I0101 BRIEF. Overview Introduction Introduction Stage Review Stage Review Reference Material...

I0101 BRIEFI0101 BRIEF

OverviewOverview

IntroductionIntroduction Stage ReviewStage Review Reference MaterialReference Material Local OperationsLocal Operations CommunicationsCommunications Takeoff/DepartureTakeoff/Departure EnrouteEnroute Arrival/Approach Brief ExampleArrival/Approach Brief Example CRM CalloutsCRM Callouts Common MistakesCommon Mistakes RNAV/GPS ApproachesRNAV/GPS Approaches ConclusionConclusion

IntroductionIntroduction

Welcome to the Instrument Stage!!Welcome to the Instrument Stage!! Extensive and intense, and the primary Extensive and intense, and the primary

focus of VT-31’s advanced syllabusfocus of VT-31’s advanced syllabus 29 RI flights and sims.29 RI flights and sims. STUDY, and arrive preparedSTUDY, and arrive prepared Technique vs. ProcedureTechnique vs. Procedure Have fun!Have fun!

Stage ReviewStage Review

Navy, USMC, USCGNavy, USMC, USCG– BI Sims—4 eventsBI Sims—4 events– I3200 Block Sims—5 Instrument SimsI3200 Block Sims—5 Instrument Sims– I4100 Block—Instrument IntroI4100 Block—Instrument Intro– I3300 Block—Instrument Emergency SimsI3300 Block—Instrument Emergency Sims– I4200 Block—Instrument Emergency FlightsI4200 Block—Instrument Emergency Flights– I4390—Midphase CheckrideI4390—Midphase Checkride– I4400 Block—USAF Right Seat I4400 Block—USAF Right Seat – I4500 Block—Cross Country EventsI4500 Block—Cross Country Events– I4600 Block—Advanced Instrument EPsI4600 Block—Advanced Instrument EPs

» I4604: BRING INSTRUMENT RATING REQUEST, FILLED I4604: BRING INSTRUMENT RATING REQUEST, FILLED OUT!OUT!

– I4790—Final CheckrideI4790—Final Checkride– I4801—Solo Cross CountryI4801—Solo Cross Country

Stage Review (cont.)Stage Review (cont.)

E2/C2E2/C2– Intermediate Instrument SyllabusIntermediate Instrument Syllabus– BI Sims—3 eventsBI Sims—3 events– I3200 Block Sims—4 Instrument SimsI3200 Block Sims—4 Instrument Sims– I3300 Block—Instrument Emergency SimsI3300 Block—Instrument Emergency Sims– I4200 Block—Instrument Emergency FlightsI4200 Block—Instrument Emergency Flights– I4390—Midphase CheckrideI4390—Midphase Checkride– I4600 Block—Advanced Instrument EPsI4600 Block—Advanced Instrument EPs

Cross CountryCross Country

If no request submitted, destination is at If no request submitted, destination is at IP’s choice (like San Antonio, yuck)IP’s choice (like San Antonio, yuck)

Find who you like to fly with, look at the IP Find who you like to fly with, look at the IP preference list and start calling around.preference list and start calling around.

Submit request to CDO NLT I4201 earlier Submit request to CDO NLT I4201 earlier betterbetter

Skeds DOES TRY TO MATCH! Skeds DOES TRY TO MATCH!

Cross CountryCross Country

Make logical choices; Maine = too far, Make logical choices; Maine = too far, North East during winter = bad ideaNorth East during winter = bad idea

Hard schedule released Wednesday priorHard schedule released Wednesday prior Call IP assigned for cross country as soon Call IP assigned for cross country as soon

as list is releasedas list is released Study all brief items beforehand. You may Study all brief items beforehand. You may

brief the entire block on the first leg of the brief the entire block on the first leg of the trip.trip.

Reference MaterialReference Material

Multitude of information during InstrumentsMultitude of information during Instruments Numerous sources of informationNumerous sources of information 6 key publications for instrument reference6 key publications for instrument reference

– NATOPSNATOPS– FTIFTI– AIM/FARAIM/FAR– AIGT workbookAIGT workbook– NATOPS Instrument Flight Manual (???)NATOPS Instrument Flight Manual (???)– OPNAVINST 3710.7OPNAVINST 3710.7

Reference Material Reference Material (cont.)(cont.)

NATOPSNATOPS– Procedures and limitations for aircraft opsProcedures and limitations for aircraft ops

FTIFTI– Details procedures for maneuvers, approaches and Details procedures for maneuvers, approaches and

operations not specifically addressed in NATOPSoperations not specifically addressed in NATOPS AIMAIM

– Provides Aviation Community with basic flight Provides Aviation Community with basic flight information and ATC procedures for use in the information and ATC procedures for use in the National Airspace SystemNational Airspace System

– Should be the primary source for general flight Should be the primary source for general flight proceduresprocedures

Reference Material Reference Material (cont.)(cont.)

AIGT workbookAIGT workbook– Good reference guide for specific instrument subjectsGood reference guide for specific instrument subjects

IFMIFM– Contains important basic flight information and IFR Contains important basic flight information and IFR

proceduresprocedures OPNAVINST 3710.7OPNAVINST 3710.7

– Provides (along with FAR part 91) specific rules and Provides (along with FAR part 91) specific rules and regs for operating Naval aircraftregs for operating Naval aircraft

By Review Stage, you must be intimately familiar By Review Stage, you must be intimately familiar with FLIP publications, AIM/FTI procedures and with FLIP publications, AIM/FTI procedures and OPNAVINST/FAR materialOPNAVINST/FAR material

Local OperationsLocal Operations

Local airfieldsLocal airfields Coded flight plansCoded flight plans Traffic conflictsTraffic conflicts Approach instructionsApproach instructions

Local Operations Local Operations (cont.)(cont.)

Local airfieldsLocal airfields– KNGPKNGP

» TAC, VOR, PAR, ASR, ILS, GPSTAC, VOR, PAR, ASR, ILS, GPS– KCRP (Corpus International)KCRP (Corpus International)

» VOR, TAC, ILS, GPSVOR, TAC, ILS, GPS– KT69 (Sinton)KT69 (Sinton)

» VOR, GPSVOR, GPS– KRKP (Rockport)KRKP (Rockport)

» TAC, NDB, GPSTAC, NDB, GPS


Local airfieldsLocal airfields– KNQI (NAS Kingsville)KNQI (NAS Kingsville)

» TAC, PAR, ASR, ILSTAC, PAR, ASR, ILS– KALI (Alice)KALI (Alice)

» VOR, LOC, GPSVOR, LOC, GPS– KIKG (Kleberg)KIKG (Kleberg)

» NDB, GPSNDB, GPS– KBKS (Brooks/Falfurrias)KBKS (Brooks/Falfurrias)

» NDB, GPSNDB, GPS


Reference L19/20Reference L19/20– CRP AirspaceCRP Airspace

» NGP, CRP, RKP, T69NGP, CRP, RKP, T69

– NQI AirspaceNQI Airspace» ALI, NQI, IKG, BKSALI, NQI, IKG, BKS


Each student must bring a DD175Each student must bring a DD175– Call the IP the night prior for CCX and Review Call the IP the night prior for CCX and Review

Stage hops.Stage hops. Each crew must have a DD175-1 (Dash 1)Each crew must have a DD175-1 (Dash 1) Have a plan to complete your own training.Have a plan to complete your own training. DO NOT take current pubs from VT-31DO NOT take current pubs from VT-31

– Terrible things will result.Terrible things will result.


IFG, Letters of AgreementIFG, Letters of Agreement– Gouge your approach clip (Arrow 4, Bay 5)Gouge your approach clip (Arrow 4, Bay 5)

– GCA-1: Radar approaches at NGPGCA-1: Radar approaches at NGP

– Tango-3: Multiple approaches in CRP’s airspaceTango-3: Multiple approaches in CRP’s airspace

– Alice-1, etc.: Leaving CRP’s airspace without filing DD-175Alice-1, etc.: Leaving CRP’s airspace without filing DD-175

Practical applicationPractical application– After ATIS on Ch.1, switch Ch.2 and put GCA-1 or Tango-3 on After ATIS on Ch.1, switch Ch.2 and put GCA-1 or Tango-3 on

requestrequest

– If using any other coded plan, you must call Base Ops prior to If using any other coded plan, you must call Base Ops prior to walking to the plane at 961-2505 walking to the plane at 961-2505

– At Radios/Navaids, switch Ch.2 and call to copy clearanceAt Radios/Navaids, switch Ch.2 and call to copy clearance


Traffic conflictsTraffic conflicts– Airline arrivals from Dallas, San Antonio, Airline arrivals from Dallas, San Antonio,

Houston, MexicoHouston, Mexico– Parallel runway Ops (130 vs 125/135)Parallel runway Ops (130 vs 125/135)– Club 1 departure off CRPClub 1 departure off CRP– Shamrock / Sunrise / Nueces TransitionsShamrock / Sunrise / Nueces Transitions– T45s buzzing in and out of Kingsville Parallel T45s buzzing in and out of Kingsville Parallel

runway opsrunway ops– Local altitude restrictionsLocal altitude restrictions

Approach instructionsApproach instructions– Be alert for restrictions/instructions given by Be alert for restrictions/instructions given by

ATCATC– Always acknowledge and read back specific Always acknowledge and read back specific

clearances. “Roger” or “Wilco” may be used clearances. “Roger” or “Wilco” may be used for non-clearance related transmissions.for non-clearance related transmissions.

– Answer quickly and conciselyAnswer quickly and concisely


Typical local examplesTypical local examples– At Bubba Thomas (KT69)At Bubba Thomas (KT69) “ “Navy 1G450, track the approach profile and Navy 1G450, track the approach profile and

maintain 3000, expect approach clearance in 3 maintain 3000, expect approach clearance in 3 minutes.”minutes.”

– Happens because company traffic or a Happens because company traffic or a Southwest 737 is passing under you.Southwest 737 is passing under you.


CommunicationsCommunications

Always use standard radio communications!Always use standard radio communications! AIM chapter 4, Section 2AIM chapter 4, Section 2

– ““Radio Communications Phraseology and Radio Communications Phraseology and Techniques”—Pilot/Controller GlossaryTechniques”—Pilot/Controller Glossary

– http://www.faa.gov/ATpubs/PCG/index.htm AIM 5-3-3, Additional ReportsAIM 5-3-3, Additional Reports Speak clearly and conciselySpeak clearly and concisely Think before you talkThink before you talk

Communications:Communications:Sample CallsSample Calls

Initial call to Tower for takeoff:Initial call to Tower for takeoff:– ““Navy Corpus Tower, N1G450, holding short Rnwy 13L, IFR release.”Navy Corpus Tower, N1G450, holding short Rnwy 13L, IFR release.”

Initial call to Departure:Initial call to Departure:– ““Corpus Departure, N1G450 off Navy Corpus passing 500 for 1600, Corpus Departure, N1G450 off Navy Corpus passing 500 for 1600,

Arrow 3.”Arrow 3.” Initial contact with Approach:Initial contact with Approach:

– ““Corpus Approach, N1G450, 3000, CRP Information A, request.”Corpus Approach, N1G450, 3000, CRP Information A, request.”– TELL THEM EXACTLY WHAT YOU WANTTELL THEM EXACTLY WHAT YOU WANT– EX – “N1G450, request the TAC 17 at CRP, full procedure, followed EX – “N1G450, request the TAC 17 at CRP, full procedure, followed

by radar vectors for the ILS 13 at CRP.”by radar vectors for the ILS 13 at CRP.” Initial call to Tower on final:Initial call to Tower on final:

– ““Navy Corpus Twr, N1G456, 8mi final, ILS13R, 3 down and locked.”Navy Corpus Twr, N1G456, 8mi final, ILS13R, 3 down and locked.” Initial call to Ground once clear:Initial call to Ground once clear:

– ““Navy Corpus Ground, N1G456, clear 13L at 4/22, taxi to my line.”Navy Corpus Ground, N1G456, clear 13L at 4/22, taxi to my line.”

Communications Communications (cont.)(cont.)

General RulesGeneral Rules– Aim to say call sign then the required info—not Aim to say call sign then the required info—not

vice versavice versa– Always read back specific instructions and Always read back specific instructions and

clearances when applicableclearances when applicable– Read back assigned headings, altitudes, Read back assigned headings, altitudes,

airspeeds, frequencies, and transponder codesairspeeds, frequencies, and transponder codes– Wilco is only applicable to non-clearance itemsWilco is only applicable to non-clearance items– ASK ATC TO REPEAT ANYTHING YOU ASK ATC TO REPEAT ANYTHING YOU

DIDN’T GETDIDN’T GET

Communications Communications (cont.)(cont.)

Unicom/CTAFUnicom/CTAF– Speak to the lowest common denominator, the VFR Speak to the lowest common denominator, the VFR

pilot with no approach platespilot with no approach plates– They don’t know what “Procedure turn VOR 32 Circle They don’t know what “Procedure turn VOR 32 Circle

14” means.14” means. Sample calls:Sample calls:

– ““Aransas County traffic, Navy King Air 450, 10 miles southwest, Aransas County traffic, Navy King Air 450, 10 miles southwest, 1600 feet, inbound for a straight in 30, Aransas County.”1600 feet, inbound for a straight in 30, Aransas County.”

– ““Alice Traffic, Navy King Air 450, 7 miles west maneuvering Alice Traffic, Navy King Air 450, 7 miles west maneuvering toward the field. Will overfly the field at 1100 feet to enter left toward the field. Will overfly the field at 1100 feet to enter left downwind Rwy 13, touch and go, and depart to the east, Alice downwind Rwy 13, touch and go, and depart to the east, Alice Traffic.”Traffic.”

Takeoff/DepartureTakeoff/Departure Instrument Departure—critical phase of flightInstrument Departure—critical phase of flight

– Focus on solid, specific briefingFocus on solid, specific briefing– Ensure copilot is onboard with all aspects of briefEnsure copilot is onboard with all aspects of brief

Instrument Departure Brief itemsInstrument Departure Brief items– Instrument Departure Procedures / Trouble TInstrument Departure Procedures / Trouble T– Instrument Recovery-Emergency Return (Sim IMC)Instrument Recovery-Emergency Return (Sim IMC)– Recovery-Emergency Return (Actual Conditions)Recovery-Emergency Return (Actual Conditions)– Aircraft PerformanceAircraft Performance– Runway Length/Width, ConditionRunway Length/Width, Condition– Weather/Vis, WindsWeather/Vis, Winds– Surrounding TerrainSurrounding Terrain– TrafficTraffic

Takeoff/DepartureTakeoff/Departure

Trouble TTrouble T– The Trouble T applies on the departure as well The Trouble T applies on the departure as well

as the approach.as the approach.» You must brief the Trouble T for bothYou must brief the Trouble T for both

– See FTI / AIM for discussions on the 4 types of See FTI / AIM for discussions on the 4 types of Instrument Departures.Instrument Departures.

– Not allowed to use Alternate WX Mins in Not allowed to use Alternate WX Mins in Trouble T section.Trouble T section.


NAVAID Setup (Technique)NAVAID Setup (Technique)– Joining an Airway, set up CDI for the course and Hdg Joining an Airway, set up CDI for the course and Hdg

Bug on a logical headingBug on a logical heading– Multiple local approaches, have an emergency back up Multiple local approaches, have an emergency back up

readily available.readily available.– RADALT: DH or MDA for recovery approachRADALT: DH or MDA for recovery approach– Use TCN channel for a VORTAC recoveryUse TCN channel for a VORTAC recovery

» Allows quick switchover to recovery approachAllows quick switchover to recovery approach» Check DME with TCN/VOR switchoverCheck DME with TCN/VOR switchover

– Technique: CDI on runway heading to ensure Technique: CDI on runway heading to ensure departure from correct runway, as well as compass departure from correct runway, as well as compass operation. Hdg Bug on departure turnout, such as operation. Hdg Bug on departure turnout, such as (040 on Bay 5) (040 on Bay 5)


Aviate, Navigate, CommunicateAviate, Navigate, Communicate– Climb at 150 ktsClimb at 150 kts– Contact Departure Contact Departure

» Who you are, passing altitude off whatever airport, Who you are, passing altitude off whatever airport, flying whatever departureflying whatever departure

– ChecklistChecklist» No delay between Climb and Approach checklistsNo delay between Climb and Approach checklists


Weather minimumsWeather minimums– Current weather is at or above the mins for the Current weather is at or above the mins for the

return approach. (3710.7T)return approach. (3710.7T)

EnrouteEnroute

Least busy but possibly most critical partLeast busy but possibly most critical part– No enroute time between NGP and CRP, but some No enroute time between NGP and CRP, but some

when you go to Alice, Victoria, or Brownsville.when you go to Alice, Victoria, or Brownsville.– Use time to ‘get ahead’Use time to ‘get ahead’

» Get ATIS earlyGet ATIS early» Brief approach as soon as you have the weatherBrief approach as soon as you have the weather

– Always be aware of position and situationAlways be aware of position and situation» Look at approach plate for extra SA (ex. Alice VOR-A), you Look at approach plate for extra SA (ex. Alice VOR-A), you

“live” on the tail of the needle.“live” on the tail of the needle.» Expect CRP to rapid-fire read ATIS when you check in, they Expect CRP to rapid-fire read ATIS when you check in, they

don’t want to release you off frequency – you’re probably less don’t want to release you off frequency – you’re probably less than 5 min from IAF.than 5 min from IAF.

EnrouteEnroute

Monitor + UpdateMonitor + Update– Torque drops and ITT rises in the climbTorque drops and ITT rises in the climb– Opposite in descent – Watch limits!!Opposite in descent – Watch limits!!– Check fuel burn and balance to avoid landing Check fuel burn and balance to avoid landing

with a split.with a split.– Fuel planning: Use GPS to find ETE (or a whiz Fuel planning: Use GPS to find ETE (or a whiz

wheel if GPS is inop), multiply fuel burn in wheel if GPS is inop), multiply fuel burn in lbs/hr, and subtract from totals. Update lbs/hr, and subtract from totals. Update regularly.regularly.

EnrouteEnroute

Prepare for ArrivalPrepare for Arrival– Review NOTAMS/IFR SuppReview NOTAMS/IFR Supp

» Restrictions and Airport InfoRestrictions and Airport Info– Review ChartsReview Charts

» Familiarize with local airspace, airports and terrainFamiliarize with local airspace, airports and terrain– Review STARS (As Required)Review STARS (As Required)

» If a STAR is published, file it.If a STAR is published, file it.– Review Approach PlatesReview Approach Plates

» Review approaches and diagrams, including airport diagram to Review approaches and diagrams, including airport diagram to forecast a taxi plan. forecast a taxi plan.

» Technique: 30 Min out, begin to get WX and review airport Technique: 30 Min out, begin to get WX and review airport info (Notams, ATIS, etc). Have all checklists complete and info (Notams, ATIS, etc). Have all checklists complete and plans made 30 NM from destination if possible. plans made 30 NM from destination if possible.

ArrivalArrival Time Management and PreparationTime Management and Preparation

– Flying the approach is the easy partFlying the approach is the easy part Ensure NAVAIDs are properly setEnsure NAVAIDs are properly set

– D-U-D or Use-Use for VORs (or DME-H for C-mod)D-U-D or Use-Use for VORs (or DME-H for C-mod)– TCN Selected, correct station for TACANTCN Selected, correct station for TACAN– NDB must be constantly monitoredNDB must be constantly monitored

» Use the Observer!Use the Observer!

– Both pilots must be up LOC inside FAF for ILSBoth pilots must be up LOC inside FAF for ILS» Technique: Keep something (NDB or VOR) up for SA until Technique: Keep something (NDB or VOR) up for SA until

FAFFAF

– Ensure marker beacons turned up for ILSEnsure marker beacons turned up for ILS– Don’t forget the LIDS check – outside ATC agencies Don’t forget the LIDS check – outside ATC agencies

are less forgiving than CRP.are less forgiving than CRP.

ArrivalArrival

ABCs Technique:ABCs Technique:– ATIS ATIS

» Check plate for altimeter setting notesCheck plate for altimeter setting notes

– Brief the Approach Brief the Approach – Checklist Checklist – Descent Descent

» Maintain SA on a chart or a plateMaintain SA on a chart or a plate

– Expect Vectors Expect Vectors » IAF or finalIAF or final

Example Approach Brief Example Approach Brief NGP TCN Z 13RNGP TCN Z 13R

Example Approach Brief Example Approach Brief RKP VOR/DME-ARKP VOR/DME-A

Mandatory Mandatory CalloutsCallouts

Mandatory CalloutsMandatory Callouts

T-44A (AP Off)T-44A (AP Off)

ATC: N1G401 turn left heading 310, climb ATC: N1G401 turn left heading 310, climb and maintain 3000and maintain 3000

PM: N1G401, Left 310, leaving 1500 for PM: N1G401, Left 310, leaving 1500 for 30003000

PF: Heading set 310, 3000.PF: Heading set 310, 3000.

PM: Heading set 310, 3000.PM: Heading set 310, 3000.


T-44C (AP Off)T-44C (AP Off)

ATC: N1G401 turn left heading 310, climb ATC: N1G401 turn left heading 310, climb and maintain 3000and maintain 3000

PF: N1G401 Left 310, leaving 1500 for 3000PF: N1G401 Left 310, leaving 1500 for 3000

PF: Set heading 310, set 3000.PF: Set heading 310, set 3000.

PM: Heading set 310, 3000 set.PM: Heading set 310, 3000 set.


Appendix J FTI – Explanation of Deviations


The information exchange outlined in these The information exchange outlined in these sections is required, but these are not sections is required, but these are not

“boldface” statements. We’re promoting a “boldface” statements. We’re promoting a useful exchange of information. Just get useful exchange of information. Just get

the information in there, and don’t focus on the information in there, and don’t focus on the clumsy phrasing.the clumsy phrasing.

Common Student Common Student Mistakes!Mistakes!

Under-utilizing the CopilotUnder-utilizing the Copilot When to descend at an IAF/inbound/FAFWhen to descend at an IAF/inbound/FAF When are you ‘abeam’ a point?When are you ‘abeam’ a point? PT timing is technique!PT timing is technique! Overfly the point or Lead the turn?Overfly the point or Lead the turn? Descend at 800-1000 fpm. If you don’t get Descend at 800-1000 fpm. If you don’t get

down in time, you can’t land.down in time, you can’t land. Circling – everything about it!Circling – everything about it!

Approach CRMApproach CRM

IPs will (more accurately, should):IPs will (more accurately, should):– Run the NCS 31 or RTURun the NCS 31 or RTU– Switch approach platesSwitch approach plates– Check Trouble Ts, Notams, ASR / PAR MinsCheck Trouble Ts, Notams, ASR / PAR Mins– Take controls for the approach briefTake controls for the approach brief

We are training Crew Pilots with CRM SkillsWe are training Crew Pilots with CRM Skills– Be assertiveBe assertive– Use your crew wisely to ease your workloadUse your crew wisely to ease your workload– Communicate! Ask Questions and LEARN Communicate! Ask Questions and LEARN

SOMETHING.SOMETHING.– Don’t be shy, we’re here to teach you. Don’t be shy, we’re here to teach you. – Run your crew.Run your crew.

Approach CRMApproach CRM

A good technique for flow…..A good technique for flow…..– After gear up, props 1900: “Switch my approach plate, After gear up, props 1900: “Switch my approach plate,

Tune ID and Monitor Waypoint 2. At 1000’ start the Tune ID and Monitor Waypoint 2. At 1000’ start the abbreviated climb checklist.”abbreviated climb checklist.”

– On circling app, when done with hdg bug: “The On circling app, when done with hdg bug: “The circling missed approach will begin at 400’ AGL and circling missed approach will begin at 400’ AGL and bring us West bound. Bug West, and give me a hack at bring us West bound. Bug West, and give me a hack at 400 on the Radalt.”400 on the Radalt.”

Get creative. If something needs doing, tell us to Get creative. If something needs doing, tell us to do it. Stay ahead at every opportunity. do it. Stay ahead at every opportunity.

Fly with your hands on the steering wheel and Fly with your hands on the steering wheel and power, and crack the whip on the right seat guy. power, and crack the whip on the right seat guy.

Descent PointsDescent Points

When can you descend? (IAF/Inbound)When can you descend? (IAF/Inbound)– IAFIAF

» Outbound/Abeam and on a Parallel or Intercept Outbound/Abeam and on a Parallel or Intercept heading to the outbound courseheading to the outbound course

– Inbound on approachInbound on approach» VOR/TAC – within 5 radials (1 dot on CDI)VOR/TAC – within 5 radials (1 dot on CDI)

» NDB – within 5 bearingsNDB – within 5 bearings

» LOC/GPS – Half-Scale deflection of CDI (1 dot)LOC/GPS – Half-Scale deflection of CDI (1 dot)

Descent Points cont.Descent Points cont.

When are you ‘abeam’ a station (for timing When are you ‘abeam’ a station (for timing descending/timing outbound on a PT or timing in descending/timing outbound on a PT or timing in holding)?holding)?– Your needle off the wing is only true Your needle off the wing is only true IF IF your heading your heading

matches the outbound coursematches the outbound course– If your heading doesn’t match the outbound course, you If your heading doesn’t match the outbound course, you

must add/subtract 90must add/subtract 90» Then watch for the needle to pass that valueThen watch for the needle to pass that value» Try +100, -10 Try +100, -10 or or -100, +10 -100, +10

– Abeam is determined by the PT course. 90 degrees Abeam is determined by the PT course. 90 degrees from that course is abeam.from that course is abeam.

The Correct Abeam The Correct Abeam

Wind EffectWind Effect

Outbound Abeam or Needle Through the 90 is not the right answer! You’ll

start timing too early.

Wind Effect cont.Wind Effect cont.

Another Example of wind effect, causing a late timing or descent point

Timing on Timing on ApproachesApproaches

Timing outbound on a PT is a Timing outbound on a PT is a technique technique to to keep you within the ‘remain within’ keep you within the ‘remain within’ distancedistance– Don’t rely solely on timing! Use the DME, if Don’t rely solely on timing! Use the DME, if

available, to keep your SA upavailable, to keep your SA up– Ex – if you have a strong tail wind outbound, Ex – if you have a strong tail wind outbound,

you don’t want to time for a full minuteyou don’t want to time for a full minute– Technique: if you’re not done with outbound Technique: if you’re not done with outbound

timing and you see 5 nm, it’s time to turn. timing and you see 5 nm, it’s time to turn. Consider that 150 kts = 2.5 nm / min……Consider that 150 kts = 2.5 nm / min……

Timing OutboundTiming Outbound

• Here your remain within distance is 10NM• Since the IAF is also the VORTAC, you can go out to 10DME (no matter what the timing)

Overfly or Lead?Overfly or Lead?

Heading within 90 degrees of outbound course – Heading within 90 degrees of outbound course – you may lead the turn. you may lead the turn.

– This includes procedure turns; not just procedure This includes procedure turns; not just procedure trackstracks

– Example: Leading an arc 0.8 nm priorExample: Leading an arc 0.8 nm prior

Heading not within 90 degrees – you must cross Heading not within 90 degrees – you must cross the fix and turn in the shorter direction, unless the fix and turn in the shorter direction, unless you are entering a published holding pattern for you are entering a published holding pattern for a turn in holding to get aligned. a turn in holding to get aligned.

Descent RatesDescent Rates

Descend at 800 – 1000 vvi.Descend at 800 – 1000 vvi.– Technique: Try 300 ft-lbs configured.Technique: Try 300 ft-lbs configured.

– If not, you won’t reach MDA by MAP, which is an If not, you won’t reach MDA by MAP, which is an unsuccessful approach. Don’t blow a good check ride unsuccessful approach. Don’t blow a good check ride by descending at 300 vvi and never getting out of the by descending at 300 vvi and never getting out of the simulated weather.simulated weather.

SSE requires the sameSSE requires the same– Technique: Listen to the horn. Technique: Listen to the horn.

– If not, you’ll come down at 150 kts, 300 vvi.If not, you’ll come down at 150 kts, 300 vvi.

– The horn is the sound of sweet Single Engine Jazz.The horn is the sound of sweet Single Engine Jazz.

CirclingCircling

4 Techniques4 Techniques– 45 degrees, 30 seconds (good)45 degrees, 30 seconds (good)– 30 degrees, 45 seconds (not as good)30 degrees, 45 seconds (not as good)

» 45 seconds at 120 kts is 9000 ft. How often do you 45 seconds at 120 kts is 9000 ft. How often do you have more than 9000 ft of runway?have more than 9000 ft of runway?

– 90 degrees, 15 seconds (T-bone the runway)90 degrees, 15 seconds (T-bone the runway)– TLAR (pulling into the downwind)TLAR (pulling into the downwind)

Fly Left traffic, unless Right traffic is Fly Left traffic, unless Right traffic is established or published.established or published.

CirclingCircling

45 degrees, 30 seconds45 degrees, 30 seconds– Start timing from extended centerline Start timing from extended centerline – Set CDI to Rwy Hdg, and turn until the CDI is Set CDI to Rwy Hdg, and turn until the CDI is

on the 45 deg bench mark.on the 45 deg bench mark.– This gives 1 nm spacing at the 180.This gives 1 nm spacing at the 180.– This is a timing back up to a visual maneuver.This is a timing back up to a visual maneuver.

CirclingCircling

The T-BoneThe T-Bone– Overfly midfield perpendicular to the runway, Overfly midfield perpendicular to the runway,

time 15 seconds, then turn into the downwindtime 15 seconds, then turn into the downwind– This gives 1 nm spacing at the 180.This gives 1 nm spacing at the 180.– Midfield to DER is ideal – if you cut it tight Midfield to DER is ideal – if you cut it tight

you’ll arrive past the 180. Give yourself some you’ll arrive past the 180. Give yourself some downwind to adjust spacing.downwind to adjust spacing.

– Set CDI to Runway HeadingSet CDI to Runway Heading» Why? Look at Brownsville VOR-A. It’s easy to Why? Look at Brownsville VOR-A. It’s easy to

land 17, even if cleared for 13Rland 17, even if cleared for 13R» If the CDI isn’t up and down, GO AROUND!If the CDI isn’t up and down, GO AROUND!

CirclingCircling

TLAR – That looks about rightTLAR – That looks about right– Calibrate your eyeballs for spacingCalibrate your eyeballs for spacing

» Use known runway dimensions and pick a matching Use known runway dimensions and pick a matching geographic pointgeographic point

» Use DME from Field or Navaid to approximate 1.5 Use DME from Field or Navaid to approximate 1.5 nm maneuvering circle (for Cat B). Consider nm maneuvering circle (for Cat B). Consider position of the Navaid – this is just an estimate!position of the Navaid – this is just an estimate!

– Set CDI to Runway HeadingSet CDI to Runway Heading– Consider at ALI, VOR-A Circle 31.Consider at ALI, VOR-A Circle 31.

CirclingCircling

Circling CategoriesCircling Categories– At 120 kts, we’re Cat BAt 120 kts, we’re Cat B– 121 kts or greater, we’re Cat C121 kts or greater, we’re Cat C

Ensure you can comply with Cat B mins, Ensure you can comply with Cat B mins, or brief any changes otherwise. or brief any changes otherwise.

– At Sinton, the VOR 32 is not Terps’d beyond At Sinton, the VOR 32 is not Terps’d beyond Cat B………Cat B………

Circling AltCircling Alt

• While circling at Victoria, what is the correct altitude?• At that altitude, when do you want to descend to land?• If we are SE, when are we allowed to configure?

Circling Missed Circling Missed ApproachApproach

Comply with the intentComply with the intent– On a Circle, fly the “Wormtrack.”On a Circle, fly the “Wormtrack.”– Comply with Troube T, if applicableComply with Troube T, if applicable

» Sinton/Bubba T, Rwy 14 – Climb 800 ft before Sinton/Bubba T, Rwy 14 – Climb 800 ft before turning Eastturning East

– For Diverse Departure, reference Radalt, not For Diverse Departure, reference Radalt, not BarometricBarometric

» ALI field elevation is 178 ft – turning at 400 MSL is ALI field elevation is 178 ft – turning at 400 MSL is not safe. You’ll crash or get an Unsat.not safe. You’ll crash or get an Unsat.

» Task CP to verbally call out 400 AGL.Task CP to verbally call out 400 AGL.


This requires a climbing LEFT, not a climbing right!


Don’t get Violated, Crash, or Unsat….Don’t get Violated, Crash, or Unsat….– Initiate a CLIMBING turn towards the Initiate a CLIMBING turn towards the

runway, and CONTINUE the turn until runway, and CONTINUE the turn until established on the missed approach course. established on the missed approach course.

– In other words: Get on the dotted line while In other words: Get on the dotted line while continuing your climb-out and following the continuing your climb-out and following the missed approach instructionsmissed approach instructions

RNAV and GPS ApproachesRNAV and GPS Approaches

And now for something completely And now for something completely different……different……

This will be general info only.This will be general info only.

I0102 will be A-Mod / C-mod specific.I0102 will be A-Mod / C-mod specific.

RNAV and GPS ApproachesRNAV and GPS Approaches

1.1. Preflight and ground opsPreflight and ground ops

2.2. CDI scaleCDI scale

3.3. InflightInflight

4.4. Types of approachesTypes of approaches

5.5. How to fly themHow to fly them

6.6. WarningsWarnings

7.7. CRMCRM

8.8. ExtrasExtras

NOTAMSNOTAMS

DatabaseDatabase

Load the FMSLoad the FMS

1. Preflight and 1. Preflight and Gnd OpsGnd Ops

2 New NOTAMS to check2 New NOTAMS to check

– GPSGPS

– DatabaseDatabase



KGPS - GET THE GPS NOTAMS!!! KGPS - GET THE GPS NOTAMS!!! – Pseudo Random Noise 15Pseudo Random Noise 15– Unreliable 16Unreliable 16


Check Jeppesen Check Jeppesen

Database NOTAMSDatabase NOTAMS

Check that you have a current databaseCheck that you have a current database

LOAD THE FMS - SID through LOAD THE FMS - SID through destination and approachdestination and approach– Student loads – IP verifies and executesStudent loads – IP verifies and executes

Check RAIM for destination at ETACheck RAIM for destination at ETA


Determine that the waypoints and transition Determine that the waypoints and transition names coincide with names found on the names coincide with names found on the procedure chart. procedure chart.

Determine that the waypoints are logical in Determine that the waypoints are logical in location, in the correct order, and that their location, in the correct order, and that their orientation to each other is as found on the orientation to each other is as found on the procedure chart, both laterally and verticallyprocedure chart, both laterally and vertically


There is no specific requirement to check each There is no specific requirement to check each waypoint latitude and longitude, type of waypoint latitude and longitude, type of waypoint and/or altitude constraint.waypoint and/or altitude constraint.

If you suspect an error in the loaded flight plan If you suspect an error in the loaded flight plan or approach, do not use the procedure or or approach, do not use the procedure or waypoint until a verification is made with the waypoint until a verification is made with the published data.published data.


2. CDI SCALE2. CDI SCALE

CDI DisplacementCDI Displacement

3 Modes of Operation3 Modes of Operation– EnrouteEnroute– TerminalTerminal– ApproachApproach

Enroute ModeEnroute Mode– CDI = +/-5NMCDI = +/-5NM

Enroute mode is active:Enroute mode is active:– Once reaching 30 nm from the departure airportOnce reaching 30 nm from the departure airport– Until within 30 nm of arrival airportUntil within 30 nm of arrival airport


Terminal ModeTerminal Mode

– Once within 30 nm of the arrival field, CDI sensitivity Once within 30 nm of the arrival field, CDI sensitivity improves to +/-1NM improves to +/-1NM

» T-44A - T-44A - APPR APPR light on annunciator panellight on annunciator panel

» T-44C “TERM”T-44C “TERM” message on PFDmessage on PFD

– VERBAL RESPONSE REQUIREDVERBAL RESPONSE REQUIRED» ““APPROACH MODE ARMED”APPROACH MODE ARMED”


APPROACH MODEAPPROACH MODE

– Once withing 2 nm of FAWP, CDI sensitivity Once withing 2 nm of FAWP, CDI sensitivity improves to +/-.3NMimproves to +/-.3NM

» T-44A – Short message in scratchpad (if you miss it, check T-44A – Short message in scratchpad (if you miss it, check CDI displacement on Progress 3-3)CDI displacement on Progress 3-3)

» T-44C – “GPS APPROACH” Message on PFDT-44C – “GPS APPROACH” Message on PFD

– VERBAL RESPONSE REQUIREDVERBAL RESPONSE REQUIRED» ““APPROACH MODE ACTIVE”APPROACH MODE ACTIVE”


““Approach Armed / Approach Active” are Approach Armed / Approach Active” are MANDATORY calls. MANDATORY calls.

Technique – Technique – – Sandwich the landing checklist: “At 2 nm, verify Sandwich the landing checklist: “At 2 nm, verify

approach mode Active. Speed checks, gear down, approach mode Active. Speed checks, gear down, landing checklist.” Do the checklist, and after you landing checklist.” Do the checklist, and after you hear “Checklist Complete” say, “Verify approach hear “Checklist Complete” say, “Verify approach mode Active.”mode Active.”


FMS SETUPFMS SETUP

BUTTON BY BUTTON WON’T BE BUTTON BY BUTTON WON’T BE COVERED HERE COVERED HERE – You will see the FMS Demonstrator in I0102You will see the FMS Demonstrator in I0102

3. On Deck3. On Deck

Set up On Deck Flight Plan (if not set Set up On Deck Flight Plan (if not set already)already)

Check predictive RAIMCheck predictive RAIM– Is RAIM going to be available at the Is RAIM going to be available at the

destination?destination?– Check on the ground and again enrouteCheck on the ground and again enroute

Do you need to switch approaches?Do you need to switch approaches? Check FMS against pubsCheck FMS against pubs

Fly-over versus Fly-by WP, and dangers Fly-over versus Fly-by WP, and dangers associatedassociated

3. INFLIGHT3. INFLIGHT

4. TYPES OF 4. TYPES OF APPROACHESAPPROACHES

RNAV/GPS RNAV/GPS

TAATAA

OVERLAYOVERLAY

RNP or SAAAR (RNP or SAAAR (SPECIAL AIRCREW & AIRCRAFT SPECIAL AIRCREW & AIRCRAFT

AUTHORIZATION REQUIRED)AUTHORIZATION REQUIRED)

RNAV/GPSRNAV/GPS

STANDARD - TSTANDARD - T

TAAsTAAs

TAATAAEntry SectorsEntry Sectors

TAA – The TAA incorporates separate entry TAA – The TAA incorporates separate entry sectors with MSAs for each sector. They also sectors with MSAs for each sector. They also act as part of the approach; Once inside the act as part of the approach; Once inside the sector DME, you can descend to the depicted sector DME, you can descend to the depicted altitude once cleared for the approach.altitude once cleared for the approach.

NO DESCENT CLEARANCE NEEDED NO DESCENT CLEARANCE NEEDED IF YOU IF YOU ARE CLEARED FOR THE APPROACH!ARE CLEARED FOR THE APPROACH!

OVERLAYOVERLAY

OVERLAYOVERLAY

It isn’t an overlay approach simply because It isn’t an overlay approach simply because it’s in the databaseit’s in the database– It’s an overlay only if the title includes ‘OR It’s an overlay only if the title includes ‘OR

GPS’GPS’ If it isn’t an overlay, you can still use the If it isn’t an overlay, you can still use the

box display for SA, but you must have the box display for SA, but you must have the appropriate navaid selected as the primary appropriate navaid selected as the primary source of navigation.source of navigation.

RNPRNP

Note the curved pathon final. This requiresRNP of 0.11, listed in the mins section.

RNPRNP

WE CAN NOT FLY AN RNP APPROACHWE CAN NOT FLY AN RNP APPROACH Approaches we can fly will dictate an RNP of 0.3 or Approaches we can fly will dictate an RNP of 0.3 or

greater.greater.

5. HOW TO FLY 5. HOW TO FLY THEMTHEM

Before approach beginsBefore approach begins During approachDuring approach FAF (FAWP)FAF (FAWP) MAP (MAWP)MAP (MAWP) After approachAfter approach

– HoldingHolding– On Deck flight planOn Deck flight plan

WARNINGSWARNINGS

BEFORE BEFORE APPROACHAPPROACH

Check RAIM enrouteCheck RAIM enroute Withing 30 nm of airport, Withing 30 nm of airport,

APPR APPR light must light must illuminate, or TERM on illuminate, or TERM on T-44C PFD.T-44C PFD.– OBSTACLE OBSTACLE

CLEARANCE CLEARANCE DEPENDS ON THISDEPENDS ON THIS


APPR APPR light requires a light requires a verbal responseverbal response– ““APPR MODE ARMED”APPR MODE ARMED”

Check points from FMS Check points from FMS with the procedurewith the procedure– Check names and that the Check names and that the

procedure looks logical on procedure looks logical on your display (T-44C)your display (T-44C)


Proceed to IAFProceed to IAF Check for large intercept Check for large intercept

angle and be prepared for angle and be prepared for early transition?early transition?

When can you descend?When can you descend?

WHEN TO WHEN TO DESCENDDESCEND

ESTABLISHED AT IAF:ESTABLISHED AT IAF:– Established on the Approach &Established on the Approach &– In Terminal Mode (“In Terminal Mode (“APPROACH MODE APPROACH MODE

ARMEDARMED”)”)

ESTABLISHED AT FAF:ESTABLISHED AT FAF:– Established on the Approach &Established on the Approach &– In Approach Mode (“In Approach Mode (“APPROACH MODE APPROACH MODE

ACTIVEACTIVE”)”)

WHAT MINS TO WHAT MINS TO FLY:FLY:

A OR C-MODELA OR C-MODEL

WHAT MINS TO WHAT MINS TO FLY:FLY:

C-MODEL ONLYC-MODEL ONLY

Missed Approach Missed Approach Waypiont: MAWPWaypiont: MAWP

MAP: 2 ChoicesMAP: 2 Choices– 1 – Go-Around button1 – Go-Around button

» Auto sequences and puts you in Mod-Legs (A-mod) / Auto sequences and puts you in Mod-Legs (A-mod) / Active Legs (C-mod) page, but doesn’t become active yetActive Legs (C-mod) page, but doesn’t become active yet

» Push EXECUTE and the needles/CDI will go to the next Push EXECUTE and the needles/CDI will go to the next point (Not required in C-mod – it removes Inhibiting).point (Not required in C-mod – it removes Inhibiting).

– 2 – Manual Sequencing2 – Manual Sequencing» At MAP, manually sequence to the MAWPAt MAP, manually sequence to the MAWP

– ** REMEMBER, THE A-MODEL BOX WON’T ** REMEMBER, THE A-MODEL BOX WON’T TELL YOU EVERYTHING, YOU MUST FOLLOW TELL YOU EVERYTHING, YOU MUST FOLLOW THE PAPERTHE PAPER

MAWPMAWP

WARNING!!!WARNING!!!

*** *** DO NOT change the FMS settings prior to DO NOT change the FMS settings prior to the MAP (delete the Discontinuity, cycle to the the MAP (delete the Discontinuity, cycle to the next point, etc..). Doing so will change the CDI next point, etc..). Doing so will change the CDI displacement back to +/- 1 nm and you will not displacement back to +/- 1 nm and you will not have the required navigational performance to be have the required navigational performance to be down at MDA.down at MDA.

AFTER AFTER APPROACHAPPROACH

Staying at the same airport?Staying at the same airport?– for another approach, simply select another for another approach, simply select another

oneone

Going somewhere else?Going somewhere else?– Change arrival airport or use On Deck / Change arrival airport or use On Deck /

Secondary flight plan.Secondary flight plan.

6. WARNINGS6. WARNINGS INTEG LIGHT (RAIM) INTEG LIGHT (RAIM)

INTEG Light (NAV “OFF” FLAG)INTEG Light (NAV “OFF” FLAG)– RAIM is not availableRAIM is not available– Signal may not keep you inside RNP values for Signal may not keep you inside RNP values for

current segment of flightcurrent segment of flight NO RAIM = Can’t use GPS for guidanceNO RAIM = Can’t use GPS for guidance

– APPROACHESAPPROACHES– SID/STARSID/STAR– ENROUTEENROUTE

Your NAV ‘OFF’ FlagYour NAV ‘OFF’ Flag PRIOR TO FAWPPRIOR TO FAWP

– Transition to a ground-based navaid approach or get Transition to a ground-based navaid approach or get vectors.vectors.

– DO NOT DESCEND TO MDADO NOT DESCEND TO MDA

AFTER FAWPAFTER FAWP– Transition to a ground-based navaid approach or get Transition to a ground-based navaid approach or get

vectors.vectors.– CLIMB AND PROCEED TO MAWPCLIMB AND PROCEED TO MAWP

6. WARNINGS6. WARNINGS INTEG LIGHT (RAIM) INTEG LIGHT (RAIM)

7. CRM7. CRM

The PF shall fly the aircraft and maintain a The PF shall fly the aircraft and maintain a dedicated heads-up lookout. If the PF wishes to dedicated heads-up lookout. If the PF wishes to be heads-down for an be heads-down for an EXTENDEDEXTENDED period of period of time, aircraft control shall be transferred to the time, aircraft control shall be transferred to the PM who shall remain heads-up. PM who shall remain heads-up.

If the PM must divert attention away from If the PM must divert attention away from normal clearing and monitoring duties for an normal clearing and monitoring duties for an EXTENDEDEXTENDED period of time, he shall state, period of time, he shall state, ““heads-downheads-down”. Verbal acknowledgment from ”. Verbal acknowledgment from the PF is necessary to prevent both pilots from the PF is necessary to prevent both pilots from being heads-down at the same time. being heads-down at the same time.

7. CRM7. CRM

Any crewmember that observes both pilots Any crewmember that observes both pilots ““heads-downheads-down” at the same time shall alert the ” at the same time shall alert the PF without delay. PF without delay.

7. CRM7. CRM

DATA ENTRYDATA ENTRY– Taxi – Data entry, while the aircraft is in motion, Taxi – Data entry, while the aircraft is in motion,

shall be made by the PM. Either pilot may make shall be made by the PM. Either pilot may make entries if the aircraft is stopped with the parking entries if the aircraft is stopped with the parking brake set. brake set.

– In-Flight – Data entry shall be made by the PM. In-Flight – Data entry shall be made by the PM.

7. CRM7. CRM

VERIFICATIONVERIFICATION– After data entry, points should be verified by the After data entry, points should be verified by the

instructor prior to pressing the execute button instructor prior to pressing the execute button – This may be delegated by the IPThis may be delegated by the IP

7. CRM7. CRM

Step-down fixes beyond the FAF will not be in Step-down fixes beyond the FAF will not be in the databasethe database

You cannot create any IAPs, nor alter them.You cannot create any IAPs, nor alter them.– You may only pull them directly from the database.You may only pull them directly from the database.– THIS MEANS CREATING WPs TO FLY AN ARC THIS MEANS CREATING WPs TO FLY AN ARC

IS ILLEGAL! IS ILLEGAL! » No GPS-based arcing approaches allowed!No GPS-based arcing approaches allowed!

7. EXTRAS7. EXTRAS

GPS IN LIEU OFGPS IN LIEU OFADF/DMEADF/DME

You can use GPS for:You can use GPS for:– Determine position over a DME fixDetermine position over a DME fix

– Navigating to/from an NDB/OM (even if it’s out of service)Navigating to/from an NDB/OM (even if it’s out of service)

– Determine position over an NDB/OMDetermine position over an NDB/OM

– Hold over an NDB/OMHold over an NDB/OM

DOES NOT MEAN YOU CAN SHOOT AN OTS DOES NOT MEAN YOU CAN SHOOT AN OTS NDB APPROACH WITH THE GPS IF IT ISN’T AN NDB APPROACH WITH THE GPS IF IT ISN’T AN OVERLAY APPROACH!!!OVERLAY APPROACH!!!

The Future of RNAV/GPSThe Future of RNAV/GPS

WAASWAASWIDE AREAWIDE AREA

AUGMENTATION SYSTEMAUGMENTATION SYSTEM

A nationwide network of stations that receive A nationwide network of stations that receive GPS signalsGPS signals– If there is a problem with the signal, WAAS sends a If there is a problem with the signal, WAAS sends a

correction message to the satellite correction message to the satellite Increased accuracyIncreased accuracy

– CAT I Precision approachesCAT I Precision approaches We dont have WAAS, so don’t use the We dont have WAAS, so don’t use the

published LPV minima published LPV minima

LAASLAASLOCAL AREALOCAL AREA

AUGMENTATION SYSTEMAUGMENTATION SYSTEM Ground-based receiver (min of 4) at LAAS Ground-based receiver (min of 4) at LAAS

equipped airportsequipped airports– Any problem with the GPS signal is corrected Any problem with the GPS signal is corrected

and sent directly to LAAS equipped aircraftand sent directly to LAAS equipped aircraft Imcreased accuracyImcreased accuracy

– CAT I & CAT II/III precision approachesCAT I & CAT II/III precision approaches We don’t have LAAS!We don’t have LAAS!

ConclusionConclusion

Focus of Maritime Advanced ProgramFocus of Maritime Advanced Program Study!Study!

– NATOPSNATOPS– FTIFTI– AIM/FARAIM/FAR– AIGT workbookAIGT workbook– NATOPS Instrument Flight Manual (IFM)NATOPS Instrument Flight Manual (IFM)– OPNAVINST 3710.7OPNAVINST 3710.7

Be familiar with Local OperationsBe familiar with Local Operations Chairfly Approaches, Briefs and EPsChairfly Approaches, Briefs and EPs Arrive PreparedArrive Prepared Have Fun!Have Fun!

I0101 BRIEF. Overview Introduction Introduction Stage Review Stage Review Reference Material...

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