Coastie RI-17 Check Study Guide
ENS Chris Grooms, USCG HT-18
I made this gouge for future Coasties because there’s so much information spread all over the place in
various pubs, so I wanted to save everybody some time and put everything (well almost) in one spot. This obviously
doesn’t cover everything, but it’s a really good base. In addition, study up on EP’s and limitations, review systems,
know every block of your DD-175, and also spend some time going over sectional and terminal charts before your
check ride. Play “stump the chump” with each other as long as you can stand it. Everything is fair game and
that’s what makes it tough. Hope this helps everybody out. Pass your knowledge on to future students.
There are 2 categories of airspace: Regulatory and Nonregulatory (AIM 3-1-1)
Regulatory: “CPR” (Class A, B, C, D, and E airspace, Prohibited areas, and Restricted areas)
Nonregulatory: “CWAM” (Controlled firing areas, Warning areas, Alert areas, and MOA’s)
Within these 2 categories, there are 4 types: “CUSO”
Controlled, Uncontrolled, Special use, and Other
Basic VFR weather minimums: No person may operate an aircraft under basic VFR when the flight visibility is
less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude and class of
airspace. See table below (AIM 3-1-2):
Class A
Distance from clouds/visibility: N/A, N/A
B
3, Clear of clouds
C
5-1-2-3
D
5-1-2-3
E
G
<10,000’ MSL
<1200’ AGL
5-1-2-3
Day *: 1, Clear of Clouds
at or > 10,000’ MSL Night *: 5-1-2-3
1-1-1-5
>1200’ AGL but <10,000’MSL
Day: 5-1-2-1
Night: 5-1-2-3
>1200’ AGL but >10,000’ MSL
1-1-1-5
* Basic VFR Weather Minimums (FAR 91.155 (b))
(1)
Helicopter. A helicopter may be operated clear of clouds if operated at a speed that allows the pilot
adequate opportunity to see any air traffic or obstruction in time to avoid a collision.
* OPNAV says: (5-15 b) – Outside of controlled airspace, tilt-rotors in helicopter conversion mode and helicopters
may be operated below 1,200’ AGL, clear of clouds, when the visibility is less than 1 statue mile if operated at a
speed that allows the pilot adequate opportunity to see and avoid other air traffic and maintain obstacle clearance.
Class A – (AIM 3-2-2) Generally, 18,000’ MSL up to and including FL 600, including airspace overlying the
waters within 12 nm of the coast of the 48 contiguous States and Alaska. Unless otherwise authorized, all persons
must operate their aircraft under IFR.
Class B – (AIM 3-2-2) Generally, that airspace from the surface to 10,000’ MSL surrounding the nation’s busiest
airports in terms of IFR operations or passenger enplanements. Individually tailored, two or more layers
resembling and upside-down wedding cake. You must: be equipped with an operable two-way radio, have
clearance to enter from ATC, have a private pilot certificate (or be signed off by instructor). For IFR operations, an
operable VOR or TACAN receiver. Also, you need a Mode C transponder. Mode C Veil: The airspace within 30
NM of an airport from the surface upward to 10,000’ MSL. Unless otherwise authorized, aircraft within this
airspace must have a Mode C transponder. (FAR 91.11, page 141) Aircraft speed: 250 KTS within Class B and 200
KTS below its layers.
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Class C – (AIM 3-2-4) Generally, that airspace from the surface to 4,000’ AGL surrounding those airports with a
control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or
passenger enplanements. Each is individually tailored, but usually consists of a 5 NM radius core surface area that
extends from the surface up to 4,000’ AGL, and a 10 NM radius shelf area that extends from 1,200’ AGL to 4,000’
AGL. Outer area: The normal radius will be 20 NM. Pilot certification: No specific certification is required.
Equipment needed: two-way radio, Mode C transponder. Aircraft speed: aircraft at or below 2,500’ AGL within 4
NM of the primary airport of a Class C airspace area cannot exceed 200 KTS.
Class D – (AIM 3-2-8) Generally, that airspace from the surface to 2,500’ AGL surrounding those airports that
have an operational control tower. Individually tailored and can have instrument procedures published. Pilot
certification: No specific certification required. Equipment: Unless otherwise authorized by ATC, an operable twoway radio is required. Two-way radio contact must be established prior to entering. Aircraft speed: aircraft at or
below 2,500’ AGL within 4 NM of the primary airport of a Class D airspace area cannot exceed 200 KTS. Arrival
extensions for instrument approach procedures may be either Class D or Class E airspace. As a general rule, if all
extensions are 2 miles or less, they remain part of the Class D surface area. However, if any one extension is
greater than 2 miles, then all extensions become Class E.
Class E – (AIM 3-2-9) Generally, if the airspace is not Class A, B, C, or D, and it is controlled airspace, it is Class
E airspace. Pilot certification: No specific certification required. Equipment: No specific equipment required.
Arrival or Through Flight Entry Requirements: No specific requirements. Charts: Class E airspace below 14,500’
MSL is charted. Vertical limits: Except for 18,000’ MSL, Class E airspace has no defined vertical limit but rather it
extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace.
7 types of Class E airspace: “SETFOOD”
Surface area designated for an airport
Extension to a surface area (provides airspace to contain standard instrument approach procedures)
Transition (beginning at either 700 or 1,200’ AGL used to transition to/from the terminal or en route environment)
Federal Airways (extend upward from 1,200’ AGL to, but not including, 18,000’ MSL)
Offshore (provide controlled airspace beyond 12 miles from the coast, specified altitude upward to, but not
including, 18,000’ MSL)
Other (Unless otherwise designated at a lower altitude, Class E begins at 14,500’ MSL to, but not including,
18,000’ MSL)
Domestic (provide controlled airspace where there’s no requirement to provide IFR en route ATC services but the
Federal airway system is inadequate)
Class G – (AIM 3-3-1) Class G airspace (uncontrolled) is that portion of the airspace that has not been designated
as Class A, B, C, D or E airspace. IFR Requirements: must remain at least 1,000’ (2,000’ in designated
mountainous terrain) above the highest obstacle within a horizontal distance of 4 NM from the course to be flown.
SPECIAL USE AIRSPACE
“MCPRAW”
MOA (Military Operations Areas) – purpose is separate certain military training activities from IFR traffic.
Controlled Firing Area – contain activities which, if not conducted in a controlled environment, could be hazardous
to nonparticipating aircraft (not charted, they look out for us and stop activities).
Prohibited Area – contain airspace of defined dimensions identified by an area on the surface of the earth within
which the flight of aircraft is prohibited. Established for security or other reasons associated with the national
welfare.
Restricted Area – contain airspace identified by an area on the surface of the earth within which the flight of
aircraft, while not wholly prohibited, is subject to restrictions. ATC will allow you through if it’s not active, etc.
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Alert Area – depicted to inform nonparticipating pilots of areas that may contain a high volume of pilot training or
an unusual type of aerial activity.
Warning Area – an airspace of defined dimensions, extending from 3 NM outward from the coast of the U.S. that
contains activity that may be hazardous to nonparticipating aircraft. The purpose is to warn nonparticipating pilots
of potential danger.
OTHER AIRSPACE AREAS
MTR’s (Military Training Routes) (AIM 3-5-1)
Developed for use by the military for the purpose of conducting low-altitude, high-speed operations developed to
be flown, to the maximum extent possible, under IFR. The routes at 1,500’ AGL and below are generally
developed to be flown under VFR. Generally, MTR’s are established below 10,000’ MSL for operations at speeds
> 250 KTS. Two types: IR (IFR Military Training Routes) and VR (VFR Military Training Routes). VR’s flight
visibility shall be 5 miles or more and flights shall not be conducted below a ceiling of less than 3,000’ AGL.
Route identification: MTR’s with no segment above 1,500’ AGL shall be identified by 4 number characters; e.g.,
IR1206, VR1207. MTR’s that include one or more segments above 1,500’ AGL shall be identified by three
number characters; e.g., IR206, VR207. Nonparticipating aircraft are not prohibited from flying within an MTR;
however, extreme vigilance shall be exercised when conducting flight through or near these routes.
VFR Corridors (AIM 3-5-7) – Defined as airspace through Class B airspace, with defined vertical and lateral
boundaries, in which aircraft may operate without an ATC clearance or communication with ATC. Basically, a
“hole” through Class B airspace.
Class B Airspace VFR Transition Routes (AIM 3-5-7) – Developed to accommodate VFR traffic through certain
Class B airspace, such as Seattle, Phoenix and Los Angeles. Defined as a specific flight course depicted on a
terminal area chart for transiting a specific Class B airspace. These routes include specific ATC-assigned altitudes
and pilots must obtain an ATC clearance prior to entering Class B airspace on the route (unlike a VFR corridor).
Terminal Radar Service Area (TRSA) (AIM 3-5-9) – Areas where participating pilots (mandatory participation for
military) can receive additional radar services which have been redefined as TRSA Service. The primary airport(s)
within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled
airspace which is normally Class E airspace beginning at 700 or 1,200’ AGL and established to transition to/from
the en route/terminal environment. Pilots operating under VFR are encouraged to contact radar approach control
and avail themselves of the TRSA Services. However, participation is voluntary (not for us military though).
Charted by a solid black line and altitudes for each segment.
National Security Areas (NSA’s) (AIM 3-5-9) – Established at locations where there is a requirement for increased
security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA.
When it necessary to provide a greater level of security and safety, flight in NSA’s may be temporarily prohibited
by regulation under the provisions of 14 CFR Section 99.7. Regulatory prohibitions will be issued by ATA-400
and disseminated via NOTAM.
Mode C Transponder Requirements (AIM 4-1-15)
In general, aircraft must be equipped with Mode C transponders when operating:
1. At or above 10,000 MSL over the 48 contiguous states or the District of Columbia, excluding that airspace
below 2,500’ AGL.
2. Within 30 NM of a Class B airspace primary airport, below 10,000’ MSL.
3. Within and above all Class C airspace, up to 10,000’ MSL.
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4. Within 10 miles of certain designated airports, excluding that airspace which is both outside the Class D
surface area and below 1,200’ AGL.
* Also, all aircraft flying into, within, or across the contiguous U.S. ADIZ (Air Defense Identification Zone)
are required to be equipped with a Mode C or Mode S transponder. (look at FIG 5-6-2 on AIM page 5-6-6)
SPECIAL VFR CLEARANCES (AIM 4-4-3)
You need an ATC clearance prior to operating within a Class B, C, D, or E surface area when the weather is less
than that required for VFR flight. All special VFR flights must remain clear of clouds.
3.
Helicopters must remain clear of clouds and may operate in Class B, C, D, and E surface areas with
less than 1 statute mile visibility.
REQUIRED VOICE REPORTS (AIM 5-3-3, FIH B-6)
“M SLEAT & LEW” – “LEW” is for you’re not in radar contact
Missed approach
Safety of flight
Loss of VOR, TACAN, ADF or ILS receiver capability or impairment
Entering or departing holding or point (this covers two reports)
Altitude (3 reports: VFR-On-Top altitude change, leaving an altitude, unable to climb/descend at 500 FPM)
TAS varies by 5% or 10 KTS (whichever is greater) from that which was filed
Leaving the FAF for a nonprecision approach or the outer marker for a precision approach
ETA error in excess of 3 minutes from that which was filed
Weather encountering (that was forecasted or not forecasted)
TWO-WAY RADIO COMMUNICATIONS FAILURE (AIM 6-4-1)
IFR conditions: “AVE F” and “AME” or “AVE of FAME”
ROUTE: “AVE F” (1st scenario that fits)
ALTITUDE: “AME” (highest of the three)
Assigned
Vectored
Expected
Filed
Assigned
Minimum altitude
Expected
If holding and given an EFC time, then leave at the EFC. If no EFC was given, then leave at the ETA. If cleared to
a point not used as an IAF, then keep going and do the same at the IAF for the approach.
HELICOPTER INSTRUMENT APPROACHES (AIM 10-1-2)
1.
Helicopters flying conventional (non-Copter) SIAP’s (Standard Instrument Approach Procedures) may
reduce the visibility minima to not less than one half the Category A landing visibility minima, or ¼ statute mile
visibility/1200 RVR, whichever is greater. No reduction in MDA/DH is permitted.
2.
Helicopters flying Copter SIAP’s may use the published minima, with no reductions allowed.
REQUIRED EQUIPMENT FOR IMC FLIGHT (NATOPS 4-9)
Cyclic force trim system
Ministab flight control system (pitch and roll)
Main generator
Standby generator
Battery protection circuit
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Instantaneous VSI
Two attitude indicators (one automatically powered by approved standby battery source in the event of power loss)
One operable communication system
One operable navigation system appropriate to the routes to be flown
Radar altimeter
Other equipment as required by the operating rules (“Pitot MAAATHVNIC” in OPNAV)
REQUIRED EQUIPMENT FOR NIGHT FLIGHT (NATOPS 4-9)
“CAR Lights”
Communication radio
Attitude gyro
Radar altimeter
Lights (all instrument and circuit breaker panel lights and all exterior lights)
OPNAV SPECIFIC INFORMATION
FLIGHT PLANNING (OPNAV 4-2) – Before commencing a flight, the PIC shall be familiar with all available
information appropriate to the intended operation. Such information shall include but is not limited to:
“DRAFT ‘N W”
Delays (any anticipated traffic delays)
Risk assessment (prior to the flight)
Alternates available (if the flight cannot be completed as planned)
Fuel requirements
Terminal instrument procedures (to include proper use of non-DOD approaches)
NOTAMS
Weather reports and forecasts
AUTHORIZED AIRFIELDS: EXCEPTIONS (OPNAV 4-2)
All naval aircraft operating in CONUS are prohibited from landing at or taking off from civil airfields listed in the
DOD FLIP Enroute Supplement. Exceptions to this prohibition are as follows:
“MOAT CAP”
Mission
Official Business
Alternate (you can use civil airfields as alternates if no military airfields are available)
Transport, turboprop training command aircraft, patrol class aircraft, and helicopters.
Co-located (civil airfields on which military units operate aircraft)
Aircraft (flights required for the procurement, acceptance, modification, test, and delivery of aircraft)
Practice (for instrument approach and low-approach training)
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LANDING AREAS (When can you land at other than airfield locations (such as fields, highways, and parks))?
(OPNAV 4-3)
You can do it, provided:
“MSL CO”
Military requirement exists for such a landing
Safeguards are taken to permit safe landing and takeoff operations without hazard to people or property
Legal objections (none)

CO’s can waive all these if the aircraft is engaged in SAR operations
FUEL PURCHASE: EXCEPTIONS (OPNAV 4-3)
“OLEA”
Official business
Limited range (and necessary to complete the mission)
Emergency (flight is terminated as a result of a bona fide emergency)
Alternate (flight terminates at alternate is lieu of filed destination)
SIGNING THE FLIGHT PLAN (What 8 things are you signing for when you sign the flight plan?)
(OPNAV 4-5)
“RAW FW PIE”
Responsibility (the PIC acknowledges responsibility for the safe and orderly conduct of the flight)
Authorized (the flight has been properly authorized)
Weight & Balance
Flight Planning (including NOTAM service)
Weather minimums and fuel requirements
Passengers (have been properly briefed and manifested)
Instrument rating (the PIC/each pilot has it if any portion of flight will be in IMC)
Each (each pilot has received the required weather briefing)
FLIGHT WEATHER BRIEFING FORM (OPNAV 4-6)
A DD-175-1 flight weather briefing form shall be completed whenever an IFR flight plan is filed.
Note: Weather brief void time cannot exceed 2.5 hours past briefing time or ETD plus ½ hour. Briefings received
more than 2.5 hours prior to takeoff will be void and require rebriefing prior to departure.
IFR FILING CRITERIA (Figure 4-1, OPNAV 4-7)
Destination Weather
0-0 up to but not including Published Minimums
Published Minimums up to but not including 3,000-3
3,000-3 or better

Alternate Weather
3,000-3 or better
Nonprecision
*Published Mins
+ 300-1
Precision
ILS
Published Mins
+ 200-1/2
PAR
*Published Mins
+ 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.
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WEATHER CRITERIA FOR FILING (OPNAV 4-7)
Flight plans shall be based on all the following:
“DR. DA”
Departure weather (actual weather at the time of clearance)
Route (existing and forecast weather for the entire route of flight)
Destination (for a period of 1 hour before ETA and 1 hour after ETA)
Alternate (for a period of 1 hour before ETA and 1 hour after ETA)
IFR FLIGHT PLANS (OPNAV 4-7)
Regardless of weather, IFR flight plans shall be filed and flown whenever practicable as a means of reducing midair
collision potential.
You can file to a destination which has forecasted weather below published minimums as long as you have an
alternate that has forecasted weather of at least 3,000-3 during the period 1 hour before ETA until 1 hour after ETA.
SEVERE WEATHER WATCH BULLETINS (OPNAV 4-8)
Except for operational necessity, emergencies, and flights involving all-weather research projects or weather
reconnaissance, pilots shall not file into or through areas for which the Storm Prediction Center has issued a WW
unless one of the following exceptions apply:
a.
Storm development has not progressed as forecasted for the planned route. In such situations:
(1)
VFR filing is permitted if existing and forecasted weather for the planned route permits such
flights.
(2)
IFR flight may be permitted if aircraft radar is installed and operative, thus permitting detection
and avoidance of isolated thunderstorms.
(3)
IFR flight is permissible in positive control areas if VMC can be maintained, thus enabling aircraft
to detect and avoid isolated thunderstorms.
b.
Performance characteristics of the aircraft permit an en route flight altitude above existing or developing
severe storms.
MINIMUM FUEL REQUIREMENTS: FUEL PLANNING (OPNAV 4-8)
All aircraft shall carry sufficient usable fuel, considering all meteorological factors and mission requirements as
computed below:



If you don’t need an alternate, then you must have enough fuel to get to your destination, plus a reserve of
10% of planned fuel requirements.
If you do need an alternate, then you must have enough fuel to get to your destination initial approach fix
and then to your alternate, plus a reserve of 10% of planned fuel requirements.
In no case shall you land at your destination or alternate with the planned fuel reserve being less than that
needed for 20 minutes of flight, computed as follows: (3) Turbine-powered helicopters. Compute fuel
consumption based on operation at planned flight altitude.
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POSITION LIGHTS (OPNAV 5-1)
Shall be displayed between 30 minutes prior to sunset until 30 minutes after sunrise or at any time the prevailing
visibility as seen from the cockpit is less than 3 statute miles. During these conditions, they shall be displayed:



Immediately before engine start and anytime the engine(s) is running.
When the aircraft is being towed (unless the aircraft is otherwise illuminated)
When aircraft is parked and likely to cause a hazard (unless the aircraft is otherwise illuminated)
WEATHER MINIMUMS (OPNAV 5-15)
For special VFR within controlled airspace, the pilot must obtain authorization from ATC; ceiling and visibility
must be a minimum of 500-1; aircraft must remain clear of clouds, and (except for CNATRA helicopter operations)
the pilot and aircraft must be certified for instrument flight. COs can authorize helicopter special VFR flights in
conditions below 500-1 for missions of operational necessity.

Outside of controlled airspace (which is Class G airspace), helicopters may be operated below
1,200’ AGL, clear of clouds, when the visibility is less than 1 statute mile if operated at a speed
that allows the pilot adequate opportunity to see and avoid other air traffic and maintain obstacle
clearance.
WEATHER CONDITIONS PRECLUDING VFR FLIGHT (OPNAV 5-15)
If bad weather is keeping you from being able to stay VFR, you can do 3 things: “LAR”
Land (obviously staying VFR) at a suitable alternate
Alter your route so you can stay VFR
Remain in VFR conditions until you can change or flight plan or re-file IFR
MINIMUM ALTITUDE (OPNAV 5-17)
When out of controlled airspace and only when the mission of the flight requires otherwise, an aircraft shall not be
flown less than 1,000’ above the highest terrain (2,000’ over designated mountainous terrain – in FAR/AIM),
surface of the water, or obstacle within 22 miles of the intended line of flight.
In controlled airspace, an aircraft shall not be flown at less than the minimum en route altitude or the altitude
specified by the agency exercising control over the airspace concerned when operating in IFR conditions.
Authorized missions may be flown at lower altitudes than specified above when operating on published IFR
military training routes (IRs) that have been developed in accordance with OPNAVINST 3722.33.
INSTRUMENT FLIGHT EQUIPMENT (OPNAV 5-18)
“Pitot MAAATHVNIC”
Pitot (the heater and all vacuum pressure or electrical sources for it must operate properly)
Magnetic compass with current calibration card
Airspeed indicator
Altimeter
Attitude indicator
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Turn-and-slip indicator
Heading indicator or gyrostabilized magnetic compass
Vertical speed indicator
Navigation lights
Icing or deicing control
Clock (displaying hours, minutes, and seconds with a sweep-second pointer or digital readout
INSTRUMENT DEPARTURES: TAKEOFF MINIMUMS (OPNAV 5-19)
Standard Instrument Rating – Published minimums for the available non-precision approach, but not less than 3001. Or, the published minimums for the precision approach for the landing runway in use but no less than 200- ½
/2,400 RVR.
APPROACH CRITERIA FOR MULTIPILOTED AIRCRAFT (OPNAV 5-19)
If you’re multipiloted, you can shoot the approach as long as you have the capability to go to your alternate if you
go missed approach.
APPROACH CRITERIA FOR SINGLE-PILOTED AIRCRAFT (OPNAV 5-19)
An instrument approach shall not be commenced if the reported weather is below published minimums for the type
approach being conducted. Although, once you’ve started the approach, you can continue it down to the published
minimums. Absolute minimums for a single-piloted aircraft executing a precision approach are 200- ½ /2,400 RVR
or published minimums, whichever is greater.
CRITERIA FOR CONTINUING INSTRUMENT APPROACHES TO A LANDING (OPNAV 5-20)
Pilots cannot descend below the prescribed MDA or DH unless they have the runway environment in sight (*FAR
91.175 and 91.189) and in their judgment a safe landing can be executed, either straight-in or from a circling
approach, whichever is specified in their clearance. If visual reference is lost while circling to land from a
published instrument approach, the missed approach specified for that particular procedure must be followed (the
pilot should make an initial climbing turn toward the landing runway in use and continue the turn until established
on the missed approach course).
* FAR 91.175
Runway environment (10 things) – you cannot descend below your MDA/DH unless one of the following visual
references for the intended runway is distinctly visible and identifiable to the pilot:
“ATVR”
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
(A-, 5 T’s, V, 3 R’s)
Approach lighting system (except you can’t go below 100’ above touchdown zone elevation using the
approach lights as a reference unless you can see the red terminating bars or red side row bars too)
Threshold
Threshold markings
Threshold lights
Runway End Identifier Lights (REIL)
Visual Approach Slope Indicator (VASI)
Touchdown zone or touchdown zone markings
Touchdown zone lights
Runway or runway markings
Runway lights
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FINAL APPROACH ABNORMALITIES DURING RADAR APPROACHES (OPNAV 5-20)
4 reasons: “DR. PR”
Danger (field conditions, conflicting traffic, or other unsafe conditions observed from tower)
Radical aircraft deviations of safe limits are exceeded
Position or identification of the aircraft is in doubt
Radar contact is lost or malfunctioning radar is suspected

You don’t have to execute a missed approach if you have the runway or approach/runway lights in
sight for the above except for “Danger” – in this case it’s mandatory.
PRACTICE APPROACHES (OPNAV 5-20)
Yes, you can shoot practice approaches to an airfield where weather is reported below published minimums as long
as it is not your filed destination or alternate.
ALTITUDE (OPNAV 5-21)
Helicopters in Class B, C, or D airspace shall not exceed 500’ AGL unless specifically cleared by the tower or other
control agency.
NOISE SENSITIVE AREAS (OPNAV 5-22)
(i.e., breeding farms, resorts, beaches, wildlife refuge areas, etc.)
These areas shall be avoided when at altitudes of less than 3,000’ AGL except in compliance with an approved:
Traffic or approach pattern, VR or IR route, or Special use airspace.
INSTRUMENT RATINGS AND QUALIFICATIONS (OPNAV 13-1, 13-3)
(What do you need to do to get and to keep your instrument rating?)
All naval aviators are required annually to: attend a formal TYCOM-approved instrument ground syllabus if one is
available (syllabus includes a spatial disorientation review and use of non-DOD approach/departure procedures)
and to satisfactorily complete a written exam (covering Federal Aviation Regulations pertaining to IMC,
navigational systems and procedures, instrument approach procedures, and radio communication procedures,
meteorology and DD-175 and weather briefs, etc., and instrument procedures contained in pertinent military
directives).
You can renew your rating no earlier than 60 days before your current rating expires. Your current rating is valid
for 12 months from the last day of the month in which the current rating expires.
The written exam must be completed with a grade of Qualified within 60 days prior to commencing the evaluation
flight.
To initially get your standard instrument rating, you need 50 hours of instrument pilot time under actual or
simulated instrument conditions. You also need to successfully complete a NATOPS instrument evaluation.
Within the previous 6 months, you need 6 hours as pilot under actual or simulated instrument conditions and a total
of 12 instrument approaches (6 precision, 6 nonprecision).
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Within the previous 12 months, you need 12 hours as pilot under actual or simulated instrument conditions and a
total of 18 instrument approaches (12 precision, 6 nonprecision).
One half of the above mentioned can be met using major flight simulator devices.
CNATRA is authorized to issue an initial instrument rating when we receive our wings.
COs can extend the expiration date of your rating up to 90 days following return from a deployment.
NATOPS JACKET (OPNAV A-1)
Four sections:
Part A
Part B
Part C
Part D
Flight personnel training/qualification jacket review and certification record
PCS orders (most recent)
Medical information (flight physicals, most current up chits, etc.)
Flight equipment issued
You are not permitted to put anything into or take anything out of your NATOPS jacket. You hand carry them with
you to your next unit.
* The Aviators Flight Log Book is the official document of pilot history (OPNAV A-12).
IMPORTANT FREQUENCIES
(Figure 4-1-1 on page 4-1-3 of AIM)
Guard
FSS
EFAS (Flight Watch)
MULTICOM
UNICOM
243.0
122.2 or 255.4 (“___ Radio”)
122.0 (“___ Flight Watch”)
122.9
122.7, 122.8, 122.725, 122.975 or 123.0
SELF-ANNOUNCE POSITION AND/OR INTENTIONS (AIM 4-1-4)
(Practice Approaches)
Make the following calls on CTAF:




Departing FAF (nonprecision approach) or the outer marker (precision approach)
Established on final
Upon completion or termination of the approach
Upon executing the missed approach procedure
Minimum Vectoring Altitude (AIM glossary) – The lowest MSL altitude at which an IFR aircraft will be vectored
by a radar controller, except as otherwise authorized (obviously) for radar approaches, departures, and missed
approaches. It meets IFR obstacle clearance altitude. It’s only available to controllers and not to pilots. The MVA
in each sector provides 1,000’ above the highest obstacle in nonmountainous areas and 2,000’ in designated
mountainous areas. Each sector boundary is at least 3 miles from the obstruction determining the MVA.
Contact Approach (AIM glossary and 5-4-41) – An approach wherein an aircraft on an IFR flight plan, having an
ATC 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
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proceed to the destination airport by visual reference to the surface. This approach will only be authorized when
requested by the pilot (cannot be initiated by ATC) and the reported ground visibility at the destination airport is at
least 1 statute mile. That contact approach will be made to an airport having a standard or special instrument
approach procedure. The pilot assumes the responsibility for obstruction clearance.
Standard Terminal Arrival (STAR) (AIM glossary and 5-4-1) – A pre-planned instrument flight rule (IFR) ATC
arrival procedure published for pilot use in graphic and/or textual form. STAR’s provide transition from the en
route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.
Visual Approach (AIM glossary and 5-4-40) – An approach conducted on a 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. This approach must be authorized and under the control of
the appropriate ATC facility. Reported weather at the airport must be ceiling at or above 1,000’ and visibility of 3
miles or greater (VFR 1,000-3).

Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to the
airport. It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired.

Conducting a visual approach does not alter IFR flight plan cancellation responsibility.

Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to
change to advisory frequency.
WEATHER
* AIM’s section 7 is a very, very detailed explanation of weather and weather report formats, etc. You’ll never
know everything there is to know (it’s ridiculous how much information there is), so just know the basics. Some of
the basics are as follows:
AWOS (Automated Weather Observation System) – Available at many non-tower airports and at some airports
with control towers. The automated instruments measure at least the wind, visibility, ceiling, and station pressure.
Station pressure is converted to altimeter setting, and all of the observations are processed through a voice
synthesizer. Some AWOS installations may measure additional items.
ASOS (Automated Surface Observation System) – Basically an AWOS on steroids, reporting even more things
such as precipitation type. Engineered to be receivable to a maximum of 25 NM from the ASOS site and a
maximum altitude of 10,000’ AGL.
ATIS (Automatic Terminal Information System) – An older setup for towered airports, originally just an answering
machine on which one of the controllers would record the weather, active runway, and other operational
information. Most major airports retain ATIS, but programmable voice synthesizers have been added.
EN-ROUTE ADVISORIES
There are three sources for weather updates when you're on a long flight and not near enough to pick up an airport
weather recording: one for live briefs, and two types of recording.
For a live brief from a weather specialist at an AFSS, you may use the en-route flight advisory service (EFAS) on
122.0 MHz. When calling, you need to use the pro-words "flight watch" and give your approximate position.
(Example: "Boston Flight Watch, Cessna THREE FOUR X-RAY, ten east of Kennebunk VOR.") You may also
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file a pilot report (PIREP) with flight watch, if you observe conditions that were not forecast. If you are at low
altitude and unable to contact flight watch, you may still get some useful information by listening to their
communications with other aircraft, or you may pass your request via a remote communications outlet (RCO) to a
regular AFSS briefer.
The recordings are either HIWAS (hazardous in-flight weather advisory service) or TWEB (transcribed weather
broadcast) and are found on the voice portion of certain radio navigation aids. To find these, you need to look at
the navaid data blocks on your sectional chart. You'll see the letter H or T in a small circle at the upper right corner
of the block.
FSS (Flight Service Station) (AIM 7-1-1) – Can give briefings tailored to your flight and are available 24 hours a
day. The common frequency for all AFSS’s is 122.2. You may get an official brief by calling one of the FAA's
regional Automated Flight Service Stations (AFSS). The number 1-800-WX-BRIEF (1-800-992-7433) will
connect you to an AFSS in your region. In most cases, you'll be offered a menu that includes the PATWAS and
TIBS recordings for airports in the region, or you may choose to speak with a live briefer.
You make the brief official by giving your aircraft tail number when the briefer answers. Always remember that the
FAA briefer will be busy, especially if there is any weather around, so let him or her know what you want, but be
concise. If this is to be the first official pre-flight briefing for your mission, you'll want a "standard" brief. The
briefer also needs to know how you'll be filing (visual or instrument flight rules), your departure and destination
airports, route or operational area, cruising altitude, and time frame. Then, be ready to copy quickly while you
listen.
EFAS (En Route Flight Advisory Service) (AIM 7-1-6) – Designed to provide en route aircraft with timely and
meaningful weather advisories pertinent to the type of flight intended, route of flight, and altitude. Provides
communications capability for aircraft flying at 5,000’ above ground level to 17,500’ MSL on a common frequency
of 122.0. 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. If you don’t
know what flight watch covers the area you’re flying in, make the call saying, “Flight Watch, Navy1E123, ___
VOR,” and the facility will respond using the name of the flight watch facility. EFAS is not used for opening or
closing flight plans, etc. En route flight advisories are tailored to the phase of flight that begins after climb-out and
ends with descent to land.
There are 3 types of inflight aviation weather advisories:



SIGMET (Significant Meteorological Information)
Convective SIGMET
AIRMET (Airmen’s Meteorological Information)

Two other weather products supplement these Inflight Aviation Weather Advisories: The Severe Weather
Watch Bulletin (WW’s) with associated alerts (AWW) and The Center Weather Advisories (CWA’s).
SIGMET(WS)/AIRMET (WA)
(AIM 7-1-12)
Advises of nonconvective weather that is potentially hazardous to all aircraft. The maximum forecast period is 4
hours. However, conditions that are associated with hurricanes are valid for 6 hours. Advisories are considered
“widespread” because they must be either affecting or be forecasted to affect an area of at least 3,000 square miles
at one time. SIGMET’s in the conterminous U.S. are issued for the following: severe icing not associated with
thunderstorms, severe or extreme turbulence or clear air turbulence not associated with thunderstorms, dust storms
or sandstorms lowering surface or inflight visibilities to below 3 miles, volcanic ash. SIGMET’s in Alaska and
Hawaii are also issued for: tornadoes, lines of thunderstorms, embedded thunderstorms, and hail greater than or
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equal to ¾ inch in diameter. SIGMET’s are identified by an alphabetic designator from November through Yankee
excluding Sierra and Tango (Sierra, Tango and Zulu are reserved for AIRMET’s).
CONVECTIVE SIGMETS (WST)
(AIM 7-1-12)
Convective SIGMET’s are issued in the conterminous U.S. for any of the following: severe thunderstorms (due to
surface winds greater than or equal to 50 KTS, hail at the surface greater than or equal to ¾ inches in diameter, and
tornadoes), embedded thunderstorms, a line of thunderstorms, and thunderstorms producing precipitation greater
than or equal to heavy precipitation affecting 40% or more of an area at least 3,000 square miles. Any Convective
SIGMET implies severe or greater turbulence, severe icing, and low-level wind shear.
AIRMET (WA)
(AIM 7-1-13)
AIRMET’s are advisories of significant weather phenomena but describe conditions at intensities lower than those
which require the issuance of SIGMET’s. AIRMET’s are intended for dissemination to all pilots in the preflight
and en route phase of flight to enhance safety. AIRMET bulletins are issued on a scheduled basis every 6 hours.
There are 3 different types of AIRMET’s (Sierra, Tango and Zulu):



Sierra – describes IFR conditions and/or extensive mountain obscurations.
Tango – describes moderate turbulence, sustained surface winds of 30 KTS or greater, and/or
nonconvective low-level wind shear.
Zulu – describes moderate icing and provides freezing level heights.
SEVERE WEATHER WATCH BULLETINS (WW’S) and ALERT MESSAGES (AWW’S) (AIM 7-1-14)
WW’s define areas of possible severe thunderstorms or tornado activity. They are unscheduled and are issued as
required. An AWW is issued just before the WW is issued.
DEFINITIONS THAT YOU SHOULD KNOW (OPNAV Glossary beginning on page xxiii):
Actual Instrument Approach – When actual instrument conditions are encountered below 1,000’ above the
airport/flight deck elevation during an instrument approach.
Actual Instrument Conditions – Conditions external to the aircraft in flight that do not permit visual reference to
the horizon.
Flight – For helicopters, a flight begins when the aircraft lifts from a rest point or commences ground taxi and ends
after airborne flight when the rotors are disengaged or the aircraft has been stationary for 5 minutes with rotors
engaged.
Flight Time – The elapsed time computed in accordance with the definition of flight. Flight time is logged in
hours and tenths of hours and is credited to the aircraft, personnel aboard, and equipment.
Instrument Meteorological Conditions – Meteorological conditions expressed in terms of visibility, distance from
clouds, and ceiling less than the minimums specified for visual meteorological conditions. IMC conditions exist
anytime a visible horizon is not distinguishable.
Instrument Time – The portion of pilot time in either day or night under actual or simulated instrument conditions.
A.
Actual instrument time will be logged by both pilots in a dual/multipiloted aircraft during flight in
actual instrument conditions.
B.
Simulated instrument time shall be logged only by the pilot manipulating the controls.
Local Flying Area – The local flying area shall not exceed 350 miles from an air installation…
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Multipiloted Aircraft – Any aircraft having two sets of flight controls and instruments and operated by two pilots,
both of who meet the requirements of the NATOPS manual for that model aircraft.
Night Time – The portion of pilot time during darkness (i.e., between official time of sunset and sunrise (on the
surface below the aircraft in flight), regardless of whether visual or instrument conditions exist).
Pilot In Command – The pilot assigned responsibility for safe and orderly conduct of the flight.
Simulated Instrument Conditions – Conditions external to the aircraft in flight are visual meteorological
conditions (VMC), but pilot vision is limited primarily to the interior of the aircraft.
Diverse Departure (GP definitions) – 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.” ATC will not specifically clear an aircraft for a diverse departure; the clearance
may simply to cleared as filed. In order to fly a diverse departure, fly runway heading until 400’ above the field
elevation before executing any turns while maintaining a minimum climb gradient of 200’ per NM (unless a higher
gradient is published) until reaching a minimum IFR altitude.
Minimum Safe Altitudes (FAR 91.119) – Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a.)
Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard
to persons or property on the surface.
(b.)
Over congested areas. Over any congested area of a city, town, or settlement, or over any open air
assembly of persons, an altitude of 1,000’ above the highest obstacle within a horizontal radius of
2,000’ of the aircraft.
(c.)
Over other than congested areas. An altitude of 500’ above the surface, except over open water or
sparsely populated areas. In those cases, the aircraft may not be operated closer than 500’ to any
person, vessel, vehicle, or structure.
(d.)
Helicopters. Helicopters may be operated at less than the minimums prescribed in paragraph (b) or
(c) of this section if the operation is conducted without hazard to persons or property on the
surface. In addition, each person operating a helicopter shall comply with any routes or altitudes
specifically prescribed for helicopters by the Administrator.
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