INSTRUMENTS FLIGHT PLANNING
(min DME) = 3.0 DME lead point at this turnpoint. An in-flight analysis (or preflight
information in the absence of current in-flight information) confirmed a wind of 360/15 kts
requiring a left crab of 3º; so, at 3.0 DME we turned the aircraft right to a heading of 138º for a
course of 141°.
Station passage is best determined by minimum DME. Minimum DME is determined by
dividing aircraft altitude by 6000 feet per NM. At 15,000 feet, your point closest to the station is
at 2.5 DME. If you led the turn at 3.0 DME, wait until 2.5 DME to record your actual time of
arrival and continue with the MARK-ON-TOP Call. For turns with earlier lead points, it is
possible to never reach 2.5 DME. In these cases, when DME starts increasing, station passage
At VT-10/4 you lead all turns greater than 30º, whether flying direct or on airways (this is to
comply with FAR-91). You do not have to adjust your time estimate.
As you make the MARK-ON-TOP Call, you enter your actual fuel remaining and actual time of
arrival in the appropriate spaces of your jet log.
After the aircraft rolls WINGS LEVEL, check course control and
make a correction if necessary before commencing the WINGS
WINGS LEVEL CALL
This call follows the MARK-ON-TOP Call. When the pilot rolls out of the turn, you:
Report the difference between MARK-ON-TOP fuel and preflight fuel.
Report EFR at the IAF.
Throughout the turning of your aircraft, you should scan both inside and outside the
cockpit as part of your copilot duties. When the aircraft is on recommended heading, the
"We had 600 lbs, I preflighted 610 lbs, we are 10 lbs below preflight."
"I estimate 535 lbs at the IAF."
The WINGS LEVEL Call is a fuel analysis. In conducting your fuel analysis, your jet log is of
great assistance. Look at Figure 4-3 and note the predicted fuel at MAI. It is 610 lbs, yet your
actual fuel was 600 lbs. You have 10 lbs less than predicted. This constitutes Item 1.
4-6 TWO-MINUTE PRIOR, MARK-ON-TOP AND WINGS LEVEL CALLS