></dd>
<dt>Step 3</dt>
<dd>If you are no longer following your flight plan or <a href="/guide/getting-started/pilot-user-interface/navigation#gps-navigation" class="documentation-content-link">GPS Navigation</a> is no longer required, you can display the ILS by following our step by step guide <a href="/guide/getting-started/pilot-user-interface/navigation#displaying-an-ils-in-your-aircraft" class="documentation-content-link">here</a></dd>
<dt>Step 4</dt>
<dd>If ATC is active, you will require a clearance to join the ILS Approach. This will either be in the form of joining from your STAR/Instrument Approach or with an intercept heading</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> and APPR mode, the aircraft will maintain the assigned heading and then automatically intercept the LOC and G/S. Make sure to only arm APPR mode once you have been cleared for the approach!</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>To follow the LOC, ensure that the green Localizer Deviation Bar is inline with the green Course Select Pointer on your HSI. Once this is within 1 dot of lateral deviation, you are established - when no conflict exists, you will then be handed over to Tower from Radar (if ATC is active), do not change frequency without permission!</dd>
<dt>Step 6</dt>
<dd>To follow the G/S, ensure that the green Glideslope Deviation Dot is inline with the central marker by the altitude on your HUD</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Do not descend on the G/S until you are established on the LOC!</dd>
</dl>
<dl>
<dt>Step 7</dt>
<dd>Continue to monitor both your LOC and G/S deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria</dd>
</dl>
</section>
</section>
<section id="what-is-the-stability-approach-criteria-(sac)%3F">
<h2><a class="header-anchor" href="#what-is-the-stability-approach-criteria-(sac)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Stability Approach Criteria (SAC)?</h2>
<section class="reference">
<p>The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.</p>
<p>All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:</p>
<ul>
<li>In the planned landing configuration</li>
<li>Stabilized on the correct vertical profile</li>
<li>Stabilized at the target approach speed</li>
</ul>
<p>If any of the SAC are not met, a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> must be flown.</p>
<p>Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining  within the following tolerances in order to access your stability:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Parameter</th>
<th>Tolerance</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Parameter">Speed</td>
<td data-label="Tolerance">Target Approach Speed -5/+10 kts</td>
</tr>
<tr>
<td data-label="Parameter">Vertical Speed</td>
<td data-label="Tolerance">No more than 1000ft/min*</td>
</tr>
<tr>
<td data-label="Parameter">Pitch</td>
<td data-label="Tolerance">No more than -2.5 degrees nose down or +10 degrees nose up</td>
</tr>
<tr>
<td data-label="Parameter">Bank</td>
<td data-label="Tolerance">Angle not exceeding 7 degrees</td>
</tr>
<tr>
<td data-label="Parameter">Localizer/Glideslope</td>
<td data-label="Tolerance">No more than 1 dot of lateral/vertical deviation</td>
</tr>
</tbody>
</table>
<p>*<em>Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min</em></p>
</section>
</section>
</section>


Instrument Landing System (ILS) Approach
What is an ILS Approach?
The ILS consists of two beams, the Localizer (LOC), providing lateral guidance (left/right) and the Glideslope (G/S) providing vertical guidance (up/down). The cone at the end of a runway provides a VISUAL AID for both pilots and Controllers of where the LOC and G/S are, however it is important to remember that the LOC and G/S are not confined to the cone. The LOC and G/S are independent radio ‘signals’ that are sent out, and thus continue to go out. Aircraft can receive these signals and therefore intercept them - both within the cone or outside of the cone.
To intercept the LOC of an ILS, Controllers will issue aircraft with an intercept heading which will be as close to 30 degrees as possible, offset from the runway designator (see 6.10.3.1 below). If aircraft have an appropriate STAR and/or Instrument Approach, aircraft may be issued an ILS approach clearance at an appropriate position without an assigned heading or the standard 30 degree intercept.
Image 6.10.3.1 - Intercepting the localizer
To intercept the G/S of an ILS, Controllers will issue an altitude that is below the G/S path (see 6.10.4.1 below). The typical G/S follows a 3 degree flight path angle that guides the aircraft to the runway threshold. At 1nm the G/S altitude would be 300ft AAL (above aerodrome level); at 2nm, 600ft AAL and so on.
Image 6.10.4.1 - Intercepting the glideslope
How do I fly an ILS Approach?
Step 1
: En-route to your destination, check the ATIS/D-ATIS for runway(s) in use
Tip
: It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!
Step 2
: Tune to the ILS by following our step by step guide here
Step 3
: If you are no longer following your flight plan or GPS Navigation is no longer required, you can display the ILS by following our step by step guide here
Step 4
: If ATC is active, you will require a clearance to join the ILS Approach. This will either be in the form of joining from your STAR/Instrument Approach or with an intercept heading
Tip
: Feel overloaded? Reduce your workload by engaging the Autopilot and APPR mode, the aircraft will maintain the assigned heading and then automatically intercept the LOC and G/S. Make sure to only arm APPR mode once you have been cleared for the approach!
Step 5
: To follow the LOC, ensure that the green Localizer Deviation Bar is inline with the green Course Select Pointer on your HSI. Once this is within 1 dot of lateral deviation, you are established - when no conflict exists, you will then be handed over to Tower from Radar (if ATC is active), do not change frequency without permission!
Step 6
: To follow the G/S, ensure that the green Glideslope Deviation Dot is inline with the central marker by the altitude on your HUD
Tip
: Do not descend on the G/S until you are established on the LOC!
Step 7
: Continue to monitor both your LOC and G/S deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria
What is the Stability Approach Criteria (SAC)?
The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.
All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:
In the planned landing configuration
Stabilized on the correct vertical profile
Stabilized at the target approach speed
If any of the SAC are not met, a go-around must be flown.
Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining  within the following tolerances in order to access your stability:
| Parameter            | Tolerance                                |
| -------------------- | ---------------------------------------- |
| Speed                | Target Approach Speed -5/+10 kts         |
| Vertical Speed       | No more than 1000ft/min*                 |
| Pitch                | No more than -2.5 degrees nose down or +10 degrees nose up |
| Bank                 | Angle not exceeding 7 degrees            |
| Localizer/Glideslope | No more than 1 dot of lateral/vertical deviation |
*Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min

Instrument Landing System (ILS) Approach

<section id="global-positioning-system-(gps)-approach">
<h1><a class="header-anchor" href="#global-positioning-system-(gps)-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Global Positioning System (GPS) Approach</h1>
<section class="reference"></section>
<section id="what-is-a-gps-approach%3F">
<h2><a class="header-anchor" href="#what-is-a-gps-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a GPS Approach?</h2>
<section class="reference">
<p>The Global Positioning System (GPS) Approach is defined by a series of waypoints and altitude restrictions that the pilot will follow to the runway threshold, free of conventional guidance such as a localizer/glideslope etc. The GPS Approach is a non-precision approach within Infinite Flight but is not commonly used as functionality is currently limited. The different types of GPS Approaches that you can select can be found <a href="/guide/getting-started/pilot-user-interface/flight-planning#selecting-departure%2C-arrival-and-approach-procedures" class="documentation-content-link">here</a>.</p>
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/436445637" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
</section>
<section id="how-do-i-fly-a-gps-approach%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-gps-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a GPS Approach?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the ATIS/D-ATIS for runway(s) in use</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>Make sure that a GPS approach has been selected by following our step by step guide <a href="/guide/getting-started/pilot-user-interface/flight-planning#selecting-departure%2C-arrival-and-approach-procedures" class="documentation-content-link">here</a></dd>
<dt>Step 3</dt>
<dd>If you have been vectored off of your flight plan, Radar Controllers will ensure that you are instructed to 'Continue as Filed' before issuing a clearance for the approach. Utilize your <a href="/guide/getting-started/pilot-user-interface/navigation#gps-navigation" class="documentation-content-link">GPS Navigation</a> to follow your flight plan and approach</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> and using both <a href="/guide/getting-started/pilot-user-interface/navigation#gps-navigation" class="documentation-content-link">LNAV</a> and <a href="/guide/flying-guide/descent-to-landing/vertical-navigation-(vnav)#vertical-navigation-(vnav)" class="documentation-content-link">VNAV</a> for navigation, the aircraft will automatically follow the approach</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>To follow the GPS Approach manually, ensure that the magenta Lateral Deviation Bar is inline with the magenta Course Select Pointer on your HSI. Once this is within 1 dot of lateral deviation, you are established - when no conflict exists, you will then be handed over to Tower from Radar (if ATC is active), do not change frequency without permission!</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>VNAV will only work up to the last altitude restriction in your flight plan. After this, you will need to take over manually!</dd>
</dl>
<dl>
<dt>Step 7</dt>
<dd>Continue to monitor both your lateral and vertical deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria</dd>
</dl>
</section>
</section>
<section id="what-is-the-stability-approach-criteria-(sac)%3F">
<h2><a class="header-anchor" href="#what-is-the-stability-approach-criteria-(sac)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Stability Approach Criteria (SAC)?</h2>
<section class="reference">
<p>The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.</p>
<p>All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:</p>
<ul>
<li>In the planned landing configuration</li>
<li>Stabilized on the correct vertical profile</li>
<li>Stabilized at the target approach speed</li>
</ul>
<p>If any of the SAC are not met, a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> must be flown.</p>
<p>Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining within the following tolerances in order to access your stability:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Parameter</th>
<th>Tolerance</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Parameter">Speed</td>
<td data-label="Tolerance">Target Approach Speed -5/+10 kts</td>
</tr>
<tr>
<td data-label="Parameter">Vertical Speed</td>
<td data-label="Tolerance">No more than 1000ft/min*</td>
</tr>
<tr>
<td data-label="Parameter">Pitch</td>
<td data-label="Tolerance">No more than -2.5 degrees nose down or +10 degrees nose up</td>
</tr>
<tr>
<td data-label="Parameter">Bank</td>
<td data-label="Tolerance">Angle not exceeding 7 degrees</td>
</tr>
<tr>
<td data-label="Parameter">Lateral Navigation</td>
<td data-label="Tolerance">No more than 1 dot of lateral deviation</td>
</tr>
</tbody>
</table>
<p>*<em>Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min</em></p>
</section>
</section>
</section>


Global Positioning System (GPS) Approach
What is a GPS Approach?
The Global Positioning System (GPS) Approach is defined by a series of waypoints and altitude restrictions that the pilot will follow to the runway threshold, free of conventional guidance such as a localizer/glideslope etc. The GPS Approach is a non-precision approach within Infinite Flight but is not commonly used as functionality is currently limited. The different types of GPS Approaches that you can select can be found here.
@vimeo
How do I fly a GPS Approach?
Step 1
: En-route to your destination, check the ATIS/D-ATIS for runway(s) in use
Tip
: It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!
Step 2
: Make sure that a GPS approach has been selected by following our step by step guide here
Step 3
: If you have been vectored off of your flight plan, Radar Controllers will ensure that you are instructed to 'Continue as Filed' before issuing a clearance for the approach. Utilize your GPS Navigation to follow your flight plan and approach
Tip
: Feel overloaded? Reduce your workload by engaging the Autopilot and using both LNAV and VNAV#vertical-navigation-(vnav)) for navigation, the aircraft will automatically follow the approach
Step 5
: To follow the GPS Approach manually, ensure that the magenta Lateral Deviation Bar is inline with the magenta Course Select Pointer on your HSI. Once this is within 1 dot of lateral deviation, you are established - when no conflict exists, you will then be handed over to Tower from Radar (if ATC is active), do not change frequency without permission!
Tip
: VNAV will only work up to the last altitude restriction in your flight plan. After this, you will need to take over manually!
Step 7
: Continue to monitor both your lateral and vertical deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria
What is the Stability Approach Criteria (SAC)?
The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.
All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:
In the planned landing configuration
Stabilized on the correct vertical profile
Stabilized at the target approach speed
If any of the SAC are not met, a go-around must be flown.
Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining within the following tolerances in order to access your stability:
| Parameter          | Tolerance                                |
| ------------------ | ---------------------------------------- |
| Speed              | Target Approach Speed -5/+10 kts         |
| Vertical Speed     | No more than 1000ft/min*                 |
| Pitch              | No more than -2.5 degrees nose down or +10 degrees nose up |
| Bank               | Angle not exceeding 7 degrees            |
| Lateral Navigation | No more than 1 dot of lateral deviation  |
*Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min

Global Positioning System (GPS) Approach

<section id="vor-(vhf-omni-directional-range)-approach">
<h1><a class="header-anchor" href="#vor-(vhf-omni-directional-range)-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> VOR (VHF Omni-Directional Range) Approach</h1>
<section class="reference"></section>
<section id="what-is-a-vor-approach%3F">
<h2><a class="header-anchor" href="#what-is-a-vor-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a VOR Approach?</h2>
<section class="reference">
<p>VOR Approaches can be flown in Infinite Flight using the techniques shown here, however ATC are currently unable to support these approach requests - for now, we recommend finding an uncontrolled airport or quiet area to practise in!</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Make sure to check out our <a href="/guide/flying-guide/take-off-to-cruise/vor-(vhf-omni-directional-range)-navigation#vor-(vhf-omni-directional-range)-navigation" class="documentation-content-link">VOR Navigation</a> page to get to grips with the basics before flying a VOR Approach!</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="how-do-i-fly-a-vor-approach%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-vor-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a VOR Approach?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the weather to determine the best runway for arrival - once you have done this, check the approach chart for that runway, and if it has a VOR Approach, you can start to set up for this approach</dd>
<dt>Step 2</dt>
<dd>Ensure that you have <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">tuned</a> the required VOR(s) for the approach and changed the CRS(s) to the desired magnetic bearings(s) that you need to intercept</dd>
<dt>Step 3</dt>
<dd>If you are no longer following your flight plan or <a href="/guide/getting-started/pilot-user-interface/navigation#gps-navigation" class="documentation-content-link">GPS Navigation</a> is no longer required, you can <a href="/guide/getting-started/pilot-user-interface/navigation#displaying-a-vor-in-your-aircraft" class="documentation-content-link">display</a> the required VOR(s) by setting &quot;SOURCE&quot; to either NAV 1 (or 2 as required)</dd>
<dt>Step 4</dt>
<dd><a href="/guide/flying-guide/take-off-to-cruise/vor-(vhf-omni-directional-range)-navigation#how-to-navigate-using-a-vor" class="documentation-content-link">Intercept the desired magnetic bearing(s)</a> at the correct distance/altitude as per your chart and always think of the &quot;next event&quot; to stay ahead of the aircraft</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> and using Heading (or LNAV) and V/S to follow the profile instead of manual flying</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>Continue to monitor both your lateral and vertical deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria</dd>
</dl>
</section>
</section>
<section id="what-is-the-stability-approach-criteria-(sac)%3F">
<h2><a class="header-anchor" href="#what-is-the-stability-approach-criteria-(sac)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Stability Approach Criteria (SAC)?</h2>
<section class="reference">
<p>The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.</p>
<p>All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:</p>
<ul>
<li>In the planned landing configuration</li>
<li>Stabilized on the correct vertical profile</li>
<li>Stabilized at the target approach speed</li>
</ul>
<p>If any of the SAC are not met, a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> must be flown.</p>
<p>Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining  within the following tolerances in order to access your stability:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Parameter</th>
<th>Tolerance</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Parameter">Speed</td>
<td data-label="Tolerance">Target Approach Speed -5/+10 kts</td>
</tr>
<tr>
<td data-label="Parameter">Vertical Speed</td>
<td data-label="Tolerance">No more than 1000ft/min*</td>
</tr>
<tr>
<td data-label="Parameter">Pitch</td>
<td data-label="Tolerance">No more than -2.5 degrees nose down or +10 degrees nose up</td>
</tr>
<tr>
<td data-label="Parameter">Bank</td>
<td data-label="Tolerance">Angle not exceeding 7 degrees</td>
</tr>
<tr>
<td data-label="Parameter">Lateral Navigation</td>
<td data-label="Tolerance">No more than 1 dot of lateral deviation</td>
</tr>
</tbody>
</table>
<p>*<em>Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min</em></p>
</section>
</section>


VOR (VHF Omni-Directional Range) Approach
What is a VOR Approach?
VOR Approaches can be flown in Infinite Flight using the techniques shown here, however ATC are currently unable to support these approach requests - for now, we recommend finding an uncontrolled airport or quiet area to practise in!
Tip
: Make sure to check out our VOR Navigation-navigation#vor-(vhf-omni-directional-range)-navigation) page to get to grips with the basics before flying a VOR Approach!
How do I fly a VOR Approach?
Step 1
: En-route to your destination, check the weather to determine the best runway for arrival - once you have done this, check the approach chart for that runway, and if it has a VOR Approach, you can start to set up for this approach
Step 2
: Ensure that you have tuned the required VOR(s) for the approach and changed the CRS(s) to the desired magnetic bearings(s) that you need to intercept
Step 3
: If you are no longer following your flight plan or GPS Navigation is no longer required, you can display the required VOR(s) by setting "SOURCE" to either NAV 1 (or 2 as required)
Step 4
: Intercept the desired magnetic bearing(s)-navigation#how-to-navigate-using-a-vor) at the correct distance/altitude as per your chart and always think of the "next event" to stay ahead of the aircraft
Tip
: Feel overloaded? Reduce your workload by engaging the Autopilot and using Heading (or LNAV) and V/S to follow the profile instead of manual flying
Step 5
: Continue to monitor both your lateral and vertical deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria
What is the Stability Approach Criteria (SAC)?
The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.
All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:
In the planned landing configuration
Stabilized on the correct vertical profile
Stabilized at the target approach speed
If any of the SAC are not met, a go-around must be flown.
Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining  within the following tolerances in order to access your stability:
| Parameter          | Tolerance                                                  |
| ------------------ | ---------------------------------------------------------- |
| Speed              | Target Approach Speed -5/+10 kts                           |
| Vertical Speed     | No more than 1000ft/min*                                   |
| Pitch              | No more than -2.5 degrees nose down or +10 degrees nose up |
| Bank               | Angle not exceeding 7 degrees                              |
| Lateral Navigation | No more than 1 dot of lateral deviation                    |
*Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min

VOR (VHF Omni-Directional Range) Approach

<section id="ndb-(non-directional-beacon)-approach">
<h1><a class="header-anchor" href="#ndb-(non-directional-beacon)-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> NDB (Non-Directional Beacon) Approach</h1>
<section class="reference"></section>
<section id="what-is-an-ndb-approach%3F">
<h2><a class="header-anchor" href="#what-is-an-ndb-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is an NDB Approach?</h2>
<section class="reference">
<p>NDB Approaches can be flown in Infinite Flight using the techniques shown here, however ATC are currently unable to support these approach requests - for now, we recommend finding an uncontrolled airport or quiet area to practise in!</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Make sure to check out our <a href="/guide/flying-guide/take-off-to-cruise/ndb-(non-directional-beacon)-navigation#ndb-(non-directional-beacon)-navigation" class="documentation-content-link">NDB Navigation</a> page to get to grips with the basics before flying an NDB Approach!</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="how-do-i-fly-an-ndb-approach%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-an-ndb-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly an NDB Approach?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the weather to determine the best runway for arrival - once you have done this, check the approach chart for that runway, and if it has an NDB Approach, you can start to set up for this approach</dd>
<dt>Step 2</dt>
<dd>Ensure that you have <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">tuned</a> the required NDB for the approach and display it by setting &quot;BRG 1 (or 2)&quot; to ADF</dd>
<dt>Step 3</dt>
<dd><a href="/guide/flying-guide/take-off-to-cruise/ndb-(non-directional-beacon)-navigation#how-to-navigate-using-an-ndb" class="documentation-content-link">Intercept the radials</a> at the correct distance/altitude as per your chart and always think of the &quot;next event&quot; to stay ahead of the aircraft</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> and using Heading and V/S to follow the profile instead of manual flying</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>Continue to monitor both your lateral and vertical deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria</dd>
</dl>
</section>
</section>
<section id="what-is-the-stability-approach-criteria-(sac)%3F">
<h2><a class="header-anchor" href="#what-is-the-stability-approach-criteria-(sac)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Stability Approach Criteria (SAC)?</h2>
<section class="reference">
<p>The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.</p>
<p>All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:</p>
<ul>
<li>In the planned landing configuration</li>
<li>Stabilized on the correct vertical profile</li>
<li>Stabilized at the target approach speed</li>
</ul>
<p>If any of the SAC are not met, a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> must be flown.</p>
<p>Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining  within the following tolerances in order to access your stability:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Parameter</th>
<th>Tolerance</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Parameter">Speed</td>
<td data-label="Tolerance">Target Approach Speed -5/+10 kts</td>
</tr>
<tr>
<td data-label="Parameter">Vertical Speed</td>
<td data-label="Tolerance">No more than 1000ft/min*</td>
</tr>
<tr>
<td data-label="Parameter">Pitch</td>
<td data-label="Tolerance">No more than -2.5 degrees nose down or +10 degrees nose up</td>
</tr>
<tr>
<td data-label="Parameter">Bank</td>
<td data-label="Tolerance">Angle not exceeding 7 degrees</td>
</tr>
<tr>
<td data-label="Parameter">Lateral Navigation</td>
<td data-label="Tolerance">No more than 1 dot of lateral deviation</td>
</tr>
</tbody>
</table>
<p>*<em>Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min</em></p>
</section>
</section>


NDB (Non-Directional Beacon) Approach
What is an NDB Approach?
NDB Approaches can be flown in Infinite Flight using the techniques shown here, however ATC are currently unable to support these approach requests - for now, we recommend finding an uncontrolled airport or quiet area to practise in!
Tip
: Make sure to check out our NDB Navigation-navigation#ndb-(non-directional-beacon)-navigation) page to get to grips with the basics before flying an NDB Approach!
How do I fly an NDB Approach?
Step 1
: En-route to your destination, check the weather to determine the best runway for arrival - once you have done this, check the approach chart for that runway, and if it has an NDB Approach, you can start to set up for this approach
Step 2
: Ensure that you have tuned the required NDB for the approach and display it by setting "BRG 1 (or 2)" to ADF
Step 3
: Intercept the radials-navigation#how-to-navigate-using-an-ndb) at the correct distance/altitude as per your chart and always think of the "next event" to stay ahead of the aircraft
Tip
: Feel overloaded? Reduce your workload by engaging the Autopilot and using Heading and V/S to follow the profile instead of manual flying
Step 4
: Continue to monitor both your lateral and vertical deviation and make the adjustments required to keep these centralized. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria
What is the Stability Approach Criteria (SAC)?
The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.
All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:
In the planned landing configuration
Stabilized on the correct vertical profile
Stabilized at the target approach speed
If any of the SAC are not met, a go-around must be flown.
Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining  within the following tolerances in order to access your stability:
| Parameter          | Tolerance                                                  |
| ------------------ | ---------------------------------------------------------- |
| Speed              | Target Approach Speed -5/+10 kts                           |
| Vertical Speed     | No more than 1000ft/min*                                   |
| Pitch              | No more than -2.5 degrees nose down or +10 degrees nose up |
| Bank               | Angle not exceeding 7 degrees                              |
| Lateral Navigation | No more than 1 dot of lateral deviation                    |
*Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min

NDB (Non-Directional Beacon) Approach

<section id="visual-approach">
<h1><a class="header-anchor" href="#visual-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Visual Approach</h1>
<section class="reference"></section>
<section id="what-is-a-visual-approach%3F">
<h2><a class="header-anchor" href="#what-is-a-visual-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a Visual Approach?</h2>
<section class="reference">
<p>A visual approach is an approach to a runway conducted under <a href="/guide/flying-guide/take-off-to-cruise/instrument-flight-rules-(ifr)-en-route-navigation#instrument-flight-rules-(ifr)-en-route-navigation" class="documentation-content-link">IFR</a> but where the pilot proceeds by visual reference when cleared to do so. This means that the pilot must be visual before the Controller can clear the aircraft for the visual approach.</p>
<p>There are multiple ways in which a visual approach can be given to the pilot but generally speaking, and terrain permitting; Radar Controllers will position the pilot in a recognizable position such as downwind, base, or even straight in. The pilot will then be asked to ‘report the airfield in sight’, and once this has been confirmed the pilot will be cleared for the appraoch and handed over to Tower/Unicom as appropriate.</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>For a realistic experience why not try and find the approach plate for the airport you intend on flying into and give it a go?</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="how-do-i-fly-a-visual-approach%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-visual-approach%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a Visual Approach?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the ATIS/D-ATIS for runway(s) in use</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>When contacting the Radar Controller, request the Visual approach for the runway in use</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Traffic permitting this will be granted but be prepared for a different approach in case they can't accommodate it!</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>The Radar Controller will issue vectors and/or altitude assignments to get you into position and then ask for you to 'report the airport in site' - use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you locate the airport</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a>!</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>Once you're visual, let the Radar Controller know and they will clear you for the approach. Once cleared, you can continue flying visually to the runway threshold for landing and will be handed over to Tower/Unicom when appropriate</dd>
<dt>Step 6</dt>
<dd>Continue to monitor both your lateral and vertical profile and make adjustments as required. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria</dd>
</dl>
</section>
</section>
<section id="what-is-the-stability-approach-criteria-(sac)%3F">
<h2><a class="header-anchor" href="#what-is-the-stability-approach-criteria-(sac)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Stability Approach Criteria (SAC)?</h2>
<section class="reference">
<p>The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.</p>
<p>All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:</p>
<ul>
<li>In the planned landing configuration</li>
<li>Stabilized on the correct vertical profile</li>
<li>Stabilized at the target approach speed</li>
</ul>
<p>If any of the SAC are not met, a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> must be flown.</p>
<p>Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining within the following tolerances in order to access your stability:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Parameter</th>
<th>Tolerance</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Parameter">Speed</td>
<td data-label="Tolerance">Target Approach Speed -5/+10 kts</td>
</tr>
<tr>
<td data-label="Parameter">Vertical Speed</td>
<td data-label="Tolerance">No more than 1000ft/min*</td>
</tr>
<tr>
<td data-label="Parameter">Pitch</td>
<td data-label="Tolerance">No more than -2.5 degrees nose down or +10 degrees nose up</td>
</tr>
<tr>
<td data-label="Parameter">Bank</td>
<td data-label="Tolerance">Angle not exceeding 7 degrees (once aligned** with the extended centerline)</td>
</tr>
</tbody>
</table>
<p>*<em>Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min</em></p>
<p>**<em>Some airports may require low level turns to align with the runway</em></p>
</section>
</section>


Visual Approach
What is a Visual Approach?
A visual approach is an approach to a runway conducted under IFR-en-route-navigation#instrument-flight-rules-(ifr)-en-route-navigation) but where the pilot proceeds by visual reference when cleared to do so. This means that the pilot must be visual before the Controller can clear the aircraft for the visual approach.
There are multiple ways in which a visual approach can be given to the pilot but generally speaking, and terrain permitting; Radar Controllers will position the pilot in a recognizable position such as downwind, base, or even straight in. The pilot will then be asked to ‘report the airfield in sight’, and once this has been confirmed the pilot will be cleared for the appraoch and handed over to Tower/Unicom as appropriate.
Tip
: For a realistic experience why not try and find the approach plate for the airport you intend on flying into and give it a go?
How do I fly a Visual Approach?
Step 1
: En-route to your destination, check the ATIS/D-ATIS for runway(s) in use
Tip
: It is common to be given vectors and/or altitude assignments during the approach, make sure to follow these - ATC instructions supersede your Flight Plan!
Step 2
: When contacting the Radar Controller, request the Visual approach for the runway in use
Tip
: Traffic permitting this will be granted but be prepared for a different approach in case they can't accommodate it!
Step 4
: The Radar Controller will issue vectors and/or altitude assignments to get you into position and then ask for you to 'report the airport in site' - use the Cameras and Mini Map to help you locate the airport
Tip
: Feel overloaded? Reduce your workload by engaging the Autopilot!
Step 5
: Once you're visual, let the Radar Controller know and they will clear you for the approach. Once cleared, you can continue flying visually to the runway threshold for landing and will be handed over to Tower/Unicom when appropriate
Step 6
: Continue to monitor both your lateral and vertical profile and make adjustments as required. At the appropriate point, based on speed control by ATC and the recommended profile for your aircraft type; continue to configure to meet the Stability Approach Criteria
What is the Stability Approach Criteria (SAC)?
The Stability Approach Criteria (SAC) is there to access if you have flown a stable approach, and whether to continue to land or go-around.
All approaches must meet the SAC by 1000ft AGL (above ground level). The SAC are:
In the planned landing configuration
Stabilized on the correct vertical profile
Stabilized at the target approach speed
If any of the SAC are not met, a go-around must be flown.
Once your final configuration has been selected and you have decelerated to your target approach speed, we recommend remaining within the following tolerances in order to access your stability:
| Parameter      | Tolerance                                |
| -------------- | ---------------------------------------- |
| Speed          | Target Approach Speed -5/+10 kts         |
| Vertical Speed | No more than 1000ft/min*                 |
| Pitch          | No more than -2.5 degrees nose down or +10 degrees nose up |
| Bank           | Angle not exceeding 7 degrees (once aligned** with the extended centerline) |
*Environmental conditions such as a tailwind, or a steeper than usual flight path angle could increase the descent rate required to more than 1000ft/min
Some airports may require low level turns to align with the runway

Visual Approach

<section id="pattern-entries">
<h1><a class="header-anchor" href="#pattern-entries"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Pattern Entries</h1>
<section class="reference"></section>
<section id="types-of-pattern-entries">
<h2><a class="header-anchor" href="#types-of-pattern-entries"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Types of Pattern Entries</h2>
<section class="reference">
<p>There are numerous ways to enter the traffic pattern, however ATC instructions (if present) for pattern entry will always supersede these.</p>
<p>The most common technique (if you are on the side of the traffic pattern), is to enter at a 45 degee angle to the downwind leg, headed toward a point abeam the midpoint of the runway to be used for landing.</p>
<p>If you are on the opposite side of the traffic pattern then there are a couple of options available, these are:</p>
<ul>
<li>cross over midfield at least 500 feet above pattern altitude (1500ft or 2000ft AAL depending on what aircraft types are in the pattern). When clear of the pattern, scan carefully for traffic, descend to pattern altitude and then turn right to enter at 45 degrees to the downwind leg at midfield like the method outlined above</li>
<li>or enter on a midfield crosswind at pattern altitude, carefully scan for traffic and then turn downwind (we recommend not using this technique if the traffic pattern is busy)</li>
</ul>
</section>
</section>
<section id="how-to-enter-the-traffic-pattern">
<h2><a class="header-anchor" href="#how-to-enter-the-traffic-pattern"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to enter the Traffic Pattern</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>En-route to your destination, check the ATIS/D-ATIS for runway(s) in use and if pattern work is being accepted at this time</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>If pattern work is currently not allowed, you can still join for a landing or touch &amp; go, however you will not be able to continue with further patterns following this</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>If ATC is active, call inbound and announce your intentions, the Tower Controller will issue you with a pattern entry instruction. If it is Unicom, you can request traffic advisories.</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>If no ATC is present, it is the pilots responsibility to determine runway(s) in use, traffic pattern direction and to show courtesy towards other traffic already in the pattern. Always check your surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>The traffic pattern is normally entered at a 45 degree angle to the downwind leg, headed toward a point abeam the midpoint of the runway to be used for landing (however you may also be instructed to enter base or straight in if ATC is present)</dd>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-traffic-pattern.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-traffic-pattern@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-traffic-pattern@3x.jpg 3x" alt="The Traffic Pattern" class="documentation-image-lightbox-link" >
          <figcaption>The Traffic Pattern</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 4</dt>
<dd>
<p>Always enter the traffic pattern at the correct altitude. In Infinite Flight the pattern altitude is 1000ft AAL (above aerodrome level) for prop aircraft, and 1500ft AAL for jet aircraft</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Remember to give way to aircraft already established in the pattern (or follow the sequencing given by ATC if different). In either case, always announce your intentions, monitor the other traffic and adjust your speed to fit into the traffic pattern</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="departing-the-traffic-pattern">
<h2><a class="header-anchor" href="#departing-the-traffic-pattern"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Departing the Traffic Pattern</h2>
<section class="reference">
<p>If departing the traffic pattern, the pilot should continue beyond the departure end, climbing to the pattern altitude (or higher) before either:</p>
<ul>
<li>continuing straight out</li>
<li>exiting with a 45 degree turn (to the left when in a left-hand traffic pattern; to the right when in a right-hand traffic pattern)</li>
<li>or following your flight plan</li>
</ul>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Make sure to always tell ATC (if present) what you are doing. If you have been told to climb straight ahead to a certain altitude, make sure you are at or above this and that it is completly clear of other traffic before making any turn!</p>
</dd>
</dl>
</dl>
</section>
</section>


Pattern Entries
Types of Pattern Entries
There are numerous ways to enter the traffic pattern, however ATC instructions (if present) for pattern entry will always supersede these.
The most common technique (if you are on the side of the traffic pattern), is to enter at a 45 degee angle to the downwind leg, headed toward a point abeam the midpoint of the runway to be used for landing.
If you are on the opposite side of the traffic pattern then there are a couple of options available, these are:
cross over midfield at least 500 feet above pattern altitude (1500ft or 2000ft AAL depending on what aircraft types are in the pattern). When clear of the pattern, scan carefully for traffic, descend to pattern altitude and then turn right to enter at 45 degrees to the downwind leg at midfield like the method outlined above
or enter on a midfield crosswind at pattern altitude, carefully scan for traffic and then turn downwind (we recommend not using this technique if the traffic pattern is busy)
How to enter the Traffic Pattern
Step 1
: En-route to your destination, check the ATIS/D-ATIS for runway(s) in use and if pattern work is being accepted at this time
Tip
: If pattern work is currently not allowed, you can still join for a landing or touch & go, however you will not be able to continue with further patterns following this
Step 2
: If ATC is active, call inbound and announce your intentions, the Tower Controller will issue you with a pattern entry instruction. If it is Unicom, you can request traffic advisories.
Tip
: If no ATC is present, it is the pilots responsibility to determine runway(s) in use, traffic pattern direction and to show courtesy towards other traffic already in the pattern. Always check your surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 3
: The traffic pattern is normally entered at a 45 degree angle to the downwind leg, headed toward a point abeam the midpoint of the runway to be used for landing (however you may also be instructed to enter base or straight in if ATC is present)
The Traffic Pattern
Step 4
: Always enter the traffic pattern at the correct altitude. In Infinite Flight the pattern altitude is 1000ft AAL (above aerodrome level) for prop aircraft, and 1500ft AAL for jet aircraft
Tip
: Remember to give way to aircraft already established in the pattern (or follow the sequencing given by ATC if different). In either case, always announce your intentions, monitor the other traffic and adjust your speed to fit into the traffic pattern
Departing the Traffic Pattern
If departing the traffic pattern, the pilot should continue beyond the departure end, climbing to the pattern altitude (or higher) before either:
continuing straight out
exiting with a 45 degree turn (to the left when in a left-hand traffic pattern; to the right when in a right-hand traffic pattern)
or following your flight plan
Tip
: Make sure to always tell ATC (if present) what you are doing. If you have been told to climb straight ahead to a certain altitude, make sure you are at or above this and that it is completly clear of other traffic before making any turn!

Pattern Entries

<section id="landing">
<h1><a class="header-anchor" href="#landing"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Landing</h1>
<section class="reference"></section>
<section id="what-is-a-safe-landing%3F">
<h2><a class="header-anchor" href="#what-is-a-safe-landing%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a safe Landing?</h2>
<section class="reference">
<p>For a safe landing to be assured, the following criteria must always be met:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Criteria</th>
<th>Why</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Criteria">Landing Performance</td>
<td data-label="Why">This is to ensure that the Landing Distance Available (LDA) is a suitable length for the aircraft type</td>
</tr>
<tr>
<td data-label="Criteria">Stable Approach</td>
<td data-label="Why">The Stable Approach Criteria (SAC) must always be met on an approach</td>
</tr>
<tr>
<td data-label="Criteria">Safe Touchdown</td>
<td data-label="Why">This is to ensure normal runway contact - within the aircraft limits, touchdown zone and runway edge</td>
</tr>
<tr>
<td data-label="Criteria">Safe Rollout</td>
<td data-label="Why">Aircraft decelerates in a manner which assures a safe stop prior to the runway end</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="flare-height">
<h2><a class="header-anchor" href="#flare-height"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Flare Height</h2>
<section class="reference">
<p>The height at which the flare is initiated can vary significantly, the following factors should always be taken into account when determining the correct height:</p>
<ul>
<li>Aircraft type</li>
<li>Aircraft weight</li>
<li>Airport elevation</li>
<li>Steeper approach slope (compared to the nominal 3 degrees)</li>
<li>Tailwind</li>
<li>Runway slope</li>
</ul>
</section>
</section>
<section id="type-of-landing">
<h2><a class="header-anchor" href="#type-of-landing"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Type of Landing</h2>
<section class="reference">
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Type</th>
<th>Definition</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Type">Full Stop</td>
<td data-label="Definition">A normal landing which ends with the aircraft exiting the runway</td>
</tr>
<tr>
<td data-label="Type">Touch &amp; Go</td>
<td data-label="Definition">A normal landing followed by a take-off, without coming to a full stop</td>
</tr>
<tr>
<td data-label="Type">Stop &amp; Go</td>
<td data-label="Definition">A normal landing coming to a full stop, followed by a take-off from that position</td>
</tr>
<tr>
<td data-label="Type">Low Approach</td>
<td data-label="Definition">A <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> maneuver following an approach</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="landing-technique">
<h2><a class="header-anchor" href="#landing-technique"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Landing Technique</h2>
<section class="reference">
<p>Once you have clearance (if applicable) and the runway is completely clear, you can follow the steps below to land:</p>
<dl>
<dt>Step 1</dt>
<dd>Prior to the flare, avoid destabilization of the approach - look to the end of the runway to help you judge the flare height</dd>
<dt>Step 2</dt>
<dd>At the appropriate height for that aircraft and the environmental conditions, perform the flare maneuver and reduce power to idle</dd>
<dt>Step 3</dt>
<dd>Hold the selected landing attitude until touchdown</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>We recommend you do not continue to pull back to elongate the flare in an attempt for a smooth touchdown; this increases the risk of not achieving the safe touchdown criteria, and also a tail strike is more likely!</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>If at any time, a safe landing is not assured, perform a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">go-around</a> or <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#what-is-the-difference-between-a-go-around-and-a-baulked-landing%3F" class="documentation-content-link">baulked landing</a> procedure.</dd>
</dl>
</section>
</section>
<section id="rollout-and-runway-exit-(full-stop)">
<h2><a class="header-anchor" href="#rollout-and-runway-exit-(full-stop)"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Rollout and Runway Exit (Full Stop)</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>On touchdown, select reverse (if fitted), ensure that the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">spoilers</a> have deployed (if fitted) and monitor the deceleration of the aircraft</dd>
<dt>Step 2</dt>
<dd>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> to maintain the runway centerline. As speed decreases, so does the aerodynamic affect of the rudder, more input will be required at slower speeds</dd>
<dt>Step 3</dt>
<dd>Modulate your <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">braking</a> and use of reverse (if fitted) to exit the runway expeditiously, but in a controlled manner. You should always plan in advance your exit strategy, but be flexible; the aircraft may decelerate faster or slower than you were expecting</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Rapid Exit Taxiways (RETs) have design exit speeds which can be very high - however due to the <a href="/guide/getting-started/pilot-user-interface/violations#what-are-violations%3F" class="documentation-content-link">Ground Overspeed Level 1 Violation</a>, we recommend you do not exceed 35kts whilst exiting the runway. For exits that are 90 degree turns, your groundspeed should be under 10kts</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>There are some airports which may require a back-taxi to exit the runway. Check out our <a href="/guide/flying-guide/take-off-to-cruise/back-taxi#back-taxi" class="documentation-content-link">Back-Taxi</a> page for a step by step guide</dd>
</dl>
</section>
</section>
<section id="how-to-perform-a-touch-%26-go">
<h2><a class="header-anchor" href="#how-to-perform-a-touch-%26-go"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to perform a Touch &amp; Go</h2>
<section class="reference">
<p>Once you have clearance (if applicable) and the runway is completely clear, you can follow the below steps to land:</p>
<dl>
<dt>Step 1</dt>
<dd>
<p>On touchdown, ensure that the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">spoilers</a> have deployed (if fitted) and monitor the deceleration of the aircraft - do not select reverse (if fitted)</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> to maintain the runway centerline. As speed decreases, so does the aerodynamic affect of the rudder, more input will be required at slower speeds</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>Retract <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">flaps</a> to a take-off setting and select <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">spoilers</a> to <strong>OFF</strong></p>
</dd>
<dt>Step 4</dt>
<dd>
<p>Once they are set, increase thrust to take-off power and proceed with a normal <a href="/guide/flying-guide/take-off-to-cruise/take-off-and-initial-climb#take-off-and-initial-climb" class="documentation-content-link">take-off</a></p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>For a Stop &amp; Go, follow the same steps as above however, come to a complete stop before commencing the <a href="/guide/flying-guide/take-off-to-cruise/take-off-and-initial-climb#take-off-and-initial-climb" class="documentation-content-link">take-off</a> roll</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="how-to-perform-a-low-approach">
<h2><a class="header-anchor" href="#how-to-perform-a-low-approach"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to perform a Low Approach</h2>
<section class="reference">
<p>To perform a low approach, follow the same steps as a <a href="/guide/flying-guide/descent-to-landing/go-around-baulked-landing#go-around%2Fbaulked-landing" class="documentation-content-link">Go-Around</a> procedure.</p>
</section>
</section>


Landing
What is a safe Landing?
For a safe landing to be assured, the following criteria must always be met:
| Criteria            | Why                                      |
| ------------------- | ---------------------------------------- |
| Landing Performance | This is to ensure that the Landing Distance Available (LDA) is a suitable length for the aircraft type |
| Stable Approach     | The Stable Approach Criteria (SAC) must always be met on an approach |
| Safe Touchdown      | This is to ensure normal runway contact - within the aircraft limits, touchdown zone and runway edge |
| Safe Rollout        | Aircraft decelerates in a manner which assures a safe stop prior to the runway end |
Flare Height
The height at which the flare is initiated can vary significantly, the following factors should always be taken into account when determining the correct height:
Aircraft type
Aircraft weight
Airport elevation
Steeper approach slope (compared to the nominal 3 degrees)
Tailwind
Runway slope
Type of Landing
| Type         | Definition                               |
| ------------ | ---------------------------------------- |
| Full Stop    | A normal landing which ends with the aircraft exiting the runway |
| Touch & Go   | A normal landing followed by a take-off, without coming to a full stop |
| Stop & Go    | A normal landing coming to a full stop, followed by a take-off from that position |
| Low Approach | A go-around maneuver following an approach |
Landing Technique
Once you have clearance (if applicable) and the runway is completely clear, you can follow the steps below to land:
Step 1
: Prior to the flare, avoid destabilization of the approach - look to the end of the runway to help you judge the flare height
Step 2
: At the appropriate height for that aircraft and the environmental conditions, perform the flare maneuver and reduce power to idle
Step 3
: Hold the selected landing attitude until touchdown
Tip
: We recommend you do not continue to pull back to elongate the flare in an attempt for a smooth touchdown; this increases the risk of not achieving the safe touchdown criteria, and also a tail strike is more likely!
Step 4
: If at any time, a safe landing is not assured, perform a go-around or baulked landing procedure.
Rollout and Runway Exit (Full Stop)
Step 1
: On touchdown, select reverse (if fitted), ensure that the spoilers have deployed (if fitted) and monitor the deceleration of the aircraft
Step 2
: Use the rudder to maintain the runway centerline. As speed decreases, so does the aerodynamic affect of the rudder, more input will be required at slower speeds
Step 3
: Modulate your braking and use of reverse (if fitted) to exit the runway expeditiously, but in a controlled manner. You should always plan in advance your exit strategy, but be flexible; the aircraft may decelerate faster or slower than you were expecting
Tip
: Rapid Exit Taxiways (RETs) have design exit speeds which can be very high - however due to the Ground Overspeed Level 1 Violation, we recommend you do not exceed 35kts whilst exiting the runway. For exits that are 90 degree turns, your groundspeed should be under 10kts
Step 4
: There are some airports which may require a back-taxi to exit the runway. Check out our Back-Taxi page for a step by step guide
How to perform a Touch & Go
Once you have clearance (if applicable) and the runway is completely clear, you can follow the below steps to land:
Step 1
: On touchdown, ensure that the spoilers have deployed (if fitted) and monitor the deceleration of the aircraft - do not select reverse (if fitted)
Step 2
: Use the rudder to maintain the runway centerline. As speed decreases, so does the aerodynamic affect of the rudder, more input will be required at slower speeds
Step 3
: Retract flaps to a take-off setting and select spoilers to OFF
Step 4
: Once they are set, increase thrust to take-off power and proceed with a normal take-off
Tip
: For a Stop & Go, follow the same steps as above however, come to a complete stop before commencing the take-off roll
How to perform a Low Approach
To perform a low approach, follow the same steps as a Go-Around procedure.

Landing

<section id="crosswind%2Ftailwind-landing">
<h1><a class="header-anchor" href="#crosswind%2Ftailwind-landing"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Crosswind/Tailwind Landing</h1>
<section class="reference"></section>
<section id="crosswind-landing">
<h2><a class="header-anchor" href="#crosswind-landing"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Crosswind Landing</h2>
<section class="reference">
<p>There are two techniques that can be used in a crosswind landing. The 'Crab' method which is usually preferred by airliners; and the 'Wing Low' method, usually the technique of choice for light General Aviation aircraft.</p>
<p><strong>Crab Technique</strong></p>
<dl>
<dt>Step 1</dt>
<dd>Utilize the <a href="/guide/flying-guide/on-the-ground/flight-planning#atis" class="documentation-content-link">ATIS</a> and other weather information to determine the direction of the wind and crosswind component. Before commencement of the approach, be sure to know which direction the wind is coming from</dd>
<dt>Step 2</dt>
<dd>To perform a crosswind landing using the crab method, offset the aircraft heading (i.e. nose into wind) so that the aircraft is tracking the runway centerline (if the wind is coming from the right, you will need to have the aircraft nose pointing to the right of the runway)</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Use the Flight Path Vector (the green circle displayed on the <a href="/guide/getting-started/pilot-user-interface/hud#head-up-display-(hud)" class="documentation-content-link">HUD</a> when airborne), commonly referred to as 'The Bird', to help you. If the FPV is placed on the runway centerline, your aircraft will be tracking it</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>After the flare, and just before touchdown; gently use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> to align the aircraft nose with the runway centerline</dd>
<dt>Step 4</dt>
<dd>In strong crosswinds, you may need to simultaneously lower the 'into wind' wing to maintain the centerline until touchdown (if the wind is coming from the right, tilt your device to the right so that the right <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">aileron</a> is up, and the left aileron is down)</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>For independent control of your ailerons and rudder, make sure that auto-coordination is turned <strong>OFF</strong> in your <a href="/guide/getting-started/home-user-interface/settings#settings" class="documentation-content-link">Settings</a></dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> to maintain the runway centerline. As speed decreases, so does the aerodynamic affect of the rudder, more input will be required at slower speeds</dd>
</dl>
<p><strong>Wing Low Technique</strong></p>
<dl>
<dt>Step 1</dt>
<dd>Utilize the <a href="/guide/flying-guide/on-the-ground/flight-planning#atis" class="documentation-content-link">ATIS</a> and other weather information to determine the direction of the wind and crosswind component. Before commencement of the approach, be sure to know which direction the wind is coming from</dd>
<dt>Step 2</dt>
<dd>To perform a crosswind landing using the wing low method, lower the 'into wind' wing (so if the wind is coming from the right, tilt your device to the right so that the right <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">aileron</a> is up, and the left aileron is down). Simultaneously, use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> to keep the aircraft nose aligned with the runway centerline</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>For independent control of your ailerons and rudder, make sure that auto-coordination is turned <strong>OFF</strong> in your <a href="/guide/getting-started/home-user-interface/settings#settings" class="documentation-content-link">Settings</a></dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>During the flare, airspeed will decrease, and therefore so will the aerodynamic affect of the flight controls. More <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> and <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">aileron</a> input will be required</dd>
<dt>Step 4</dt>
<dd>During the touchdown, and just before the nose gear is lowered; you may need to relax the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> inputs to prevent the aircraft from veering off in the direction of the increased rudder deflection used during the flare</dd>
<dt>Step 5</dt>
<dd>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">rudder</a> and 'into wind' <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">aileron</a> to maintain the runway centerline - more input will be required at slower speeds</dd>
</dl>
</section>
</section>
<section id="tailwind-landing">
<h2><a class="header-anchor" href="#tailwind-landing"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Tailwind Landing</h2>
<section class="reference">
<p>Where possible you should always try to land into wind, so try and pick the runway with the best headwind component. However, if an airport is busy, or if the weather means that there is no favorable runway, you may find that you have to land with a tailwind.  The landing is very similar to a <a href="/guide/flying-guide/descent-to-landing/landing#landing" class="documentation-content-link">normal</a> or <a href="/guide/flying-guide/descent-to-landing/crosswind-tailwind-landing#crosswind-landing" class="documentation-content-link">crosswind landing</a>, but we have three extra tips to help you do this successfully:</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>The flare height may need to be slightly higher than normal to account for the higher groundspeed</p>
</dd>
</dl>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>We recommend that you do not land if the tailwind component exceeds 10kts</p>
</dd>
</dl>
</section>
</section>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Be more cautious during the flare and avoid 'floating' down the runway, a tail strike is more likely with a tailwind</p>
</dd>
</dl>
</dl>
</section>


Crosswind/Tailwind Landing
Crosswind Landing
There are two techniques that can be used in a crosswind landing. The 'Crab' method which is usually preferred by airliners; and the 'Wing Low' method, usually the technique of choice for light General Aviation aircraft.
Crab Technique
Step 1
: Utilize the ATIS and other weather information to determine the direction of the wind and crosswind component. Before commencement of the approach, be sure to know which direction the wind is coming from
Step 2
: To perform a crosswind landing using the crab method, offset the aircraft heading (i.e. nose into wind) so that the aircraft is tracking the runway centerline (if the wind is coming from the right, you will need to have the aircraft nose pointing to the right of the runway)
Tip
: Use the Flight Path Vector (the green circle displayed on the HUD) when airborne), commonly referred to as 'The Bird', to help you. If the FPV is placed on the runway centerline, your aircraft will be tracking it
Step 3
: After the flare, and just before touchdown; gently use the rudder to align the aircraft nose with the runway centerline
Step 4
: In strong crosswinds, you may need to simultaneously lower the 'into wind' wing to maintain the centerline until touchdown (if the wind is coming from the right, tilt your device to the right so that the right aileron is up, and the left aileron is down)
Tip
: For independent control of your ailerons and rudder, make sure that auto-coordination is turned OFF in your Settings
Step 5
: Use the rudder to maintain the runway centerline. As speed decreases, so does the aerodynamic affect of the rudder, more input will be required at slower speeds
Wing Low Technique
Step 1
: Utilize the ATIS and other weather information to determine the direction of the wind and crosswind component. Before commencement of the approach, be sure to know which direction the wind is coming from
Step 2
: To perform a crosswind landing using the wing low method, lower the 'into wind' wing (so if the wind is coming from the right, tilt your device to the right so that the right aileron is up, and the left aileron is down). Simultaneously, use the rudder to keep the aircraft nose aligned with the runway centerline
Tip
: For independent control of your ailerons and rudder, make sure that auto-coordination is turned OFF in your Settings
Step 3
: During the flare, airspeed will decrease, and therefore so will the aerodynamic affect of the flight controls. More rudder and aileron input will be required
Step 4
: During the touchdown, and just before the nose gear is lowered; you may need to relax the rudder inputs to prevent the aircraft from veering off in the direction of the increased rudder deflection used during the flare
Step 5
: Use the rudder and 'into wind' aileron to maintain the runway centerline - more input will be required at slower speeds
Tailwind Landing
Where possible you should always try to land into wind, so try and pick the runway with the best headwind component. However, if an airport is busy, or if the weather means that there is no favorable runway, you may find that you have to land with a tailwind.  The landing is very similar to a normal or crosswind landing, but we have three extra tips to help you do this successfully:
Tip
: The flare height may need to be slightly higher than normal to account for the higher groundspeed
Tip
: We recommend that you do not land if the tailwind component exceeds 10kts
Tip
: Be more cautious during the flare and avoid 'floating' down the runway, a tail strike is more likely with a tailwind

Crosswind/Tailwind Landing

<section id="go-around%2Fbaulked-landing">
<h1><a class="header-anchor" href="#go-around%2Fbaulked-landing"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Go-Around/Baulked Landing</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/411493331" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="what-is-a-go-around%3F">
<h2><a class="header-anchor" href="#what-is-a-go-around%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a Go-Around?</h2>
<section class="reference">
<p>A Go-Around (G/A) is an aborted landing by an aircraft on final approach and can either be initiated by the pilot or ATC.</p>
<p>Possible reasons to Go-Around can include:</p>
<ul>
<li>An unstable approach (both pilot induced or due to environmental factors)</li>
<li>Landing/intersecting runway blocked by another aircraft</li>
<li>Or loss of separation with the aircraft ahead</li>
</ul>
<p>It is important to note that the responsibility for a go-around lies equally with the pilot and the controller, if ATC is present. Therefore if you're not happy with your final approach, the conditions, or a potential loss of separation, anticipate a go-around and then promptly initiate it if required.</p>
</section>
</section>
<section id="how-to-perform-a-go-around">
<h2><a class="header-anchor" href="#how-to-perform-a-go-around"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to perform a Go-Around</h2>
<section class="reference">
<p>To perform a Go-Around, following the steps below, take note that step 1 to 3 are normally commenced simultaneously:</p>
<dl>
<dt>Step 1</dt>
<dd>
<p>Set Take-Off/Go-Around (TOGA) thrust</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>TOGA thrust can vary significantly with weight, altitude and temperature all playing a part. If you're light and at sea level, you might not need more than 90% N1; if you're heavy and at 5000ft above sea level, you may need all the power you can get!</p>
</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>
<p>Retract flaps to a take-off setting</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>Pitch for 15 degrees nose up</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Once you have stabilized the climb, monitor your speed and then adjust pitch to maintain. Your target speed is either VAPP (Final Approach Speed) or the speed at which you initiated a Go-Around, whichever is higher</p>
</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>
<p>Positive Climb? Gear Up!</p>
</dd>
<dt>Step 5</dt>
<dd>
<p>Initially maintain runway heading unless you have been instructed to fly a particular heading</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>You should always fly to the end of the departure runway before turning, unless you have been instructed to fly a heading by ATC. You may need to offset and fly on one side of the runway if another aircraft is currently on the take-off roll</p>
</dd>
</dl>
<dl>
<dt>Step 6</dt>
<dd>
<p>Tell ATC you are initiating a Go-Around or acknowledge the instruction to Go-Around</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Always <strong>AVIATE</strong> - <strong>NAVIGATE</strong> - <strong>COMMUNICATE</strong>, and in that order! If ATC are present they will know that you won't respond straight away, so concentrate on the flying first, then navigate and communicate</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="what-is-the-difference-between-a-go-around-and-a-baulked-landing%3F">
<h2><a class="header-anchor" href="#what-is-the-difference-between-a-go-around-and-a-baulked-landing%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the difference between a Go-Around and a Baulked Landing?</h2>
<section class="reference">
<p>Until you select reverse thrust, it is never too late to initiate a Go-Around, even if you have already touched down! A Go-Around is often referred to as a Baulked Landing when you are very close to the ground and touchdown is likely during the process of a Go-Around.</p>
<p>For a Baulked Landing follow the same step by step guide as a Go-Around, with the one exception that you should delay setting take-off flaps until you are climbing away from the runway.</p>
</section>
</section>


Go-Around/Baulked Landing
@vimeo
What is a Go-Around?
A Go-Around (G/A) is an aborted landing by an aircraft on final approach and can either be initiated by the pilot or ATC.
Possible reasons to Go-Around can include:
An unstable approach (both pilot induced or due to environmental factors)
Landing/intersecting runway blocked by another aircraft
Or loss of separation with the aircraft ahead
It is important to note that the responsibility for a go-around lies equally with the pilot and the controller, if ATC is present. Therefore if you're not happy with your final approach, the conditions, or a potential loss of separation, anticipate a go-around and then promptly initiate it if required.
How to perform a Go-Around
To perform a Go-Around, following the steps below, take note that step 1 to 3 are normally commenced simultaneously:
Step 1
: Set Take-Off/Go-Around (TOGA) thrust
Tip
: TOGA thrust can vary significantly with weight, altitude and temperature all playing a part. If you're light and at sea level, you might not need more than 90% N1; if you're heavy and at 5000ft above sea level, you may need all the power you can get!
Step 2
: Retract flaps to a take-off setting
Step 3
: Pitch for 15 degrees nose up
Tip
: Once you have stabilized the climb, monitor your speed and then adjust pitch to maintain. Your target speed is either VAPP (Final Approach Speed) or the speed at which you initiated a Go-Around, whichever is higher
Step 4
: Positive Climb? Gear Up!
Step 5
: Initially maintain runway heading unless you have been instructed to fly a particular heading
Tip
: You should always fly to the end of the departure runway before turning, unless you have been instructed to fly a heading by ATC. You may need to offset and fly on one side of the runway if another aircraft is currently on the take-off roll
Step 6
: Tell ATC you are initiating a Go-Around or acknowledge the instruction to Go-Around
Tip
: Always AVIATE - NAVIGATE - COMMUNICATE, and in that order! If ATC are present they will know that you won't respond straight away, so concentrate on the flying first, then navigate and communicate
What is the difference between a Go-Around and a Baulked Landing?
Until you select reverse thrust, it is never too late to initiate a Go-Around, even if you have already touched down! A Go-Around is often referred to as a Baulked Landing when you are very close to the ground and touchdown is likely during the process of a Go-Around.
For a Baulked Landing follow the same step by step guide as a Go-Around, with the one exception that you should delay setting take-off flaps until you are climbing away from the runway.

Go-Around/Baulked Landing

<section id="taxi-to-parking-and-shutdown">
<h1><a class="header-anchor" href="#taxi-to-parking-and-shutdown"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Taxi to Parking and Shutdown</h1>
<section class="reference"></section>
<section id="taxi-to-parking">
<h2><a class="header-anchor" href="#taxi-to-parking"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Taxi to Parking</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Once you have exited the runway, access the <a href="https://infiniteflight.com/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>LIGHTS</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="LIGHTS">Strobes</td>
<td data-label=""><strong>OFF</strong></td>
</tr>
<tr>
<td data-label="LIGHTS">Land</td>
<td data-label=""><strong>OFF</strong></td>
</tr>
</tbody>
</table>
<dl>
<dt>Step 2</dt>
<dd>Provided you have clearance to do so, switch to the Ground frequency and <a href="/guide/flying-guide/atc-communication/landing-and-taxi-to-parking#taxi-to-parking-communication-summary" class="documentation-content-link">request taxi to parking</a>, or if there is no active ATC, announce taxi on the Unicom frequency – listen out whilst you’re on the move for other traffic</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>When you exit the runway, do not stop and keep moving unless this would cause a collision! You have the right of way and you may cause a conflict with traffic taking-off/landing behind you if you do stop</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>Retract <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">flaps</a> and select <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">spoilers</a> to <strong>OFF</strong>. Access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Electrical</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Electrical">APU*</td>
<td data-label=""><strong>START</strong></td>
</tr>
</tbody>
</table>
<p>*If fitted – not all aircraft are currently equipped with an APU</p>
<dl>
<dt>Step 4</dt>
<dd>Continue to check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>We recommend you do not exceed 40% N1 whilst taxiing, and once you’ve started to move, you typically don’t need more than idle power!</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rudder</a> to maintain the taxiway centerline and either the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rud Brakes or Park Brake</a> to keep your speed under control</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Do not exceed 35kts groundspeed to avoid in game violations, we recommend you keep your speed below 25kts in a straight line and 10kts or less during 90° turns for a safe operation.</dd>
</dl>
<dl>
<dt>Step 6</dt>
<dd>If you need to cross a runway whilst taxiing, make sure to <a href="/guide/flying-guide/atc-communication/atis-pushback-and-taxi#pilot-to-ground-controller-communication-table" class="documentation-content-link">request runway crossing</a> with the active ATC, or if there is no active ATC, announce crossing on the Unicom frequency – always check it’s clear before you enter the runway! Don’t forget to access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Lights</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Lights">Strobes</td>
<td data-label=""><strong>ON</strong></td>
</tr>
<tr>
<td data-label="Lights">Land</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
<p>Once you’re clear of the runway, you can turn these lights back to <strong>OFF</strong>.</p>
</section>
</section>
<section id="shutdown">
<h2><a class="header-anchor" href="#shutdown"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Shutdown</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Make sure that the stand or parking spot that you intend on parking in is big enough for your aircraft type, you can use online tools in advance to help you</dd>
<dt>Step 2</dt>
<dd>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rudder</a> to maintain the taxiway centerline and either the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rud Brakes or Park Brake</a> to keep your speed under control</dd>
<dt>Step 3</dt>
<dd>Reduce groundspeed to under 10kts and use the oversteer technique if you are a large aircraft to align your aircraft with the centerline as you turn onto the stand or parking spot</dd>
<dt>Step 4</dt>
<dd>Once you have reached the parking position, set the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Park Brake</a>. Access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Engines</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Engines">Eng ‘X’ 'X'% N1</td>
<td data-label=""><strong>TAP</strong></td>
</tr>
</tbody>
</table>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Lights</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Lights">Beacon</td>
<td data-label=""><strong>OFF</strong></td>
</tr>
</tbody>
</table>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Passengers</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Passengers">Seat Belts</td>
<td data-label=""><strong>OFF</strong></td>
</tr>
</tbody>
</table>
</section>
</section>
</section>


Taxi to Parking and Shutdown
Taxi to Parking
Step 1
: Once you have exited the runway, access the Systems menu and select the following:
| LIGHTS  |         |
| ------- | ------- |
| Strobes | OFF |
| Land    | OFF |
{.checklist}
Step 2
: Provided you have clearance to do so, switch to the Ground frequency and request taxi to parking, or if there is no active ATC, announce taxi on the Unicom frequency – listen out whilst you’re on the move for other traffic
Tip
: When you exit the runway, do not stop and keep moving unless this would cause a collision! You have the right of way and you may cause a conflict with traffic taking-off/landing behind you if you do stop
Step 3
: Retract flaps and select spoilers to OFF. Access the Systems menu and select the following:
| Electrical |           |
| ---------- | --------- |
| APU*       | START |
{.checklist}
*If fitted – not all aircraft are currently equipped with an APU
Step 4
: Continue to check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Tip
:   We recommend you do not exceed 40% N1 whilst taxiing, and once you’ve started to move, you typically don’t need more than idle power!
Step 5
: Use the Rudder to maintain the taxiway centerline and either the Rud Brakes or Park Brake to keep your speed under control
Tip
:   Do not exceed 35kts groundspeed to avoid in game violations, we recommend you keep your speed below 25kts in a straight line and 10kts or less during 90° turns for a safe operation.
Step 6
: If you need to cross a runway whilst taxiing, make sure to request runway crossing with the active ATC, or if there is no active ATC, announce crossing on the Unicom frequency – always check it’s clear before you enter the runway! Don’t forget to access the Systems menu and select the following:
| Lights  |        |
| ------- | ------ |
| Strobes | ON |
| Land    | ON |
{.checklist}
Once you’re clear of the runway, you can turn these lights back to OFF.
Shutdown
Step 1
: Make sure that the stand or parking spot that you intend on parking in is big enough for your aircraft type, you can use online tools in advance to help you
Step 2
: Use the Rudder to maintain the taxiway centerline and either the Rud Brakes or Park Brake to keep your speed under control
Step 3
: Reduce groundspeed to under 10kts and use the oversteer technique if you are a large aircraft to align your aircraft with the centerline as you turn onto the stand or parking spot
Step 4
: Once you have reached the parking position, set the Park Brake. Access the Systems menu and select the following:
| Engines         |         |
| --------------- | ------- |
| Eng ‘X’ 'X'% N1 | TAP |
{.checklist}
| Lights |         |
| ------ | ------- |
| Beacon | OFF |
{.checklist}
| Passengers |         |
| ---------- | ------- |
| Seat Belts | OFF |
{.checklist}

Taxi to Parking and Shutdown

<section id="on-the-ground">
<h1><a class="header-anchor" href="#on-the-ground"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> On The Ground</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/411494452" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
<p>Ground operations are an important aspect of any flight but we know you're here to fly. First however, we need to get you to the runway - this section covers flight planning, pushback, engine start and taxi procedures, let's get going!</p>
</section>
</section>


On The Ground
@vimeo
Ground operations are an important aspect of any flight but we know you're here to fly. First however, we need to get you to the runway - this section covers flight planning, pushback, engine start and taxi procedures, let's get going!

<section id="flight-planning">
<h1><a class="header-anchor" href="#flight-planning"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Flight Planning</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/421199522" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="weight-%26-balance">
<h2><a class="header-anchor" href="#weight-%26-balance"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Weight &amp; Balance</h2>
<section class="reference">
<p>Once you have spawned as the gate, by tapping on the <a href="/guide/getting-started/pilot-user-interface/fly#fly-screen" class="documentation-content-link">Pause Screen</a> button you can access the <a href="/guide/getting-started/pilot-user-interface/pause-menu#weight-%26-balance" class="documentation-content-link">Weight &amp; Balance</a> page where you can adjust your fuel, passenger load, and cargo load.</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Make sure you carry enough fuel to take into account of exceptional circumstances such as stronger headwinds and traffic delays</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="atis">
<h2><a class="header-anchor" href="#atis"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> ATIS</h2>
<section class="reference">
<p>The Automatic Terminal Information Service, more commonly known as ATIS, will send the latest airport information (if ATC is present) on a dedicated frequency provided you are within range. It will normally include:</p>
<ul>
<li>The latest *METAR</li>
<li>Runway(s) in use</li>
<li>REMARKS and/or NOTAMS to provide pilots with more information (e.g. 'No Pattern Work allowed')</li>
<li>And if there are multiple frequencies open, which one to contact</li>
</ul>
<p>*<em>The Meteorological Terminal Air Report (more commonly known as a METAR), is the current weather at the airport and usually displays date/time recorded, wind direction and strength, visibility, weather and cloud, temperature and dew point, and finally pressure</em></p>
<p>The Digital ATIS (D-ATIS) will display the same information as the ATIS, but in text format. To find the D-ATIS follow the steps below:</p>
<dl>
<dt>Step 1</dt>
<dd>
<p><a href="/guide/getting-started/pilot-user-interface/flight-planning#getting-more-from-your-map-and-mini-map" class="documentation-content-link">Tap close to an airport on the map</a>, a drop down list will appear</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>The information tab will be displayed initially; tap the 'wx' (weather) tab</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>Provided ATC is present at the selected airport (and using the ATIS frequency), the D-ATIS will display this information</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Range for the D-ATIS is unlimited, use this to help with planning before tuning to an active frequency</p>
</dd>
</dl>
</dl>
<p>What to know what everything in the ATIS means? Visit our <a href="/guide/atc-manual/4.-atis/4.1-atis#4.1-atis" class="documentation-content-link">ATC Manual</a> to find out!</p>
</section>
</section>
<section id="flight-plan">
<h2><a class="header-anchor" href="#flight-plan"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Flight Plan</h2>
<section class="reference">
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/flight-planning-map.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/flight-planning-map@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/flight-planning-map@3x.jpg 3x" alt="Map Screen" class="documentation-image-lightbox-link" >
          <figcaption>Map Screen</figcaption>
        </figure>
      
Once you have spawned at the gate, by tapping on the <a href="/guide/getting-started/pilot-user-interface/fly#fly-screen" class="documentation-content-link">Globe</a> button you can access the <a href="/guide/getting-started/pilot-user-interface/flight-planning#flight-planning" class="documentation-content-link">Flight Planning</a> page where you can build your flight plan. You can also use the <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to make adjustments.</p>
</section>
</section>
<section id="airspace">
<h2><a class="header-anchor" href="#airspace"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Airspace</h2>
<section class="reference">
<p>The different types of airspace are defined on the Map and Mini Map using a color code. These are shown in the following table:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Airspace Type</th>
<th>Color Code</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Airspace Type">Class B</td>
<td data-label="Color Code">Blue</td>
</tr>
<tr>
<td data-label="Airspace Type">Class C</td>
<td data-label="Color Code">Magenta</td>
</tr>
<tr>
<td data-label="Airspace Type">Class D</td>
<td data-label="Color Code">Light Blue</td>
</tr>
<tr>
<td data-label="Airspace Type">Terminal Control Area</td>
<td data-label="Color Code">Light Green</td>
</tr>
<tr>
<td data-label="Airspace Type">Flight Information Region (FIR)</td>
<td data-label="Color Code">White</td>
</tr>
</tbody>
</table>
<p>Pilots that want to add realism to their flight may wish to follow real world procedures; but for the purposes of Infinite Flight, the use of airspace by ATC has been simplified. For more information on what you can expect from ATC when flying, visit the <a href="/guide/atc-manual/5.-airspace/5.1-airspace#5.1-airspace" class="documentation-content-link">ATC Manual</a>.</p>
</section>
</section>


Flight Planning
@vimeo
Weight & Balance
Once you have spawned as the gate, by tapping on the Pause Screen button you can access the Weight & Balance page where you can adjust your fuel, passenger load, and cargo load.
Tip
: Make sure you carry enough fuel to take into account of exceptional circumstances such as stronger headwinds and traffic delays
ATIS
The Automatic Terminal Information Service, more commonly known as ATIS, will send the latest airport information (if ATC is present) on a dedicated frequency provided you are within range. It will normally include:
The latest *METAR
Runway(s) in use
REMARKS and/or NOTAMS to provide pilots with more information (e.g. 'No Pattern Work allowed')
And if there are multiple frequencies open, which one to contact
*The Meteorological Terminal Air Report (more commonly known as a METAR), is the current weather at the airport and usually displays date/time recorded, wind direction and strength, visibility, weather and cloud, temperature and dew point, and finally pressure
The Digital ATIS (D-ATIS) will display the same information as the ATIS, but in text format. To find the D-ATIS follow the steps below:
Step 1
: Tap close to an airport on the map, a drop down list will appear
Step 2
: The information tab will be displayed initially; tap the 'wx' (weather) tab
Step 3
: Provided ATC is present at the selected airport (and using the ATIS frequency), the D-ATIS will display this information
Tip
: Range for the D-ATIS is unlimited, use this to help with planning before tuning to an active frequency
What to know what everything in the ATIS means? Visit our ATC Manual to find out!
Flight Plan
Map Screen
Once you have spawned at the gate, by tapping on the Globe button you can access the Flight Planning page where you can build your flight plan. You can also use the Mini Map to make adjustments.
Airspace
The different types of airspace are defined on the Map and Mini Map using a color code. These are shown in the following table:
| Airspace Type                   | Color Code  |
| ------------------------------- | ----------- |
| Class B                         | Blue        |
| Class C                         | Magenta     |
| Class D                         | Light Blue  |
| Terminal Control Area           | Light Green |
| Flight Information Region (FIR) | White       |
Pilots that want to add realism to their flight may wish to follow real world procedures; but for the purposes of Infinite Flight, the use of airspace by ATC has been simplified. For more information on what you can expect from ATC when flying, visit the ATC Manual.

Flight Planning

<section id="pushback-and-engine-start">
<h1><a class="header-anchor" href="#pushback-and-engine-start"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Pushback and Engine Start</h1>
<section class="reference"></section>
<section id="electrical%2C-signs-and-lights">
<h2><a class="header-anchor" href="#electrical%2C-signs-and-lights"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Electrical, Signs and Lights</h2>
<section class="reference">
<p>Before commencing a pushback, make sure to access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</p>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Electrical</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Electrical">Master Batt</td>
<td data-label=""><strong>ON</strong></td>
</tr>
<tr>
<td data-label="Electrical">APU*</td>
<td data-label=""><strong>START</strong></td>
</tr>
</tbody>
</table>
<p>*If fitted – not all aircraft are currently equipped with an APU</p>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Passengers</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Passengers">Seat Belts</td>
<td data-label=""><strong>ON</strong></td>
</tr>
<tr>
<td data-label="Passengers">No Smoking</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Lights</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Lights">Nav</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="pushback">
<h2><a class="header-anchor" href="#pushback"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Pushback</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
<dt>Step 2</dt>
<dd>Tune to the active frequency and <a href="/guide/flying-guide/atc-communication/atis-pushback-and-taxi#pushback-communication-summary" class="documentation-content-link">request pushback</a>, or if there is no active ATC, tune to the Unicom frequency – listen for traffic before starting your pushback</dd>
<dt>Step 3</dt>
<dd>Access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Lights</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Lights">Beacon</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Misc</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Misc">Push Back</td>
<td data-label=""><strong>TAP</strong></td>
</tr>
</tbody>
</table>
<dl>
<dt>Step 4</dt>
<dd>Make sure to have a plan on where to push, ATC may tell you what runway to expect for departure too. Use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> throughout the pushback and the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rudder</a> to move the aircraft</dd>
<dt>Step 5</dt>
<dd>When you’re ready to stop the pushback, access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Misc</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Misc">Stop Pushback</td>
<td data-label=""><strong>TAP</strong></td>
</tr>
</tbody>
</table>
<p>Alternatively you can just <strong>TAP</strong> the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Park Brake</a>.</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>When aligning your aircraft with the taxiway centerline, anticipation is required. Don’t forget that the larger the aircraft, the sooner you will have to start the turn!</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="engine-start">
<h2><a class="header-anchor" href="#engine-start"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Engine Start</h2>
<section class="reference">
<p>Engine start can commence during or after the push back.</p>
<dl>
<dt>Step 1</dt>
<dd>Check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
<dt>Step 2</dt>
<dd>Access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Engines</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Engines">Eng ‘X’ 0% N1</td>
<td data-label=""><strong>TAP</strong></td>
</tr>
</tbody>
</table>
<p>The start sequence for the engine you have selected will begin.</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>For a realistic experience, start one engine at a time - wait for the % N1 to be green before starting the next engine.</p>
</dd>
</dl>
</dl>
<p>Alternatively you can use the <strong>Auto Start</strong> function for a more easy experience, select the following:</p>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Misc</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Misc">Auto Start</td>
<td data-label=""><strong>TAP</strong></td>
</tr>
</tbody>
</table>
<dl>
<dt>Step 3</dt>
<dd>Once at least one engine is running, access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Electrical</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Electrical">APU*</td>
<td data-label=""><strong>OFF</strong></td>
</tr>
</tbody>
</table>
<p>*If fitted – not all aircraft are currently equipped with an APU</p>
</section>
</section>


Pushback and Engine Start
Electrical, Signs and Lights
Before commencing a pushback, make sure to access the Systems menu and select the following:
| Electrical  |           |
| ----------- | --------- |
| Master Batt | ON    |
| APU*        | START |
{.checklist}
*If fitted – not all aircraft are currently equipped with an APU
| Passengers |        |
| ---------- | ------ |
| Seat Belts | ON |
| No Smoking | ON |
{.checklist}
| Lights |        |
| ------ | ------ |
| Nav    | ON |
{.checklist}
Pushback
Step 1
: Check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 2
: Tune to the active frequency and request pushback, or if there is no active ATC, tune to the Unicom frequency – listen for traffic before starting your pushback
Step 3
: Access the Systems menu and select the following:
| Lights |        |
| ------ | ------ |
| Beacon | ON |
{.checklist}
| Misc      |         |
| --------- | ------- |
| Push Back | TAP |
{.checklist}
Step 4
: Make sure to have a plan on where to push, ATC may tell you what runway to expect for departure too. Use the Cameras and Mini Map throughout the pushback and the Rudder to move the aircraft
Step 5
: When you’re ready to stop the pushback, access the Systems menu and select the following:
| Misc          |         |
| ------------- | ------- |
| Stop Pushback | TAP |
{.checklist}
Alternatively you can just TAP the Park Brake.
Tip
:   When aligning your aircraft with the taxiway centerline, anticipation is required. Don’t forget that the larger the aircraft, the sooner you will have to start the turn!
Engine Start
Engine start can commence during or after the push back.
Step 1
: Check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 2
: Access the Systems menu and select the following:
| Engines       |         |
| ------------- | ------- |
| Eng ‘X’ 0% N1 | TAP |
{.checklist}
The start sequence for the engine you have selected will begin.
Tip
:   For a realistic experience, start one engine at a time - wait for the % N1 to be green before starting the next engine.
Alternatively you can use the Auto Start function for a more easy experience, select the following:
| Misc       |         |
| ---------- | ------- |
| Auto Start | TAP |
{.checklist}
Step 3
: Once at least one engine is running, access the Systems menu and select the following:
| Electrical |         |
| ---------- | ------- |
| APU*       | OFF |
{.checklist}
*If fitted – not all aircraft are currently equipped with an APU

Pushback and Engine Start

<section id="taxi">
<h1><a class="header-anchor" href="#taxi"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Taxi</h1>
<section class="reference"></section>
<section id="trim-and-flaps">
<h2><a class="header-anchor" href="#trim-and-flaps"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Trim and Flaps</h2>
<section class="reference">
<p>Before you’re ready to taxi, you need to set your <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Trim and Flaps</a> for take-off. Press and hold on each of them until you have the desired setting.</p>
</section>
</section>
<section id="taxi%2C-rudder-and-brakes">
<h2><a class="header-anchor" href="#taxi%2C-rudder-and-brakes"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Taxi, Rudder and Brakes</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
<dt>Step 2</dt>
<dd><a href="/guide/flying-guide/atc-communication/atis-pushback-and-taxi#taxi-communication-summary" class="documentation-content-link">Request taxi</a> with the active ATC, or if there is no active ATC, announce taxi on the Unicom frequency – listen out whilst you’re on the move for other traffic</dd>
<dt>Step 3</dt>
<dd>Release the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Park Brake</a> and increase <a href="/guide/getting-started/pilot-user-interface/hud#head-up-display-(hud)" class="documentation-content-link">Power</a> to start the taxi</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>We recommend you do not exceed 40% N1 whilst taxiing, and once you’ve started to move, you typically don’t need more than idle power!</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>Use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rudder</a> to maintain the taxiway centerline and either the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rud Brakes or Park Brake</a> to keep your speed under control</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Do not exceed 35kts groundspeed to avoid in game violations, we recommend you keep your speed below 25kts in a straight line and 10kts or less during 90° turns for a safe operation.</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>If you need to cross a runway whilst taxiing, make sure to <a href="/guide/flying-guide/atc-communication/atis-pushback-and-taxi#pilot-to-ground-controller-communication-table" class="documentation-content-link">request runway crossing</a> with the active ATC, or if there is no active ATC, announce crossing on the Unicom frequency – always check it’s clear before you enter the runway! Don’t forget to access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>Lights</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Lights">Strobes</td>
<td data-label=""><strong>ON</strong></td>
</tr>
<tr>
<td data-label="Lights">Land</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
<p>Once you’re clear of the runway, you can turn these lights back to <strong>OFF</strong>.</p>
</section>
</section>
</section>


Taxi
Trim and Flaps
Before you’re ready to taxi, you need to set your Trim and Flaps for take-off. Press and hold on each of them until you have the desired setting.
Taxi, Rudder and Brakes
Step 1
: Check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 2
: Request taxi with the active ATC, or if there is no active ATC, announce taxi on the Unicom frequency – listen out whilst you’re on the move for other traffic
Step 3
: Release the Park Brake and increase Power) to start the taxi
Tip
:   We recommend you do not exceed 40% N1 whilst taxiing, and once you’ve started to move, you typically don’t need more than idle power!
Step 4
: Use the Rudder to maintain the taxiway centerline and either the Rud Brakes or Park Brake to keep your speed under control
Tip
:   Do not exceed 35kts groundspeed to avoid in game violations, we recommend you keep your speed below 25kts in a straight line and 10kts or less during 90° turns for a safe operation.
Step 5
: If you need to cross a runway whilst taxiing, make sure to request runway crossing with the active ATC, or if there is no active ATC, announce crossing on the Unicom frequency – always check it’s clear before you enter the runway! Don’t forget to access the Systems menu and select the following:
| Lights  |        |
| ------- | ------ |
| Strobes | ON |
| Land    | ON |
{.checklist}
Once you’re clear of the runway, you can turn these lights back to OFF.

Taxi

<section id="take-off-to-cruise">
<h1><a class="header-anchor" href="#take-off-to-cruise"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Take-Off to Cruise</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/416109479" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
<p>This section covers everything from take-off to cruise including, how to back-taxi, take-off techniques in crosswinds and navigation procedures once you're airborne. Ready for departure? Let's get you into the air!</p>
</section>
</section>


Take-Off to Cruise
@vimeo
This section covers everything from take-off to cruise including, how to back-taxi, take-off techniques in crosswinds and navigation procedures once you're airborne. Ready for departure? Let's get you into the air!

<section id="before-take-off">
<h1><a class="header-anchor" href="#before-take-off"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Before Take-Off</h1>
<section class="reference">
<p>Arrived at the holding point and ready to go? Follow our step by step guide below to make sure you're all set for Take-Off!</p>
<dl>
<dt>Step 1</dt>
<dd>Check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
<dt>Step 2</dt>
<dd>Tune to the active frequency and <a href="/guide/flying-guide/atc-communication/take-off-and-departure#take-off-communication-summary" class="documentation-content-link">report ready for departure</a>, or if there is no active ATC, tune to the Unicom frequency</dd>
<dt>Step 3</dt>
<dd>Once you have clearance (if applicable) and it is clear on the approach; access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>LIGHTS</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="LIGHTS">Strobes</td>
<td data-label=""><strong>ON</strong></td>
</tr>
<tr>
<td data-label="LIGHTS">Land</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
<dl>
<dt>Step 4</dt>
<dd>
<p>If you have been cleared to Line Up and Wait (LUAW) by ATC, taxi onto the runway centreline and come to a stop. If you have been cleared for take-off by ATC or if you're on Unicom, you can commence the take-off roll straight away provided the runway is completely clear.</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Performance limited? If you’re performance limited due to aircraft weight, environmental factors or the runway length, use the oversteer technique to save as much runway as possible for departure</p>
</dd>
</dl>
</dl>
</section>
</section>


Before Take-Off
Arrived at the holding point and ready to go? Follow our step by step guide below to make sure you're all set for Take-Off!
Step 1
: Check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 2
: Tune to the active frequency and report ready for departure, or if there is no active ATC, tune to the Unicom frequency
Step 3
: Once you have clearance (if applicable) and it is clear on the approach; access the Systems menu and select the following:
| LIGHTS  |        |
| ------- | ------ |
| Strobes | ON |
| Land    | ON |
{.checklist}
Step 4
: If you have been cleared to Line Up and Wait (LUAW) by ATC, taxi onto the runway centreline and come to a stop. If you have been cleared for take-off by ATC or if you're on Unicom, you can commence the take-off roll straight away provided the runway is completely clear.
Tip
:   Performance limited? If you’re performance limited due to aircraft weight, environmental factors or the runway length, use the oversteer technique to save as much runway as possible for departure

Before Take-Off

<section id="back-taxi">
<h1><a class="header-anchor" href="#back-taxi"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Back-Taxi</h1>
<section class="reference"></section>
<section id="what-is-a-back-taxi%3F">
<h2><a class="header-anchor" href="#what-is-a-back-taxi%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a Back-Taxi?</h2>
<section class="reference">
<p>Back-Taxi is a ground procedure which involves the use of any portion of a runway as a taxiway for an aircraft to taxi in the opposite direction from which it will take-off in, or has landed on.</p>
<p>Sometimes holding points are not positioned at the runway ends which prevents you from accessing the full length, in this case you may find that you are either told to Back-Taxi by ATC, or need to Back-Taxi to get the required runway length for departure. This could also be the case when landing, the exit points might not be located in a convenient location and a back-taxi may be required to exit the runway.</p>
</section>
</section>
<section id="how-do-i-back-taxi%3F">
<h2><a class="header-anchor" href="#how-do-i-back-taxi%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I Back-Taxi?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
<dt>Step 2</dt>
<dd>Tune to the active frequency and <a href="/guide/flying-guide/atc-communication/take-off-and-departure#take-off-communication-summary" class="documentation-content-link">report ready for departure</a>, or if there is no active ATC, tune to the Unicom frequency</dd>
<dt>Step 3</dt>
<dd>Once you have clearance (if applicable) and it is clear on the approach; access the <a href="/guide/getting-started/pilot-user-interface/systems#systems" class="documentation-content-link">Systems</a> menu and select the following:</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table checklist">
<thead>
<tr>
<th>LIGHTS</th>
<th></th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="LIGHTS">Strobes</td>
<td data-label=""><strong>ON</strong></td>
</tr>
<tr>
<td data-label="LIGHTS">Land</td>
<td data-label=""><strong>ON</strong></td>
</tr>
</tbody>
</table>
<dl>
<dt>Step 4</dt>
<dd>
<p>If you have been cleared to Back-Taxi and Line Up and Wait (LUAW) by ATC, taxi onto the runway in the opposite direction in which you are planning to take-off in, and continue until you are happy with the amount of runway you have behind you. Once you have done this make a 180 degree turn and align  yourself with the centerline ready for take-off (you do not need to taxi to the runway end if you do not need it).</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Although there is no groundspeed limit when on the runway, we recommend not exceeding 35kts in a straight line, and below 10kts when making a turn</p>
</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>
<p>If you have just landed and pass the last usable exit, you will be cleared to Back-Taxi and contact Ground when off the runway by ATC, wait until you are at a sensible speed before attempting to make a 180 degree turn.</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Familarise yourself with the ground layout of an airport before landing so that you can plan your exit strategy. Landing in the touchdown zone and using the correct amount of braking is sometimes all that is needed to prevent a back-taxi and save the workload of not only you, but also the ATC</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>


Back-Taxi
What is a Back-Taxi?
Back-Taxi is a ground procedure which involves the use of any portion of a runway as a taxiway for an aircraft to taxi in the opposite direction from which it will take-off in, or has landed on.
Sometimes holding points are not positioned at the runway ends which prevents you from accessing the full length, in this case you may find that you are either told to Back-Taxi by ATC, or need to Back-Taxi to get the required runway length for departure. This could also be the case when landing, the exit points might not be located in a convenient location and a back-taxi may be required to exit the runway.
How do I Back-Taxi?
Step 1
: Check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 2
: Tune to the active frequency and report ready for departure, or if there is no active ATC, tune to the Unicom frequency
Step 3
: Once you have clearance (if applicable) and it is clear on the approach; access the Systems menu and select the following:
| LIGHTS  |        |
| ------- | ------ |
| Strobes | ON |
| Land    | ON |
{.checklist}
Step 4
: If you have been cleared to Back-Taxi and Line Up and Wait (LUAW) by ATC, taxi onto the runway in the opposite direction in which you are planning to take-off in, and continue until you are happy with the amount of runway you have behind you. Once you have done this make a 180 degree turn and align  yourself with the centerline ready for take-off (you do not need to taxi to the runway end if you do not need it).
Tip
:   Although there is no groundspeed limit when on the runway, we recommend not exceeding 35kts in a straight line, and below 10kts when making a turn
Step 5
: If you have just landed and pass the last usable exit, you will be cleared to Back-Taxi and contact Ground when off the runway by ATC, wait until you are at a sensible speed before attempting to make a 180 degree turn.
Tip
: Familarise yourself with the ground layout of an airport before landing so that you can plan your exit strategy. Landing in the touchdown zone and using the correct amount of braking is sometimes all that is needed to prevent a back-taxi and save the workload of not only you, but also the ATC

Back-Taxi

<section id="take-off-and-initial-climb">
<h1><a class="header-anchor" href="#take-off-and-initial-climb"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Take-Off and Initial Climb</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/416107656" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>You will rarely require full power for take-off; your weight, environmental factors such as altitude and temperature, and the runway length will effect how much thrust is required</p>
</dd>
</dl>
</dl>
<p>If you have been cleared for take-off by ATC or if you're on Unicom, you can commence the take-off roll provided the runway is completely clear. To do this follow the steps below:</p>
<dl>
<dt>Step 1</dt>
<dd>Set 50% N1, this allows the engines to stabilize and prevent asymmetric thrust</dd>
<dt>Step 2</dt>
<dd>Once 50% N1 has stabilized, release brakes (if you haven't already) and progressively increase thrust to take-off power</dd>
<dt>Step 3</dt>
<dd>At VR (rotate speed), pitch to 15 degrees nose up</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Try to maintain back pressure during the rotation, we recommend a rate of 3 degrees per second so it should take you 5 seconds to get to 15 degrees</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>Once stable at 15 degrees, adjust pitch to maintain V2+10 to V2+20kts (e.g. if V2 is 145kts, your target speed would be 155-165kts)</dd>
<dt>Step 5</dt>
<dd>Positive climb? Gear up!</dd>
<dt>Step 6</dt>
<dd>At 1000ft AAL (above aerodrome level), lower the nose to 10 degrees, reduce to climb power, and then allow the aircraft to accelerate</dd>
<dt>Step 7</dt>
<dd>Retract the flaps as you approach the flap retraction speeds for your aircraft</dd>
<dt>Step 8</dt>
<dd>Accelerate to 250kts, the speed restrictions on the SID (Standard Instrument Departure) or your aircraft climb speed (whichever is the lowest), then adjust pitch to maintain that speed</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Approaching a level off altitude (within 2000ft), reduce your rate of climb to 1500fpm (feet per minute) or less to make sure you don't bust the cleared altitude</dd>
</dl>
<dl>
<dt>Step 9</dt>
<dd>When you resume your climb, reset your climb power, and adjust pitch to maintain the required speed</dd>
</dl>
</section>
</section>


Take-Off and Initial Climb
@vimeo
Tip
: You will rarely require full power for take-off; your weight, environmental factors such as altitude and temperature, and the runway length will effect how much thrust is required
If you have been cleared for take-off by ATC or if you're on Unicom, you can commence the take-off roll provided the runway is completely clear. To do this follow the steps below:
Step 1
: Set 50% N1, this allows the engines to stabilize and prevent asymmetric thrust
Step 2
: Once 50% N1 has stabilized, release brakes (if you haven't already) and progressively increase thrust to take-off power
Step 3
: At VR (rotate speed), pitch to 15 degrees nose up
Tip
: Try to maintain back pressure during the rotation, we recommend a rate of 3 degrees per second so it should take you 5 seconds to get to 15 degrees
Step 4
: Once stable at 15 degrees, adjust pitch to maintain V2+10 to V2+20kts (e.g. if V2 is 145kts, your target speed would be 155-165kts)
Step 5
: Positive climb? Gear up!
Step 6
: At 1000ft AAL (above aerodrome level), lower the nose to 10 degrees, reduce to climb power, and then allow the aircraft to accelerate
Step 7
: Retract the flaps as you approach the flap retraction speeds for your aircraft
Step 8
: Accelerate to 250kts, the speed restrictions on the SID (Standard Instrument Departure) or your aircraft climb speed (whichever is the lowest), then adjust pitch to maintain that speed
Tip
: Approaching a level off altitude (within 2000ft), reduce your rate of climb to 1500fpm (feet per minute) or less to make sure you don't bust the cleared altitude
Step 9
: When you resume your climb, reset your climb power, and adjust pitch to maintain the required speed

Take-Off and Initial Climb

<section id="crosswind%2Ftailwind-take-off-technique">
<h1><a class="header-anchor" href="#crosswind%2Ftailwind-take-off-technique"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Crosswind/Tailwind Take-Off Technique</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/416104626" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="crosswind-take-off">
<h2><a class="header-anchor" href="#crosswind-take-off"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Crosswind Take-Off</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Utilize the <a href="/guide/flying-guide/on-the-ground/flight-planning#atis" class="documentation-content-link">ATIS</a> and other weather information to determine the direction of the wind and crosswind component. Before commencement of the take-off roll, be sure to know which direction the wind is coming from</dd>
<dt>Step 2</dt>
<dd>To perform a crosswind take-off, deflect you <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Aileron</a> into wind (so if the wind is coming from the right, tilt your device to the right so that the right Aileron is up, and the left Aileron is down). To maintain the runway centerline, use the <a href="/guide/getting-started/pilot-user-interface/flight-controls#flight-controls" class="documentation-content-link">Rudder</a>. Without any input, your aircraft will turn into wind as speed increases (known as weather cocking) and you could lose control of your aircraft</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>For independent control of your Ailerons and Rudder, make sure that auto-coordination is turned <strong>OFF</strong> in your <a href="/guide/getting-started/home-user-interface/settings#settings" class="documentation-content-link">Settings</a></dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>As speed increases, reduce Aileron deflection to prevent your wings from tipping</dd>
<dt>Step 4</dt>
<dd>At VR (rotation speed), rotate as normal and gradually reduce any remaining inputs in your Rudder and Ailerons. To maintain the extended centerline you'll need to offset by flying slightly into wind</dd>
</dl>
</section>
</section>
<section id="tailwind-take-off">
<h2><a class="header-anchor" href="#tailwind-take-off"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Tailwind Take-Off</h2>
<section class="reference">
<p>Where possible you should always try to take-off into wind, so try and pick the runway with the best headwind component. However, if an airport is busy, or if the weather means that there is no favorable runway, you may find that you have to take-off with a tailwind.  The take-off is very similar to a <a href="/guide/flying-guide/take-off-to-cruise/take-off-and-initial-climb#take-off-and-initial-climb" class="documentation-content-link">normal</a> or <a href="/guide/flying-guide/take-off-to-cruise/crosswind-tailwind-take-off-technique#crosswind-take-off" class="documentation-content-link">crosswind take-off</a>, but we have three extra tips to help you do this successfully:</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Increase thrust more gradually, the risk of asymmetric thrust is increased with a tailwind component</p>
</dd>
</dl>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>We recommend that you do not take-off if the tailwind component exceeds 10kts</p>
</dd>
</dl>
</section>
</section>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Be more cautious when you rotate, a tail strike is more likely with a tailwind</p>
</dd>
</dl>
</dl>
</section>


Crosswind/Tailwind Take-Off Technique
@vimeo
Crosswind Take-Off
Step 1
: Utilize the ATIS and other weather information to determine the direction of the wind and crosswind component. Before commencement of the take-off roll, be sure to know which direction the wind is coming from
Step 2
: To perform a crosswind take-off, deflect you Aileron into wind (so if the wind is coming from the right, tilt your device to the right so that the right Aileron is up, and the left Aileron is down). To maintain the runway centerline, use the Rudder. Without any input, your aircraft will turn into wind as speed increases (known as weather cocking) and you could lose control of your aircraft
Tip
: For independent control of your Ailerons and Rudder, make sure that auto-coordination is turned OFF in your Settings
Step 3
: As speed increases, reduce Aileron deflection to prevent your wings from tipping
Step 4
: At VR (rotation speed), rotate as normal and gradually reduce any remaining inputs in your Rudder and Ailerons. To maintain the extended centerline you'll need to offset by flying slightly into wind
Tailwind Take-Off
Where possible you should always try to take-off into wind, so try and pick the runway with the best headwind component. However, if an airport is busy, or if the weather means that there is no favorable runway, you may find that you have to take-off with a tailwind.  The take-off is very similar to a normal or crosswind take-off, but we have three extra tips to help you do this successfully:
Tip
: Increase thrust more gradually, the risk of asymmetric thrust is increased with a tailwind component
Tip
: We recommend that you do not take-off if the tailwind component exceeds 10kts
Tip
: Be more cautious when you rotate, a tail strike is more likely with a tailwind

Crosswind/Tailwind Take-Off Technique

<section id="standard-instrument-departure-(sid)-navigation">
<h1><a class="header-anchor" href="#standard-instrument-departure-(sid)-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Standard Instrument Departure (SID) Navigation</h1>
<section class="reference"></section>
<section id="what-is-a-sid%3F">
<h2><a class="header-anchor" href="#what-is-a-sid%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a SID?</h2>
<section class="reference">
<p>Standard Instrument Departures, known as SIDs, are a published flight procedure that are followed by aircraft on an IFR flight plan immediately after departure. SIDs allow aircraft to depart an airspace following a pre-defined route (and in some cases with altitude/speed restrictions) that help them navigate adjacent airspaces, terrain and arriving traffic.</p>
</section>
</section>
<section id="what-is-a-transition%3F">
<h2><a class="header-anchor" href="#what-is-a-transition%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a Transition?</h2>
<section class="reference">
<p>&quot;Transition&quot; is a word commonly used in aviation and you’re probably already familiar with requesting this with a Tower facility to transition through their airspace. A Transition when used with reference to SID/STARs refers to a branch of the procedure that will break you off in the direction of your destination. Not all procedures will have a transition but do keep an eye out for them as they will be beneficial when wanting a more direct routing.</p>
</section>
</section>
<section id="how-do-i-put-a-sid-into-my-flight-plan%3F">
<h2><a class="header-anchor" href="#how-do-i-put-a-sid-into-my-flight-plan%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I put a SID into my Flight Plan?</h2>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/421196015" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
<dl>
<dt>Step 1</dt>
<dd>Once spawned, check the ATIS/D-ATIS for runway(s) and ATC preferred SID(s) in use. You should try to pick an ATC preferred SID and transition that takes your towards you destination</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Watch out in the ATIS for 'Straight Out Departures' or if you are told to maintain runway heading when cleared for take-off. ATC instructions supersede your Flight Plan and must be followed!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>Load the SID into you flight plan by following our step by step guide <a href="/guide/getting-started/pilot-user-interface/navigation#selecting-departure%2C-arrival-and-approach-procedures" class="documentation-content-link">here</a></dd>
<dt>Step 3</dt>
<dd>It's possible you may be given a different runway to what you were expecting and therefore might need to change your SID, be prepared and have a few options in case this happens</dd>
</dl>
</section>
</section>
<section id="how-do-i-fly-a-sid%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-sid%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a SID?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Now that your flight plan is loaded, we can utilize the <a href="/guide/getting-started/pilot-user-interface/navigation#gps-navigation" class="documentation-content-link">GPS Navigation</a> to navigate the SID</dd>
<dt>Step 2</dt>
<dd>Study your flight plan and/or charts, and if you wish, you can also tune any <a href="/guide/getting-started/pilot-user-interface/navigation#navigation" class="documentation-content-link">navigation aids</a> used on the SID for extra guidance. Make sure to follow all altitude/speed restrictions, this is crucial to observe airspace restrictions, ensure terrain clearance and to maintain separation with other traffic</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>If you haven't already, make sure to read the <a href="/guide/flying-guide/take-off-to-cruise/take-off-and-initial-climb#take-off-and-initial-climb" class="documentation-content-link">take-off and initial climb</a> section before getting into the air!</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>To follow the SID once airborne, ensure that the magenta Radial Deviation Bar is inline with the magenta Course Select Pointer on your HSI</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Before making any turns, check surroundings to make sure it is clear, use the <a href="/guide/getting-started/pilot-user-interface/cameras#camera" class="documentation-content-link">Cameras</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>As you approach the waypoint, the flight plan will automatically cycle to the next waypoint and your HSI will be reset with a new radial to follow</dd>
<dt>Step 5</dt>
<dd>Feel overloaded? Reduce your workload by engaging the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot</a> and LNAV mode to get your aircraft to follow the flight plan for you</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Use caution when arming LNAV if the autopilot is engaged, the aircraft will immediately start to follow your flight plan - make sure it is clear first!</dd>
</dl>
<dl>
<dt>Step 6</dt>
<dd>If ATC is active, you will be told to either contact Departure or given &quot;Frequency Change Approved&quot;. If you are handed over to a Radar Controller and just want to follow your flight plan use the &quot;Check In&quot; function. The controller will respond with &quot;Radar Contact&quot; and you can continue as filed (the Controller may issue vectors and/or altitude assignments - ATC instructions supersede your flight plan so make sure to follow them! They will let you know when it is clear to &quot;Continue as Filed&quot;)</dd>
</dl>
</section>
</section>
</section>


Standard Instrument Departure (SID) Navigation
What is a SID?
Standard Instrument Departures, known as SIDs, are a published flight procedure that are followed by aircraft on an IFR flight plan immediately after departure. SIDs allow aircraft to depart an airspace following a pre-defined route (and in some cases with altitude/speed restrictions) that help them navigate adjacent airspaces, terrain and arriving traffic.
What is a Transition?
"Transition" is a word commonly used in aviation and you’re probably already familiar with requesting this with a Tower facility to transition through their airspace. A Transition when used with reference to SID/STARs refers to a branch of the procedure that will break you off in the direction of your destination. Not all procedures will have a transition but do keep an eye out for them as they will be beneficial when wanting a more direct routing.
How do I put a SID into my Flight Plan?
@vimeo
Step 1
: Once spawned, check the ATIS/D-ATIS for runway(s) and ATC preferred SID(s) in use. You should try to pick an ATC preferred SID and transition that takes your towards you destination
Tip
: Watch out in the ATIS for 'Straight Out Departures' or if you are told to maintain runway heading when cleared for take-off. ATC instructions supersede your Flight Plan and must be followed!
Step 2
: Load the SID into you flight plan by following our step by step guide here
Step 3
: It's possible you may be given a different runway to what you were expecting and therefore might need to change your SID, be prepared and have a few options in case this happens
How do I fly a SID?
Step 1
: Now that your flight plan is loaded, we can utilize the GPS Navigation to navigate the SID
Step 2
: Study your flight plan and/or charts, and if you wish, you can also tune any navigation aids used on the SID for extra guidance. Make sure to follow all altitude/speed restrictions, this is crucial to observe airspace restrictions, ensure terrain clearance and to maintain separation with other traffic
Tip
: If you haven't already, make sure to read the take-off and initial climb section before getting into the air!
Step 3
: To follow the SID once airborne, ensure that the magenta Radial Deviation Bar is inline with the magenta Course Select Pointer on your HSI
Tip
: Before making any turns, check surroundings to make sure it is clear, use the Cameras and Mini Map to help you
Step 4
: As you approach the waypoint, the flight plan will automatically cycle to the next waypoint and your HSI will be reset with a new radial to follow
Step 5
: Feel overloaded? Reduce your workload by engaging the Autopilot and LNAV mode to get your aircraft to follow the flight plan for you
Tip
: Use caution when arming LNAV if the autopilot is engaged, the aircraft will immediately start to follow your flight plan - make sure it is clear first!
Step 6
: If ATC is active, you will be told to either contact Departure or given "Frequency Change Approved". If you are handed over to a Radar Controller and just want to follow your flight plan use the "Check In" function. The controller will respond with "Radar Contact" and you can continue as filed (the Controller may issue vectors and/or altitude assignments - ATC instructions supersede your flight plan so make sure to follow them! They will let you know when it is clear to "Continue as Filed")

Standard Instrument Departure (SID) Navigation

<section id="visual-flight-rules-(vfr)-departure-navigation">
<h1><a class="header-anchor" href="#visual-flight-rules-(vfr)-departure-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Visual Flight Rules (VFR) Departure Navigation</h1>
<section class="reference"></section>
<section id="what-does-visual-flight-rules-(vfr)-mean%3F">
<h2><a class="header-anchor" href="#what-does-visual-flight-rules-(vfr)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Visual Flight Rules (VFR) mean?</h2>
<section class="reference">
<p>Visual Flight Rules (VFR) are a set of regulations that must be followed by pilots when operating an aircraft visually; and specifically, in Visual Meteorological Conditions (VMC).</p>
<p>Flights conducted under VFR can only be operated if the weather conditions are suitable. This means the pilot must be able to:</p>
<ul>
<li>navigate visually</li>
<li>and 'see &amp; avoid' obstacles such as terrain and other aircraft</li>
</ul>
</section>
</section>
<section id="what-does-visual-meteorological-conditions-(vmc)-mean%3F">
<h2><a class="header-anchor" href="#what-does-visual-meteorological-conditions-(vmc)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Visual Meteorological Conditions (VMC) mean?</h2>
<section class="reference">
<p>Visual Meteorological Conditions (VMC) are a set of weather minima that are required for VFR flights to take place.</p>
<p>The specific minima varies by country and by the type of airspace being flown in. However, for the purposes of Infinite Flight, VMC is said to exist when the visibility is 3 statute miles (approximately 5000 meters) or more. Therefore, when these conditions exist, VFR flight and pattern work will be allowed by ATC (terrain and traffic permitting).</p>
<p>Take note that IFR (Instrument Flight Rules) aircraft can fly in IMC (Instrument Meteorological Conditions) or VMC, but VFR aircraft can only fly in VMC.</p>
</section>
</section>
<section id="vfr-pre-flight-procedures">
<h2><a class="header-anchor" href="#vfr-pre-flight-procedures"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> VFR Pre-Flight Procedures</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Check that the weather is VMC (minimum of 3 statute miles visibility*). You can do this by <a href="/guide/getting-started/pilot-user-interface/flight-planning#getting-more-from-your-map-and-mini-map" class="documentation-content-link">accessing the 'wx' tab from you map or mini map</a></dd>
<dt>Step 2</dt>
<dd>We always recommend <a href="/guide/flying-guide/on-the-ground/flight-planning#flight-planning" class="documentation-content-link">filing a flight plan</a>,however it is not a requirement of VFR flights</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd><a href="/guide/getting-started/home-user-interface/settings#foreflight" class="documentation-content-link">ForeFlight</a> is a great tool for flight planning, make sure to give it a go!</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>Research your route and <a href="/guide/flying-guide/take-off-to-cruise/step-climbs-and-cruising-altitudes#ifr%2Fvfr-semi-circular-rules" class="documentation-content-link">establish a cruising altitude</a> that ensures terrain clearance and satisfies VFR Semi-Circular rules</dd>
</dl>
<p>*<em>For Infinite Flight purposes, currently only visibility is taken into account to determine VMC</em></p>
</section>
</section>
<section id="vfr-departure-procedures">
<h2><a class="header-anchor" href="#vfr-departure-procedures"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> VFR Departure Procedures</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Once you are at the holding point and ready for departure you can tune to the active frequency, or if there is no active ATC, tune to the Unicom frequency</dd>
</dl>
<p>There are two options for departure, these are:</p>
<ul>
<li>departing the airspace</li>
<li>and <a href="/guide/flying-guide/take-off-to-cruise/remaining-in-the-pattern#remaining-in-the-pattern" class="documentation-content-link">remaining in the pattern</a></li>
</ul>
<dl>
<dt>Step 2</dt>
<dd><a href="/guide/flying-guide/atc-communication/take-off-and-departure#take-off-communication-summary" class="documentation-content-link">Report ready for departure</a> (or announce take-off on Unicom) and select the type of departure you intend on flying</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>For more detail, make sure to check out the <a href="/guide/flying-guide/take-off-to-cruise/before-take-off#before-take-off" class="documentation-content-link">Before Take-Off</a> step by step guide</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>If you're planning on departing the airspace, you will need to select the direction you intend on departing in (i.e. straight out, north, east, south or west)</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Don't forget, it is the direction you intend on departing the airspace in, not the overall direction that your flight plan takes you in</dd>
</dl>
<dl>
<dt>Step 4</dt>
<dd>After departure (assuming you are not remaining in the pattern), the Tower Controller will hand you over to the Radar Controller (if they are present). If ATC coverage is not available, you can switch to an appropriate frequency</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>If there is active ATC, do not change frequency without permission!</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>If you have been handed over to a Radar Controller, you can either <a href="/guide/atc-manual/6.-radar/6.4-departure-check-in#the-use-of-check-in" class="documentation-content-link">Check In</a> or request a <a href="/guide/atc-manual/6.-radar/6.5-flight-following#6.5-flight-following" class="documentation-content-link">VFR Flight Following</a>, although the latter is recommended if you specifically want to fly VFR (if you have a flight plan, Controllers may think you are asking for an IFR Flight Following when checking in)</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Both requests mean the same so make sure to only send one of the options!</dd>
</dl>
<dl>
<dt>Step 6</dt>
<dd>Continue flying VFR and remember that you are responsible for terrain and traffic avoidance. ATC may however, issue vectors to de-conflict with IFR traffic. If this happens, continue to follow those instructions until you are told to 'resume own navigation'</dd>
</dl>
</section>
</section>
</section>


Visual Flight Rules (VFR) Departure Navigation
What does Visual Flight Rules (VFR) mean?
Visual Flight Rules (VFR) are a set of regulations that must be followed by pilots when operating an aircraft visually; and specifically, in Visual Meteorological Conditions (VMC).
Flights conducted under VFR can only be operated if the weather conditions are suitable. This means the pilot must be able to:
navigate visually
and 'see & avoid' obstacles such as terrain and other aircraft
What does Visual Meteorological Conditions (VMC) mean?
Visual Meteorological Conditions (VMC) are a set of weather minima that are required for VFR flights to take place.
The specific minima varies by country and by the type of airspace being flown in. However, for the purposes of Infinite Flight, VMC is said to exist when the visibility is 3 statute miles (approximately 5000 meters) or more. Therefore, when these conditions exist, VFR flight and pattern work will be allowed by ATC (terrain and traffic permitting).
Take note that IFR (Instrument Flight Rules) aircraft can fly in IMC (Instrument Meteorological Conditions) or VMC, but VFR aircraft can only fly in VMC.
VFR Pre-Flight Procedures
Step 1
: Check that the weather is VMC (minimum of 3 statute miles visibility*). You can do this by accessing the 'wx' tab from you map or mini map
Step 2
: We always recommend filing a flight plan,however it is not a requirement of VFR flights
Tip
: ForeFlight is a great tool for flight planning, make sure to give it a go!
Step 3
: Research your route and establish a cruising altitude that ensures terrain clearance and satisfies VFR Semi-Circular rules
*For Infinite Flight purposes, currently only visibility is taken into account to determine VMC
VFR Departure Procedures
Step 1
: Once you are at the holding point and ready for departure you can tune to the active frequency, or if there is no active ATC, tune to the Unicom frequency
There are two options for departure, these are:
departing the airspace
and remaining in the pattern
Step 2
: Report ready for departure (or announce take-off on Unicom) and select the type of departure you intend on flying
Tip
: For more detail, make sure to check out the Before Take-Off step by step guide
Step 3
: If you're planning on departing the airspace, you will need to select the direction you intend on departing in (i.e. straight out, north, east, south or west)
Tip
: Don't forget, it is the direction you intend on departing the airspace in, not the overall direction that your flight plan takes you in
Step 4
: After departure (assuming you are not remaining in the pattern), the Tower Controller will hand you over to the Radar Controller (if they are present). If ATC coverage is not available, you can switch to an appropriate frequency
Tip
: If there is active ATC, do not change frequency without permission!
Step 5
: If you have been handed over to a Radar Controller, you can either Check In or request a VFR Flight Following, although the latter is recommended if you specifically want to fly VFR (if you have a flight plan, Controllers may think you are asking for an IFR Flight Following when checking in)
Tip
: Both requests mean the same so make sure to only send one of the options!
Step 6
: Continue flying VFR and remember that you are responsible for terrain and traffic avoidance. ATC may however, issue vectors to de-conflict with IFR traffic. If this happens, continue to follow those instructions until you are told to 'resume own navigation'

Visual Flight Rules (VFR) Departure Navigation

<section id="remaining-in-the-pattern">
<h1><a class="header-anchor" href="#remaining-in-the-pattern"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Remaining in the Pattern</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/416103249" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="what-is-a-traffic-pattern%3F">
<h2><a class="header-anchor" href="#what-is-a-traffic-pattern%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a traffic pattern?</h2>
<section class="reference">
<p>The traffic pattern is a standard flight path followed by aircraft when taking-off and landing while maintaining visual contact with the airport. It is a great way to practice and improve your flying, and to increase the amount of landings in your <a href="/guide/getting-started/home-screen/logbook#logbook" class="documentation-content-link">logbook</a>!</p>
<p>In Infinite Flight the pattern altitude is 1000ft AAL (above aerodrome level) for prop aircraft, and 1500ft AAL for jet aircraft. It consists of multiple legs, each being joined by a 90 degree turn, and these are shown in the image below:</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-traffic-pattern.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-traffic-pattern@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-traffic-pattern@3x.jpg 3x" alt="The Traffic Pattern" class="documentation-image-lightbox-link" >
          <figcaption>The Traffic Pattern</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="how-do-i-fly-a-traffic-pattern%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-traffic-pattern%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a traffic pattern?</h2>
<section class="reference">
<p>Ready to go? Follow the steps below:</p>
<dl>
<dt>Step 1</dt>
<dd>Check out the <a href="/guide/flying-guide/take-off-to-cruise/before-take-off#before-take-off" class="documentation-content-link">Before Take-Off</a> and <a href="/guide/flying-guide/take-off-to-cruise/take-off-and-initial-climb#take-off-and-initial-climb" class="documentation-content-link">Take-Off and Initial Climb</a> pages on how to get rolling</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Before setting off, align your <a href="/guide/getting-started/pilot-user-interface/hud#head-up-display-(hud)" class="documentation-content-link">heading bug</a> with the runway heading. You can then use this as a helpful reminder of what heading to turn to when making those 90 degrees turns between legs. It's also useful to <a href="/guide/getting-started/pilot-user-interface/hud#head-up-display-(hud)" class="documentation-content-link">bug your altitude</a> so you don't bust it!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>Passing 400ft AAL begin your initial 90 degree turn to enter either the left or right crosswind leg. Make sure to check if you've been told to make left or right traffic by ATC; or if you're on Unicom, listen to the other traffic to make sure you don't cause a conflict</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Not sure what left or right traffic is? For left traffic, you always turn left! And once you're on downwind, the airport will be on your left - it's the same for right traffic but on the right!</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>The crosswind leg will determine how wide your pattern is, for smaller aircraft you may not need to go out that far; for larger jet aircraft, you'll need the pattern to be a bit wider to allow for a safe turn onto final later on</dd>
<dt>Step 4</dt>
<dd>Once you've made that second 90 degree turn onto downwind, if you're on Unicom you should <a href="/guide/flying-guide/atc-communication/remaining-in-the-pattern#pilot-to-tower-controller-communication-tables" class="documentation-content-link">report your position</a>, and continue to do so on all legs of the pattern for traffic awareness. If there is ATC, you don't need to if you've been cleared for the option</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>Make sure to listen out, if there is ATC you may be given instructions that maintain separation with other aircraft. Don't forget to also keep an eye on your surroundings, you are just as responsible for making sure there are no conflicts - use the <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a> to help you</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>Abeam the touchdown zone, start to think about your final approach, different aircraft will need to be configured at different points</dd>
<dt>Step 6</dt>
<dd>When the runway threshold is a 45 degree angle from you, start your 90 degree turn onto base leg, depending on what aircraft you're in, you may need to start your descent too if you haven't already</dd>
<dt>Step 7</dt>
<dd>The final turn is the most tricky, anticipation is required and if you have a strong wind behind you, you'll need to take this into account too</dd>
<dt>Step 8</dt>
<dd>Try to control your descent so that you roll out on final, on profile. Don't worry if you're a bit high or low, adjust your pitch and power to get back on profile</dd>
</dl>
</section>
</section>
<section id="how-to-perform-a-touch-%26-go">
<h2><a class="header-anchor" href="#how-to-perform-a-touch-%26-go"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to perform a Touch &amp; Go</h2>
<section class="reference">
<p>To expedite your patterns, you may elect to perform a Touch &amp; Go, follow our <a href="/guide/flying-guide/descent-to-landing/landing#how-to-perform-a-touch-%26-go" class="documentation-content-link">step by step guide</a> to help you.</p>
</section>
</section>
</section>


Remaining in the Pattern
@vimeo
What is a traffic pattern?
The traffic pattern is a standard flight path followed by aircraft when taking-off and landing while maintaining visual contact with the airport. It is a great way to practice and improve your flying, and to increase the amount of landings in your logbook!
In Infinite Flight the pattern altitude is 1000ft AAL (above aerodrome level) for prop aircraft, and 1500ft AAL for jet aircraft. It consists of multiple legs, each being joined by a 90 degree turn, and these are shown in the image below:
The Traffic Pattern
How do I fly a traffic pattern?
Ready to go? Follow the steps below:
Step 1
: Check out the Before Take-Off and Take-Off and Initial Climb pages on how to get rolling
Tip
: Before setting off, align your heading bug) with the runway heading. You can then use this as a helpful reminder of what heading to turn to when making those 90 degrees turns between legs. It's also useful to bug your altitude) so you don't bust it!
Step 2
: Passing 400ft AAL begin your initial 90 degree turn to enter either the left or right crosswind leg. Make sure to check if you've been told to make left or right traffic by ATC; or if you're on Unicom, listen to the other traffic to make sure you don't cause a conflict
Tip
: Not sure what left or right traffic is? For left traffic, you always turn left! And once you're on downwind, the airport will be on your left - it's the same for right traffic but on the right!
Step 3
: The crosswind leg will determine how wide your pattern is, for smaller aircraft you may not need to go out that far; for larger jet aircraft, you'll need the pattern to be a bit wider to allow for a safe turn onto final later on
Step 4
: Once you've made that second 90 degree turn onto downwind, if you're on Unicom you should report your position, and continue to do so on all legs of the pattern for traffic awareness. If there is ATC, you don't need to if you've been cleared for the option
Tip
: Make sure to listen out, if there is ATC you may be given instructions that maintain separation with other aircraft. Don't forget to also keep an eye on your surroundings, you are just as responsible for making sure there are no conflicts - use the Mini Map to help you
Step 5
: Abeam the touchdown zone, start to think about your final approach, different aircraft will need to be configured at different points
Step 6
: When the runway threshold is a 45 degree angle from you, start your 90 degree turn onto base leg, depending on what aircraft you're in, you may need to start your descent too if you haven't already
Step 7
: The final turn is the most tricky, anticipation is required and if you have a strong wind behind you, you'll need to take this into account too
Step 8
: Try to control your descent so that you roll out on final, on profile. Don't worry if you're a bit high or low, adjust your pitch and power to get back on profile
How to perform a Touch & Go
To expedite your patterns, you may elect to perform a Touch & Go, follow our step by step guide to help you.

<section id="instrument-flight-rules-(ifr)-en-route-navigation">
<h1><a class="header-anchor" href="#instrument-flight-rules-(ifr)-en-route-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Instrument Flight Rules (IFR) En-Route Navigation</h1>
<section class="reference"></section>
<section id="what-does-instrument-flight-rules-(ifr)-mean%3F">
<h2><a class="header-anchor" href="#what-does-instrument-flight-rules-(ifr)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Instrument Flight Rules (IFR) mean?</h2>
<section class="reference">
<p>Instrument Flight Rules (IFR) are a set of regulations that must be followed by pilots when operating an aircraft in Instrument Meteorological Conditions (IMC) or in particular airspace.</p>
</section>
</section>
<section id="what-does-instrument-meteorological-conditions-(imc)-mean%3F">
<h2><a class="header-anchor" href="#what-does-instrument-meteorological-conditions-(imc)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Instrument Meteorological Conditions (IMC) mean?</h2>
<section class="reference">
<p>The specific conditions required to be classed as Instrument Meteorological Conditions (IMC) vary by country and by the type of airspace being flown in. However, for the purposes of Infinite Flight, IMC is said to exist when the visibility is less than 3 statute miles (approximately 5000 meters). Therefore, when these conditions exist, VFR flight and pattern work will not be allowed by ATC.</p>
<p>Take note that IFR aircraft can fly in IMC or VMC (Visual Meteorological Conditions), but VFR (Visual Flight Rules) aircraft can only fly in VMC.</p>
</section>
</section>
<section id="airspace">
<h2><a class="header-anchor" href="#airspace"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Airspace</h2>
<section class="reference">
<p>Controller airspace is defined by it's vertical jurisdiction, lateral boundaries and frequency range for the facility being operated. For the purposes of Infinite Flight, below is a summary for each Controller position:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Position</th>
<th>Vertical Jurisdiction</th>
<th>Lateral Boundary</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Position">Tower</td>
<td data-label="Vertical Jurisdiction">SFC - 5000ft AAL</td>
<td data-label="Lateral Boundary">Most immediate ring/boundary surrounding the airport</td>
</tr>
<tr>
<td data-label="Position">Departure/Approach</td>
<td data-label="Vertical Jurisdiction">SFC - 18,000ft/FL180</td>
<td data-label="Lateral Boundary">50nm</td>
</tr>
<tr>
<td data-label="Position">Center</td>
<td data-label="Vertical Jurisdiction">SFC - 60,000ft/FL600</td>
<td data-label="Lateral Boundary">White boundaries</td>
</tr>
</tbody>
</table>
<p>Note: Airspace parameters and ATC jurisdictions may be altered with the use of NOTAMs and/or TFRs during special events</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout@3x.jpg 3x" alt="Image 5.1.1.1 - Airspace layout" class="documentation-image-lightbox-link" >
          <figcaption>Image 5.1.1.1 - Airspace layout</figcaption>
        </figure>
      </p>
<p>The different types of airspace displayed on your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">map and mini map</a> are defined using a color code, and these are shown in the following table <strong class="red">for information only</strong>:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Airspace Type</th>
<th>Color Code</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Airspace Type">Class B</td>
<td data-label="Color Code">Blue</td>
</tr>
<tr>
<td data-label="Airspace Type">Class C</td>
<td data-label="Color Code">Magenta</td>
</tr>
<tr>
<td data-label="Airspace Type">Class D</td>
<td data-label="Color Code">Light Blue</td>
</tr>
<tr>
<td data-label="Airspace Type">Terminal Control Area</td>
<td data-label="Color Code">Light Green</td>
</tr>
<tr>
<td data-label="Airspace Type">Flight Information Region (FIR)</td>
<td data-label="Color Code">White</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="ifr-en-route-procedures">
<h2><a class="header-anchor" href="#ifr-en-route-procedures"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> IFR En-Route Procedures</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>A flight plan is always required for IFR flights, your instruments or the autopilot navigation system can be used to navigate and follow your flight plan</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd><a href="/guide/getting-started/home-user-interface/settings#foreflight" class="documentation-content-link">ForeFlight</a> is a great tool for flight planning, make sure to give it a go!</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>Make sure to modify your <a href="/guide/flying-guide/take-off-to-cruise/step-climbs-and-cruising-altitudes#ifr%2Fvfr-semi-circular-rules" class="documentation-content-link">cruising altitude</a> to satisfy terrain clearance and IFR Semi-Circular rules</dd>
<dt>Step 3</dt>
<dd>If you are approaching controlled airspace, make sure to tune in and listen out for other traffic</dd>
<dt>Step 4</dt>
<dd>If it is a Radar Controller, you can request a <a href="/guide/atc-manual/6.-radar/6.5-flight-following#6.5-flight-following" class="documentation-content-link">IFR Flight Following</a> or just simply <a href="/guide/flying-guide/atc-communication/take-off-and-departure#departure-communication-summary" class="documentation-content-link">Check In</a>. If it is a Tower Controller, you need to <a href="/guide/flying-guide/atc-communication/take-off-and-departure#pilot-to-tower-controller-communication-tables" class="documentation-content-link">request a transition</a> to transit through their airspace</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>If the airspace is uncontrolled, try tuning into the closest Unicom frequency to listen out for other traffic nearby. You can also send traffic advisories, or request them if you want more information for a particular airport</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>You can also request <a href="/guide/atc-manual/6.-radar/6.11-radar-vectors#6.11-radar-vectors" class="documentation-content-link">Radar Vectors</a> or other ATC services, IFR separation rules (both for aircraft and terrain) will then apply</dd>
</dl>
</section>
</section>
</section>


Instrument Flight Rules (IFR) En-Route Navigation
What does Instrument Flight Rules (IFR) mean?
Instrument Flight Rules (IFR) are a set of regulations that must be followed by pilots when operating an aircraft in Instrument Meteorological Conditions (IMC) or in particular airspace.
What does Instrument Meteorological Conditions (IMC) mean?
The specific conditions required to be classed as Instrument Meteorological Conditions (IMC) vary by country and by the type of airspace being flown in. However, for the purposes of Infinite Flight, IMC is said to exist when the visibility is less than 3 statute miles (approximately 5000 meters). Therefore, when these conditions exist, VFR flight and pattern work will not be allowed by ATC.
Take note that IFR aircraft can fly in IMC or VMC (Visual Meteorological Conditions), but VFR (Visual Flight Rules) aircraft can only fly in VMC.
Airspace
Controller airspace is defined by it's vertical jurisdiction, lateral boundaries and frequency range for the facility being operated. For the purposes of Infinite Flight, below is a summary for each Controller position:
| Position           | Vertical Jurisdiction | Lateral Boundary                                     |
| ------------------ | --------------------- | ---------------------------------------------------- |
| Tower              | SFC - 5000ft AAL      | Most immediate ring/boundary surrounding the airport |
| Departure/Approach | SFC - 18,000ft/FL180  | 50nm                                                 |
| Center             | SFC - 60,000ft/FL600  | White boundaries                                     |
Note: Airspace parameters and ATC jurisdictions may be altered with the use of NOTAMs and/or TFRs during special events
Image 5.1.1.1 - Airspace layout
The different types of airspace displayed on your map and mini map are defined using a color code, and these are shown in the following table for information only{.red}:
| Airspace Type                   | Color Code  |
| ------------------------------- | ----------- |
| Class B                         | Blue        |
| Class C                         | Magenta     |
| Class D                         | Light Blue  |
| Terminal Control Area           | Light Green |
| Flight Information Region (FIR) | White       |
IFR En-Route Procedures
Step 1
: A flight plan is always required for IFR flights, your instruments or the autopilot navigation system can be used to navigate and follow your flight plan
Tip
: ForeFlight is a great tool for flight planning, make sure to give it a go!
Step 2
: Make sure to modify your cruising altitude to satisfy terrain clearance and IFR Semi-Circular rules
Step 3
: If you are approaching controlled airspace, make sure to tune in and listen out for other traffic
Step 4
: If it is a Radar Controller, you can request a IFR Flight Following or just simply Check In. If it is a Tower Controller, you need to request a transition to transit through their airspace
Tip
: If the airspace is uncontrolled, try tuning into the closest Unicom frequency to listen out for other traffic nearby. You can also send traffic advisories, or request them if you want more information for a particular airport
Step 5
: You can also request Radar Vectors or other ATC services, IFR separation rules (both for aircraft and terrain) will then apply

Instrument Flight Rules (IFR) En-Route Navigation

<section id="vor-(vhf-omni-directional-range)-navigation">
<h1><a class="header-anchor" href="#vor-(vhf-omni-directional-range)-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> VOR (VHF Omni-Directional Range) Navigation</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/455590960" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="what-is-a-vor%3F">
<h2><a class="header-anchor" href="#what-is-a-vor%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is a VOR?</h2>
<section class="reference">
<p>The VHF (Very High Frequency) Omni-Directional Range, otherwise known as VOR; is a ground-based transmitter that emits radio signals and is identified with it's own frequency and three letter code. Aircraft equipped with VHF Navigation Receivers can then interpret these signals and use them for navigation purposes. To use VOR's for navigation, you will need to <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">tune to the correct frequency</a>, and then <a href="/guide/getting-started/pilot-user-interface/navigation#displaying-a-vor-in-your-aircraft" class="documentation-content-link">display this in the cockpit</a>.</p>
<p>In addition to this, the following definitions are essential in understanding the theory behind VOR Navigation:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Term</th>
<th>Definition</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Term">Radial</td>
<td data-label="Definition">A radial is always the bearing <strong>from</strong> the beacon</td>
</tr>
<tr>
<td data-label="Term">To</td>
<td data-label="Definition">Magnetic bearing <strong>to</strong> the beacon</td>
</tr>
<tr>
<td data-label="Term">From</td>
<td data-label="Definition">Magnetic bearing <strong>from</strong> the beacon</td>
</tr>
</tbody>
</table>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/vor-radials.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/vor-radials@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/vor-radials@3x.jpg 3x" alt="Radials and To/From" class="documentation-image-lightbox-link" >
          <figcaption>Radials and To/From</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="what-is-the-horizontal-situation-indicator-(hsi)%3F">
<h2><a class="header-anchor" href="#what-is-the-horizontal-situation-indicator-(hsi)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Horizontal Situation Indicator (HSI)?</h2>
<section class="reference">
<p>The Horizontal Situation Indicator or HSI, is the primary instrument used for navigation in Infinite Flight. It consists of the following elements:</p>
<ul>
<li>Compass rose orientated with the current aircraft heading</li>
<li>Blue heading bug displaying the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot FCU</a> bugged heading</li>
<li>Single blue pointer to represent BRG (bearing) 1 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid</li>
<li>Double blue pointer to represent BRG (bearing) 2 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid</li>
<li>Course Deviation Indicator (CDI) made up of the Course Pointer and Lateral Deviation Bar - displayed in magenta for GPS, and light green for NAV 1 and NAV 2</li>
</ul>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/HSI.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/HSI@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/HSI@3x.jpg 3x" alt="HSI Elements" class="documentation-image-lightbox-link" >
          <figcaption>HSI Elements</figcaption>
        </figure>
      </p>
</section>
</section>
<section id="how-to-set-up-your-horizontal-situation-indicator-(hsi)">
<h2><a class="header-anchor" href="#how-to-set-up-your-horizontal-situation-indicator-(hsi)"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to Set Up your Horizontal Situation Indicator (HSI)</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd><a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">Tune the VOR</a> by tapping the VOR from your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">Map</a> or <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a>, selecting the VOR from the list displayed, and then tap &quot;Set NAV 1 (or 2)&quot;</dd>
<dt>Step 2</dt>
<dd><a href="/guide/getting-started/pilot-user-interface/navigation#displaying-a-vor-in-your-aircraft" class="documentation-content-link">Display the VOR</a> by tapping &quot;NAV&quot; on the Fly Screen to show the Avionics tab, and ensure that either BRG 1 (or 2) have NAV 1 (or 2) displayed (dependent on which NAV you tuned the VOR to)</dd>
<dt>Step 3</dt>
<dd>Lastly, within the Avionics tab, make sure to change the &quot;SOURCE&quot; to NAV 1 (or 2) as required, and then adjust the respective course (CRS 1 or 2) to the desired magnetic bearing that you want to fly</dd>
</dl>
</section>
</section>
<section id="how-to-navigate-using-a-vor">
<h2><a class="header-anchor" href="#how-to-navigate-using-a-vor"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to Navigate using a VOR</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>
<p>Prepare your flight plan by determining the direction of travel and any navigation aids (such as VORs) that could be used to assist with your route</p>
</dd>
<dt>Step 2</dt>
<dd>
<p>Ensure that you have planned ahead by using our step by step guides to help you - <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">tune</a> and <a href="/guide/getting-started/pilot-user-interface/navigation#displaying-a-vor-in-your-aircraft" class="documentation-content-link">display</a> the required VOR(s), change the CRS(s) to the desired magnetic bearing(s) that you wish to intercept, and then finally have SOURCE set to either NAV 1 (or 2 as required)</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>You can only display the CDI for either NAV 1 or NAV 2, however you can still set up NAV 1 and NAV 2 with the same/different VOR(s) and/or CRS(s) to reduce your workload once airborne!</p>
</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>
<p>Next, look at where you are in relation to the VOR, use the bearing pointer on your HSI (blue) to help you. You can also use your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">Map</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a></p>
</dd>
<dt>Step 4</dt>
<dd>
<p>Plan how you are going to intercept the pre-set course and what you expect the indications to look like when approaching it</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>We recommend a closing angle no greater than 45 degrees, however you may need to use less if you are close to the VOR otherwise you may overshoot during the intercept!</p>
</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>
<p>As you approach the intercept, the Lateral Deviation Bar of the CDI will come &quot;alive&quot;, use this to help judge the turn onto your desired course</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>The Lateral Deviation Bar can come &quot;alive&quot; pretty quickly, especially if you are close to the VOR - keep an eye on the blue bearing pointer, it will always show the current magnetic bearing to the beacon, use this to give you a heads up when you are getting close to the course you want to fly!</p>
</dd>
</dl>
</dl>
<p><strong>Example:</strong></p>
<p>We have departed Athens (LGAV) off of Runway 03R, and are making a right downwind departure with the intention to intercept the 090 radial of the ATV VOR and use this to fly a magnetic bearing of 270 to the beacon.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/vor-radial-example.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/vor-radial-example@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/vor-radial-example@3x.jpg 3x" alt="VOR Example" class="documentation-image-lightbox-link" >
          <figcaption>VOR Example</figcaption>
        </figure>
      </p>
<p>Before departure we have tuned and displayed the ATV VOR (NAV 1 in this example), selected a CRS of 270 and ensured that the SOURCE is set to NAV 1.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/avionics-set-up.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/avionics-set-up@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/avionics-set-up@3x.jpg 3x" alt="Avionics Set-Up" class="documentation-image-lightbox-link" >
          <figcaption>Avionics Set-Up</figcaption>
        </figure>
      </p>
<p>Once we depart and make a right turn to head downwind, our heading will be 210, this is a 60 intercept so instead we have adjusted our heading to 240 degrees to give us a slightly shallower intercept as we are not far from the VOR.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/right-downwind.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/right-downwind@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/right-downwind@3x.jpg 3x" alt="Right Downwind" class="documentation-image-lightbox-link" >
          <figcaption>Right Downwind</figcaption>
        </figure>
      </p>
<p>With a heading of 240 degrees, we can watch the blue bearing pointer (representing where the VOR is) start to move, as this gets closer to 270 I have started to anticipate when the turn will be required onto a heading of 270.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/adjusted-intercept-heading.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/adjusted-intercept-heading@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/adjusted-intercept-heading@3x.jpg 3x" alt="Adjusted Intercept Heading" class="documentation-image-lightbox-link" >
          <figcaption>Adjusted Intercept Heading</figcaption>
        </figure>
      </p>
<p>As the Lateral Deviation Bar comes &quot;alive&quot; I begin the turn to fly the 270 magnetic bearing to the beacon.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/cdi-alive.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/cdi-alive@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/cdi-alive@3x.jpg 3x" alt="CDI Alive" class="documentation-image-lightbox-link" >
          <figcaption>CDI Alive</figcaption>
        </figure>
      </p>
<p>Once we are on this heading, we can adjust it to ensure that we are tracking on the 090 radial to the beacon (taking wind drift into account).</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/heading-270.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/heading-270@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/heading-270@3x.jpg 3x" alt="Heading 270" class="documentation-image-lightbox-link" >
          <figcaption>Heading 270</figcaption>
        </figure>
      </p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Use the dashed green line on the HSI to help you understand the affect of wind drift when selecting an alternate heading</p>
</dd>
</dl>
</section>
</section>
</dl>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/tracking-090-radial.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/tracking-090-radial@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/tracking-090-radial@3x.jpg 3x" alt="Tracking 090 Radial" class="documentation-image-lightbox-link" >
          <figcaption>Tracking 090 Radial</figcaption>
        </figure>
      </p>
</section>


VOR (VHF Omni-Directional Range) Navigation
@vimeo
What is a VOR?
The VHF (Very High Frequency) Omni-Directional Range, otherwise known as VOR; is a ground-based transmitter that emits radio signals and is identified with it's own frequency and three letter code. Aircraft equipped with VHF Navigation Receivers can then interpret these signals and use them for navigation purposes. To use VOR's for navigation, you will need to tune to the correct frequency, and then display this in the cockpit.
In addition to this, the following definitions are essential in understanding the theory behind VOR Navigation:
| Term   | Definition                                         |
| ------ | -------------------------------------------------- |
| Radial | A radial is always the bearing from the beacon |
| To     | Magnetic bearing to the beacon                 |
| From   | Magnetic bearing from the beacon               |
Radials and To/From
What is the Horizontal Situation Indicator (HSI)?
The Horizontal Situation Indicator or HSI, is the primary instrument used for navigation in Infinite Flight. It consists of the following elements:
Compass rose orientated with the current aircraft heading
Blue heading bug displaying the Autopilot FCU bugged heading
Single blue pointer to represent BRG (bearing) 1 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid
Double blue pointer to represent BRG (bearing) 2 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid
Course Deviation Indicator (CDI) made up of the Course Pointer and Lateral Deviation Bar - displayed in magenta for GPS, and light green for NAV 1 and NAV 2
HSI Elements
How to Set Up your Horizontal Situation Indicator (HSI)
Step 1
: Tune the VOR by tapping the VOR from your Map or Mini Map, selecting the VOR from the list displayed, and then tap "Set NAV 1 (or 2)"
Step 2
: Display the VOR by tapping "NAV" on the Fly Screen to show the Avionics tab, and ensure that either BRG 1 (or 2) have NAV 1 (or 2) displayed (dependent on which NAV you tuned the VOR to)
Step 3
: Lastly, within the Avionics tab, make sure to change the "SOURCE" to NAV 1 (or 2) as required, and then adjust the respective course (CRS 1 or 2) to the desired magnetic bearing that you want to fly
How to Navigate using a VOR
Step 1
: Prepare your flight plan by determining the direction of travel and any navigation aids (such as VORs) that could be used to assist with your route
Step 2
: Ensure that you have planned ahead by using our step by step guides to help you - tune and display the required VOR(s), change the CRS(s) to the desired magnetic bearing(s) that you wish to intercept, and then finally have SOURCE set to either NAV 1 (or 2 as required)
Tip
: You can only display the CDI for either NAV 1 or NAV 2, however you can still set up NAV 1 and NAV 2 with the same/different VOR(s) and/or CRS(s) to reduce your workload once airborne!
Step 3
: Next, look at where you are in relation to the VOR, use the bearing pointer on your HSI (blue) to help you. You can also use your Map and Mini Map
Step 4
: Plan how you are going to intercept the pre-set course and what you expect the indications to look like when approaching it
Tip
: We recommend a closing angle no greater than 45 degrees, however you may need to use less if you are close to the VOR otherwise you may overshoot during the intercept!
Step 5
: As you approach the intercept, the Lateral Deviation Bar of the CDI will come "alive", use this to help judge the turn onto your desired course
Tip
: The Lateral Deviation Bar can come "alive" pretty quickly, especially if you are close to the VOR - keep an eye on the blue bearing pointer, it will always show the current magnetic bearing to the beacon, use this to give you a heads up when you are getting close to the course you want to fly!
Example:
We have departed Athens (LGAV) off of Runway 03R, and are making a right downwind departure with the intention to intercept the 090 radial of the ATV VOR and use this to fly a magnetic bearing of 270 to the beacon.
VOR Example
Before departure we have tuned and displayed the ATV VOR (NAV 1 in this example), selected a CRS of 270 and ensured that the SOURCE is set to NAV 1.
Avionics Set-Up
Once we depart and make a right turn to head downwind, our heading will be 210, this is a 60 intercept so instead we have adjusted our heading to 240 degrees to give us a slightly shallower intercept as we are not far from the VOR.
Right Downwind
With a heading of 240 degrees, we can watch the blue bearing pointer (representing where the VOR is) start to move, as this gets closer to 270 I have started to anticipate when the turn will be required onto a heading of 270.
Adjusted Intercept Heading
As the Lateral Deviation Bar comes "alive" I begin the turn to fly the 270 magnetic bearing to the beacon.
CDI Alive
Once we are on this heading, we can adjust it to ensure that we are tracking on the 090 radial to the beacon (taking wind drift into account).
Heading 270
Tip
: Use the dashed green line on the HSI to help you understand the affect of wind drift when selecting an alternate heading
Tracking 090 Radial

VOR (VHF Omni-Directional Range) Navigation

<section id="ndb-(non-directional-beacon)-navigation">
<h1><a class="header-anchor" href="#ndb-(non-directional-beacon)-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> NDB (Non-Directional Beacon) Navigation</h1>
<section class="reference"></section>
<section id="what-is-an-ndb%3F">
<h2><a class="header-anchor" href="#what-is-an-ndb%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is an NDB?</h2>
<section class="reference">
<p>The Non-Directional Beacon, otherwise known as NDB; is a ground-based transmitter that emits radio signals and is identified with it's own frequency and a code (normally two or three letters). Aircraft equipped with an Automatic Direction Finder (ADF) can then interpret these signals and use them for navigation purposes. To use NDB's for navigation, you will need to <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">tune to the correct frequency</a>, and then <a href="/guide/getting-started/pilot-user-interface/navigation#displaying-an-adf-in-your-aircraft" class="documentation-content-link">display this in the cockpit</a>.</p>
</section>
</section>
<section id="what-is-the-horizontal-situation-indicator-(hsi)%3F">
<h2><a class="header-anchor" href="#what-is-the-horizontal-situation-indicator-(hsi)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is the Horizontal Situation Indicator (HSI)?</h2>
<section class="reference">
<p>The Horizontal Situation Indicator or HSI, is the primary instrument used for navigation in Infinite Flight. It consists of the following elements:</p>
<ul>
<li>Compass rose orientated with the current aircraft heading</li>
<li>Blue heading bug displaying the <a href="/guide/getting-started/pilot-user-interface/autopilot#autopilot" class="documentation-content-link">Autopilot FCU</a> bugged heading</li>
<li>Single blue pointer to represent BRG (bearing) 1 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid</li>
<li>Double blue pointer to represent BRG (bearing) 2 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid</li>
<li>Course Deviation Indicator (CDI) made up of the Course Pointer and Lateral Deviation Bar - displayed in magenta for GPS, and light green for NAV 1 and NAV 2</li>
</ul>
</section>
</section>
<section id="how-to-set-up-your-horizontal-situation-indicator-(hsi)">
<h2><a class="header-anchor" href="#how-to-set-up-your-horizontal-situation-indicator-(hsi)"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to Set Up your Horizontal Situation Indicator (HSI)</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd><a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">Tune the NDB</a> by tapping the NDB from your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">Map</a> or <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a>, selecting the NDB from the list displayed, and then tap &quot;Set ADF 1&quot;</dd>
<dt>Step 2</dt>
<dd><a href="/guide/getting-started/pilot-user-interface/navigation#displaying-an-adf-in-your-aircraft" class="documentation-content-link">Display the NDB</a> by tapping &quot;NAV&quot; on the Fly Screen to show the Avionics tab, and ensure that either BRG 1 (or 2) have ADF displayed</dd>
</dl>
</section>
</section>
<section id="how-to-navigate-using-an-ndb">
<h2><a class="header-anchor" href="#how-to-navigate-using-an-ndb"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to Navigate using an NDB</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>Prepare your flight plan by determining the direction of travel and any navigation aids (such as NDBs) that could be used to assist with your route</dd>
<dt>Step 2</dt>
<dd>Ensure that you have planned ahead by using our step by step guides to help you - <a href="/guide/getting-started/pilot-user-interface/navigation#tuning-to-a-vor-or-adf" class="documentation-content-link">tune</a> and <a href="/guide/getting-started/pilot-user-interface/navigation#displaying-an-adf-in-your-aircraft" class="documentation-content-link">display</a> the required NDB</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>You can only display the CDI for NAV 1 (or 2) and GPS, it is not available for ADF</dd>
</dl>
<dl>
<dt>Step 3</dt>
<dd>Next, look at where you are in relation to the NDB, use the bearing pointer on your HSI (blue) to help you. You can also use your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">Map</a> and <a href="/guide/getting-started/pilot-user-interface/flight-planning#mini-map" class="documentation-content-link">Mini Map</a></dd>
<dt>Step 4</dt>
<dd>Plan how you are going to intercept the radial and what you expect the indications to look like when approaching it</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>A good rule of thumb is to look at the difference between the current and desired bearings to/from the beacon, and turn twice the difference to get established, check out the example below!</dd>
</dl>
<dl>
<dt>Step 5</dt>
<dd>To intercept a specific radial, imagine that the NDB is at the &quot;head&quot; of the blue bearing pointer (arrow) and that the aircraft is at the &quot;tail&quot; of the blue bearing pointer. If you are navigating &quot;to&quot; the beacon, you need to &quot;pull&quot; the tail of the blue bearing pointer round to the new position by turning towards the tail, the head will begin to &quot;fall&quot; away and when it is close to the desired bearing to the beacon that you want to fly, you can turn back to that bearing. If you are navigating &quot;from&quot; the beacon, you will need to &quot;push&quot; the head of the blue bearing pointer by turning away from the &quot;tail&quot;. The head will begin to &quot;fall&quot; away and &quot;pull&quot; the tail round, when it is close to the desired bearing from the beacon that you want to fly, you can turn back to that bearing.</dd>
</dl>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>To/From</th>
<th>Direction of Turn</th>
<th>Result</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="To/From">To the Beacon</td>
<td data-label="Direction of Turn">Towards the tail</td>
<td data-label="Result">Head will &quot;fall&quot; round to the desired bearing</td>
</tr>
<tr>
<td data-label="To/From">From the Beacon</td>
<td data-label="Direction of Turn">Away from the tail</td>
<td data-label="Result">Tail will &quot;pull&quot; round to the desired bearing</td>
</tr>
</tbody>
</table>
<p><strong>Example:</strong></p>
<p>We are flying just south of PHNY towards the Lanai (LLD) NDB on a heading of 360 degrees. The LLD NDB has been tuned to ADF 1, and then displayed on BRG (bearing) 1. Today, we have planned to fly a bearing of 360 to the beacon (180 radial) however, in the below image you can see that the actual bearing to the beacon is 350 (or the 170 radial).</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/170-radial.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/170-radial@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/170-radial@3x.jpg 3x" alt="170 Radial" class="documentation-image-lightbox-link" >
          <figcaption>170 Radial</figcaption>
        </figure>
      </p>
<p>If we were to just turn towards the beacon (heading 350 degrees), we would never establish ourselves on the 180 radial; instead, we would just maintain the 170 radial that we are currently on. To fly the 180 radial, we need to determine the difference between the &quot;desired&quot; and &quot;current&quot; bearings to the beacon - in this example, the difference is 10 degrees. To intercept the desired radial we recommend doubling the bearing error (as a rule of thumb) - so in this case, we need to turn 20 degrees.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/heading-340.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/heading-340@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/heading-340@3x.jpg 3x" alt="Heading 340" class="documentation-image-lightbox-link" >
          <figcaption>Heading 340</figcaption>
        </figure>
      </p>
<p>In the image above, you can see we have changed the aircraft heading from 360 to 340 degrees by turning towards the &quot;tail&quot;. The current bearing to the beacon is still 350 but now that we have changed our heading, the head (arrow) of the blue bearing pointer will begin to &quot;fall&quot; away and as it approaches a bearing of 360 to the beacon, we can then start to turn right again to a heading of 360.</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/180-radial.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/180-radial@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/180-radial@3x.jpg 3x" alt="180 Radial" class="documentation-image-lightbox-link" >
          <figcaption>180 Radial</figcaption>
        </figure>
      </p>
<p>Once on the desired bearing, we can then monitor the blue bearing pointer and adjust out heading to take into account wind (ensuring that we are tracking the correct radial).</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/frames/tracking-180-radial.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/frames/tracking-180-radial@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/frames/tracking-180-radial@3x.jpg 3x" alt="Tracking 180 Radial" class="documentation-image-lightbox-link" >
          <figcaption>Tracking 180 Radial</figcaption>
        </figure>
      </p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Use the dashed green line on the HSI to help you understand the affect of wind drift when selecting an alternate heading</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>


NDB (Non-Directional Beacon) Navigation
What is an NDB?
The Non-Directional Beacon, otherwise known as NDB; is a ground-based transmitter that emits radio signals and is identified with it's own frequency and a code (normally two or three letters). Aircraft equipped with an Automatic Direction Finder (ADF) can then interpret these signals and use them for navigation purposes. To use NDB's for navigation, you will need to tune to the correct frequency, and then display this in the cockpit.
What is the Horizontal Situation Indicator (HSI)?
The Horizontal Situation Indicator or HSI, is the primary instrument used for navigation in Infinite Flight. It consists of the following elements:
Compass rose orientated with the current aircraft heading
Blue heading bug displaying the Autopilot FCU bugged heading
Single blue pointer to represent BRG (bearing) 1 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid
Double blue pointer to represent BRG (bearing) 2 - when tuned to a navigation source (ILS, VOR or NDB) it will point to the navigation aid
Course Deviation Indicator (CDI) made up of the Course Pointer and Lateral Deviation Bar - displayed in magenta for GPS, and light green for NAV 1 and NAV 2
How to Set Up your Horizontal Situation Indicator (HSI)
Step 1
: Tune the NDB by tapping the NDB from your Map or Mini Map, selecting the NDB from the list displayed, and then tap "Set ADF 1"
Step 2
: Display the NDB by tapping "NAV" on the Fly Screen to show the Avionics tab, and ensure that either BRG 1 (or 2) have ADF displayed
How to Navigate using an NDB
Step 1
: Prepare your flight plan by determining the direction of travel and any navigation aids (such as NDBs) that could be used to assist with your route
Step 2
: Ensure that you have planned ahead by using our step by step guides to help you - tune and display the required NDB
Tip
: You can only display the CDI for NAV 1 (or 2) and GPS, it is not available for ADF
Step 3
: Next, look at where you are in relation to the NDB, use the bearing pointer on your HSI (blue) to help you. You can also use your Map and Mini Map
Step 4
: Plan how you are going to intercept the radial and what you expect the indications to look like when approaching it
Tip
: A good rule of thumb is to look at the difference between the current and desired bearings to/from the beacon, and turn twice the difference to get established, check out the example below!
Step 5
: To intercept a specific radial, imagine that the NDB is at the "head" of the blue bearing pointer (arrow) and that the aircraft is at the "tail" of the blue bearing pointer. If you are navigating "to" the beacon, you need to "pull" the tail of the blue bearing pointer round to the new position by turning towards the tail, the head will begin to "fall" away and when it is close to the desired bearing to the beacon that you want to fly, you can turn back to that bearing. If you are navigating "from" the beacon, you will need to "push" the head of the blue bearing pointer by turning away from the "tail". The head will begin to "fall" away and "pull" the tail round, when it is close to the desired bearing from the beacon that you want to fly, you can turn back to that bearing.
| To/From         | Direction of Turn  | Result                                        |
| --------------- | ------------------ | --------------------------------------------- |
| To the Beacon   | Towards the tail   | Head will "fall" round to the desired bearing |
| From the Beacon | Away from the tail | Tail will "pull" round to the desired bearing |
Example:
We are flying just south of PHNY towards the Lanai (LLD) NDB on a heading of 360 degrees. The LLD NDB has been tuned to ADF 1, and then displayed on BRG (bearing) 1. Today, we have planned to fly a bearing of 360 to the beacon (180 radial) however, in the below image you can see that the actual bearing to the beacon is 350 (or the 170 radial).
170 Radial
If we were to just turn towards the beacon (heading 350 degrees), we would never establish ourselves on the 180 radial; instead, we would just maintain the 170 radial that we are currently on. To fly the 180 radial, we need to determine the difference between the "desired" and "current" bearings to the beacon - in this example, the difference is 10 degrees. To intercept the desired radial we recommend doubling the bearing error (as a rule of thumb) - so in this case, we need to turn 20 degrees.
Heading 340
In the image above, you can see we have changed the aircraft heading from 360 to 340 degrees by turning towards the "tail". The current bearing to the beacon is still 350 but now that we have changed our heading, the head (arrow) of the blue bearing pointer will begin to "fall" away and as it approaches a bearing of 360 to the beacon, we can then start to turn right again to a heading of 360.
180 Radial
Once on the desired bearing, we can then monitor the blue bearing pointer and adjust out heading to take into account wind (ensuring that we are tracking the correct radial).
Tracking 180 Radial
Tip
: Use the dashed green line on the HSI to help you understand the affect of wind drift when selecting an alternate heading

NDB (Non-Directional Beacon) Navigation

<section id="oceanic-flying">
<h1><a class="header-anchor" href="#oceanic-flying"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Oceanic Flying</h1>
<section class="reference">
<p><div class="embed-responsive embed-responsive-16by9"><iframe class="embed-responsive-item vimeo-player" type="text/html" width="500" height="281" src="https://player.vimeo.com/video/430134138" frameborder="0" allow="autoplay; fullscreen" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe></div></p>
</section>
<section id="what-is-oceanic-flying%3F">
<h2><a class="header-anchor" href="#what-is-oceanic-flying%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is Oceanic Flying?</h2>
<section class="reference">
<p>Oceanic Flying is exactly that, flying across large stretches of ocean to connect continents.  It is unique in that it often involves flying for considerable lengths of time with limited radar coverage, and with limited options for diversions.</p>
</section>
</section>
<section id="what-is-an-organized-track-system-(ots)%3F">
<h2><a class="header-anchor" href="#what-is-an-organized-track-system-(ots)%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What is an Organized Track System (OTS)?</h2>
<section class="reference">
<p>An Organized Track System (OTS) is often used whilst flying these stretches of airspace. They are a set of predetermined routes that are updated regularly to help optimize traffic flow and satisfy separation requirements.</p>
<p>The North Atlantic (NAT) Tracks, also known as the North Atlantic Organized Track System (NAT-OTS), is an example of these structured flight routes. As the principle is the same for other OTSs, only the NAT Tracks are covered in this guide.</p>
<p>The NAT Tracks cover a vast area, laterally it includes multiple Control Areas (CTAs) that stretch from the northeast of North America, all the way to western Europe. And vertically, a band of airspace between FL285 and FL420*.</p>
<p>*<em>Note that FL290 and FL410 are the last usable flight levels that can be assigned to an aircraft operating within this band of airspace</em></p>
</section>
</section>
<section id="how-do-the-nat-tracks-work%3F">
<h2><a class="header-anchor" href="#how-do-the-nat-tracks-work%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do the NAT Tracks work?</h2>
<section class="reference">
<p>Due to the large horizontal separation criteria, and limited height band; the airspace can be very congested and therefore the OTS is constructed to accommodate as many flights as possible with two major alternating flows:</p>
<ul>
<li>a westbound flow departing Europe in the morning</li>
<li>an eastbound flow departing North America in the evening</li>
</ul>
<p>As well as this, due to weather patterns (including the presence of jet streams); the NAT Tracks are aligned to minimize any headwinds and to maximize tailwinds. This results in much more efficiency by reducing fuel burn and flight time. But for this to be possible, the routes are updated twice daily to take into account the shifting winds aloft and the principal traffic flow.</p>
</section>
</section>
<section id="what-do-the-nat-track-labels-mean%3F">
<h2><a class="header-anchor" href="#what-do-the-nat-track-labels-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What do the NAT Track labels mean?</h2>
<section class="reference">
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/pilot-oceanic-flying.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/pilot-oceanic-flying@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/pilot-oceanic-flying@3x.jpg 3x" alt="Oceanic Flying" class="documentation-image-lightbox-link" >
          <figcaption>Oceanic Flying</figcaption>
        </figure>
      </p>
<p>In the westbound daytime system, the track most northerly, at its point of origin, is designated Track A (Alpha). The next most northerly track is designated as Track B (Bravo), this is then repeated as tracks move more southerly.</p>
<p>The opposite is true in the eastbound nighttime system. The most southerly track, at its point of origin, is designated Track Z (Zulu). The next most southerly track, as Track Y (Yankee); and so on.</p>
</section>
</section>
<section id="how-do-i-fly-a-nat-track%3F">
<h2><a class="header-anchor" href="#how-do-i-fly-a-nat-track%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How do I fly a NAT Track?</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>
<p>Before departure, decide on the best NAT Track to use based on your destination, the aircraft weight (which will determine your <a href="/guide/flying-guide/take-off-to-cruise/step-climbs-and-cruising-altitudes#step-climbs-and-cruising-altitudes" class="documentation-content-link">initial cruising altitude</a>) and the prevailing winds (there are loads of online tools that you can use to help with this)</p>
</dd>
<dt>Step 2</dt>
<dd>
<p><a href="/guide/getting-started/pilot-user-interface/flight-planning#selecting-departure%2C-arrival-and-approach-procedures" class="documentation-content-link">Load your departure</a> and then <a href="/guide/getting-started/pilot-user-interface/flight-planning#flight-planning" class="documentation-content-link">add a series of waypoints</a> that will take you close to the start of the track you wish to use</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>From the map, tap the desired track and select the + icon to insert it into your flight plan. Much like an instrument procedure, a track in it’s entirety will display a green bracket</p>
</dd>
<dt>Step 4</dt>
<dd>
<p>Once airborne (and provided you have been given permission to change frequency), you only need to <a href="/guide/atc-manual/6.-radar/6.4-departure-check-in#6.4-departure-%2F-check-in" class="documentation-content-link">Check In</a> with Departure or Center (if ATC is active). You will be expected to continue following your flight plan and they will only vector you if required</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>You do not need to stay with your device for the whole flight, but we do recommend you stay until you have reached your initial cruising altitude as a minimum. This allows ATC to provide de-confliction if required and also prevents system violations due to things like the Autopilot disconnecting (e.g. flying above your optimum cruising altitude when you are too heavy). By actively monitoring critical stages of flight, you will be able to avoid these issues!</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>


Oceanic Flying
@vimeo
What is Oceanic Flying?
Oceanic Flying is exactly that, flying across large stretches of ocean to connect continents.  It is unique in that it often involves flying for considerable lengths of time with limited radar coverage, and with limited options for diversions.
What is an Organized Track System (OTS)?
An Organized Track System (OTS) is often used whilst flying these stretches of airspace. They are a set of predetermined routes that are updated regularly to help optimize traffic flow and satisfy separation requirements.
The North Atlantic (NAT) Tracks, also known as the North Atlantic Organized Track System (NAT-OTS), is an example of these structured flight routes. As the principle is the same for other OTSs, only the NAT Tracks are covered in this guide.
The NAT Tracks cover a vast area, laterally it includes multiple Control Areas (CTAs) that stretch from the northeast of North America, all the way to western Europe. And vertically, a band of airspace between FL285 and FL420*.
*Note that FL290 and FL410 are the last usable flight levels that can be assigned to an aircraft operating within this band of airspace
How do the NAT Tracks work?
Due to the large horizontal separation criteria, and limited height band; the airspace can be very congested and therefore the OTS is constructed to accommodate as many flights as possible with two major alternating flows:
a westbound flow departing Europe in the morning
an eastbound flow departing North America in the evening
As well as this, due to weather patterns (including the presence of jet streams); the NAT Tracks are aligned to minimize any headwinds and to maximize tailwinds. This results in much more efficiency by reducing fuel burn and flight time. But for this to be possible, the routes are updated twice daily to take into account the shifting winds aloft and the principal traffic flow.
What do the NAT Track labels mean?
Oceanic Flying
In the westbound daytime system, the track most northerly, at its point of origin, is designated Track A (Alpha). The next most northerly track is designated as Track B (Bravo), this is then repeated as tracks move more southerly.
The opposite is true in the eastbound nighttime system. The most southerly track, at its point of origin, is designated Track Z (Zulu). The next most southerly track, as Track Y (Yankee); and so on.
How do I fly a NAT Track?
Step 1
: Before departure, decide on the best NAT Track to use based on your destination, the aircraft weight (which will determine your initial cruising altitude) and the prevailing winds (there are loads of online tools that you can use to help with this)
Step 2
: Load your departure and then add a series of waypoints that will take you close to the start of the track you wish to use
Step 3
: From the map, tap the desired track and select the + icon to insert it into your flight plan. Much like an instrument procedure, a track in it’s entirety will display a green bracket
Step 4
: Once airborne (and provided you have been given permission to change frequency), you only need to Check In with Departure or Center (if ATC is active). You will be expected to continue following your flight plan and they will only vector you if required
Tip
: You do not need to stay with your device for the whole flight, but we do recommend you stay until you have reached your initial cruising altitude as a minimum. This allows ATC to provide de-confliction if required and also prevents system violations due to things like the Autopilot disconnecting (e.g. flying above your optimum cruising altitude when you are too heavy). By actively monitoring critical stages of flight, you will be able to avoid these issues!

Oceanic Flying

<section id="visual-flight-rules-(vfr)-en-route-navigation">
<h1><a class="header-anchor" href="#visual-flight-rules-(vfr)-en-route-navigation"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Visual Flight Rules (VFR) En-Route Navigation</h1>
<section class="reference"></section>
<section id="what-does-visual-flight-rules-(vfr)-mean%3F">
<h2><a class="header-anchor" href="#what-does-visual-flight-rules-(vfr)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Visual Flight Rules (VFR) mean?</h2>
<section class="reference">
<p>Visual Flight Rules (VFR) are a set of regulations that must be followed by pilots when operating an aircraft visually; and specifically, in Visual Meteorological Conditions (VMC).</p>
<p>Flights conducted under VFR can only be operated if the weather conditions are suitable. This means the pilot must be able to:</p>
<ul>
<li>navigate visually</li>
<li>and 'see &amp; avoid' obstacles such as terrain and other aircraft</li>
</ul>
</section>
</section>
<section id="what-does-visual-meteorological-conditions-(vmc)-mean%3F">
<h2><a class="header-anchor" href="#what-does-visual-meteorological-conditions-(vmc)-mean%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What does Visual Meteorological Conditions (VMC) mean?</h2>
<section class="reference">
<p>Visual Meteorological Conditions (VMC) are a set of weather minima that are required for VFR flights to take place.</p>
<p>The specific minima varies by country and by the type of airspace being flown in. However, for the purposes of Infinite Flight, VMC is said to exist when the visibility is 3 statute miles (approximately 5000 meters) or more. Therefore, when these conditions exist, VFR flight and pattern work will be allowed by ATC (terrain and traffic permitting).</p>
<p>Take note that IFR (Instrument Flight Rules) aircraft can fly in IMC (Instrument Meteorological Conditions) or VMC, but VFR aircraft can only fly in VMC.</p>
</section>
</section>
<section id="airspace">
<h2><a class="header-anchor" href="#airspace"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Airspace</h2>
<section class="reference">
<p>Controller airspace is defined by it's vertical jurisdiction, lateral boundaries and frequency range for the facility being operated. For the purposes of Infinite Flight, below is a summary for each Controller position:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Position</th>
<th>Vertical Jurisdiction</th>
<th>Lateral Boundary</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Position">Tower</td>
<td data-label="Vertical Jurisdiction">SFC - 5000ft AAL</td>
<td data-label="Lateral Boundary">Most immediate ring/boundary surrounding the airport</td>
</tr>
<tr>
<td data-label="Position">Departure/Approach</td>
<td data-label="Vertical Jurisdiction">SFC - 18,000ft/FL180</td>
<td data-label="Lateral Boundary">50nm</td>
</tr>
<tr>
<td data-label="Position">Center</td>
<td data-label="Vertical Jurisdiction">SFC - 60,000ft/FL600</td>
<td data-label="Lateral Boundary">White boundaries</td>
</tr>
</tbody>
</table>
<p>Note: Airspace parameters and ATC jurisdictions may be altered with the use of NOTAMs and/or TFRs during special events</p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/atc-airspace-layout@3x.jpg 3x" alt="Image 5.1.1.1 - Airspace layout" class="documentation-image-lightbox-link" >
          <figcaption>Image 5.1.1.1 - Airspace layout</figcaption>
        </figure>
      </p>
<p>The different types of airspace displayed on your <a href="/guide/getting-started/pilot-user-interface/flight-planning#map" class="documentation-content-link">map and mini map</a> are defined using a color code, and these are shown in the following table <strong class="red">for information only</strong>:</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Airspace Type</th>
<th>Color Code</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Airspace Type">Class B</td>
<td data-label="Color Code">Blue</td>
</tr>
<tr>
<td data-label="Airspace Type">Class C</td>
<td data-label="Color Code">Magenta</td>
</tr>
<tr>
<td data-label="Airspace Type">Class D</td>
<td data-label="Color Code">Light Blue</td>
</tr>
<tr>
<td data-label="Airspace Type">Terminal Control Area</td>
<td data-label="Color Code">Light Green</td>
</tr>
<tr>
<td data-label="Airspace Type">Flight Information Region (FIR)</td>
<td data-label="Color Code">White</td>
</tr>
</tbody>
</table>
</section>
</section>
<section id="right-of-way">
<h2><a class="header-anchor" href="#right-of-way"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Right of Way</h2>
<section class="reference">
<p>All aircraft, but in particular, VFR traffic; must be operated under a 'see and avoid' mentality. The main principle is that the aircraft that does not have right of way, must take corrective action, usually in the form of a right turn.</p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>If you have the right of way; maintain altitude, heading and speed (unless collision avoidance is required)</p>
</dd>
</dl>
</dl>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Right of Way</th>
<th>Rule</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Right of Way">Converging Traffic</td>
<td data-label="Rule">If aircraft are converging at approximately the same altitude, the aircraft on the other's right, has the right of way</td>
</tr>
<tr>
<td data-label="Right of Way">Approaching Head On</td>
<td data-label="Rule">Niether aircraft has right of way and therefore, both must turn right to avoid</td>
</tr>
<tr>
<td data-label="Right of Way">Overtaking an aircraft</td>
<td data-label="Rule">The aircraft being overtaken has right of way, the aircraft overtaking, must overtake on the right</td>
</tr>
<tr>
<td data-label="Right of Way">Landing</td>
<td data-label="Rule">Aircraft landing or on final approach have right of way over all other aircraft*. When two or more aircraft are approaching an airport, the aircraft at the lower altitude has the right of way**</td>
</tr>
</tbody>
</table>
<p>*<em>Aircraft are not allowed to take advantage of this rule in order to force another aircraft off the runway that has already landed</em></p>
<p>**<em>Aircraft are not allowed to take advantage of this rule in order to cut in front of landing traffic. In addition, when active ATC is present, their sequencing superceeds this rule</em></p>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Remember, if the aircraft is on your right, it has the right of way!</p>
</dd>
</dl>
</section>
</section>
</dl>
</section>
<section id="vfr-en-route-procedures">
<h2><a class="header-anchor" href="#vfr-en-route-procedures"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> VFR En-Route Procedures</h2>
<section class="reference">
<dl>
<dt>Step 1</dt>
<dd>
<p>A flight plan is not required but if you have one then you can use this to help you navigate</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p><a href="/guide/getting-started/home-user-interface/settings#foreflight" class="documentation-content-link">ForeFlight</a> is a great tool for flight planning, make sure to give it a go!</p>
</dd>
</dl>
<dl>
<dt>Step 2</dt>
<dd>
<p>Use visual markers to help you such as terrain, coastlines, islands etc.</p>
</dd>
<dt>Step 3</dt>
<dd>
<p>Make sure to modify your <a href="/guide/flying-guide/take-off-to-cruise/step-climbs-and-cruising-altitudes#ifr%2Fvfr-semi-circular-rules" class="documentation-content-link">cruising altitude</a> to satisfy terrain clearance and VFR Semi-Circular rules</p>
</dd>
<dt>Step 4</dt>
<dd>
<p>If you are approaching controlled airspace, make sure to tune in and listen out for other traffic</p>
</dd>
<dt>Step 5</dt>
<dd>
<p>If it is a Radar Controller, you can <a href="/guide/flying-guide/atc-communication/take-off-and-departure#departure-communication-summary" class="documentation-content-link">Check In</a> or request a <a href="/guide/atc-manual/6.-radar/6.5-flight-following#6.5-flight-following" class="documentation-content-link">VFR Flight Following</a> (although the latter is recommended if you specifically want to fly VFR - if you have a flight plan, Controllers may think you are asking for an IFR Flight Following when checking in). If it is a Tower Controller, you need to <a href="/guide/flying-guide/atc-communication/take-off-and-departure#pilot-to-tower-controller-communication-tables" class="documentation-content-link">request a transition</a> to transit through their airspace</p>
</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>If the airspace is uncontrolled, try tuning into the closest Unicom frequency to listen out for other traffic nearby. You can also send traffic advisories, or request them if you want more information for a particular airport</p>
</dd>
</dl>
</dl>
</section>
</section>


Visual Flight Rules (VFR) En-Route Navigation
What does Visual Flight Rules (VFR) mean?
Visual Flight Rules (VFR) are a set of regulations that must be followed by pilots when operating an aircraft visually; and specifically, in Visual Meteorological Conditions (VMC).
Flights conducted under VFR can only be operated if the weather conditions are suitable. This means the pilot must be able to:
navigate visually
and 'see & avoid' obstacles such as terrain and other aircraft
What does Visual Meteorological Conditions (VMC) mean?
Visual Meteorological Conditions (VMC) are a set of weather minima that are required for VFR flights to take place.
The specific minima varies by country and by the type of airspace being flown in. However, for the purposes of Infinite Flight, VMC is said to exist when the visibility is 3 statute miles (approximately 5000 meters) or more. Therefore, when these conditions exist, VFR flight and pattern work will be allowed by ATC (terrain and traffic permitting).
Take note that IFR (Instrument Flight Rules) aircraft can fly in IMC (Instrument Meteorological Conditions) or VMC, but VFR aircraft can only fly in VMC.
Airspace
Controller airspace is defined by it's vertical jurisdiction, lateral boundaries and frequency range for the facility being operated. For the purposes of Infinite Flight, below is a summary for each Controller position:
| Position           | Vertical Jurisdiction | Lateral Boundary                                     |
| ------------------ | --------------------- | ---------------------------------------------------- |
| Tower              | SFC - 5000ft AAL      | Most immediate ring/boundary surrounding the airport |
| Departure/Approach | SFC - 18,000ft/FL180  | 50nm                                                 |
| Center             | SFC - 60,000ft/FL600  | White boundaries                                     |
Note: Airspace parameters and ATC jurisdictions may be altered with the use of NOTAMs and/or TFRs during special events
Image 5.1.1.1 - Airspace layout
The different types of airspace displayed on your map and mini map are defined using a color code, and these are shown in the following table for information only{.red}:
| Airspace Type                   | Color Code  |
| ------------------------------- | ----------- |
| Class B                         | Blue        |
| Class C                         | Magenta     |
| Class D                         | Light Blue  |
| Terminal Control Area           | Light Green |
| Flight Information Region (FIR) | White       |
Right of Way
All aircraft, but in particular, VFR traffic; must be operated under a 'see and avoid' mentality. The main principle is that the aircraft that does not have right of way, must take corrective action, usually in the form of a right turn.
Tip
: If you have the right of way; maintain altitude, heading and speed (unless collision avoidance is required)
| Right of Way           | Rule                                                         |
| ---------------------- | ------------------------------------------------------------ |
| Converging Traffic     | If aircraft are converging at approximately the same altitude, the aircraft on the other's right, has the right of way |
| Approaching Head On    | Niether aircraft has right of way and therefore, both must turn right to avoid |
| Overtaking an aircraft | The aircraft being overtaken has right of way, the aircraft overtaking, must overtake on the right |
| Landing                | Aircraft landing or on final approach have right of way over all other aircraft. When two or more aircraft are approaching an airport, the aircraft at the lower altitude has the right of way* |
*Aircraft are not allowed to take advantage of this rule in order to force another aircraft off the runway that has already landed
Aircraft are not allowed to take advantage of this rule in order to cut in front of landing traffic. In addition, when active ATC is present, their sequencing superceeds this rule
Tip
: Remember, if the aircraft is on your right, it has the right of way!
VFR En-Route Procedures
Step 1
: A flight plan is not required but if you have one then you can use this to help you navigate
Tip
: ForeFlight is a great tool for flight planning, make sure to give it a go!
Step 2
: Use visual markers to help you such as terrain, coastlines, islands etc.
Step 3
: Make sure to modify your cruising altitude to satisfy terrain clearance and VFR Semi-Circular rules
Step 4
: If you are approaching controlled airspace, make sure to tune in and listen out for other traffic
Step 5
: If it is a Radar Controller, you can Check In or request a VFR Flight Following (although the latter is recommended if you specifically want to fly VFR - if you have a flight plan, Controllers may think you are asking for an IFR Flight Following when checking in). If it is a Tower Controller, you need to request a transition to transit through their airspace
Tip
: If the airspace is uncontrolled, try tuning into the closest Unicom frequency to listen out for other traffic nearby. You can also send traffic advisories, or request them if you want more information for a particular airport

Visual Flight Rules (VFR) En-Route Navigation

<section id="step-climbs-and-cruising-altitudes">
<h1><a class="header-anchor" href="#step-climbs-and-cruising-altitudes"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> Step Climbs and Cruising Altitudes</h1>
<section class="reference"></section>
<section id="what-are-step-climbs%3F">
<h2><a class="header-anchor" href="#what-are-step-climbs%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What are Step Climbs?</h2>
<section class="reference">
<p>Generally speaking, as aircraft get higher, they will be more fuel efficient (not taking into account environmental factors, weight or aircraft design specifications). The problem is that when you're heavy you might not be able to get up there straight away, so instead we need to fly as close as possible to the 'Optimum Altitude' (the most efficient altitude to fly at, taking into account all of above factors) - and ultimately, this will increase aircraft range.</p>
<p>This is where step climbing comes in and is a technique used to assist an aircraft in flying as close as possible to the optimum altitude. Initially the altitude might be quite low; but as the flight progresses and fuel is subsequently used, the aircraft will eventually lose enough weight to be able to 'step' to the next altitude. Dependent on the length of flight, multiple step climbs could be initiated over the course of the flight.</p>
<p>There are two main techniques used for step climbing:</p>
<p><strong>Technique 1</strong></p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/step-climb-technique-1.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/step-climb-technique-1@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/step-climb-technique-1@3x.jpg 3x" alt="Step Climb Technique 1" class="documentation-image-lightbox-link" >
          <figcaption>Step Climb Technique 1</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 1</dt>
<dd>Maintain your initial cruising altitude, the optimum altitude will increase as you get lighter. Wait until the difference is approximately 2000ft</dd>
<dt>Step 2</dt>
<dd>At this point, initiate a climb until the aircraft is cruising at the same difference in altitude, but above the optimum altitude (in this example 2000ft)</dd>
<dt>Step 3</dt>
<dd>Maintain this altitude until you are again below the optimum altitude by the predetermined value, then repeat</dd>
</dl>
<p><strong>Technique 2</strong></p>
<p>
      <figure>
          <img src="https://webcdn.infiniteflight.com/guide/manual/graphics/step-climb-technique-2.jpg" srcset="https://webcdn.infiniteflight.com/guide/manual/graphics/step-climb-technique-2@2x.jpg 2x, https://webcdn.infiniteflight.com/guide/manual/graphics/step-climb-technique-2@3x.jpg 3x" alt="Step Climb Technique 2" class="documentation-image-lightbox-link" >
          <figcaption>Step Climb Technique 2</figcaption>
        </figure>
      </p>
<dl>
<dt>Step 1</dt>
<dd>Maintain your initial cruising altitude, the optimum altitude will increase as you get lighter. Wait until the difference is approximately 2000ft</dd>
<dt>Step 2</dt>
<dd>At this point, initiate a climb until the aircraft reaches the optimum altitude</dd>
<dt>Step 3</dt>
<dd>Maintain this altitude until you are again below the optimum altitude by the predetermined value, then repeat</dd>
</dl>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>If you are operating close to the aircraft limits in terms of environmental factors, weight or aircraft design specifications, then Technique 1 may not be possible as some aircraft struggle above their optimum altitude. Therefore, Technique 2 may need to be adopted in this case.</dd>
</dl>
<dl></dl>
</section>
</section>
<section id="how-to-plan-step-climbs">
<h2><a class="header-anchor" href="#how-to-plan-step-climbs"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> How to plan Step Climbs</h2>
<section class="reference">
<p>There is currently no way to determine optimum altitude within Infinite Flight; however, to help you with planning, we recommend the following:</p>
<ul>
<li>If you are departing at, or close to your Maximum Take-Off Weight (MTOW), do not climb up to your final cruising altitude straight away. Use flight planning tools to plan the altitudes you will step climb to during the course of your flight</li>
<li>Refer to Cruising Altitudes if you are unsure what altitude you should be flying at based on your direction of travel</li>
<li>If you find the aircraft is stalling, has an unusual pitch attitude, or you’re unable to maintain the altitude - you’re probably too heavy to be there! You will need to descend to a lower altitude, use more fuel and then try climbing later on in the flight when your weight is lower</li>
<li>Only take the fuel required for the flight. Don’t load 100% fuel if you don’t need it as this will only restrict how high you can cruise</li>
</ul>
<dl class="tip">
<dt>
<i class="lightbulb icon big"></i>
</dt>
<dd>
<p>Still having issues or find that the aircraft is at a higher than normal engine power setting? Try dropping down 2000ft to the next available altitude for your direction of travel to see if this helps</p>
</dd>
</dl>
</dl>
</section>
</section>
</section>
<section id="what-are-cruising-altitudes%3F">
<h2><a class="header-anchor" href="#what-are-cruising-altitudes%3F"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> What are Cruising Altitudes?</h2>
<section class="reference">
<p>A cruising altitude is the en-route phase of flight where an aircraft usually spends the majority of any flight. The altitude can vary due to a variety of factors including:</p>
<ul>
<li>Direction of flight (what heading)</li>
<li>Length of flight (short flights will tend to cruise lower)</li>
<li>Airspace or airway restrictions</li>
<li>Traffic</li>
<li>Technical defects</li>
</ul>
</section>
</section>
<section id="ifr%2Fvfr-semi-circular-rules">
<h2><a class="header-anchor" href="#ifr%2Fvfr-semi-circular-rules"><svg class="permalink" viewBox="0 0 16 16" version="1.1" width="16" height="16" aria-hidden="true"><path fill-rule="evenodd" d="M4 9h1v1H4c-1.5 0-3-1.69-3-3.5S2.55 3 4 3h4c1.45 0 3 1.69 3 3.5 0 1.41-.91 2.72-2 3.25V8.59c.58-.45 1-1.27 1-2.09C10 5.22 8.98 4 8 4H4c-.98 0-2 1.22-2 2.5S3 9 4 9zm9-3h-1v1h1c1 0 2 1.22 2 2.5S13.98 12 13 12H9c-.98 0-2-1.22-2-2.5 0-.83.42-1.64 1-2.09V6.25c-1.09.53-2 1.84-2 3.25C6 11.31 7.55 13 9 13h4c1.45 0 3-1.69 3-3.5S14.5 6 13 6z"></path></svg></a> IFR/VFR Semi-Circular Rules</h2>
<section class="reference">
<p>Although the cruising altitude may vary dependent on some or all of the factors listed above, by convention, the following rules are observed:</p>
<p><strong>IFR</strong> - Assuming you are in RVSM airspace</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Heading</th>
<th>Level</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Heading">360 - 179 degrees</td>
<td data-label="Level">ODD (e.g. FL330, FL350, FL370 etc)</td>
</tr>
<tr>
<td data-label="Heading">180 - 359 degrees</td>
<td data-label="Level">EVEN (e.g. FL320, FL340, FL360 etc)</td>
</tr>
</tbody>
</table>
<p><strong>VFR</strong> - Odd or even levels with an extra 500ft added to all levels</p>
<table class="ui fixed table definition unstackable documentation-table">
<thead>
<tr>
<th>Heading</th>
<th>Level</th>
</tr>
</thead>
<tbody>
<tr>
<td data-label="Heading">360 - 179 degrees</td>
<td data-label="Level">ODD (e.g. 1500, 3500, 5500, etc)</td>
</tr>
<tr>
<td data-label="Heading">180 - 359 degrees</td>
<td data-label="Level">EVEN (e.g. 2500, 4500, 6500, etc)</td>
</tr>
</tbody>
</table>
</section>
</section>


Step Climbs and Cruising Altitudes
What are Step Climbs?
Generally speaking, as aircraft get higher, they will be more fuel efficient (not taking into account environmental factors, weight or aircraft design specifications). The problem is that when you're heavy you might not be able to get up there straight away, so instead we need to fly as close as possible to the 'Optimum Altitude' (the most efficient altitude to fly at, taking into account all of above factors) - and ultimately, this will increase aircraft range.
This is where step climbing comes in and is a technique used to assist an aircraft in flying as close as possible to the optimum altitude. Initially the altitude might be quite low; but as the flight progresses and fuel is subsequently used, the aircraft will eventually lose enough weight to be able to 'step' to the next altitude. Dependent on the length of flight, multiple step climbs could be initiated over the course of the flight.
There are two main techniques used for step climbing:
Technique 1
Step Climb Technique 1
Step 1
: Maintain your initial cruising altitude, the optimum altitude will increase as you get lighter. Wait until the difference is approximately 2000ft
Step 2
: At this point, initiate a climb until the aircraft is cruising at the same difference in altitude, but above the optimum altitude (in this example 2000ft)
Step 3
: Maintain this altitude until you are again below the optimum altitude by the predetermined value, then repeat
Technique 2
Step Climb Technique 2
Step 1
: Maintain your initial cruising altitude, the optimum altitude will increase as you get lighter. Wait until the difference is approximately 2000ft
Step 2
: At this point, initiate a climb until the aircraft reaches the optimum altitude
Step 3
: Maintain this altitude until you are again below the optimum altitude by the predetermined value, then repeat
Tip
: If you are operating close to the aircraft limits in terms of environmental factors, weight or aircraft design specifications, then Technique 1 may not be possible as some aircraft struggle above their optimum altitude. Therefore, Technique 2 may need to be adopted in this case.
How to plan Step Climbs
There is currently no way to determine optimum altitude within Infinite Flight; however, to help you with planning, we recommend the following:
If you are departing at, or close to your Maximum Take-Off Weight (MTOW), do not climb up to your final cruising altitude straight away. Use flight planning tools to plan the altitudes you will step climb to during the course of your flight
Refer to Cruising Altitudes if you are unsure what altitude you should be flying at based on your direction of travel
If you find the aircraft is stalling, has an unusual pitch attitude, or you’re unable to maintain the altitude - you’re probably too heavy to be there! You will need to descend to a lower altitude, use more fuel and then try climbing later on in the flight when your weight is lower
Only take the fuel required for the flight. Don’t load 100% fuel if you don’t need it as this will only restrict how high you can cruise
Tip
: Still having issues or find that the aircraft is at a higher than normal engine power setting? Try dropping down 2000ft to the next available altitude for your direction of travel to see if this helps
What are Cruising Altitudes?
A cruising altitude is the en-route phase of flight where an aircraft usually spends the majority of any flight. The altitude can vary due to a variety of factors including:
Direction of flight (what heading)
Length of flight (short flights will tend to cruise lower)
Airspace or airway restrictions
Traffic
Technical defects
IFR/VFR Semi-Circular Rules
Although the cruising altitude may vary dependent on some or all of the factors listed above, by convention, the following rules are observed:
IFR - Assuming you are in RVSM airspace
| Heading           | Level                               |
| ----------------- | ----------------------------------- |
| 360 - 179 degrees | ODD (e.g. FL330, FL350, FL370 etc)  |
| 180 - 359 degrees | EVEN (e.g. FL320, FL340, FL360 etc) |
VFR - Odd or even levels with an extra 500ft added to all levels
| Heading           | Level                             |
| ----------------- | --------------------------------- |
| 360 - 179 degrees | ODD (e.g. 1500, 3500, 5500, etc)  |
| 180 - 359 degrees | EVEN (e.g. 2500, 4500, 6500, etc) |

Step Climbs and Cruising Altitudes

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