Instrument Academic Refresher 1-212 Aviation Regiment UH60 IPC/MOI.

Instrument Academic Refresher1-212 Aviation Regiment

UH60 IPC/MOI

Instrument Academic Refresher

• Why?

• Less than desired proficiency among many US Army aviators

• Not our primary mission, but an essential skill nonetheless, especially in IIMC procedures


• The intent of this training:

• A basic review of the major concepts of IFR planning and flying

• Sustain essential skills to be continually trained and kept in the aviators “flying kitbag”


• The three tenets of our approach to this training plan:

• Plan it

• File it

• Fly it


• References: (items needed for training)

• TC 1-212

• FM 1-240

• DOD FLIP

• Aeronautical Information Manual

PLANNING

• Lets begin by looking at the IFR planning process

PLANNING

• A macro look at the IFR mission begins the process where you start to gather information

destination of missionpax/equipment loadsweatheravailability of IFR routing and approachesaircraft equipment limitationsNOTAMsflight plan filing locations or availability

Scenario

• Transport DART to Marianna Airport from Cairns AAF at 1200Z

• 4 passengers

• 4 toolboxes, 70 lbs each

• 4 personal bags, 50 lbs each

• If needed, vehicle transportation is available at Dothan Airport

PLANNING

Can’t we just go VFR?

• AR 95-1 is specific on this-

• All Army aircraft that are instrumented for IFR flight and are flown by an instrument rated pilot will operate on IFR flight plans except when—

(a) Flight is primarily for VFR training(b) Time will not permit mission completion under IFR

PLANNING

(c) Mission can only be accomplished under VFR

(d) Excessive air traffic control (ATC) departure, en route, or terminal area delays are encountered

(e) Hazardous weather conditions must be avoided

(f) Requirements of paragraph 4-24b are not met

PLANNING

• A Checklist for Success – Appendix B of FM 1-240 (supplemented by TC 1-212, Task 1002, Plan an IFR Flight)

IFR Planning

• Lets begin…

• Once we gathered all mission data, let’s start by getting preliminary weather information

• Where do we obtain our weather data?

Weather Briefing

• Priority should be given to military weather forecasters via the responsible Operational Weather Squadron (OWS) for your area (FIH, Section C lists these OWS facilities)

• Outlook briefings can also be obtained from the nearest Flight Service Station (FSS) by calling 1-800-WXBRIEF. (Flights over 6 hours away can begin obtaining planning weather by telling the briefer you need an “Outlook Briefing.”) FAA weather may also used for weather information if military weather forecasters are not available

Weather Briefing

• Local commanders will establish policies

specifying when DD Form 175-1 (Flight Weather Briefing) is required to be filed with DD Form 175 (Military Flight Plan)

• Weather information for the DD Form 175-1 will be obtained from a military weather facility. If a military forecaster is not available, the PC will obtain a weather forecast per DOD FLIP

Weather Briefing

• Automated or computer based systems may be used to obtain weather information if the system is approved by USAASA and the commander establishes a program to ensure aviators are thoroughly familiar with the system in use

• For all IFR and VFR cross country flights, the weather forecast will be void 1 hour and 30 minutes from the time the forecast is received provided the aircraft has not departed

• Weather forecast may be extended after coordination with a weather facility. The crew should update weather briefing information on stopover flights

Evaluate the Aircrew

• RL status • Medical status (DA 4186) • Currency per AR 95-1, para 4-18. Two aviators

current in the aircraft category being flown are required for flights in forecast instrument meteorological conditions (IMC). Flight trainees meet this requirement when undergoing instrument training and an IP or IE current in the mission, type, design, and series aircraft being flown is at one set of controls

Evaluate The Aircraft

• Equipment status IAW Table 5-2, AR 95-1, and your aircrafts logbook status

FLIP Research

• First, a review of DOD FLIP products available to assist you in your planning (reference GP, Chapter 3)

– NOTE: All DOD FLIP is now available online at www.nga.mil

http://www.nga.mil/

General Planning (GP)

• Published every 32 weeks

• This publication contains general information on all Flight Information Publications, terms, explanation of the divisions of United States Airspace, Flight Plans and Codes, common worldwide pilot procedures, ICAO procedures, Operations and Firings over the High Seas and Aviation Weather Codes

AREA PLANNING (AP/1, 2, 3 and 4)

• AP/1, 2, and 3 are published every 24 weeks

• These documents contain planning and procedure information for a specific region or geographic area

AREA PLANNING (AP/1A, 2A, 3A and 4A)(SPECIAL USE AIRSPACE)

• Published every 48 weeks

• These documents contain all Prohibited, Restricted, Danger, Warning and Alert Areas listed by country. Military Operations and known Parachute Jumping Areas are also listed

AREA PLANNING (AP/1B) (MILITARY TRAINING ROUTES)

• Published every 8 weeks. It contains information relative to military routes, including IFR Military Training Routes (IR), VFR Military Training Routes (VR), and other types of military routes

FLIGHT INFORMATION HANDBOOK

• This handbook contains aeronautical information required by DoD aircrews in flight, but which is not subject to frequent change

• Sections include information on:– Emergency Procedures – FLIP and NOTAM

Abbreviation/Codes– National and International

Flight Data and Procedures– Meteorological Information– Conversion Tables– Standard Time Signals

• Publication cycle is every 32 weeks.

ENROUTE AND TERMINAL PUBLICATIONS

• These publications are designed to provide radio navigation, departure, airway structure, letdown, approach and landing information for use during the in-flight phase of IFR Operations

• The publications are updated by Notices to Airmen (NOTAMs), Enroute Change Notices (ECNs) or Terminal Change Notices (TCNs) on an issue basis, or by Urgent Change Notices (UCNs) as required

ENROUTE LOW ALTITUDE CHARTS

• These charts portray the airway system and related data required for IFR Operations at altitudes below 18,000 feet MSL

• Twenty-six variable scale charts are printed on thirteen sheets, L-1 through L-26, covering the entire United States

• An additional sheet, Charts L-27 and L-28 duplicating data shown on L-20, L-22, L-24 and L-25, is available for those who frequently plan flights North and South along the East Coast within the area of coverage. Publication cycle is every 8 weeks

ENROUTE LOW ALTITUDE CHARTS

ENROUTE IFR SUPPLEMENT

• This supplement contains an alphabetical IFR Airport/Facility Directory, Special Notices and Procedures required to support the Enroute and Area Charts. Publication cycle is every 8 weeks

• Additionally, in some cases the Airport Facility Directory may be your only source of information

ENROUTE IFR SUPPLEMENT

ENROUTE VFR SUPPLEMENT

• This supplement contains an alphabetical listing of selected VFR airports with sketches. Publication cycle is every 24 weeks

ENROUTE VFR SUPPLEMENT

TERMINAL HIGH LOW ALTITUDE

• Twenty-five bound booklets contain:

– Instrument Approach Procedures– Airport Diagrams– Standard Instrument Departures and Radar

Instrument Approach Minimums– The set contains all DoD terminal instrument

procedures and civil terminal instrument procedures requested by the military

TERMINAL HIGH LOW ALTITUDE

VFR SECTIONAL

NOTAMS

• NOTAM information for DoD aircrews is obtained using the DoD Internet NOTAM Distribution System (DINS)

https://www.notams.jcs.mil/






NOTAMS

• The primary DINS system NOTAM Web page incorporates many features to assist the user when retrieving NOTAM requests

• Real time NOTAM data is available, and

contains all NOTAMs validated by the U.S. NOTAM System (USNS), which includes domestic, international, military and from Flight Data Centers (FDC)

NOTAMS

• Aircrews using DINS will not need to consult FLIP to determine if a location has NOTAM support. DINS will provide a plain language notice, highlighted in red, when a requested location is not in the U.S. NOTAM System

• ALTERNATE LOCATION – Use www.notams.faa.gov to retrieve NOTAMs

should the primary DINS server be out of service

http://www.notams.faa.gov/

NOTAMS

• If a proposed flight will terminate at a civil airport, aircrews should obtain/review all Federal Aviation Administration “D” and “L” series NOTAMs including those contained in the “NOTICES TO AIRMEN” publication (NTAP)

• Flight Service Station briefers will not provide NOTAMs from the NTAP unless specifically requested

NOTAMS

• "L" Series: These "Local" NOTAMs must be obtained from the Flight Service Station (FSS) which serves the destination airport

• Obtain the commercial phone number for the destination Flight Service Station from the FLIP civil Airport/Facility Directory, or any Flight Service Station

NOTAMS

• "D" Series: These "Distance" NOTAMs, which are similar to the DoD NOTAM, may be obtained from any Flight Service Station

• This type civil NOTAM is included in the DINS for those locations covered by the DoD

NOTAMS

• "NOTICES TO AIRMEN": This publication is issued every 28 days. Data in this publication which is current on the effective date of the next Airport/Facility Directory (AFD) will be transferred to the AFD and removed from this publication. The NTAP is available on line at

http://www.faa.gov/NTAP

http://www.faa.gov/NTAP/



Notice to Airman Publication

ROUTE PLANNING

How can we safely takeoff from the departure airfield?

Departure Airfield

Departure Airfield

• Diverse Departure: • If the airport has at least one instrument

approach procedure (IAP), and there are no published IFR departure procedures then an aircraft departing under IFR can ensure obstacle clearance by executing a “diverse departure”

Departure Airfield

• ATC will not specifically clear an aircraft for a diverse departure; the clearance may simply be cleared as filed

• In order to fly a diverse departure, fly runway heading until 400 feet above the field elevation before executing any turns while maintaining a minimum climb gradient of 200 feet per nautical mile (unless a higher gradient is published) until reaching a minimum IFR altitude

Departure Airfield

• For heliports and helipads, instrument departure obstacle clearance is based on helicopters climbing 352’ per nautical mile and climbing to 400 feet above takeoff area elevation before turning

Diverse Departure Airfield

Departure Airfield

• SIDs or DPs

• Non standard take off minima

• Most important: Be sure you can comply with any takeoff minima and you know what climb rate you can achieve by use of the Climb/Descent chart in your operator’s manual

Route Selection

• Always include hazardous weather information in your decisions regarding enroute selection

• 2 methods of selecting routing:– Published routing– Direct routing

Route Selection

• Published Routing- using routing as published from DOD FLIP, this method may be used to insure terrain and obstacle clearance plus navaid reception, but may lead to a much longer route of flight

Published Routing

Route Selection

• Direct routing per FAR 91.177. If this method is used, adhere to the following:

• Determine the course to be flown; mark 4 nm on each side of the route on a VFR sectional to include start and end points

• Obstacle clearance per FARs (1000 non mountainous/2000 mountainous) (FAR 91.177)

• Our only reference to determine mountainous or nonmountainous terrain is now the AIM, Figure 5-6-2

Route Selection

Route Selection

• Check to make sure that the route does not penetrate any Special Use Airspace

• TYPES OF SPECIAL USE AIRSPACE:

Special Use Airspace

• (1) ALERT AREA - Airspace which may contain a high volume of pilot training activities or an unusual type of aerial activity neither of which is hazardous to aircraft

ALERT AREA


• (2) CONTROLLED FIRING AREA - Airspace wherein activities are conducted under conditions so controlled as to eliminate hazards to nonparticipating aircraft and to ensure the safety of persons and property on the ground


• (3) MILITARY OPERATIONS AREA (MOA) - A MOA is airspace established outside of Class A airspace area to separate or segregate certain non hazardous military activities from IFR traffic and to identify for VFR traffic where these activities are conducted


• (4) PROHIBITED AREA - Designated airspace within which the flight of aircraft is prohibited

PROHIBITED AREA


• (5) RESTRICTED AREA - Airspace designated under Federal Air Regulations, Part 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction.Most restricted areas are designated joint use and IFR/VFR operations in the area may be authorized by the controlling Air Traffic Control facility when it is not being utilized by the using agency

RESTRICTED AREA


• (6) WARNING AREA - Airspace which may contain hazards to nonparticipating aircraft in international airspace

WARNING AREA

Route Selection

• Consider navaid reception per the IFR Supplement, to include no reception areas

• Examples include:Nondirectional Radio Beacon (NDB)– MH - Non-directional radio beacon, power less than

50 watts (25 NM)– H - Non-directional radio beacon, power 50 watts to

less than 2000 watts (50 NM)– HH - Non-directional radio beacon, power 2000 watts

or more (75 NM)

Route Planning

• VOR, VOR-DME, VORTAC, TACAN– HA - Normal anticipated interference-free

service below 14,500’ AGL - 40 NM; 14,500’ - 60,000’ AGL 100 NM (contiguous 48 states only); 18,000’ - 45,000’ AGL 130 NM

– L - Normal anticipated interference-free service 40 NM up to 18,000’ AGL

– T - Normal anticipated interference-free service 25 NM up to 12,000’ AGL

Route Planning

• Now lets review some of the enroute terms and descriptions:– MCA– MEA– MIA– MOCA– MVA– MRA

Enroute Terms

MINIMUM CROSSING ALTITUDE/MCA – The lowest altitude at certain fixes at which an aircraft

must cross when proceeding in the direction of a higher Minimum Enroute Instrument Flight Rules Altitude (MEA)

MINIMUM ENROUTE IFR ALTITUDE/MEA– The lowest published altitude between radio fixes

which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes

Enroute Terms

MINIMUM IFR ALTITUDES/MIA

• Minimum altitude for Instrument Flight Rules operations as prescribed in Federal Air Regulations Part 91. The following minimum IFR altitude applies:

– (1) In mountainous areas, 2000 feet above the highest obstacle within a horizontal distance of 5 statue miles from the course to be flown; or

– (2) Other than mountainous areas, 1000 feet above the highest obstacle within a horizontal distance of 5 statue miles from the course to be flown

Enroute Terms

MINIMUM OBSTRUCTION CLEARANCE ALTITUDE/ MOCA

– The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigation signal coverage only within 25 statue miles (22 nautical miles) of a VOR

Enroute Terms

MINIMUM VECTORING ALTITUDE/MVA

– The lowest mean sea level altitude at which an IFR aircraft will be vectored by a radar controller

– The altitude meets Instrument Flight Rules obstacle clearance criteria. It may be lower than the published Minimum Enroute Altitude along an airway or J-route segment

– It may be utilized for radar vectoring only upon the controllers' determination that an adequate radar return is being received from the aircraft being controlled

– Charts depicting minimum vectoring altitudes are normally available only to the controllers and not to pilots

Enroute Terms

MINIMUM RECEPTION ALTITUDE/MRA

– The lowest altitude at which an intersection can be determined

Enroute Terms

CHANGEOVER Points

– The COP is located midway between the navigation facility for straight route segments, or at the intersection of radials or courses forming a dog leg in the case of dog leg route segments

– When the COP is not located at the midway point, aeronautical charts will depict the COP location and give the mileage to the radio aids

IFR Cruising Rules

• IFR cruising altitudes become only mandatory in uncontrolled airspace. You may select any altitude you desire and should get it from ATC

• In uncontrolled airspace, the IFR cruising altitudes are as follows:

– 0 to 179 degrees magnetic – ODD thousands– 180 to 359 degrees magnetic – EVEN thousands

Route Planning

• At this time, plan the routing to Marianna Airport using the route planning methods previously shown

IFR Supplement

• This document should then be consulted for items such as airport hours, Class airspace effective hours, availability of fuel, navaid reception, and any other pertinent information that may affect the outcome of the mission

IFR Supplement

• Generally an approach to the lowest minima will suffice. Consideration should be given, however, to the forecast weather. Precision approaches should be used if ceiling is a factor, non precision approaches should be used if visibility is a factor. (Non precision approaches usually get you closer to the runway threshold.)

• Check availability of all approaches via the index of Instrument Procedure Charts (there may be radar approaches)

• All equipment requirements must be met (DME, radar, etc) to include equipment needed for the MISSED APPROACH!

Selecting an Approach

INDEX

VOR-B MAI


All weather requirements must be met per AR 95-1:• Destination weather must be forecast to be equal to or

greater than the published weather planning minimum for the approach procedure to be flown at ETA through 1 hour after ETA

• When there are intermittent weather conditions, predominant weather will apply

• Aviators flying helicopters may reduce destination and alternate Category A visibility minimums by 50 percent, but not less than 1/4 mile or metric equivalent. Reduction of visibility for approaches labeled “copter only” is not authorized

175-1 VOR-B MAI


• Do you require an alternate airport? Let’s review the following

Alternate Airfield

• An alternate airfield is required when filing IFR to a destination under any of the following conditions:

• (1) Radar is required to execute the approach procedure to be flown

• (2) The instrument approach navigational aids to be used are unmonitored

VOR-B MAI IFR SUPPL

Alternate Airfield

• (3) The predominant weather at the destination is forecast at ETA through 1 hour after ETA to be less than—

– (a) Ceiling 400 feet above the weather planning minimum required for the approach to be flown

– (b) Visibility 1 mile (or metric equivalent) greater than the planning minimum required for the approach to be flown

• (4) An alternate is not required if descent from en route minimum altitude for IFR operation, approach, and landing can be made in VFR conditions

175-1 VOR-B MAI

Alternate Airfield

• If you do require an alternate, what is the selection criteria?

Alternate Airfield

• 1) An airfield may be selected as an alternate when the worst weather condition for that airfield is forecast for ETA through 1 hour after ETA to be equal to or greater than—– (a) Ceiling 400 feet above the weather planning

minimum required for the approach to be flown and visibility 1 mile (or metric equivalent) greater than the weather planning minimum required for the approach to be flown;

OR

175-1

Alternate Airfield

– (b) VFR minimums and descent from

enroute minimum altitude for IFR operation, approach, and landing can be made in VFR conditions

175-1

Alternate Airfield

• (2) An airfield will not be selected as an alternate except per f(1)(b) above—

– (a) If the approach procedure to be used at the alternate is shown not authorized (NA) in FLIP

– (b) If radar is required for the approach procedure to be used at the alternate

– (c) If the instrument approach navigational aids to be used is unmonitored

ILS 32 DHN

IFR SUPPL

Alternate Airfield

– (d) If a Class B, C, D, or E surface area airspace does not exist or is not in effect at the airport to be used

– (e) If the global positioning system (GPS) is required for the approach

IFR SUPPL

Airport Lighting

• Be familiar with the types of runway lighting per the FIH, Section B, Lighting, even if flight is to be conducted during the day as even reduced visibility will sometimes require the use of runway lighting

IFR SUPPL VOR-B MAI

Airport Lighting

Fuel

• FM 1-240 references fuel planning in Appendix B. Most aviators use the acronym

R E A R A• Runup• Enroute- use the actual time for an approach, not just a default

amount of time• Alternate- ETE from the MAP to missed approach holding pattern to

include 1 circuit in holding and then to the alternate airfield for landing

• Reserve- 30 mins at cruise per AR 95-1, Chapter 5• Additional time- any planned delays• Remember to calculate surplus fuel when you leave the departure

airfield, It is the amount of fuel in excess of required fuel converted to minutes at the appropriate burn rate

FILING

• The purpose of an IFR flight plan is to communicate the pilots desires to ATC. The reference for filling out the the DD 175 is the GP, Chapter 4. Other types of flight plans may be used dependent on the situation, i.e., DD Form 1801, FAA 7233-1, etc

• AR 95-1 Aircraft will not be flown unless a flight plan (military or civil) has been filed or an operation’s log completed. When FAA Form 7233-1 (Flight Plan), DD Form 1801 (DOD International Flight Plan), or DD Form 175 are used, they will be filed per DOD FLIP

• Local commanders will establish policies specifying the flight plan or operations log to be used

FILING

• FILLING OUT THE DD 175

• Not all blocks of the flight plan will be covered today in order to save time

• The following blocks are highlighted as essential knowledge:

FILING

• Blocks 1-8 per Chapter 4, GP

FILING

• Block 9-The first point in the route of flight should be the planned Navigational Aid or fix for entering the enroute structure; ie. VOR, TACAN, TACAN/DME fix, named intersection, etc

• If a Standard Instrument Departure is used, enter the SID coded identifier (if none is available, enter the SID name and number), following by either the SID termination point, or the transition fix

175

FILING

• For IFR flight plans the last fix entered is either:

(1) The identifier of the nearest appropriate Initial Approach Fix, Navigational Aid, first point of intended landing, or published fix which most clearly establishes the route of flight to the destination or

(2) The coded identifier of a Standard Terminal Arrival (STAR), e.g. "BOIDS9," placed after the transition fix

175

FILING

• Stopover Flight Plans

Each leg after the initial leg of a stopover flight plan is entered as described in ITEMS (4) through (11)

In parenthesis following the last entry of successivelegs, enter the hours of fuel on board (e.g., (3+30))

If an alternate is required, enter the airport identifier and the ETE to the alternate in parenthesis with the fuel on board entry (e.g., 3+30 SKF 0+30)

FILING

Terminal area delays

• Enter the delay location airport identifier as the last item in the route of flight

• Do not make an entry in the TO block; enter the time required to fly the segment in the ETE block

• Explain the delay as a remark on the next line in the ROUTE OF FLIGHT block; do not make entries in any other blocks on this line

FILING

Terminal area delays

• Precede the delay remark with a circled "R" to indicate that the information to following should be transmitted as a remark

• Enter a "D" and the length of the delay, the delay location airport identifier, and the airport of the final destination (e.g., (R) D 0+15 BSM RND). Complete ITEMS (4) through (11) for the subsequent leg of flight

FILING

• Estimated Time Enroute

• The time from take-off or departure from a Terminal or Special Use Airspace enroute delay location to the last fix shown in the ROUTE OF FLIGHT exclusive of planned enroute delays

• NOTE: For Army Aircrews, the ETE for IFR flight plans is the elapsed time until over the first point of intended landing

FILING

Alternate Airfield

• Alternate airports will be selected on the basis of criteria contained in AR 95-1

• If IFR on a stopover flight plan, the alternate listed is for the first point of intended landing 175

Alternate Airfield

Alternate Airfield

• Alternates required for subsequent stops will be included in the ROUTE OF FLIGHT section of the flight plan

• Use the location identifier to indicate alternate airports. If there is no location identifier, enter the installation name

• ETE TO ALTERNATE - Enter the time required to fly from original destination to the alternate airport, based on flight at the last cruising altitude

175

DD 175

FILING

• Flight Plans filed with a military Base Operations are passed to Federal Aviation Administration Flight Service immediately after aircraft departure. Flight Service then notifies the destination base of each aircraft's ETA. Pilots should file IFR flight plan at least 30 min (1 hour in some areas) prior to ETD

FILING

• Prior to departing civil airports, file the Flight Plan with the nearest Flight Service Station (FSS)

• This may be done in person using Federal Aviation Administration Form 7233-1, by telephone, or by aircraft radio if other means are not available

FAA Form 7233

FILING

• When departing civilian fields, the pilot must insure that the actual departure time is passed to the TIE-IN Flight Service Station serving that departure field

• This can be done by the pilot direct to the TIE-IN Flight Service Station

• If the take-off time is not passed to the TIE-IN Flight Service Station, the aircraft will arrive unannounced at the next destination

FLYING THE PLAN

With all flight planning accomplished and the IFR flight plan filed, it is time to execute the mission. For flying the IFR mission, here a few essential items to highlight:

FLYING THE PLAN

OBTAINING THE CLEARANCE

• At airports where a Control Tower is in operation, Air Traffic Control IFR Clearances normally are relayed to pilots of departing aircraft by the Tower "Ground Control" position

• At many busy airports, however, a Tower "Clearance Delivery" position has been established and a separate radio frequency has been designated for this purpose

• No visual surveillance or control over the movement of traffic is exercised by the Tower "Clearance Delivery" position of operation

FLYING THE PLAN

INITIAL RADIO CONTACT

Pilots in their initial radio communication

with the facility concerned will state: • Aircraft Identification• Location on the Airport• Type of Operation Planned (IFR)• Point Of First Intended Landing And Requested

Action (Taxi/Clearance On Request/Etc)

FLYING THE PLAN

• IFR CLEARANCE ITEMS - IFR Clearances to departing aircraft are issued prior to take-off and will include the following items as appropriate, in order listed:

(1) Aircraft identification(2) Clearance limit(3) Departure procedure or SID(4) Route of flight (5) Altitude data in the order flown(7) Holding instructions(8) Any special information(9) Frequency and beacon information

FLYING THE PLAN

Common acronym: C R A F T S

• C - Clearance limit• R - Route of flight• A - Altitudes• F -Frequencies• T - Transponder Codes• S - Special Instructions

FLYING THE PLAN

• Avionics checks- IAW the 237-10 and the following:

– VOR test facility (VOT) (on selected civil and joint use airfields)

– VOT frequencies are listed opposite "Navigational Aids" in the Airport/Facility Directory listings in the Enroute Supplement

FLYING THE PLAN

• Taxi Instruction Readback - Pilots will acknowledge by readback all runway assignment and hold short instructions

• Pilots shall read back all altimeter settings received from Approach agencies when inbound during penetrations, letdowns, entering and departing holding patterns and during all approaches to a landing

FLYING THE PLAN

• Once the clearance is received and the aircraft is ready for departure, consideration must be given to departure weather minimums and procedures:

• Remember the parameters for the diverse departure if you are performing one

• All aviators will comply with published nonstandard IFR takeoff minimums and departure procedures in flight information publications

FLYING THE PLAN

• The aviator flying the aircraft on takeoff who has logged 50 hours, or more, of actual weather time as pilot-in-command has no Army takeoff minimums. Instrument time flown in a simulator does not apply

FLYING THE PLAN

• The aviator flying the aircraft on takeoff who has not logged 50 hours of actual weather time has the following minimums:

• Helicopters—ceiling 100 feet and either visibility 1/4 mile, RVR 1200 feet or metric equivalent RVR may be used when takeoff is made from the runway for which RVR is reported

FLYING THE PLAN

• Determine the need for blade deice and antic-ice equipment prior to takeoff by checking the forecast and observed weather concerning visible moisture and temperatures, and ensure this crosscheck continues on the climbout

FLYING THE PLAN

• ENROUTE Procedures

• Transponder Procedures

– Pilots of aircraft equipped with a transponder with operable Mode 3/A and/or Mode C will "squawk" the appropriate mode(s) and code(s) during all phases of flight, unless directed by Air Traffic Control to Squawk Standby or Stop Squawk

FLYING THE PLAN

• Transponders will be operating in "standby" while taxiing for take-off and either "off" or "standby" as required after landing

• Departing pilots should turn transponders to "on“ as late as practicable before take-off, and landing pilots should turn transponders to either "off" or "standby" as soon as practicable after landing

FLYING THE PLAN

• Unless otherwise requested by Air Traffic Control, transponders shall be operating at all times, VFR or IFR, while airborne

• Additional transponder codes:

– 7500- Hijack in progress– 7600- Lost commo– 7700- Emergency

FLYING THE PLAN

TWO WAY RADIO FAILURE

• IFR FLIGHT PLAN

• (a) During two-way radio communications failure, when confronted with a situation not covered in the regulation, pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate, they should not be reluctant to use the emergency actions contained in flying regulations

FLYING THE PLAN


• (b) In areas of FAA jurisdiction, should the pilot of an aircraft equipped with a coded radar beacon transponder experience a loss of two-way radio capability, the transponder should be adjusted to reply on Mode 3/A, Code 7600

FLYING THE PLAN


• (c) Pilots can expect ATC to attempt to communicate by transmitting on guard frequencies and available frequencies of navaids

FLYING THE PLAN


• (d) VMC - If able to maintain flight in VMC continue flight under VFR and land as soon as practicable and notify ATC

It is not intended that the requirement to "land as soon as practicable" be construed to mean "as soon as possible"

FLYING THE PLAN


• The pilot retains his prerogative of exercising his best judgment and is not required to land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of his intended destination

• The primary objective of this provision is to preclude extended IFR operations in the air traffic control system in VMC

FLYING THE PLAN


• When operating "on top" and unable to descend VMC prior to destination, the procedures contained in paragraph (e) below apply

• (e) IMC - If VMC is not encountered, continue the flight according to the following:

FLYING THE PLAN

ROUTE (FAR 91.185)

• a. By the route assigned in the last ATC clearance received;

• b. If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;

FLYING THE PLAN

ROUTE (FAR 91.185)

• c. In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or

• d. In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan

FLYING THE PLAN

ALTITUDE –

At the highest of the following altitudes or flight levels for the route segment being flown:

a. The altitude or flight level assigned in the last ATC clearance received;

FLYING THE PLAN

b. The minimum altitude (converted, if appropriate, to minimum flight level) for IFR operations (see Section B, Altimeter Changeover Procedures); or

c. The altitude or flight level ATC has advised may be expected in a further clearance

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LEAVE CLEARANCE LIMIT

• a. When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect further clearance time if one has been received

• If one has not been received, as close as possible to the expected time of arrival as calculated from the filed or amended (with ATC) estimated time enroute

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LEAVE CLEARANCE LIMIT

• b. If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect further clearance time if one has been received,

• if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins

• commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time enroute

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LOST COMMO ON RADAR APPROACHES

– initiate lost communications procedures if no transmissions are received for approximately one minute while being vectored to final, 15 seconds while on ASR final approach, or five seconds while on PAR final approach

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LOST COMMO ON RADAR APPROACHES• Attempt contact on a secondary frequency, the

previously assigned frequency, the tower frequency, or guard

• If unable to re-establish communications and unable to maintain VMC, proceed with a published instrument approach procedure or previously coordinated instructions

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LOST COMMO ON RADAR APPROACHES

• Change transponder to appropriate codes

• Maintain the last assigned altitude or the minimum safe/sector altitude (emergency safe altitude if more than 25 NM from the facility), whichever is higher, until established on a segment of the published approach

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MINIMUM SECTOR ALTITUDES• Altitudes depicted on approach charts which

provide at least 1,000 feet of obstacle clearance within a 25-mile radius of the navigation facility upon which the procedure is predicated

• Sectors depicted on approach charts must be at least 90 degrees in scope

• These altitudes are for emergency use only and do not necessarily assure acceptable navigational signal coverage

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EMERGENCY SAFE ALTITUDES

• Altitudes depicted on approach charts which provide at least 1,000 feet of obstacle clearance in non-mountainous areas and 2,000 feet of obstacle clearance in designated mountainous areas within a 100-mile radius of the navigational facility upon which the procedure is predicated and normally used only in military procedures

• These altitudes are identified on published procedures as "Emergency Safe Altitudes"

MSA

ESA

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POSITION REPORTS – FAA

• Federal Aviation Regulations require pilots to maintain a listening watch on the appropriate frequency and furnish position reports passing certain reporting points

• Reporting points are indicated by symbol on enroute charts

• The designated compulsory reporting point symbol is the solid triangle and the "on request" reporting point symbol is an open triangle. Reports passing an "on request" reporting point are only necessary when requested by ATC

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POSITION REPORTS – FAA• When operating in a nonradar environment:• (a) On initial contact, the pilot should inform the

controller of the aircraft’s present position, altitude and time estimate for the next reporting point

Example: (Name) CENTER (aircraft identification), (position), (altitude),

ESTIMATING (reporting point) AT (time)

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POSITION REPORTS – FAA• (b) After initial contact, when a position report

will be made, the pilot should give the controller a complete position report

Example: (Name) CENTER (aircraft identification), (position), (time), (altitude),

(type of flight plan), (ETA and name of next reporting point), (the name of the next

succeeding reporting point), and (remarks)

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POSITION REPORTS – FAA

• When operating in a radar environment:

• (a) On initial contact, the pilot should inform the controller of the aircraft’s assigned altitude preceded by the words "level", or "climbing to", or "descending to", as appropriate; and the aircraft’s present vacating altitude, if applicable

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• POSITION REPORTS – FAA

Examples: (Name) CENTER, (aircraft identification), AT (altitude or flight level), or if appropriate, LEAVING (exact altitude or flight

level) (CLIMBING or DESCENDING) TO MAINTAIN (altitude or flight level)

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• When informed by ATC that their aircraft are in "RADAR CONTACT," Pilots should discontinue position reports over designated reporting points

• They should resume normal position reporting when ATC advises "RADAR CONTACT LOST" or "RADAR SERVICE TERMINATED"

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Additional Reports - The following reports should be made to ATC or FSS facilities without a specific ATC request:

At all times:

– 1. When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level

– 2. When an altitude change will be made if operating on a clearance specifying "VFR ON TOP“

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Additional Reports– 3. When unable to climb/descend at a rate of at least

500 feet per minute

– 4. When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.)

– 5. Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan

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Additional Reports– 6. The time and altitude or flight level upon

reaching a holding fix or point to which cleared

– 7. When leaving any assigned holding fix or point

NOTE: The reports in subparagraphs 6 and 7 may be omitted by pilots of aircraft involved in instrument training at military terminal area facilities when radar service is being provided

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Additional Reports– 8. Any loss, in controlled airspace, of VOR,

TACAN, ADF, low frequency navigation receiver capability, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability

– 9. Any information relating to the safety of flight

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Additional Reports

When not in "radar contact“

• 1. When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach)

• 2. A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of three minutes

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Additional Reports

• Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast, are expected to forward a report of such weather to ATC

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• HOLDING

Airspeeds: Copter/STOL only approaches 100 KIAS. You may hold at a copter holding pattern at this airspeed, however, once you begin and are established on the inbound portion of the Copter approach, airspeed is limited to 90 KIAS

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HOLDING• Whenever an aircraft is cleared to a fix other

than the destination airport and delay is expected, it is the responsibility of the Air Traffic Control controller to issue complete holding instructions (unless the pattern is charted*), an Expect Further Clearance time and the best estimate of any additional enroute/terminal delay

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HOLDING

• If the holding pattern is charted and the controller doesn't issue complete holding instructions, the pilot is expected to hold as depicted on the appropriate chart.* Holding instructions that contain only the holding direction (i.e., "Hold East") inform pilots that the pattern is charted

*NOTE: Only those holding patterns depicted on United States Government Low/High Altitude Enroute, Area/Terminal charts or STARs should be used

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HOLDING• An Air Traffic Control clearance requiring an

aircraft to hold at a fix where the pattern is not charted will include the following information:

• (a) Direction of holding from the fix in terms of the eight cardinal compass points (i.e., North, Northeast, East, Southeast, etc.)

• (b) Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit)

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HOLDING

• (c) Radial, course, bearing, airway or route on which the aircraft is to hold

• (d) Leg length in miles if Distant Measuring Equipment or Area Navigation is to be used (leg length will be specified in minutes on pilot request or if the controller considers it necessary)

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HOLDING

• (e) Direction of turn if left turns are to be made, the pilot requests, or the controller considers it necessary

• (f) Time to expect further clearance and any pertinent additional delay information

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HOLDING

• Outbound timing begins when over or abeam the holding station, whichever occurs later

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HOLDING

• Determine abeam the station:

– TO-FROM indicator change– Setting course 90 degrees and centered needle– Bearing pointer points to the 90 degree to the

course

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HOLDING

• During intersection holding, time starts when wings level on the outbound

heading

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HOLDING

• T or F Compensate for known effect of wind, except when turning

• TRUE

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HOLDING

• Make all turns during entry and while holding at:– 3 degrees / second– not to exceed 30 degrees– 25 degree with flight director system

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HOLDING

• The angle of bank required to achieve a standard rate turn is about 15% of the true airspeed. An airspeed of

100-120 knots = 15-18 deg

HOLDING

• Determine the correct entry:

EAD VOR

(B) 160

(C) 260

(A) 060

Hold NW of the EAD VOR on the R-320, EFC ___

Parallel

Direct

Tear Drop

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HOLDING

• If you know the following, holding entries are simple:

– Your heading as you cross the station– The outbound heading– Turns - Right (std) or left

HOLDING

160Tear Drop

Parallel

Direct

230

050

70110

180

320 Outbound Heading

Example (B)

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HOLDING

T or F If you cross the EAD VOR and you are within 5 degrees of either entry, you may pick whichever one you prefer

• TRUE

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HOLDING

• Write this information down:

• Inbound 060 degrees

• Outbound 240 degrees

• TAS 93 knots

• Wind 020 / 15

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HOLDING

• Inbound course should require a 6 degree left correction

• 052 degrees

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HOLDING

• If the 6 degree left correction is correct, what will be your outbound heading?

• R 12 (252 degrees) FM 1-240

• R 18 (258 degrees) AIM

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HOLDING

• FM 1-240

• Double the inbound correction

– If the inbound correction is over 10, add 10

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• HOLDING

• AIM

– Triple the inbound correction.

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Enroute Weather

• The USAF weather units operate a Pilot to Metro Service (PMSV) at selected AFBs and AAFs to provide aircrews a direct contact

• "Full Service" facilities are manned by fully qualified personnel

• "Limited Service" facilities are manned by individuals not qualified to prepare, issue or interpret forecasts and who will identify themselves as a "weather apprentice”

• The radio call for PMSV is "METRO", e.g., "Travis METRO

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Enroute Flight Advisory Service (EFAS)• A service specifically designed to provide

enroute aircraft with timely and meaningful weather advisories

• It is normally available throughout the conterminous U.S. and Puerto Rico from 6 a.m. to 10 p.m

• EFAS provides communications capabilities for aircraft flying at 5,000 feet above ground level to 17,500 feet MSL on a common frequency of 122.0 MHz

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EFAS

• Contact flight watch by using the name of the ARTCC facility identification serving the area of your location, followed by your aircraft identification, and the name of the nearest VOR to your position

• EFAS is not intended to be used for filing or closing flight plans, position reporting, getting complete preflight briefings, or obtaining random weather reports and forecasts

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Arrival procedures

• When an instrument approach is necessary, an approved procedure will be flown. Approved procedures are published by the military services and FAA in DOD and NOS FLIPs

• An approach may be initiated , regardless of ceiling and visibility

• Practice hooded approaches may be made to the decision height or minimum descent altitude when the aircraft has dual controls and a pilot or aerial observer is at one set of controls. In all other cases, hooded approaches may not be made lower than 500 feet AGL

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TYPES OF APPROACHES

• CONTACT APPROACH - An approach wherein an aircraft on an IFR flight plan, having an Air Traffic Control authorization, operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface. This approach will only be authorized when requested by the pilot and the reported ground visibility at the destination airport is at least 1 statue mile

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TYPES OF APPROACHES

• CRUISE - Used in an Air Traffic Control clearance to authorize a pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance

• The pilot may level off at any intermediary altitude within this block of airspace

• Climb/descent within the block is to be made at the discretion of the pilot

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TYPES OF APPROACHES

• However, once the pilot starts descent and verbally reports leaving an altitude in the block he may not return to that altitude without additional Air Traffic Control clearance

• Further, it is approval for the pilot to proceed to and make an approach at the destination airport

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TYPES OF APPROACHES

• STRAIGHT-IN APPROACH, IFR - An instrument approach wherein final approach is begun without first having executed a procedure turn. Not necessarily completed with a straight-in landing or made to straight-in landing minimums

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TYPES OF APPROACHES

• VISUAL APPROACH - An approach conducted on an instrument flight rules (IFR) flight plan which authorizes the pilot to proceed visually and clear of clouds to the airport

• The pilot must, at all times, have either the airport or the preceding aircraft in sight

• Reported weather at the airport must be ceiling at or above 1,000 feet and visibility of 3 miles or greater

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PROCEDURE TURNS

• A procedure turn is the maneuver prescribed when it is necessary to perform a course reversal to establish the aircraft inbound on an intermediate or final approach course

• The procedure turn or hold in lieu of procedure turn is a required maneuver

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• PROCEDURE TURNS

• The procedure turn is not required when:

-the symbol “No PT” is shown-when RADAR VECTORING to the final

approach course is provided-when conducting a timed approach-when the procedure turn is not authorized

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PROCEDURE TURNS

• The hold in lieu of procedure turn is not required when RADAR VECTORING to the final approach course is provided or when “No PT” is shown

• The altitude prescribed for the procedure turn is a minimum altitude until the aircraft is established on the inbound course

• The maneuver must be completed within the distance specified in the profile view

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DECISION HEIGHT/DH

With respect to the operation of aircraft, means the height at which a decision must be made, during an Instrument Landing System, Microwave Landing System or Precision Approach Radar instrument approach, to either continue the approach or to execute a missed approach

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MINIMUM DESCENT ALTITUDE/MDA

The lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering execution of a standard instrument approach procedure where no electronic glide slope is provided

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AR 95-1 Landing

An aircraft will not be flown below the published MDA or an approach continued below the DH unless the following exist:

-the approach threshold of the runway

-the approach lights or other markings, identifiable with the approach end of the runway or landing area, must be clearly visible to the pilot

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AR 95-1 Landing

-The aircraft must be in a position from which a safe approach to the runway or landing area can be made

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Missed Approach

When a landing cannot be accomplished upon reaching the missed approach point defined on the approach procedure chart, the pilot must comply with the missed approach instructions for the procedure being used or with an alternate missed approach procedure specified by ATC

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Missed Approach• Protected obstacle clearance areas for missed

approach are predicated on the assumption that the missed approach is initiated at the decision height (DH) or at the missed approach point and not lower than minimum descent altitude (MDA)

• A climb of at least 200 feet per nautical mile is required, (except for Copter approaches, where a climb of at least 400 feet per nautical mile is required), unless a higher climb gradient is published on the approach chart

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Missed Approach

• Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn

• Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver

IFR Supplement

Instrument Academic Refresher 1-212 Aviation Regiment UH60 IPC/MOI.

Documents

Transcript of Instrument Academic Refresher 1-212 Aviation Regiment UH60 IPC/MOI.