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LGIR CHARTS PDF

VFR Chart of LGIR. IFR Chart of LGIR. Location Information for LGIR. Coordinates: N35°’ / E25°’ View all Airports in Kriti, Greece. Elevation is TAR System COVERAGE Chart Within IRAKLION/ZAKIS TMA With Aerodrome Obstacle Chart – Type A – Operating Limitations – Rwy ‘. LGIR/HER. NIKOS KAZANTZAKIS. P. IRAKLION, GREECE. Trans level: By ATC Trans alt: 11,’. New chart. Climb straight ahead to.

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Today, when planning my flight form Dusseldorf to Heraklion, I encountered some approaches that I didn’t recognize. It called for an approach on chafts 9, which I have only seen once in a video. Regardless, I decided to follow through with runway 9, and looked at the charts. Not only that, but there’s no IAP for runway 9. With an odd STAR and no arrival, I’m left wondering how on earth I’m supposed to fly the approach I realize it’s probably quite simple, and that I’m just not getting something here, but I’ve never seen anything like this before.

Daily Weather Quality Charts for LGIR (Heraklion Airport , Greece): 2018-Dec-30

Anyway, I’m using the NGX, if that gives an idea of how much is to be automated. In other words, the last part is all visual. Dharts types of procedures are not too uncommon around the mediterranean holiday resorts, especially the Greek islands. Flying it that way is, erm, interesting. You’ll see it displayed on your MFD ahead of time. Keeps your hand flying in check! Is it, more or less, that I’ll tune in the VOR frequency on NAV1, and attempt to maintain the distance measurements along the arc until the waypoints for example to try to ensure that I remain at In basic terms, correct.

There’s a few ways to maintain a DME arc. If you’re flying the NGX, it will practically do chartts for you if you program it correctly. Two ways of hand flying it that are taught early on are the ‘twist 10, turn 10’ method, and flying the bearing pointer. Twist 10, turn 10 means you turn 90 degrees from the radial you are on, chatts twist ahead 10 degrees on the course.

After the CDI centers, you turn heading 10 degrees, then twist ahead on the course 10 degrees. You would adjust your heading changes appropriately with the wind if you needed to, sometimes keeping a heading or adding degrees to it.

Think of it as cutting the crust off of a pie, but maintaining the radius of it. This method wouldn’t be practical at the speeds you’ll be going, and would be chaets difficult with the workload involved. The other method, flying lgiir bearing pointer, would be easier with the NGX.

In essence, all you do is keep the bearing pointer at or close to 90 degrees off your left or right wing, depending on the direction you need to go and any wind correction. For instance, on the 12 DME arc to the final course, the bearing pointer would be on your left wing, since the VOR is left of you and you are heading south.

The whole objective is to remain at 12 DME from the station until you are to intercept the inbound course. If you look at the chart for the VOR -A, you’ll see that there is a grey degree radial, in this case, that will be your “lead radial”.

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Dial this radial into your course, once you reach it, turn left 45 degrees to your inbound course ofwhich would be a heading. Then, dial in the course, and intercept it. All you do from there is fly visually to a normal landing!

This is just a small, difficult short tutorial via text, as I’m used to teaching this actually in the aircraft.

LGIR – Heraklion International Nikos Kazantzakis Airport

All the same, I hope it helps! Dial this radial chaets your course, once you reach it, turn left 30 degrees to your inbound course ofwhich would be a heading. No – this is definitely very helpful. I never knew any of this before – so it’s great to finally know!

LGIR : Iraklion – Nizos Kazantzakis

So in regards to the bearing pointer, is that just a matter of putting the ND cyarts APP mode, or is there another way to bring it up? And lastly, you say that these are two ways of hand flying a VOR approach.

From what you know or have experienced, do you think that approach like this would usually be hand-flown in a NG, or is there a way to program it into the autoflight system? When I’ve encountered something like this before all I’ve done is insert a fix around the VOR with the radial being the heading given in the gray lines and the distance being the DX.

Is this anywhere near the right track excuse my pun? And on the final approach course degreesat what point would I break off to align myself with carts runway? The others seemed to think it was at D2. Thanks for all of this, I’ve decided to jump straight to Heraklion to try these approaches before I even think about trying one in my flight.

Personally, hand flying is the way to go. There is no automated system to take you all the way down on this one, so, like it or not it’s on you! It’s worth it though I’m waiting for the pink CDI to center, then turning to heading to intercept the final course:.

Hopefully you can combine my text before and the screenshots here to better understand what I’m trying to convey! I tried to zoom out a bit to keep the important stuff in the shots. Forgive the lazy heading bug, was more concerned with the main points. If you want more detailed shots, let me know, I kept them smaller to accommodate the screenshot rules here. Thank you so much for all of this. Just dealing with a last-minute set of CTD’s, but in all honesty this has lvir me from no knowledge to tonnes of it.

I really can’t thank you enough. I’ll reply if I have any questions, though I doubt I will. Looking at my flight plan is looking at a squiggly line that in no way resembles a DME Arc.

Is this just something that chartw with practice, should I enter a FMC fix, or is there something in the displays I’m glir On the second picture of the NGX of mine above, you’ll see the middle red circle I put chafts there, circling the bearing pointer.

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It’s that green arrow. If you notice, it’s directly off my left wing, pointing towards the VOR. You’ll see the DME arc is literally just the portion of a circle. If you were to keep at 12 DME for a while you’d complete a circle. So, if you keep your ground track right on that 12 DME circle, you will keep the arc. Moving at higher speeds, and closer to the VOR, you’ll basically have to find a turn rate that will maintain the arc. As you can see in my 2nd screenshot, the bank angle was about degrees at kts IAS and kts GS.

If you are going faster, you’ll have more bank. If you’re slower, less bank. If you’re closer to the VOR, you’ll have more bank, since the arc, or circle, is smaller. Farther out, you’ll need less bank. An easy way to practice? Load up, go to a VOR, and play around with intercepting and tracking an arc. Do one at 20 miles and kts. Next, track inbound a radial off the arc, and intercept 15 miles and kts.

Then, track a new radial inbound and do one at 10 miles and kts. You’ll get a feel for how the turn required changes with different distances.

Then, on any of the arcs, increase your speed to kts and try to maintain the arc. Then, go down to kts. You’ll see it is a game of feel almost and finding that sweet spot.

The other way of tracking an arc that I mentioned in my second post was the ‘twist 10, turn 10’ method. I’d suggest trying it further out if you want. This will put the VOR on your left side. Since you were on a course, twist to In our example, you would do it until you read the course.

You would of course lead the turn a little, and intercept and track that course inbound. As said, that method is a lot of work at high speeds, but try it out! You can see you’re literally just cutting around the edges, instead of drawing an actual circle with your ground track highlighted by the black and grey straight lines. It’s cahrts difficult concept to portray via text and pictures, but hopefully it’ll help!

That chartz borderline cheating though No – I fully understand what you mean chrts it. It’s tracing the circle as more of a sided polygon. And as for the other one, I probably will try some practice. It’s great to improve my knowledge as such. Anyway, thanks for all your help. Definitely above and beyond by a longshot.

Be there at feet, and you should be fine. Just to add to the other’s responses, if you go to Tutorial 2 in your NGX documents, go to page It starts of saying “Let’s now take a look at some useful It goes through how to add radials and range rings to fixes, pictures and all.

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