AS REAL AS IT GETS

Get into a handy and rather complete

VFR guide to prepare your own flight on
a flight sim software

Jp

GUIDE VFR
Flight Sim use ONLY!
 GUIDE VFR

I. TABLE DES MATIERES

II. General definition and preparation ................................................................................................ 2
1. What are the flight rules?............................................................................................................ 2
2. Create a route.............................................................................................................................. 2
3. Transfer the route to a Nav log ................................................................................................... 6
II.3.1 Finding an altitude ........................................................................................................... 6
II.3.2 Track, compass, heading, route course... WTF................................................................ 9
II.3.3 Weather study ............................................................................................................... 10
4. Weather in depth and performance ......................................................................................... 14
II.4.1 Weather en-route.......................................................................................................... 14
II.4.2 Fuel calculation .............................................................................................................. 14
II.4.3 Performance .................................................................................................................. 16
5. what’s on my way ...................................................................................................................... 19
II.5.1 Terminal procedures and airspaces .............................................................................. 19
6. Bibliography............................................................................................................................... 27
7. Annexes ..................................................................................................................................... 28

JP 1
 GUIDE VFR

II. GENERAL DEFINITION AND PREPARATION

1. WHAT ARE THE FLIGHT RULES?

Currently in aviation only two flight rules exist; Visual flight rules (VFR) or Instrument
Flight Rules (IFR). As per ICAO annexes, VFR is defined as:

“Flight in accordance with visual flight rules is permitted if a flight crew is

able to remain clear of clouds by a distance of at least 1 500 m horizontally
and at least 300 m (1 000 ft) vertically and to maintain a forward visibility of
at least 8 km. For flights in some portions of the airspace and at low
altitudes, and for helicopters, the requirements are less stringent. An aircraft
cannot be flown under VFR at night or above 6 100 m (20 000 ft) except by
special permission” (ICAO ANNEX 2)

Figure 1 VFR VMC conditions

Flight below VMC conditions will be operated as Special VFR (in CTRs), or IFR.
We will now go through an in-depth flight preparation using the correct methodology.

2. CREATE A ROUTE
First of all, we need to draw a route to get our navigation log and then dig for further
information. In order to visualize and create our routing we will be using the free website:
[Link]
This website is using the actual American VFR chart overlay, you can find the legend here:
[Link]

JP 2
 GUIDE VFR

The main problem with the FAA overlay, is that in European airspace CLASS D and E are
merged so there is no way for us to determine what airspace we will be facing. To counter
French VFR chart is available for free here:
[Link]
Having this in mind we can now draw our route for today’s flight.
Once on Skyvector you can press the Flight plan next to the Go button, it will open the pop-
up flight plan panel. You will then fill in the departure ICAO and arrival ICAO, pressing enter
will draw the famous “magenta” direct track between you DEP and ARR.

Figure 2 Skyvector initial route

Then by simply clicking and dragging the magenta line you can drop it to a noticeable visual
point. Since VFR is about flying by looking outside you need good visual
references to follow your routing. After take-off I will fly south south west following ZI
BIOUTIFOULE (pardon) French coast passing the estuary down to a small-town west of Le
Treport (LFAE) airfield. This will create my first leg of this flight. After overflying this
airfield, we will head west south west towards the small town north west of Rouen making
sure to see Le Comte pvt (LFYV) field. (as it is a private airstrip, we might not be able to see
a landing strip over there is the sim, the small town is therefore our primary mean of
navigation). Thereafter we will carry on rather straight between two towns and keep “La
seine” on our left-hand side to reach the destination before it gets dark, because I am scared
of the dark and flying night VFR is another story and I don’t want to get into it in this guide,
if you want to fly night VFR… don’t, fly IFR and if you can’t… just learn how to do it.

JP 3
 GUIDE VFR

Anyway, it should look roughly like that;

Figure 3 Actual VFR routing

Of course, VFR is not as strict as IFR, so if you want to fly the route in another way you can
here are so examples for y’all.
I forgot, for the waypoints to be taken into account you need to click on PLAN next to what
you want to take as a reference.

Figure 4 Press plan for the waypoint of your choice

JP 4
 GUIDE VFR

So, alternate routing now:

Figure 5 Inland routing

JP 5
 GUIDE VFR

Figure 6 Sightseeing routing, le bise les frangins du Havre.

3. TRANSFER THE ROUTE TO A NAV LOG

II.3.1 Finding an altitude
Now that we drew nice magenta lines it is now time to transfer those onto paper in order to
actually fly them. To get your Skyvector Nav log you can simply press the Nav Log button
on the bottom right side of the Flight plan pop-up panel. It should look like this (depending
on the amount of waypoint you chose)

Figure 7 Skyvector nav log

Since I’m not a lazy ass pilot, if you are just jump straight to chapter, I will show you what
nav log I will use and fill-in myself: [Link]
Just download the PDF and write everything in yourself or even print it as such:

JP 6
 GUIDE VFR

Figure 8 Reported values from sky vector

As you can see, I reported the waypoints, magnetic track (course/route) and the distances.
On top of that I’ve added 4 VORs that I will use as a backup for my navigation. The notes
next to my waypoint are radials from the named VOR with the bearing and distance from
the beacon so I can roughly crosscheck my position if I were to loose contact with the ground
and fly as “VFR on top” (again not explained here).
The very next step is the Altitude column, I personally like to split it in 2 halves. Top half
being the altitude I am planning to fly and below it I like to set a minimum safe altitude for
this specific leg. For lazy people, just take the GRID value. If you have a more detailed chart
with obstacles you take the highest obstacle from 10nm either side of your route and add
1000ft, 2000ft in mountainous area, in order to get a minimum safe altitude.
For my route, GRID is at 1700ft, I round it up to the next 1000’ to have more margin.
In order to choose an altitude or lever, you have to consider your magnetic track;

Figure 9 ICAO semicircular rule

Since we’re flying west (Portugal – paire -even) …

JP 7
 GUIDE VFR

Figure 10 Adding chosen altitude

Initial altitude was taken considering the distance to fly, the higher we fly the lesser we burn
and faster we go. Additional weather, notam, and performance calculation will
probably have an impact on the altitude for this flight.

JP 8
 GUIDE VFR

II.3.2 Track, compass, heading, route course... WTF

Look I know there’s a lot of stuff in there but it’s just theoretical bullshit. No worries.

More info here:

[Link]
wiki/Cap_(navigation)

Figure 11 Introduction to General Navigation

Variation car be found online, and deviation in independent for each and every aircraft

Figure 12 deviation card

JP 9
 GUIDE VFR

This deviation card gives angle corrections to apply, most of the time especially in P3D you
won’t have any deviation angle.
Now that this part of theory is well understood by everyone thanks to Wikipedia, we can
move on to fill in our nav log, as skyvector is fairly dummy friendly, the magenta line pretty
much our magnetic track so corrections for variations are already applied.
SO! What was the point of the previous page? Just tickle your curiosity. You’re welcome.
Knowing our Course/route/magnetic track, all 3 are the same thing…. We need to calculate
the drift due to the wind in order to find out our magnetic heading to fly.

# Crosswind = wind speed * sin (α)

α

Headwind = wind speed * cos (α)

Angle between Crosswind

wind and track component
0 0%
15 25%
30 50%
60+ 100%

Figure 13 Wind Angle Correction WCA

So to calculate your drift angle, you can apply basic math with a calculator, or try the beast
mode aviation computer : [Link]
With this computer you will be able to calculate everything and fill all your boxes in the nav
log.

II.3.3 Weather study

In order to calculate the drift angle also known as wind correction angle (WCA), we need to
gather correct weather information. Sky vector auto filled values are more or less correct,
but for a more in depth study we will use the French weather website :
[Link]
You can create an account for free and will then be able to create you own flight folder. On
the main page you can create a route and validate it to get a folder; you just need to press
print the whole file and save the PDF file on your desktop. Weather folder will be available
in the annexes.
For further information about aviation weather and understanding the file created for the
route, you can use the aviation guide for free available here:
[Link]
For an overview of the global weather you can use the windy tv website here:
[Link]

JP 10
 GUIDE VFR

Figure 14 Aeroweb main page

So, we said that we would fly around 8500ft, we then study the corresponding chart with
the CORRECT TIME UTC and correct altitude:

JP 11
 GUIDE VFR

Figure 15 Wintem chart see annexes

We only have wind for 5000ft and 10000ft so we need to use a rule of 3 to get an idea of the
wind at 8500ft. By studying the charts, we get a rough idea of the wind direction and speed.

REMEMBER THE WIND ALWAYS COMES FROM!!!

By looking at the charts we have:
 pressure level 850hPa, which is FL050 (5000ft) wind: 265@40kts, temp 3
 pressure level 700hPa, which is FL100 (10 000ft) wind: 260@60kts, temp 3
With those values we can assume that, at FL085 (8500ft) wind: 263 @53kts, we can
compare those values with the ones from Sky Vector. As we see it’s not too far off.

Figure 16 Skyvector winds

Next step in the to put those values and calculate the correct magnetic heading. The
computer, with the Corrected AirSpeed (CAS), the altitude and temperature will give us the
True AirSpeed (TAS). [Link]
Once everything is calculated and filled in it should look like that:

JP 12
 GUIDE VFR

Figure 17 MH and GS calculated

Let’s recap, we have a route, an altitude, a TAS, a heading corrected for every types of errors.
What are we missing? Answer appears to be: A TIMING. We need to know how much time
there will be between each waypoint. This can be easily calculated, we have a distance, a
ground speed, which is the TAS ±wind component. Let’s use the computer again.

Figure 18 ETE added

Now that the time, in minutes, are added we are good to go!!! Just kidding. This is just the
end of the preliminary preparation.

JP 13
 GUIDE VFR

4. WEATHER IN DEPTH AND PERFORMANCE

II.4.1 Weather en-route
We took care of the wind in cruise, but we also have to consider cloud, visibility along the
flight, and prepare already our alternates, making sure we stay in VMC for the complete
journey.
To do that we will now study the TEMSI chart and metar/taf, again make sure they are
corresponding with the time of your flight:

LFAT;

022230Z AUTO 24011KT 210V270 9999

SCT017 OVC110 10/09 Q1013=

LFOB;

022230Z AUTO 25007KT 9999 -RA

NSC 10/09 Q1015 TEMPO 4000 RA
OVC012=

LFOP;

022230Z AUTO 21005KT 9999 -RA

Figure 19 TEMSI for the flight OVC005 09/09 Q1015=

PS: only metar are mentioned here, TAF are in

the annexes LFRG;

To understand what’s displayed on the chart you 022230Z AUTO 25010KT 9999 BKN006
OVC010 10/10 Q1016=
may use the aviation guide mentioned before. I’m
not going to do all the work for free.
We have now covered the nav log, the weather at departure, destination and en-route. We
now know what to expect in flight.
Unfortunately, we still need to go through the performance for the take-off, landing, and get
some values for the cruise in order to calculate the fuel required.

II.4.2 Fuel calculation

For VFR flight, fuel regulations are quite easy, we can split the fuel as such:
Arrival + Final
Taxi Climb Cruise Descent
alternate reserve

The final reserve is dependent of your flight, and flight school rules, it can be;
 For local flight within airfield in sight
✓ 10 min during day flight or,
✓ 45 min during night flight.
 For a flight outside the visual range to the airfield or for a trip
✓ 30 min during day flight or,
✓ 45 min during night flight

JP 14
 GUIDE VFR

The final reserve is always calculated at maximum range power setting and speed for about
1500ft (this a jet rules but works fine with GA aircraft).
Taxi fuel is highly dependent of the airfield you will operate, 10 to 15min for departure and
arrival taxi is a good reference.
Climb fuel can be calculated using the performance charts in the aircraft manuals

Table 1 Climb chart

Using the same file, we look at the cruise charts to calculate our trip fuel and also note our
power setting for this particular flight.

Table 2 Cruise Chart

JP 15
 GUIDE VFR

Unfortunately, the a2a charts are quite poor and we are missing a correct take off distance
chart and time, fuel, distance chart for the descent. I will cover those in a stream or you may
find them in the CAP698 in the annexes.
Now we can add all the previous values in order to get our minimum fuel for this trip.

1.5 4.5 1.5

9 USG 2 USG 7 USG
USG USG USG

As you see I added a bit of fuel for the Climb phase as we will have mostly headwind so I
took roughly 30% more rounded up. We have a flight duration of 1 hour for the trip minus
the 15 min of climb so ¾ of 12USG gives me 9USG for the trip. I took a random value of
1.5USG for the descent (safe option) and 2 gallons in case of go around. The last 9 gallons
are there for the final reserve of 30 min at max range speed, gives me roughly 7 USG.
So, my very minimum fuel is: 25.5 USG. To this value you can add whatever you want. Ill
take 30 USG.
We could now calculate our weight and balance but the document is not provided in the a2a
manuals, I found it online (C182T AFM pdf) but … there are plenty of example on how to fill
one online too. Therefore, do it yourself.

II.4.3 Performance
Let’s begin this performance part with some definitions and regulations rules.

II.4.3.1 For take-off

Figure 20 Runway definition

 Field length requirements

When no stopway or clearway is available the take-off distance when multiplied
by1.25 must not exceed TORA.
When a stopway and/or clearway is available the take-off distance must:
Not exceed TORA.

JP 16
 GUIDE VFR

When multiplied by 1.3, not exceed ASDA.

When multiplied by 1.15, not exceed TODA.
If the runway surface is other than dry and paved the following factors must be used
when determining the take-off distance in a) or b) above:

Surface Type Condition Factor

Grass (on firm soil) Dry X 1.2
up to 20cm long Wet X 1.3
Paved Wet X 1.0
Table 3 Runway coefficient

Take-off distance should be increased by 5% for each 1% upslope. No factorisation is

permitted for downslope. (CAP698- SECTION 2-TAKEOFF 2.1.1)

Using the take-off chart, we may now calculate our take off distance required. (TODR)

Using the Short field take-off procedure, we find a really minimum TODR, but we are not
going to apply this procedure as, Le Touquet is not a short runway airfield. Thus, we have
to add a safety factor, I personally like the 30% one.
TODR= 1460*1.3
TODR= 1898ft or 578m
We now have to check is the Field requirements are met:

JP 17
 GUIDE VFR

Figure 21 LFAT rwy info

On the RWY 31 there are no stopway or clearway, 578*1.25 = 723m < 1700
The runway is paved and dry with no slope, so no other consideration needed.

II.4.3.2 For landing

For the landing I will just focus on the landing requirements, If you are interested in the
other ones, just check the CAP698.
 Field length requirements
The landing distance, from a screen height of 50 ft, must not exceed 70% of the
landing distance available, i.e. a factor of 1.43.
If the landing surface is grass up to 20 cm long on firm soil, the landing distance
should be multiplied by a factor of 1.15.
If the METAR or TAF or combination of both indicate that the runway may be wet at
the estimated time of arrival, the landing distance should be multiplied by a factor of
1.15.
The landing distance should be increased by 5% for each 1% downslope. No
allowance is permitted for upslope
The dispatch rules for scheduled (planned) landing calculations are in JAR-OPS1.550
(c). (CAP 698)

Again, we jump into the aircraft manual for the landing distance,

JP 18
 GUIDE VFR

Here again we have to consider

the notes, maximum braking
and minimum speed isn’t what
we are aiming in Deauville, the
runway is long, paved we
shouldn’t be too restricted over
there as a 737 is flying to and
from there.
Still I will add my personal
safety factor of 30% before
correcting for the field
requirements;
LDR= 1335ft*1.3
LDR= 1735ft or 529m
We now must land within 70%
of the runway so:
LDR = 529*1.43
LDR= 820m < 2100m
We have demonstrated here
that performance for take-off
and landing is not a problem for
this flight.
Figure 22Short field landing chart
Let’s move on!

5. WHAT’S ON MY WAY
II.5.1 Terminal procedures and airspaces
We are now almost ready, just missing a few boxes in the nav log, but that will come shortly.
We now need to have an idea on HOW to get out of our airfield, and how to fly the arrival at
destination. On top of that we will briefly look at the airspaces and operational information
throughout the flight.
First, departure. We need to have a look at the VFR chart of LFAT.

JP 19
 GUIDE VFR

Figure 23 LFAT VAC

Here we have an overview of the airport, we will be parked in the general aviation ramp,
then we will taxy to the runway 31 (according to ATIS), we can choose between T3 or T2,
we made the performance, we know how much runway we need. T2 appears to be a good
option for a short taxi, we will save a tiny bit of fuel there. We also see the black arrows, so
initially we will have a right turn to fly a part of the downwind in order not to overfly the
city.

JP 20
 GUIDE VFR

Figure 24 LFAT VFR departure

The second chart on the VAC file shows VFR departure/arrival waypoints. As said, we take-off
runway 31, then turn right in the pattern initially, once abeam the airfield, we turn right to head
towards the S waypoint. Since it is VFR we take visual cues on the charts and use them as guidance
in the sim/irl. So, after overflying the airfield we will follow a large road heading south up to a
hospital on our left and a grass strip on our right.
This IS vfr, we follow, road, forests, rivers, all visual cues that we can use, we use them.
We also have an interesting info on this chart. The blue box around the airport. With a capital D,
meaning this box is a CLASS D airspace from ground to 2000ft AMSL.
Here is a table with all requirements for all airspaces you will find in European airspace.

JP 21
 Table 4 Airspace classification

JP
GUIDE VFR

22
 GUIDE VFR

On top of this CLASS D, starts a CLASS E airspace from 1500ft to FL065.

Note: airspace don’t overlap themselves.
After the South waypoint of the departure procedure we simply resume our own navigation to the
next waypoint on our nav log.
Let’s quickly talk about the arrival in Deauville.

Figure 25 LFRG arrival

JP 23
 GUIDE VFR

Arriving from the East we will join (for my route) via EG, then we will enter the Class D
airspace with the correct ATIS info etc… I won’t bother explaining the basics of getting the
ATIS in flight, and proper phraseology.
Now that our routing is FINALLY completed and we already know what is going to happen, we can
take a look at the daily NOTAMs (notice to airmen) and fill the rest of our NAV LOG then we will
be good to go and do the aircraft walk around.
In order to get updated Notams, we have this website: [Link]
You click on Route etroite and fill your information in, then click on complet.

Figure 26 Notam information

Then you will get A LOT of information, sometime pointless, sometimes rather important
for your flight. IT IS YOUR DUTY as commander to make sure you are aware of all this
information before going in flight.

JP 24
 GUIDE VFR

!
Figure 27 LFAT notam

So now that we are aware of the notams, weather, fuel, performance, we just fill in the nav
log and here we go.

JP 25
 GUIDE VFR

TC =true compass // TH =true heading // MH= magnetic heading // WCA = wind correction angle // v= variation //
dev=deviation // CH =compass heading // GS=groundspeed // ETE =estimated time enroute // ETA= estimated
time arrival // ATE = actual time estimated // ATA = actual time arrival // GPH = gallons per hour

JP 26
 GUIDE VFR

6. BIBLIOGRAPHY
[Link]
[Link]
[Link]
[Link]/documents/htmlshow?f=dvd/eAIP_30_JAN_2020/Atlas-VAC/[Link]
[Link]
[Link]
[Link]
[Link]
[Link]
[Link]
[Link]
[Link]/SITEFFAPROD_WEB/sarbacane/Memo%20pilote%20VFR%2009%2008%2019.p
df
[Link]

[Link]
[Link]
[Link]
[Link]
[Link]

JP 27
 GUIDE VFR

7. ANNEXES
[Link]
[Link]
[Link]

JP 28