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RADIO INSTRUMENT FLIGHT 10
DISCUSS ......................................................................................................................................................................2
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
TACAN PROCEDURES ........................................................................................................................................2
PUBLICATIONS CARRIED ON RI FLIGHTS .............................................................................................................2
MINIMUM SAFE ALTITUDES/EMERGENCY SAFE ALTITUDES .................................................................................2
ALTITUDE RESTRICTIONS WHEN CLEARED FOR APPROACH .................................................................................3
EN ROUTE/FEEDER ROUTES .................................................................................................................................3
WEATHER REQUIREMENTS FOR RI FLIGHTS (RWOP, 3710.7 SERIES) .................................................................4
ENGINE MALFUNCTIONS WHILE IMC ..................................................................................................................6
APPROACH BRIEF ................................................................................................................................................6
COCKPIT/COMNAV ORGANIZATION .................................................................................................................6
REQUIRED EQUIPMENT FOR INSTRUMENT FLIGHT (NATOPS, 3710.7) ...............................................................7
INTRODUCE ...............................................................................................................................................................8
A.
B.
C.
TACAN APPROACH (MINIMUM OF TWO) ............................................................................................................8
MISSED APPROACH .............................................................................................................................................8
EN ROUTE NAV/FUEL CONSUMPTION CHECKS ...................................................................................................8
PRACTICE ..................................................................................................................................................................8
A.
B.
C.
D.
E.
F.
G.
H.
INSTRUMENT TAKEOFF (ITO) .............................................................................................................................8
STANDARD INSTRUMENT DEPARTURE (SID) .......................................................................................................8
TACAN TRACKING ............................................................................................................................................8
TACAN INTERCEPTS ..........................................................................................................................................8
TACAN POINT-TO-POINT NAVIGATION ..............................................................................................................8
INSTRUMENT AUTOROTATION ............................................................................................................................8
GCA TO A FULL STOP (FULL PANEL) ...................................................................................................................8
TACAN HOLDING ..............................................................................................................................................8
APPENDIX ..................................................................................................................................................................9
Connor’s 10 Cents:
Give this a try: Say you are taking off on a local RI hop with your first approach to Pensacola Regional.
Call PNS ASOS, 436-4799, and determine which approach you will be shooting. Brief
the approach on the ground before you take off and you will not have to worry about
scrambling to get the brief done in a very limited amount of time. You are pretty much
getting vectors for the approach from P-cola approach as soon as you check in with
them so there is basically no time for anything but the level off check list. Give it a try
and see if you get a pat on the back for good head work!
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Discuss
TACAN procedures
Publications carried on RI flights
L 17/18
Level Off Check List
Student Approach Plates
SAR / On Scene Commander Checklist
Approach Brief
Yankee Brief (DD-175-1, weather brief)
Volume 8/15 Approach plates
NOLA Sectional (New Orleans – VFR Sectional)
PCL (Pocket Check List)
Pensacola Area Training Chart
Partial Panel Card and Hood
Helmet, gloves, knee board, clear visor
Minimum safe altitudes/emergency safe altitudes
(AIM 5-4-5.c)
Minimum Safe/Sector Altitudes (MSA) are published for emergency use on IAP charts. For
conventional navigation systems, the MSA is normally based on the primary omnidirectional
facility on which the IAP is predicated. The MSA depiction on the approach chart contains the
facility identifier of the NAVAID used to determine the MSA altitudes. For RNAV approaches,
the MSA is based on the runway waypoint (RWY WP) for straight-in approaches, or the
airport waypoint (APT WP) for circling approaches. For GPS approaches, the MSA center will
be the Missed Approach Waypoint (MAWP). MSAs are expressed in feet above mean sea
level and normally have a 25 NM radius; however, this radius may be expanded to 30 NM if
necessary to encompass the airport landing surfaces. Ideally, a single sector altitude is
established and depicted on the plan view of approach charts; however, when necessary to
obtain relief from obstructions, the area may be further sectored and as many as four MSAs
established. When established, sectors may be no less than 90° in spread. MSAs provide
1,000 feet clearance over all obstructions but do not necessarily assure acceptable
navigation signal coverage.
MINIMUM SAFE ALTITUDE/MSA (P/CG) (GP) (1) The minimum altitude specified in Federal Air Regulations Part 91, for various
aircraft Operations.
(2) Altitudes depicted on approach charts which provide at least 1000 feet of obstacle
clearance for emergency use within a specified distance from the navigation facility
upon which a procedure is predicated. These altitudes will be identified as Minimum
Sector Altitude or Emergency Safe Altitude and are established as follows:
(a) 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.
(b) 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 altitude are
identified on published procedures as "Emergency Safe Altitudes".
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Altitude restrictions when cleared for approach
If on an airway enroute to the IAF (IAF is on the airway) and “Cleared for the Approach” you
may descend to the higher of MEA, MOCA, or the IAF Altitude. If on a feeder route you may
descend to the feeder route altitude when cleared for the approach. (Reference AIM 5-4-7,
See Appendix)
If holding at a published holding pattern and you are cleared for the approach you may
descend to the published holding altitude once you are cleared for the approach. (Reference
AIM 5-3-7.l.3, See Appendix)
When given an approach clearance which contains an altitude restriction you must maintain
that altitude, or if no altitude is specified and you are not on a published route (airway or
feeder route) you must maintain your current altitude until established on a segment of the
IAP. (Reference AIM 5-4-7, See Appendix)
APPROACH CLEARANCE (AIM 5-4-6.)
a. An aircraft which has been cleared to a holding fix and subsequently "cleared...
approach" has not received new routing. Even though clearance for the approach
may have been issued prior to the aircraft reaching the holding fix, ATC would expect
the pilot to proceed via the holding fix (his last assigned route), and the feeder route
associated with that fix (if a feeder route is published on the approach chart) to the
initial approach fix (IAF) to commence the approach. WHEN CLEARED FOR THE
APPROACH, THE PUBLISHED OFF AIRWAY (FEEDER) ROUTES THAT LEAD
FROM THE ENROUTE STRUCTURE TO THE IAF ARE PART OF THE APPROACH
CLEARANCE.
b. If a feeder route to an IAF begins at a fix located along the route of flight prior to
reaching the holding fix, and clearance for an approach is issued, a pilot should
commence an approach via the published feeder route; i.e., the aircraft would not be
expected to overfly the feeder route and return to it. The pilot is expected to
commence the approach in a similar manner at the IAF, if the IAF for the procedure is
located along the route of flight to the holding fix.
c. If a route of flight directly to the initial approach fix is desired, it should be so stated by the
controller with phraseology to include the words "direct . . .," "proceed direct" or a similar
phrase which the pilot can interpret without question. When uncertain of the clearance,
immediately query ATC as to what route of flight is desired.
En route/feeder routes
FIH B-1.1.b
(1) In the development of the two-level airspace structure the Federal Aviation
Administration (FAA) considered the probability of an aircraft exceeding the
airway/route boundaries while making course changes at different speeds. The
normal navigational aid spacing for airways/routes below 18,000 feet MSL is 80
nautical miles and the airspace area to be protected has a total width of 8
nautical miles, 4 nautical miles each side of centerline, within 51 nautical miles of
the facility. Beyond 51 nautical miles the 4.5 degree accuracy factor determines
the width of the airways/routes (approximately 2 NM in total width every 13 NM).
It was evident that aircraft operating in excess of 290 knots true airspeed (TAS)
could exceed the normal airway/route boundaries depending on the amount of
course change required, wind direction, and velocity, the character of the turning
. fix (distance measuring equipment, overhead navigation aid, or intersection),
and the pilot's technique in making a course change. For example, a flight
operating at 17,000 feet MSL with a TAS of 400 knots, a 25 degree bank, and a
course change of more than 40 degrees would exceed the width of the
airway/route; i.e., 4 nautical miles each side of centerline. As a result, the FAA:
(1) took action to assure proper obstruction clearance for all known turning
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operations, and (2) provided additional instrument flight rules (IFR) separation
protection for turns.
(GP)FEEDER ROUTE - A route depicted on Instrument Approach Procedure Charts to
designate routes for aircraft to proceed from the enroute structure to the Initial Approach
Fix (IAF). (See Instrument Approach Procedure)
(Skinner Gouge)
4 sm wide either side of center line
Provides 1,000 feet of obstacle clearance
Used to get aircraft from the airways to the IAF.
Weather requirements for RI flights (RWOP, 3710.7 series)
VFR FLIGHT PLAN
RWOP (1010.B, 5002), FTI (809), AIM (3-1-3),
1. Minimum ceiling-visibility for RI flights:
(VFR) 1,000-3
2. Minimum ceiling-visibility for NDZ Departure:
500-1
3. Max cloud tops for an NDZ-on-top:
3500’
4. Minimum ceiling for instrument autorotations:
2500’ (2000 +500 cloud clearance)
5. If planning a NDZ-on-top flight, a VFR-on top Weather Brief (DD-175-1) must be on board
the aircraft and a copy must be left with the ODO before departing. Sufficient fuel must
be on board to complete the flight, proceed to an alternate, if required, and an additional
10-gal plus 10% / 20 gal min fuel reserve must also be on board.
IFR FLIGHT PLAN
Takeoff Minimums (OPNAV 3710.7R 5.3.3.1)
a. Special instrument rating —No takeoff ceiling or visibility minimums apply. Takeoff shall
depend on the judgment of the pilot and urgency of flights.
b. Standard instrument rating — Published minimums for the available non-precision
approach, but not less than 300-foot ceiling and 1-statute mile visibility. When a
precision approach compatible with installed and operable aircraft equipment is available,
with published minimums less than 300/1, takeoff is authorized provided the weather is at
least equal to the precision approach minimums for the landing runway in use, but in no
case when the weather is less than 200-foot ceiling and 1/2-statute-mile visibility/ 2,400foot runway visual range (RVR).
Note: Determination that existing weather/visibility is adequate for approach / landing is
the responsibility of the pilot.
IFR Flight Plans. (OPNAV 3710.7R 4.6.4.2)
Regardless of weather, IFR flight plans shall be filed and flown whenever practicable as a
means of reducing midair collision potential. In any case, forecast meteorological conditions
must meet the weather minimum criteria shown in Figure 4-1 for filing IFR flight plans and
shall be based on the pilot’s best judgment as to the runway that will be in use upon arrival.
IFR flight plans may be filed for destination at which the forecasted weather is below the
appropriate minimums provided a suitable alternate airfield is forecast to have at least 3,000foot ceiling and 3-statute-mile visibility during the period 1hour before ETA until 1 hour after
ETA.
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Alternate Airfield. (OPNAV 3710.7R 4.6.4.3)
An alternate airfield is required when the weather at the destination is forecast to be less than
3,000-foot ceiling and 3-statute-mile visibility during the period 1 hour before ETA until I hour
after ETA.
Note
If an alternate airfield is required, it must have a published approach compatible with installed
operable aircraft navigation equipment that can be flown without the use of two-way radio
communication whenever either one of the following conditions is met:
a. The destination lacks the above described approach.
b. The forecasted weather at the alternate is below 3,000-foot ceiling and 3-statute-mile
visibility during the period 1 hour before ETA until 1 hour after ETA.
DESTINATION WEATHER
ETA plus and minus 1 hour
ALTERNATE WEATHER
ETA plus and minus 1 hour
3,000 — 3 or better
O-0
up to but not including
published minimums
Published minimums up to but not
including 3,000 — 3 (single-piloted
absolute minimums 200 — 1/2)
NONPRECISION
PRECISION
ILS
*Published
minimums
plus 300-1
3,000 — 3 or better
Published
minimums
plus 200-1/2
PAR
*Published
minimums
plus 200-1/2
No alternate required
*In the case of single-piloted or other aircraft with only one operable UHF/VHF transceiver, radar
approach minimums may not be used as the basis for selection of an alternate airfield.
Figure 4-1
Approach Criteria for Multipiloted Air-craft. (OPNAV 3710.7R 5.3.4.2)
When reported weather is at or below published landing minimums for the approach to
be conducted, an approach shall not be commenced in multipiloted air-craft unless the
aircraft has the capability to proceed to a suitable alternate in the event of a missed
approach.
Approach Criteria for Single-Piloted Aircraft (OPNAV 3710.7R 5.3.4.3)
a. An instrument approach shall not be commenced if the reported weather is below
published minimums for the type approach being conducted. When a turbojet en route
descent is to be executed, the approach is considered to commence when the aircraft
descends below the highest initial penetration altitude established in high altitude
instrument approach procedures for the destination airport. Once an approach has been
commenced, pilots may, at their discretion, continue the approach to the approved
published landing minimums as shown in the appropriate FLIP for the type approach
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being conducted, Absolute minimums for a single-piloted aircraft executing a precision
approach are 200-foot ceiling/height above touchdown (HAT) and visibility l/2-statutemile / 2,400 feet RVR or published minimums, whichever is higher.
Practice Approaches. (OPNAV 3710.7R 5.3.4.7)
The provisions of this section are not intended to preclude a single-piloted aircraft from
executing practice approaches (no landing intended) at a facility where weather is
reported below published minimums when operating with an appropriate ATC clearance.
The facility in question must not be filed destination or alternate and the weather at the
filed destination and alternate must meet the filing criteria for an instrument clearance as
set forth in this instruction.
Engine malfunctions while IMC
Aviate, Navigate, Communicate
First execute the immediate action Items. Then, before securing any loads, think of what you
are turning off. Think of how the EP will affect the altitude you can fly at, your visibility to
other planes, your ability to shoot the approach at your destination / alternate etc. If the
engine quits, time for the trusty Instrument Auto!!
Approach brief
See Terasse info.doc located in the BI section of the Connor Gouge. He stresses a
methodical redundant method that works very well and is incorporated into the cockpit setup.
But if you don’t like it here is the standard discussion you saw in the Gouge for BI-00S.
A 5 line approach brief checklist is provided to let the pilot flying the approach know what will
occur. The most effective way to brief is to understand the approach by studying
chronologically (or cookbook style). Once you’ve given a good brief, go to the 5 line brief and
make sure you have covered all the easy-to-miss items. This technique will enable you to fly
from a mental picture of your approach brief rather than referring to the approach plate as if
you had never seen it. When you’ve demonstrated some proficiency in your brief, your
instructor might, in the interest of giving you a dose of fleet cockpit procedures, brief the
approaches for you. When this occurs, you are cautioned again not to become complacent.
In briefing you while you fly, your instructor is trying to get you to do something some
students have to work at: Fly and listen at the same time. Include in your approach brief
specific requests you have of your crew.
5 line Approach Brief
1. Approach and Page
2. Weather mins.
3. MDA / DH
4. FAF and timing
5. Missed Approach Point
Cockpit/COMNAV organization
Again, the Terasse Info.doc is a wealth of knowledge in this genre of information.
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Required equipment for instrument flight (NATOPS, 3710.7)
REQUIRED EQUIPMENT FOR IMC FLIGHT (NATOPS 4.18)
The following equipment must be operative prior to entering instrument meteorological
conditions in the TH-57C:
1. Cyclic force trim system
2. Ministab flight control system (pitch and roll)
3. Main generator
4. Standby generator
5. Battery protection circuit
6. Instantaneous vertical speed indicator
7. Two attitude indicators (one automatically powered by approved standby battery
source in the event of power loss)
8. One operable communication system
9. One operable navigation system appropriate to the routes to be flown
10. Radar altimeter
11. Other equipment as required by the operating rules.
Instrument Flight Equipment (OPNAV 3710.7R 5.3.2.1)
a. The pitot heater and all vacuum pressure or electrical sources for the pitot flight
instruments must operate satisfactorily.
b. The aircraft shall be equipped with the following instruments in proper operating
condition:
(1) Airspeed indicator
(2) Altimeter
(3) Turn-and-slip indicator
(4) A clock displaying hours, minutes, and seconds with a sweep-second pointer or
digital readout.
(5)
(6)
(7)
(8)
Attitude indicator
Magnetic compass with current calibration card
Heading indicator or gyrostabilized magnetic compass
Vertical speed indicator.
c. Aircraft shall be equipped with deicing or icing control equipment for sustained or
continuous flight in known or forecast icing conditions.
d. Navigation lights must operate satisfactorily
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Introduce
A. TACAN approach (minimum of two)
Weather
Navaid Setup
Timming
Brief the Approach
Clearance
(Don’t forget a backup plan incase “something” happens)
If you don’t make this obvious and remind the copilot to start the
clock you are begging the IP to fail your DME.
If your IP likes an indepth brief, give it to him / her. If not the 5 Items
are a good guide.
For the Approach, can’t shoot one without it.
Then it is all about the 6 T’s
B. Missed approach
C. En route NAV/fuel consumption checks
Take note of the fuel and time every 6 mins and multiply it by 10. This will give you your fuel
flow. (Or every 10 and multiply by 6, every 15 and multiply by 4, etc.) 21 to 27 gpm is a good
sanity check. So, this number divided into your fuel supply (minus 20 gallons for min usable
fuel and IFR reserve) should give you the number of hours you have remaining.
Try this, take the quantity of fuel you have remaining. Subtract 20 from it, and multiply this
number by 2. This will give you a rough estimate, in mins., of the useable fuel you have on
board.
Practice
A. Instrument takeoff (ITO)
B. Standard instrument departure (SID)
C. TACAN tracking
D. TACAN intercepts
E. TACAN point-to-point navigation
F. Instrument autorotation
G. GCA to a full stop (full panel)
H. TACAN holding
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Appendix
INSTRUMENT APPROACH PROCEDURES (AIM 5-4-7.)
b. When operating on an unpublished route or while being radar vectored, the pilot, when
an approach clearance is received, shall, in addition to complying with the minimum
altitudes for IFR operations (FAR Part 91.177), maintain the last assigned altitude unless
a different altitude is assigned by ATC, or until the aircraft is established on a segment of
a published route or IAP. After the aircraft is so established, published altitudes apply to
descent within each succeeding route or approach segment unless a different altitude is
assigned by ATC. Notwithstanding this pilot responsibility, for aircraft operating on
unpublished routes or while being radar vectored, ATC will, except when conducting a
radar approach, issue an IFR approach clearance only after the aircraft is established on
a segment of a published route or IAP, or assign an altitude to maintain until the aircraft is
established on a segment of a published route or instrument approach procedure. For
this purpose, the Procedure Turn of a published IAP shall not be considered a segment
of that IAP until the aircraft reaches the initial fix or navigation facility upon which the
procedure turn is predicated.
EXAMPLE:
CROSS REDDING VOR AT OR ABOVE FIVE THOUSAND, CLEARED FOR
VOR RUNWAY THREE FOUR APPROACH, or
EXAMPLE:
FIVE MILES FROM OUTER MARKER, TURN RIGHT HEADING THREE THREE
ZERO, MAINTAIN TWO THOUSAND UNTIL ESTABLISHED ON THE
LOCALIZER, CLEARED ILS RUNWAY THREE SIX APPROACH.
NOTE: The altitude assigned will assure IFR obstruction clearance from the point at
which the approach clearance is issued until established on a segment of a published
route or IAP. If uncertain of the meaning of the clearance, immediately request
clarification from ATC.
Holding (AIM 5-3-7.l.3)
3. If an aircraft is established in a published holding pattern at an assigned altitude above
the published minimum holding altitude and subsequently cleared for the approach, the
pilot may descend to the published minimum holding altitude. The holding pattern would
only be a segment of the IAP if it is published on the instrument procedure chart and is
used in lieu of a procedure turn.
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