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BASIC INSTRUMENT FLIGHT 7
DISCUSS ......................................................................................................................................................................2
A.
B.
C.
D.
WEATHER REQUIREMENTS FOR BI FLIGHTS ........................................................................................................2
ICING ..................................................................................................................................................................2
WW/CAWW/CONVECTIVE SIGMET/SIGMET/AIRMET ................................................................................6
SOURCES OF WEATHER INFORMATION ................................................................................................................8
INTRODUCE ............................................................................................................................................................. 13
A.
B.
C.
PARTIAL PANEL CLIMB AND DESCENTS ............................................................................................................. 13
FULL PANEL UNUSUAL ATTITUDES ................................................................................................................... 13
VERTIGO DEMONSTRATION .............................................................................................................................. 14
PRACTICE ................................................................................................................................................................ 15
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
COMM/NAV CHECKLIST................................................................................................................................. 15
INSTRUMENT TAKEOFF CHECKLIST ................................................................................................................... 15
INSTRUMENT TAKEOFF ..................................................................................................................................... 15
STANDARD INSTRUMENT DEPARTURE (SID) ..................................................................................................... 15
LEVELOFF CHECKLIST ...................................................................................................................................... 15
LEVEL SPEED CHANGE ...................................................................................................................................... 15
LEVEL STANDARD RATE TURNS TO HEADINGS .................................................................................................. 15
TURN PATTERN ................................................................................................................................................. 15
VERTICAL S-1 PATTERN ................................................................................................................................... 15
OSCAR PATTERN ............................................................................................................................................... 15
MAGNETIC COMPASS TURNS ............................................................................................................................. 15
PARTIAL PANEL STRAIGHT AND LEVEL FLIGHT ................................................................................................. 15
PARTIAL PANEL TURNS ................................................................................................................................. 15
TACAN/VOR-DME APPROACH ...................................................................................................................... 15
INSTRUMENT AUTOROTATION .......................................................................................................................... 15
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Discuss
Weather requirements for BI flights
1. Minimum ceiling-visibility for BI 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.
Icing
OPERATING IN ICING CONDITIONS FAR 91.527
(a)
No pilot may take off an airplane that has
(1) Frost, snow, or ice adhering to any propeller, windshield, or powerplant installation or to
an airspeed, altimeter, rate of climb, or flight attitude instrument system;
(2) Snow or ice adhering to the wings or stabilizing or control surfaces; or
(3) Any frost adhering to the wings or stabilizing or control surfaces, unless that frost has
been polished to make it smooth.
(b) Except for an airplane that has ice protection provisions that meet the requirements in Section
34 of Special Federal Aviation Regulation No. 23, or those for transport category airplane type
certification, no pilot may fly
(1) Under IFR into known or forecast moderate icing conditions; or
(2) Under VFR into known light or moderate icing conditions unless the aircraft has
functioning de-icing or anti-icing equipment protecting each propeller, windshield, wing,
stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude
instrument system.
(c) Except for an airplane that has ice protection provisions that meet the requirements in Section
34 of Special Federal Aviation Regulation No. 23, or those for transport category airplane type
certification, no pilot may fly an airplane into known or forecast severe icing conditions.
(d) If current weather reports and briefing information relied upon by the pilot in command
indicate that the forecast icing conditions that would otherwise prohibit the flight will not be
encountered during the flight because of changed weather conditions since the forecast, the
restrictions in paragraphs (b) and (c) of this section based on forecast conditions do not apply.
Icing and Thunderstorm Conditions. OPNAV 3710-7R 4.6.4.4
Flights shall be planned to circumvent areas of forecast atmospheric icing and
thunderstorm conditions whenever practicable.
RWOP 1012.F.1
When the Outside Air Temperature (OAT) is below 10o C and flight into visible moisture
is likely, engine anti-ice and pitot heat shall be on.
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NATOPS 14.13
Operation of the engine during icing condition could result in ice formations on the
compressor front support. If ice were allowed to build up, air flow to the engine would be
affected and engine performance decreased. Every effort must be made to remain clear
of known icing conditions. The anti-ice system in this helicopter is to be used as a
preventative measure only. Once ice has accumulated, the anti-ice system cannot be
used as a corrective measure (will not deice). Intentional flight in any known icing
condition (<40 in visible moisture) is prohibited. For inadvertent flight in icing conditions,
proceed as follows:
PROCEDURES:
1. ENG ANTI-ICING -ON.
2. Pitot heat switches -Heat.
3. Alternate static port - As Required.
If unable to remain clear of icing conditions:
4. Land as soon as possible.
WARNING
Monitor engine instruments and be prepared for partial or complete power loss.
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Notes on Icing From METRO:
The presence of ice has a significant impact on aircraft performance. It disrupts the smooth
flow of air over an airfoil, thereby decreasing lift, increasing stall speed, and increasing drag.
The buildup of ice on various structural parts of the aircraft an result in vibration, causing
added stress to those parts. Especially true in the case of rotors, which are delicately
balanced. Even a small amount of ice, if not distributed evenly, can cause great stress on the
propeller and engine mounts.
Types of frozen moisture:
Ice Pellets: also called sleet. These form when rain falls through air with
temperatures below freezing. Ice pellets do not produce structural icing unless mixed
with super-cooled water (liquid water at temperatures below freezing).
Hail: a form of precipitation composed of irregular lumbs of ice that develop in
severe thunderstorms. It does not lead to the formation of structural ice, but it can
cause structural damage to the aircraft.
Snow: destroys visibility. This occurs at temperatures below freezing when water
vapor changes directly into minute ice crystals. Dry sow does not lead to the
formation of structural ice, but wet snow does.
Wet Snow: Sow in its true state forms as the result of deposition in the upper limits
of clouds. Wet snow occurs at temperatures just below freezing. Snow falling
through supercooled water absorbs some of the moisture creating an icing hazard.
The pilot now has two options: 1) The pilot can climb to the colder temperatures util
encountering dry snowflakes; no hazard. 2) The pilot can descent to an altitude
where the air temperatures are well above freezing.
Structural icing:
There are three requirements for the formation of structural icing:
1) outside air temperature below freezing
2) aircraft skin temperature below freezing
3) visible moisture
There are three factors that affect the rate of ice accumulation:
1) the size and number of water drops in a given volume of air (small waterdrops
should be deflected easily)
2) airfoil thickness
3) airspeed (the faster you are going the more you are going to accumulate)
Types of ice:
Clear ice: occurs in cumuliform clouds with appropriate temperatures (0 C to -10 C)
where vertical currents can support large drops. Clear ice can form rapidly on aircraft
while flying in areas of freezing rain or drizzle.
Rime ice: no as dangerous as clear ice. Rime can be expected in stratiform clouds
since vertical currents are not strong enough to support large droplets. Formed
through the rapid freezing of small super-cooled water droplets. Most likely to occur
at temps between -10 to -20 C.
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Frost: a thin layer of crystalline ice that forms on exposed surfaces when the
temperature of the exposed surface is below freezing and the dew point is below
freezing. Frost forms when both the temperature and dew point are below freezing
and they are within about 5 degrees F of each other, the nigh skies are clear, and the
winds are calm. If a parked aircraft’s skin temperature drops below freezing, as the
result of radiational cooling, and equals the dew point temperature, water vapor
deposits on the aircraft as frost.
Frost, like rime ice and clear ice, increases drag, causes a loss of lift, and therefore,
must be removed prior to takeoff. It is especially a hazard to takeoff as it increases
your stall speed.
Other types of icing:
1) Induction icing. The reduced pressure which exists at the intake lowers the
temperature to the point that condensation and/or deposition take place, resulting
in the formation of ice.
2) Compressor icing. Ice forming on compressor inlet screens and compressor inlet
guide vanes will restrict the flow of inlet air. The T-34’s inertial separator should
vector heavy moisture particles out of the system. If not, it’ll cause the fuel-air
ration to increase as air-flow decreases, which in turn raises the temperature of
the gases going to the turbine. The fuel control attempts to correct any loss in
engine RPM by adding more fuel, which aggravates the condition.
3) Fuel system icing. Under conditions of cold outside temperature (i.e., high
altitude), an engine flameout may result from frozen fuel lines.
Flight techniques:
1) Do not fly parallel to a front while encountering icing conditions.
2) Avoid the area below 4000 or 5000 feet above ridges when flying on instruments
through clouds at indicated free air temps less than 0 deg C.
3) Do not make steep turns with ice on the airplane due to increased stall speeds.
4) Do not land with reduced power, use higher airspeeds when ice has formed on
the wings and other exposed surfaces of the plane.
5) Avoid high AOA when ice has formed on the aircraft since stalling speeds have
increased.
6) Do not forget when flying under icing conditions, that fuel consumption is greater,
due to increased drag and the additional power required.
7) Avoid icing conditions as much as possible in the terminal phase of flight due to
reduced airspeeds.
8) Always remove ice or frost from airfoils before attempting takeoff.
Icing reporting criteria:
1) TRACE - rate of accumulation is slightly greater than sublimation
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2) LIGHT - rate of accumulation may create a problem if flight is prolonged in this
environment (over one hour). It does not present a problem if deicing equipment
is used.
3) MODERATE - the rate of accumulation is such that even short encounters
become potentially hazardous and use of deicing/anti-icing equipment or
diversion is necessary.
4) SEVERE - rate of accumulation is such that deicing/anti-icing equipment fails to
reduce or control the hazard. Immediate diversion is necessary.
WW/CAWW/Convective SIGMET/SIGMET/AIRMET
Aviation Severe Weather Watch Bulletins (WW) OPNAV 3710-7R 4.6.4.5
The National Weather Service issues unscheduled WWs whenever there is a high
probability of severe weather. WWs are used for a designated area and a specified time
period. WWs are used by the Navy and Marine Corps weather forecasters for forecasting
hazardous flying conditions. The Air Force issues scheduled military weather advisories
(MWA). Those graphical advisories are an estimate of the weather-producing potential of
the existing air masses. The advisories will be given to all Pilots filling from U.S. Air
Force bases and will be used for flight planning when a National Weather Service WW is
unavailable. Valid WW and MWA bulletins will be graphically displayed in all Navy and
Marine Corps weather briefing offices. Air Force advisories do not constitute a National
Weather Service WW. Except for operational necessity, emergencies, and flights
involving all weather research projects or weather reconnaissance, pilots shall not file
into or through areas that the National Weather Service has issued a WW unless one of
the following exceptions apply:
a. Storm development has not progressed as forecast for the planned route. In such
situations:
(1) VFR tiling is permitted if existing and forecast weather for the planned route
permits such flights.
(2) IFR flight maybe 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.
Note
It is not the intent to restrict flights within areas encompassed by or adjacent to a
WW area unless storms have actually developed as forecast.
CNATRA AVATION WEATHER WATCH (CAWW)
CAWW is issued by the NAVY to restrict training aircraft from flying through potentially
hazardous conditions not severe enough to warrant the National Weather Service (NWS)
to issue a WW.
Convective SIGMETs (WST) CNATRA P-304 6-4
concern only thunderstorms and related phenomena (tornadoes, heavy precipitation, hail,
and high surface winds) over the conterminous United States and imply the associated
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occurrence of turbulence, icing and convective low-level wind shear. They are issued
hourly and are valid for up to 2 hours. Each hourly issuance supersedes and cancels the
remainder of the previous issuance. Appended to each Convective SIGMET bulletin is an
outlook valid for the period from 2 to 6 hours after the issuance time of the SIGMET.
WSTs shall be issued when either of the following occurs and/or is forecast to occur for
more than 30 minutes of the valid period regardless of the size of the area affected (i.e.,
including isolated):
a.
b.
c.
d.
Tornadoes.
Lines of thunderstorms.
Embedded thunderstorms.
Thunderstorm areas greater than or equal to thunderstorm intensity (VIP LVL) of
four (4) or greater with an area of coverage of 4/10 (40 percent) or more.
e. Hall greater than or equal to 3/4 inch in diameter or greater and/or wind gusts to
fifty (50) knots or greater.
Embedded thunderstorms, for the purpose of WSTs, are defined as thunderstorms
occurring within and obscured by haze, stratiform clouds, or precipitation from stratiform
clouds. WSTs for embedded thunderstorms are intended to alert pilots that avoidance by
visual or radar detection of the thunderstorm could be difficult or impossible.
A line of thunderstorms is defined, for WSTs, as being at least 60 miles long with
thunderstorms affecting at least 40 percent of its length.
Nonconvective SIGMETs (WS) CNATRA P-304 6-6
Nonconvective SIGMETs relevant to areas within the conterminous U.S. are issued by
(NAWAU) and valid for up to 4 hours, when any of the following weather phenomena
occur or are forecast over an area of at least 3,000 square miles:
a. Severe or extreme nonconvective turbulence, or clear air turbulence (CAT) not
associated with thunderstorms.
b. Severe icing not associated with thunderstorms
c. Widespread dust storms, sandstorms, or volcanic ash lowering surface and/or
flight visibilities to less than 3 miles.
d. Volcanic eruption.
AIRMETs (WA) CNATRA P-304 6-7
AIRMETs are also advisories of significant weather phenomena but describe conditions
at intensities lower than those which trigger SIGMETs. Both are intended for
dissemination to all pilots in the enroute phase of flight to enhance safety. Scheduled
AIRMET issuances and amendments describe phenomena the same as, or similar to,
those requiring the issuance of nonconvective SIGMETs.
AIRMET Bulletins, each containing one or more AIRMET messages, shall be issued on a
scheduled basis every 6 hours beginning at 0200 UTC. Unlike FAs, scheduled AIRMET
bulletin issuances shall occur at the same UTC times regardless of their area
designators. Unscheduled amendments and corrections will be issued as necessary.
AIRMET bulletins shall contain details of conditions within their designated geographical
areas when one or more of the following conditions occurs or is expected to occur, and
affect an area of at least 3,000 square miles:
a.
b.
c.
d.
e.
Moderate icing
Moderate turbulence
Sustained surface wind of 30 knots or more at the surface.
Widespread area of ceilings less than 1,000 feet and/or visibility less than 3 miles
Extensive mountain obscuration
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Sources of weather information
Preflight Briefings
Flight Service Station (FSS)
Can be contacted via phone at 1-800-WXBrief. Provide weather briefings, NOTAMS,
ATC Delays, etc.
Weather Service Office
Provides Weather only
Telephone Weather/NOTAM Briefings FIH C.1
Military pilots departing a location where military weather and NOTAM services are not
available will obtain required information as follows:
(1) Contact the nearest military facility listed below, using DSN (if available) or
commercial long distance telephone (government collect); or
(2) Obtain information from accredited local agencies.
When talking to a military forecaster, give him the following information:
(1) Name of person calling.
(2) Aircraft identification and type of aircraft.
(3) Departure point, destination, and alternate.
(4) VFR or IFR and proposed altitude.
(5) ETD, ETE, and ETE to alternate.
(6) Route.
(7) Enroute stops, if applicable (in order, with ETAs).
A number of USAF and USA installations do not have 24 hour weather forecasting
functions. Forecasts for these locations will not be netwatched or amended after local
forecaster duty hours. The last forecast of the day will contain a statement indicating the
time after which the forecast -will no longer be amended.
Telephone numbers are listed in the FIH in section C
Direct User Access System (DUATS)
Can be accesses via the internet. Password is required.
Pilot to Metro Service (See Inflight Briefing Section Below)
Transcribed Weather Broadcast
Some areas have provide phone access to TWEB broadcasts and can be used for
planning prior to calling for the preflight brief.
In-Flight Briefings
Flight Service Station (FSS)
Can be contacted via the frequencies noted above the
shadow boxes on IFR Enroute Low Altitude Charts.
Frequencies 122.2, 255.4, and GUARD frequencies are
normally available at all FSS’s and are not shown.
Frequencies transmit and receive except those followed
by an R (receive only) or a T (transmit only). Call the
FSS using the word Radio.
Enroute Flight Advisory Service (EFAS)
Call Flight Watch on 122.0 using the name of the of the center controlling your area and
closest VOR to you. “Jacksonville Flight Watch, Navy 8E123, Crestview VOR” Use
EFAS to obtain Enroute weather Updates.
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FIH C.10 (US AIP MET 6.7)
a. EFAS is a service specifically designed to provide enroute aircraft with timely and
meaningful weather advisories pertinent to the type of flight intended, route of
flight, and attitude. In conjunction with this service, EFAS is also a central
collection and distribution point for pilot reported weather information. EFAS is
provided by specially trained specialists in selected AFSSs/FSSs controlling
multiple remote communications outlets covering a large geographical area and
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. Discrete EFAS frequencies have been established to ensure
communications coverage from 18,000 through 45,000 MSL serving in each
specific ARTCC area. These discrete frequencies may be used below 18,000
feet when coverage permits reliable communication. NOTE: When an EFAS
outlet is located in a time zone different from the zone in which the flight watch
control station is located, the availability of service may be plus or minus one
hour from the normal operating hours.
b. Contact flight watch using the name of the parent facility, followed by your aircraft
identification and append the name of the nearest VOR to your position. The
specialist needs to know this approximate location to select the most appropriate
outlet for communications coverage.
c.
If you do not know in which flight watch area you are flying, initiate contact by
using the words "FLIGHT WATCH,- your identification, and the name of the
nearest VOR. The facility will respond using the name of the flight watch facility.
d. EFAS is not intended to be used for filing or closing flight plans, position
reporting, to get a complete pre-flight briefing, or to obtain random weather
reports and forecasts. In such instances, the flight watch specialist will provide
the name and radio frequency of the FSS to contact for such services. Pilot
participation is essential to the success of EFAS through a continuous exchange
of information on winds, turbulence, visibility, icing, etc., between pilots inflight
and flight watch specialists on the ground. Pilots are encouraged to report good
as well as bad and expected as well as unexpected flight conditions to flight
watch facilities.
Transcribed Weather Broadcast (TWEB)
Broadcasted on low-frequency (190-535 kHz) nav aids and
some VORs. Availability of TWEB on a specific navaid is
denoted by a T in a black circle in the upper right corner of the
navaid information box on the IFR Enroute Low Altitude
Charts.
FIH C.9a
(1) Meteorological and aeronautical data are recorded on tapes and broadcast
continuously over selected low frequency (190-53S kHz) navigational aids and/or
VORs.
(2) Generally, the broadcast contains route-oriented data with prepared National
Weather Service (NWS) forecasts, inflight advisories, winds aloft, and select
current information such as weather reports, NOTAMs, or special notices. At
selected locations, telephone access to the TWEB has been provided
(TELTWEB). Telephone numbers for this service are available from the FSS.
TWEB services are made available for preflight and inflight planning and should
not be considered a substitute for preflight weather briefings.
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Hazardous In-Flight Weather Service (HIWAS)
Available over some VORs. Availability of HIWAS on a specific
Navaid is denoted by an H in a black circle in the upper right corner
of the Navaid information box on the IFR Enroute Low Altitude
Charts.
FIH C.9b
(1) A continuous broadcast of inflight weather advisories on VOR frequencies
including summarized Severe Weather Forecast Alert (AWW), SIGMETs,
Convective SIGMETs, Center Weather Advisories (CWA), AIRMETS, and
PIREPs. HIWAS makes additional weather information available but is not a
replacement for preflight or inflight briefings or real time weather updates from
EFAS.
(2) Where HIWAS has been implemented, a HIWAS alert will be broadcast on all but
emergency frequencies by ARTCC and terminal facilities and will include an alert
announcement, frequency instruction, and type of advisory updated.
(3) Where HIWAS has been implemented, a HIWAS alert will be broadcast on all but
emergency frequencies by FSSs and will include an alert announcement,
frequency instruction, and type of advisory updated.
(4) In those areas where HIWAS has been implemented, ARTCC, Terminal, and
FSS facilities have discontinued broadcast of inflight weather advisories listed
and paragraph SIGMETs and AIRMETs, subparagraphs (6) and (8).
AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS)
Available over some VORs. Availability of ASOS/AWOS on a specific Navaid is denoted
by an A in a black circle in the upper right corner of the Navaid information box on the
IFR Enroute Low Altitude Charts.
FIH C.13
The ASOS is the primary surface weather observing system of the United States. The
program to install and operate up to 1,700 systems throughout the United States is a joint
effort of the National Weather Service (NWS), the FAA and the Department of Defense.
ASOS is designed to support aviation operations and weather forecast activities. The
ASOS will provide continuous minute-by-minute observations and perform the basic
observing functions necessary to generate an aviation routine weather report (METAR)
and other aviation weather information. The information may be transmitted over a
discrete VHF radio frequency or the voice portion of a local NAVAID. ASOS
transmissions on a discrete VHF radio frequency are engineered to be receivable to a
maximum of 25 NM from the ASOS site and a maximum altitude of 10,000 feet AGL. At
many locations, ASOS signals may be received on the surface of the airport, but local
conditions may limit the maximum reception distance and/or altitude, While the
automated system and the human may -differ in their methods of data collection and
interpretation, both produce an observation quite similar in form and content. For the
"objective" elements such as pressure, ambient temperature, dew point temperature,
wind, and precipitation accumulation, both the automated system and the observer use a
fixed location and time-averaging technique. The quantitative differences between the
observer and the automated observation of these elements are negligible. For the
"subjective" elements, however, observers use a fixed time, spatial averaging technique
to describe the visual elements (sky condition, visibility and present weather), while the
auotmated systems use a fixed location, time averaging technique. Although this is a
fundamental change, the manual and automated techniques Yield remarkably similar
results within the limits of their respective capabilities.
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(1) System Description:
(a) The ASOS at each airport location consists of four main components:
I
Individual weather sensors.
2 Data collection packagers) (DEEP).
3 The acquisition control unit.
4 Peripherals and displays.
(b) The ASOS sensors perform the basic function of data acquisition. They
continuously sample and measure the ambient environment, derive raw
sensor data and make them available to the collocated DCP.
(2) Every ASOS will contain the following basic set of sensors:
(a) Cloud height indicator (one or possibly three).
(b) Visibility sensor (one or possibly three).
(c) Precipitation identification sensor.
(d) Freezing rain sensor (at select sites).
(e) Pressure sensors (two sensors at small airports; three sensors at large
airports).
(f) Ambient temperature/Dew point temperature sensor.
(g) Anemometer (wind direction and speed sensor).
(h) Rainfall accumulation sensor.
(3) The ASOS data outlets include:
(a) Those necessary for on-site airport users.
(b) National communications networks.
(c) Computer-generated voice (available through FAA radio broadcast to
pilots, and dial-in telephone line).
(4) An ASOS/AWOS report without human intervention will contain only that
weather data capable of being reported automatically. The modifier for this
METAR report is "AUTO". When an observer augments or backs-up an
ASOS/AWOS site, the "AUTO" modifier disappears.
(5) There are two types of automated stations,, AO1 for automated weather
reporting stations without a precipitation discriminator, and A02 for
automated stations with a precipitation discriminator. As appropriate,
"AO1" and "A02" shall appear in remarks. (A precipitation discriminator
can determine the difference between liquid and frozen/freezing
precipitation).
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) FIH C.14
a. ATIS frequencies are incorporated on individual FLIP Terminal Instrument Approach
Procedures, Enroute Charts and aerodrome listings in the Enroute Supplement.
Where this service is available, listing will be found on the COMMUNICATIONS line,
e.g., (ATIS 108.5). Pilots will be expected to listen to ATIS broadcasts where in
operation to obtain essential, but routine, terminal information. The following
procedures apply:
b.
(1) ATIS broadcasts are recorded and the pilot should notify controllers that he has
received the broadcast by repeating the alphabetical code word appended to the
broadcast. Example: "INFORMATION ECHO RECEIVED".
(2) When the pilot acknowledges that he has received the ATIS broadcast,
controllers may omit those items contained on the broadcast if they are current.
Rapidly changing conditions will be issued by Air Traffic Control and the ATIS will
contain words as follows: "LATEST CEILINGNISIBILITY/ALTIMETER/(OTHER
CONDITIONS) WILL BE ISSUED BY APPROACH CONTROL/TOWER."
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(3) The absence of a sky condition/ceiling and/or visibility on ATIS indicates a sky
condition/ceiling of 5000 feet or above and visibility of 5 miles or more. A remark
may be made on the broadcast, "The weather is better than 5000 and 5," or the
existing weather may be broadcast.
(4) Controllers will automatically issue pertinent information to pilots who do not
acknowledge receipt of the ATIS broadcast or who acknowledge receipt of a
broadcast which is not current.
Pilot-to-weather Briefer Service FIH C.8
Direct pilot-to-weather briefer service is available by radio contact with any Flight Service
Station operated by the FAA. Flight Service Specialists are qualified and certified by the
NWS as Pilot Weather Briefers. They are not authorized to make original forecasts, but
are authorized to translate and interpret the available forecasts and reports directly into
terms of weather conditions which you can expect along your flight route and at
destination. They will also assist you in selecting an alternate course of action in the
event adverse weather is encountered. Combined Station/Tower (CS/T) personnel are
not certified pilot weather briefers. They can assist by providing factual data from weather
reports and forecasts.
PILOT-TO-METRO SERVICE (PMSV) FIH C.4
a. Pilot-to-Metro Services (PMSV) are available from all Naval Meteorology and
Oceanography Command (NAVMETOCCOM) and U. S. Marine Corps (USMC)
aviation weather activities. The primary purpose of PMSV is for communicating
various types of weather information to pilots. PMSV is also used to update the Flight
Weather Briefing Form (DD-1 75-1) and to receive pilot weather reports (PIREPS) of
significant or hazardous weather phenomena, which are entered into weather
telecommunications networks.
b. Sub-Regional Forecast Center (SRFC) Concept. Under the NAVMETOCCOM SubRegional Forecast Center (SRFC) concept of operations, forecasting has been
centralized to support outlying satellite detachments during off-peak hours, when a
forecaster is not on duty. Most NAVMETOCCOM and USMC stations are manned 24
hours with observers maintaining a basic weather watch. Observers are authorized to
provide basic weather information via PMSV, such as providing the latest field
conditions or nearby observation data, or reading a Terminal Aerodrome Forecast
(TAF) report. For any requests for forecast services,. DD175-1 updates or
extensions, the observer acts as an intermediary between the pilot and SRFC
forecaster. Some delay will be experienced in these instances, as the SRFC
Forecaster receives and processes information for the observer to pass along to the
pilot over PMSV. In some cases the SRFC -is close enough to a supported satellite
detachment for the pilot to radio directly to the SRFC for required assistance.
c.
The radio call for PMSV is "METRO", e.g. "Fallon METRO'. Advise the
forecaster/observer of ETA when terminal weather is requested.
Frequencies for PMSV can be found in the FIH in Section C.
VOLMET Voice Weather Broadcasts FIH C.6
Meteorlogical information for aircraft in flight may ve obtained through routine and special
BHF and HF weather broadcasts. VHF broadcasts are normally continuous and contain
current airport weather reports, with trend parts where available, and occasionally
SIGMET information. HF broadcasts are normally scheduled at regular intervals and
contain current airport reports, with trend parts where available and airport forcasts.
Frequencies are listed in the FIH in Section C.
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Air Traffic Control Center (ARTCC)
Air Traffic Control Centers have meterologists assigned to them that can provide
information to the pilot enroute.
Introduce
A. Partial panel climb and descents
B. Full panel unusual attitudes
Maneuver Description and Application [References: NIFM Chapter 19 (UNUSUAL
ATTITUDES)]
Spatial disorientation/vertigo recovery techniques are practiced in order to enable the pilot to
recover from unintentional, undesirable, or unsafe aircraft attitudes that might be encountered
in instrument conditions due to a failure of the VGI or internal or external factors leading to a
disorienting physiological condition. It is not likely that the pilot at the controls will immediately
determine whether the problem is physiologically or mechanically induced. Recovery
procedures are designed to be accomplished from habit to get the aircraft under control. As in
any emergency, aircrew coordination is essential; therefore, the pilot executing the recovery
will recite the corrective actions aloud as he takes them to facilitate teamwork during the
recovery.
After assigning the student a base recovery heading and altitude, the instructor will either
place the aircraft in an unusual attitude while the student looks away from the gauges, or he
can let the student fly himself into an unusual attitude by directing the student's control
movements while the student's eyes are closed when the desired attitude has been reached,
the instructor will relinquish control of the aircraft to the student who will recover from the
unusual attitude.
Procedures
FULL PANEL RECOVERY
EXPEDITE PROCEDURES THROUGH STEP 4
1. LEVEL THE WINGS.
2. LEVEL THE NOSE.
3. CENTER THE BALL.
4. SET POWER FOR 80 KIAS. STOP ANY CLIMB OR DESCENT, AND ACHIEVE 80
KIAS.
5. RECHECK THE WINGS, NOSE, AND BALL.
6. EXECUTE A STANDARD RATE CLIMB OR DESCENT TO BASE RECOVERY
ALTITUDE.
7. EXECUTE A LEVEL STANDARD RATE TURN TO BASE HEADING.
Amplification and Technique
1. Most aircraft are equipped with independently operating attitude gyros. When attitude
reference information is suspect, a cross check of the other gyro will likely reveal
whether the aircraft is full or partial panel. In reality, the controls would normally be
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transferred to the pilot with the reliable instruments; however, for the purposes of this
exercise, you will fly the recovery.
2. Make corrections smoothly and moderately to avoid overcorrecting and achieving an
opposite unusual attitude, particularly in the case of partial panel recoveries. For
instance, over-correcting from a descending left turn could result in a climbing right
turn if corrections were made too abruptly or were too great a magnitude.
Common Errors and Safety Notes
1. The two dangerous aspects of unusual attitudes are vertigo and rapid loss/gain of
altitude.
2. Avoid rapid, random control inputs as they cause overcontrolling and severely
complicate the recovery.
3. Making corrections for several errors at once may lead to incorrect instrument
interpretation.
4. Low "G" situations and large, rapid cyclic movements can lead to mast bumping.
5. At no time shall airspeed be allowed to decrease below 40 KIAS.
C. Vertigo demonstration
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Practice
A. COMM/NAV checklist
B. Instrument takeoff checklist
C. Instrument takeoff
D. Standard instrument departure (SID)
E. Leveloff checklist
F. Level speed change
G. Level standard rate turns to headings
H. Turn pattern
I. Vertical S-1 pattern
J. Oscar pattern
K. Magnetic compass turns
L. Partial panel straight and level flight
M. Partial panel turns
N. TACAN/VOR-DME approach
O. Instrument autorotation
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