 Welcome to the Instrument Stage!!
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Extensive and intense, and the primary focus of VT-31’s advanced syllabus
Students are expected to demonstrate a strong cross-check, exhibit solid flying skills, maneuver the aircraft precisely, maintain radio communications awareness, manage crew coordination and cockpit duties while demonstrating procedural knowledge and good judgment in emergency situations

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Introduction
Stage Review
Local Operations
Airport Environment
Takeoff/Departure
Enroute
Arrival/Approach Brief
Communications
CRM Callouts
RNAV/GPS Approaches
Common Mistakes
Conclusion

 Navy, USMC, USCG
– BI Sims—4 events
– I3200 Block Sims—5 Instrument Sims
– I4100 Block—Instrument Intro
– I3300 Block—Instrument Emergency Sims
– I4200 Block—Instrument Emergency Flights
– I4390—Midphase Checkride
– I4400 Block—Cross Country Events
– I4500 Block—Advanced Instrument EPs
» I4504: BRING INSTRUMENT RATING REQUEST, FILLED
OUT!
– I4690—Final Checkride
– I4701—Solo Cross Country

 E2/C2
– I3200 Block: 4 Instrument Sims
– I3300 Block: 4 Instrument Emergency Sims
– I4200 Block: 4 Instrument Emergency Flights
– I4390: Midphase Checkride
– I4500 Block: Advanced Instrument Eps
(Review Stage)
– I4690: Final Instrument Check

 Local airfields
 Coded flight plans
 Traffic conflicts
 Approach instructions

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COMMONLY USED
CANNED ROUTES
Tango 3- CRP terminal
Area
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GCA 1- NGP GCA
GEE 6/MUCHO 5- Valley
 ALICE 1-Alice, BKS
 NUBIN 3- Victoria, PSX
 See Blue Brains for complete listing and description
Coded Departures
 KNGP Departures
– Arrow 4
– Island 3
– Lex 2
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KCRP Departures
– Gin 2
– Club 1
– Hooks 1
See Blue Brains for complete listing and description

 Practical application
– Unless using a GCA-1 or a Tango-3, you must call Base Ops prior to walking to the plane at 961-2505 to file a canned route.
– If filing a DD-175 you must hand walk flight plan to Base Ops
– After ATIS on BTN 1, switch BTN 2 and put Tango-3 or GCA-1 on request. You may also ask to put any other pre-coordinated flight plan on request at this time.
– At Radios/Navaids, switch BTN 2 and call to copy clearance.

 Each student shall bring a DD175
– Call the IP the night prior for CCX and Review
Stage hops.
 Each crew shall have a DD175-1 (Dash 1)
 Have a plan to complete YOUR own training.
 DO NOT take current pubs from VT-31

 Approach instructions
– Be alert for restrictions/instructions given by
ATC
– Always acknowledge and read back specific clearances. “Roger” or “Wilco” may be used for non-clearance related transmissions.
– Answer quickly and concisely

 Typical local examples
– At Bubba Thomas (KT69)
 “Navy 1G450, track the approach profile and maintain 3000, expect approach clearance in 3 minutes.”
– Happens because company traffic or a
Southwest 737 is passing under you.

 NAVAID Setup (Technique)
– Joining an Airway, set up CDI for the course and Hdg
Bug on a logical heading
– Have ESIS set up to have an emergency back up readily available.
– RADALT: DH or MDA for recovery approach
– Use TCN channel for a VORTAC recovery
» Allows quick switchover to recovery approach
» Check DME with TCN/VOR switchover
– Technique: CDI on runway heading to ensure departure from correct runway, as well as compass operation. Hdg Bug on departure turnout, such as
(040 on Bay 5)

 Aviate, Navigate, Communicate
– Climb at 150 kts
– Contact Departure
» Who you are, passing altitude off whatever airport, flying whatever departure
– Checklist
» Climb checklist still goes at 1000 ft AGL.
» Start setting up for next approach checklist.
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If you aren’t doing something to prepare, you are wrong.

 Weather minimums
– Current weather is at or above the mins for the return approach. (3710.7T)

 Least busy but possibly most critical part
– No enroute time between NGP and CRP, but some when you go to Alice, Victoria, or Brownsville.
– Use time to ‘get ahead’
» Get ATIS early
» Brief approach as soon as you have the weather
– Always be aware of position and situation
» Look at approach plate for extra SA (ex. Alice VOR-A), you
“live” on the tail of the needle.
» Expect CRP to rapid-fire read ATIS when you check in, they don’t want to release you off frequency – you’re probably less than 5 min from IAF.

 Prepare for Arrival
– Review NOTAMS/IFR Supp
» Restrictions and Airport Info
– Review Charts
» Familiarize with local airspace, airports and terrain
– Review STARS (As Required)
» If a STAR is published, file it.
– Review Approach Plates
» Review approaches and diagrams, including airport diagram to forecast a taxi plan.
» Technique: 30 Min out, begin to get WX and review airport info (Notams, ATIS, etc). Have all checklists complete and plans made 30 NM from destination if possible.

 Time Management and Preparation
– Flying the approach is the easy part
– Remember your six T’s
 Ensure NAVAIDs are properly set
– DME HOLD if necessary
– TCN Selected, correct station for TACAN
– NDB must be constantly monitored
» Use the Observer!
– Both pilots must be up LOC inside FAF for ILS
» Technique: Keep something (NDB or VOR) up for SA until
FAF
– Ensure marker beacons turned up for ILS
– Don’t forget the LIDS check – outside ATC agencies are less forgiving than CRP.

 ABCs Technique:
– ATIS
» Check plate for altimeter setting notes
– Brief the Approach
– Checklist
– Descent
» Maintain SA on a chart or a plate
– Expect Vectors
» IAF or final

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Use a high level of professionalism.
When making the initial call:
– Provide the ATIS identifier for intended airfield
– Say “request”. (This allows the controller to be ready and helps avoid clogging up the radios twice with a complicated request).
When the controller says to go ahead with the request:
– State what approach you would like
– How you intend to fly it (vectors/procedure turn/track)
– Where it will begin from (which IAF)
– How it will terminate (full stop, vectors ILS, pilots own navigation to another IAF….etc).
These procedures will help minimize the lengthy extraction of information the controller needs to issue you a clearance and climb out instructions.

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 No specific verbiage need be memorized. Rather, like an approach brief, a departure brief should cover the following items at a minimum: a. Approach name and page number b. NOTAMs/remarks/Trouble T c. Navaid frequency (as applicable) d. Initial approach fix e. Final approach course f. Final approach fix/glide-slope intercept altitude g. Step-down altitudes h. DA/MDA i. Required vs. actual weather j. Missed approach point k. Circling information (as applicable) l. Runway length/width m. Missed approach instruction n. Automation (Flight Director/Autopilot)

 Centerline guidance
 Adequate length
 Roll guidance
 Sequenced flashers
 Fixed/Variable intensity

Touch Down Zone Lights:
First 3000’ of rwy
36 ft from centerline
100 foot spacing
Centerline Lighting: 50 feet
Runway Edge Lights: 200 feet
36’ 36’

2000’
1000
’
2000’
3 0 0 0’

What does the negative symbology mean?

Are Threshold lights part of the
Approach Lighting System or part of the
Runway Lighting System?

VASI 2
VASI 12
VASI 6 Walker three bar system VASI 16
VASI 4
VASI 8

PA

 Described in OPNAV 3710.7.
 Intended to improve the mission effectiveness of all aviation communities by enhancing crew coordination through increased awareness of associated behavioral skills.
 DAMCLAS

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

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

 Any crewmember that observes both pilots
“ heads-down
” at the same time shall alert the
PF without delay.
 DATA ENTRY
– Taxi – Data entry, while the aircraft is in motion, shall be made by the PM. Either pilot may make entries if the aircraft is stopped with the parking brake set.
– In-Flight – Data entry shall be made by the PM.

 VERIFICATION
– After data entry, points should be verified by the instructor prior to pressing the execute button
– This may be delegated by the IP

The information exchange are not “boldface” statements. We’re promoting a useful exchange of information. Just get the information in there, and don’t focus on the clumsy phrasing. See Chapter 22 in the
NATOPS and appendix G for all CRM concepts, mandatory call outs, and when they should be utilized.

This will be general info only.
I0102 will be A-Mod / C-mod specific.

6.
7.
4.
5.
8.
1.
2.
3.
Preflight and ground ops
CDI scale
Inflight
Types of approaches
How to fly them
Warnings
CRM
Extras

 NOTAMS
 Database
 Load the FMS
1. Preflight and
Gnd Ops

1. Preflight and
Gnd Ops
 2 New NOTAMS to check
– GPS
– Database

1. Preflight and
Gnd Ops
 KGPS - GET THE GPS NOTAMS!!!
– Pseudo Random Noise 15
– Unreliable 16

 RAIM detects faults with redundant GPS pseudorange measurements.
 A minimum of five visible satellites with satisfactory geometry must be visible for
GPS RAIM

1. Preflight and
Gnd Ops
 Check that you have a current database
 LOAD THE FMS - SID through destination and approach
– Student loads – IP verifies and executes
 Check RAIM for destination at ETA

1. Preflight and
Gnd Ops
 Determine that the waypoints and transition names coincide with names found on the procedure chart.
 Determine that the waypoints are logical in location, in the correct order, and that their orientation to each other is as found on the procedure chart, both laterally and vertically

 CDI Displacement
 3 Modes of Operation
– Enroute
– Terminal
– Approach

 Enroute Mode
– CDI = +/-5NM
 Enroute mode is active:
– Once reaching 30 nm from the departure airport
– Until within 30 nm of arrival airport

 Terminal Mode
– Once within 30 nm of the arrival field, CDI sensitivity improves to +/-1NM
» T-44A APPR light on annunciator panel
» T-44C “TERM” message on PFD
–
VERBAL RESPONSE REQUIRED
» “APPROACH MODE ARMED”

 APPROACH MODE
– Once withing 2 nm of FAWP, CDI sensitivity improves to +/-.3NM
» T-44A – Short message in scratchpad (if you miss it, check
CDI displacement on Progress 3-3)
» T-44C – “GPS APPROACH” Message on PFD
–
VERBAL RESPONSE REQUIRED
» “APPROACH MODE ACTIVE”

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“Approach Armed / Approach Active” are
MANDATORY calls.
 Technique –
– Sandwich the landing checklist: “At 2 nm, verify approach mode Active. Speed checks, gear down, landing checklist.” Do the checklist, and after you hear “Checklist Complete” say, “Verify approach mode Active.”

 Check RAIM enroute
 Withing 30 nm of airport,
APPR light must illuminate, or TERM on
T-44C PFD.
– OBSTACLE
CLEARANCE
DEPENDS ON THIS

 APPR light requires a verbal response
– “APPR MODE ARMED”
 Check points from FMS with the procedure
– Check names and that the procedure looks logical on your display (T-44C)

 Proceed to IAF
 Check for large intercept angle and be prepared for early transition?
 When can you descend?

 ESTABLISHED AT IAF:
– Established on the Approach &
– In Terminal Mode (“
APPROACH MODE
ARMED
”)
 ESTABLISHED AT FAF:
– Established on the Approach &
– In Approach Mode (“
APPROACH MODE
ACTIVE
”)

WHAT MINS TO
FLY:
A OR C-MODEL

WHAT MINS TO
FLY:
C-MODEL ONLY

Missed Approach
Waypiont: MAWP
 MAP: 2 Choices
– 1 – Go-Around button
» Auto sequences and puts you in Mod-Legs (A-mod) /
Active Legs (C-mod) page, but doesn’t become active yet
» Push EXECUTE and the needles/CDI will go to the next point (Not required in C-mod – it removes Inhibiting).
– 2 – Manual Sequencing
» At MAP, manually sequence to the MAWP
– ** REMEMBER, THE A-MODEL BOX WON’T
TELL YOU EVERYTHING, YOU MUST FOLLOW
THE PAPER

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

 Staying at the same airport?
– for another approach, simply select another one
 Going somewhere else?
– Change arrival airport or use On Deck /
Secondary flight plan.

6. WARNINGS
INTEG LIGHT (RAIM)
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INTEG Light (NAV “OFF” FLAG)
–
RAIM is not available
– Signal may not keep you inside RNP values for current segment of flight
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NO RAIM = Can’t use GPS for guidance
– APPROACHES
–
SID/STAR
–
ENROUTE

6. WARNINGS
INTEG LIGHT (RAIM)
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Your NAV ‘OFF’ Flag
 PRIOR TO FAWP
– Transition to a ground-based navaid approach or get vectors.
– DO NOT DESCEND TO MDA
 AFTER FAWP
– Transition to a ground-based navaid approach or get vectors.
– CLIMB AND PROCEED TO MAWP

 Step-down fixes beyond the FAF will not be in the database
 You cannot create any IAPs, nor alter them.
– You may only pull them directly from the database.
– THIS MEANS CREATING WPs TO FLY AN ARC
IS ILLEGAL!
» No GPS-based arcing approaches allowed!

GPS IN LIEU OF
ADF/DME
You can use GPS for:
– Determine position over a DME fix
– Navigating to/from an NDB/OM (even if it’s out of service)
– Determine position over an NDB/OM
– Hold over an NDB/OM
 DOES NOT MEAN YOU CAN SHOOT AN OTS
NDB APPROACH WITH THE GPS IF IT ISN’T AN
OVERLAY APPROACH!!!

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Focus of Maritime Advanced Program
Study!
– NATOPS
– FTI
– AIM/FAR
– AIGT workbook
– NATOPS Instrument Flight Manual (IFM)
– OPNAVINST 3710.7
Be familiar with Local Operations
Chairfly Approaches, Briefs and EPs
This is all about you. Its YOUR wings, YOUR career and YOUR responsibility to come ready.