RI-11
WEATHERUP GOUGE
ADV HELO
c. & d. Glideslope / Course receiver failure - (FTI 915.D)
If a glideslope indicator disappears on the CDI/HSI during the approach, descend no lower than published
localizer minima, or if not published, no lower than circling minima for your category aircraft. If course
deviation bar is fully deflected when inside of final approach fix and runway is not in sight, execute missed
approach.
e. CAT II ILS
Why Brief this? Well, I would guess that it is to show us that we cannot shoot CAT II ILS approaches
because we don’t have either the installed equipment or the authorization. If you happen to know update
this gouge.
CATEGORY II OPERATIONS EQUIPMENT (FAR PART 91 Appendix A)
2. Required Instruments and Equipment.
The instruments and equipment listed in this section must be installed in each aircraft operated in a
Category II operation. This section does not require duplication of instruments and equipment
required by §91.205 or any other provisions of this chapter.
(a)
Group I.
(1)
Two localizer and glide slope receiving systems. Each system must provide a basic ILS display
and each side of the instrument panel must have a basic ILS display. However, a single localizer
antenna and a single glide slope antenna may be used.
(2)
A communications system that does not affect the operation of at least one of the ILS systems.
(3)
A marker beacon receiver that provides distinctive aural and visual indications of the outer and
the middle markers.
(4)
Two gyroscopic pitch and bank indicating systems.
(5)
Two gyroscopic direction indicating systems.
(6) Two airspeed indicators.
(7) Two sensitive altimeters adjustable for barometric pressure, each having a placarded correction
for altimeter scale error and for the wheel height of the aircraft. After June 26, 1979, two
sensitive altimeters adjustable for barometric pressure, having markings at 20-foot intervals and
each having a placarded correction for altimeter scale error and for the wheel height of the
aircraft.
(8) Two vertical speed indicators.
(9) A flight control guidance system that consists of either an automatic approach coupler or a flight
director system. A flight director system must display computed information as steering
command in relation to an ILS localizer and, on the same instrument, either computed
information as pitch command in relation to an ILS glide slope or basic ILS glide slope
information. An automatic approach coupler must provide at least automatic steering in relation
to an ILS localizer. The flight control guidance system may be operated from one of the receiving
systems required by subparagraph (1) of this paragraph.
(10) For Category II operations with decision heights below 150 feet either a marker beacon receiver
providing aural and visual indications of the inner marker or a radio altimeter.
1
RI-11
WEATHERUP GOUGE
ADV HELO
f. Takeoff/Approach/landing minimums
Takeoff Minimums
Special Instrument Rating- No takeoff ceiling or visibility minimums apply. Takeoff shall depend
on the judgement of the pilot and urgency of flight.
Standard Instrument Rating- Published minimums for the available non-precision approach but
not 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 less than 200-1/2 or 2400 RVR.
Instrument Approach & Landing Minimums
Can we reduce min visibility for Cat A? How much? Copter Approach?
-Helos (CAT A) can reduce visibility by 1/2 but in no case less than 1/4 or RVR 1200. Helicopter
procedures visibility may not be reduced. Copter Approaches may not cut visibilities.
Approach CriteriaMulti-piloted:
if below mins, approach shall not be commenced unless A/C has capability to proceed to
a suitable alternate.
Single-piloted:
approach shall not be commenced if below mins. Absolute mins for single-piloted
(precision) are 200-1/2 or 2400 RVR, whichever is higher. .
Continue Approach to Landing
-Runway in sight
-Safe landing can be made
-Permission to land from tower or ATC at uncontrolled field
Missed ApproachPrecision- execute missed approach at DH .
Non-precision- execute missed approach at MAP. If visual reference is lost on a circling
approach, make an initial climbing turn toward the landing runway and continue the turn until
established on the missed approach course.
Final Approach Abnormalities, Radar Approaches- Controller will issue missed approach
instruction for the following reasons.
-safe limits are exceeded or radical A/C deviations are observed
-position or identification of aircraft is in doubt
-radar contact is lost or a malfunctioning radar is suspected (pilot may continue landing for above
cases if runway or approach lights are in sight and safe landing can be made.)
-field conditions, conflicting traffic, or other unsafe conditions observed from the tower
prevent approach completion 'this is the mandatory missed approach***
Practice Approaches with Weather below Minimums- .
-facility must not be the filed destination or alternate
-no intention to land
-destination and alternate must meet filing weather criteria
-suitable fuel for remainder of flight
2
RI-11
WEATHERUP GOUGE
ADV HELO
VFR
Weather: In Class B,C,D,E surface areas- 1000 feet/ 3 sm or more stringent mins as remarked in AP
charts. Must be forecast to remain VFR for entire duration of the flight. Destination must be forecast
for ≥ 1000-3 for ETA +/- 1 hour.
Special VFR: Pilot must obtain authorization from ATC; ceiling minimum of 500!1, remain clear of
clouds, and pilot and A/C must be instrument rated Aviation COs may authorize helicopter special
VFR flight below 500/1 for missions of operational necessity.
-
Class B,C,D surface areas, obtain clearance from ATC .
Class E surface area, ATC, nearest tower, FSS, or center
ATC will provide separation while in Class B,C,D and E
Special VFR for fixed wing is prohibited from sunset to sunrise unless the pilot is instrument
rated and the aircraft is equipped to IFR flight
Outside Controlled Airspace: Helicopters may be operated below 1,200 feet AGL, clear of clouds
when visibility < 1 sm if operated at a speed that allows the pilot adequate opportunity to see and
avoid other aircraft and maintain obstacle clearance.
g. Precision minima
Approach Criteria for Single-Piloted Aircraft (OPNAV 3710.7R 5.3.4.3)
An instrument approach shall not be commenced if the reported weather is below published
minimums for the type approach being conducted. …. Absolute minimums for a single-piloted aircraft
executing a precision approach are 200-foot ceiling/height above touchdown (HAT) and visibility 1/2statute-mile / 2,400 feet RVR or published minimums, whichever is higher.
(AIM 1-1-9.i.1)
1. The lowest authorized ILS minimums, with all required ground and airborne systems components
operative, are
(a) Category I Decision Height (DH) 200 feet and Runway Visual Range (RVR) 2,400 feet (with
touchdown zone and centerline lighting, RVR 1800 feet).
h. Straight-in approach / circle to land
i. Option approach – “Navy 1E___, you are cleared for the option”
-touch and go
-stop and go
-low approach.
-full stop
-missed approach
Takeoff/Approach/landing minimums
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,
3
RI-11
WEATHERUP GOUGE
ADV HELO
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.
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.
4
RI-11
WEATHERUP GOUGE
ADV HELO
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
Published
minimums
plus 200-1/2
PAR
*Published
minimums
plus 200-1/2
3,000 — 3 or better
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
Instrument Approaches and Landing Minimums (OPNAV 3710.7R 5.3.4)
5.3.4.1 General. Approved instrument approach procedures for use at other than U.S.
airports are published in DOD FLIPs (Terminal). For U.S. airports, approved instrument
approach procedures are published in DOD FLIPs (Terminal) or other similar type
publications. For straight-in approaches, pilots shall use RVR if available, determine if
visibility meets the weather criteria for approaches, which ire published in DOD FLIP
Terminal Approach Procedures. Prevailing visibility shall be used for circling approach
criteria. Helicopter-required visibility minimum may be reduced to one-half the published
visibility minimum for Category A aircraft, but in no case may it be reduced to less than
one-fourth mile or 1,200 feet RVR. Helicopter procedures visibility may not be reduced.
Helicopter procedures and reduced Category A visibility recognize the unique
maneuvering capability of the helicopter and are based on airspeeds not exceeding 90
knots on final approach.
Note:
Determination that existing weather/visibility is adequate for approach/landing is the
responsibility of the pilot.
5.3.4.2 Approach Criteria for Multi-piloted Air-craft
When reported weather is at or below published landing minimums for the approach to
be conducted, an approach shall not be commenced in multi-piloted aircraft unless the
aircraft has the capability to proceed to a suitable alternate in the event of a missed
approach.
5.3.4.3 Approach Criteria for Single-Piloted Aircraft
5
RI-11
WEATHERUP GOUGE
ADV HELO
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
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.
5.3.4.7 Practice Approaches.
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.
Straight-in approach/circle to land
STRAIGHT-IN APPROACH, IFR (GP)
An instrument approach wherein final approach is begun without first having executed a
procedure turn. Not necessarily completed with a straight-in landing or made to straight-in
landing minimums.
STRAIGHT-IN LANDING (GP)
A landing made on a runway aligned within 30 'degrees of the final approach course following
completion of an instrument approach.
CIRCLE TO LAND MANEUVER/CIRCLING MANEUVER (GP)
A maneuver initiated by the pilot to align the aircraft with a runway for landing when a
straight-in landing from an instrument approach is not possible or is not desirable. This
maneuver is made only after Air Traffic Control authorization has been obtained and the pilot
has established required visual reference to the airport. (See Landing Minimums)
LANDING MINIMUMS/IFR LANDING MINIMUMS (GP)
The minimum visibility prescribed for landing a civil aircraft while using an instrument
approach procedure. The minimum applies with other limitations set forth in Federal Air
Regulations Part 91, with respect to the Minimum Descent Altitude (MDA) or Decision Height
(DH) prescribed in the Instrument Approach Procedures as follows:
(1) STRAIGHT-IN LANDING MINIMUMS - A statement of Minimum Descent Altitude and
visibility, or Decision Height and visibility, required for straight-in landing on a
specified runway; or
(2) CIRCLING MINIMUMS - A statement of Minimum Descent Altitude and visibility
required for the circle-to-land maneuver.
Descent below the established Minimum Descent Altitude or Decision Height is not
authorized during an approach unless the aircraft is in a position from which a normal
approach to the runway of intended landing can be made, and adequate visual
reference to required visual cues is maintained.
Option approach
OPTION APPROACH (GP)
6
RI-11
WEATHERUP GOUGE
ADV HELO
An approach requested and conducted by a pilot which will result in either a touch-and-go,
missed approach, low approach, stop-and-go or full stop landing.
OPTION APPROACH (AIM 4-3-22.)
The "Cleared for the Option" procedure will permit a …. pilot the option to make a touch-andgo, low approach, missed approach, stop-and-go, or full stop landing. …. The pilot should
make a request for this procedure passing the final approach fix inbound on an instrument
approach or entering downwind for a VFR traffic pattern. …… This procedure will only be
used at those locations with an operational control tower and will be subject to ATC approval.
HAA/HAT/HAL
HEIGHT ABOVE AIRPORT/HAA (GP)
The height of the minimum descent altitude above the published airport elevation. This is
published in conjunction with circling minimums. (See Minimum Descent Altitude)
HEIGHT ABOVE LANDING/HAL (GP)
The height above a designated helicopter landing area used for helicopter instrument
approach procedures. (Refer to Federal Air Regulations Part 97)
HEIGHT ABOVE TOUCHDOWN/HAT (GP)
The height of the Decision Height or Minimum Descent Altitude above the highest runway
elevation in the Touchdown Zone (first 3000 feet of the runway). HAT is published on
instrument approach charts in conjunction with all straight-in minumums. (See Decision
Height, Minimum Descent Altitude)
7