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Altitude restrictions when cleared for approach
If on an airway enroute to the IAF (IAF is on the airway) and “Cleared for the Approach” you may descend
to the higher of MEA, MOCA, or the IAF Altitude. If on a feeder route you may descend to the feeder
route altitude when cleared for the approach. (Reference AIM 5-4-7, See Appendix)
If holding at a published holding pattern and you are cleared for the approach you may descend to the
published holding altitude once you are cleared for the approach. (Reference AIM 5-3-7.l.3)
When given an approach clearance which contains an altitude restriction you must maintain that altitude,
or if no altitude is specified and you are not on a published route (airway or feeder route) you must
maintain your current altitude until established on a segment of the IAP. (Reference AIM 5-4-7)
Required equipment for instrument flight (NATOPS, 3710.7)
REQUIRED EQUIPMENT FOR IMC
FLIGHT (NATOPS 4.18)
The following equipment must be operative prior to entering instrument meteorological conditions in the
TH-57C:
1.
2.
3.
4.
5.
6.
Cyclic force trim system
Ministab flight control system (pitch and roll)
Main generator
Standby generator
Battery protection circuit
Instantaneous vertical speed indicator
7. Two attitude indicators (one automatically powered by approved standby battery source in the
event of power loss)
8. One operable communication system
9. One operable navigation system appropriate to the routes to be flown
10. Radar altimeter
11. Other equipment as required by the operating rules.
Instrument Flight Equipment (OPNAV 3710.7R 5.3.2.1)
a. The pitot heater and all vacuum pressure or electrical sources for the pitot flight instruments must
operate satisfactorily.
b. The aircraft shall be equipped with the following instruments in proper operating condition:
(1) Airspeed indicator
(2) Altimeter
(3) Turn-and-slip indicator
(4) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital
readout.
(5) Attitude indicator
(6) Magnetic compass with current calibration card
(7) Heading indicator or gyrostabilized magnetic compass
(8) Vertical speed indicator.
c. Aircraft shall be equipped with deicing or icing control equipment for sustained or continuous
flight in known or forecast icing conditions.
d. Navigation lights must operate satisfactorily
OPNAV 3710.78 Definitions:
Actual Instrument Approach: When actual instrument conditions encountered are <1000 AGL during
the instrument approach.
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Actual Instrument Conditions: Conditions external to A/C in flight that do not permit visual reference to
the ground
Flight Time (helicopter): Begins when aircraft lifts from rest point or commences ground taxi. Ends
when the aircraft disengages rotors or has been stationary for 5 minutes with the rotors engaged
Instrument Time(actual and simulated): either day or night under actual or simulated conditions. Time
will be logged by both pilots in multi-piloted A/C in actual instrument conditions. Simulated conditions
will only be logged by the pilot actually manipulating the controls in multi-piloted A/C. In single-piloted,
both pilots will log instrument time.
Simulated Instrument Approach: An instrument approach flown under simulated instrument
conditions. Shall not be commenced until approval from tower, approach control or FSS.
Simulated Instrument Conditions: Conditions external to the A/C in flight are VMC but PAC vision is
limited to (primarily) to the interior of the A/C.
Multi-piloted: Any A/C having 2 sets of flight control and instruments and operated by 2 pilots, both of
whom meet the requirements of the NATOPS manual for that model aircraft.
Authorized Airfields: encouraged use of military airfields unless a requirement exists to use a civil
airport. Pilots shall not be cleared for airfields not listed in the DOD Flip Enroute Supplement unless
such flight is necessary for accomplishment of a mission assigned by a higher authority
Can we land at civilian fields? Yes,
Wx alternate
Military units on airfield
Conduct of official business near airfield
Procurement, acceptance, modification, testing, delivery of aircraft to include ferry flights
Necessary for mission completion
Transport, turboprop training command A/C, patrol class aircraft, and helicopters
Instrument approach, low approach training
Closed Airfields? Prohibited exceptemergency
authorization of CO of airfield and approval of A/C reporting authority
*who owns A/C and who owns airfield
Helicopter Landing Areas- authorized to land at other than airfield locations (fields, highways, parks)
-military requirement for landing
-safeguards for safe landing and takeoff
-no legal objections to the landing area
Fuel Purchase- no economical justification to purchase fuel from commercial sources
-flight is classified official business
-flight terminated as a bona fide emergency
-flight is terminated at an alternate
-flight is made by a range limited aircraft on assigned mission
WEATHER:
WW (Weather Watch)- Severe weather watch issued as required.
Issued for:
-Severe thunderstorms (freq lightning and either wind ≥ 50 KT or hail ≥ 0.75")
-Tornado Activity (funnel clouds)
Cannot fly through unless:
-can fly above it
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-Wx not as forecast & file IFR, remain VMC
-file and fly VFR
-operating wx radar onboard
CAWW (CNATRA issued Aviation WW)
- Issued to restrict training aircraft from flying through potentially hazardous conditions not severe
enough to warrant the issuance of a WW.
Convective SIGMETS (WST)
- Issued hourly (H+55) with a 2-6 hour outlook with special bulletins issued on an unscheduled
basis as needed. Valid for 2 hours or until superceded by hourly issuance.
Issued for:
-Tornadoes
-Lines of thunderstorms(> 60 miles long)
-Embedded thunderstorms
-Thunderstorms of intensity ≥ 4 with 40% coverage of 3000 sq. miles
-Hail > 0.75" or wind > 50 KT
SIGMETs- Issued as needed
Issued for:
-severe or extreme turbulence or clear air turbulence not associated with thunderstorms
-severe icing not associated with thunderstorms
-duststorms, sandstorms, or volcanic ash lowering visibility to less than 3 miles
-volcanic eruption
AIRMETs- Issued every 6 hours with unscheduled amendments. Are of particular concern to
operators and pilots of aircraft sensitive to the phenomena described and to pilot without instrument
ratings.
Issued for:
-moderate icing
-moderate turbulence
-surface winds ≥30KT
-widespread areas of ≤ 1000-3
-extensive mountain obscurement
Type of AIRMETs:
S- widespread IMC and mountain obscurement
T- turbulence, wind shear, strong winds
Z- icing and freezing level data
Minimum Fuel- A/C shall carry sufficient usuable fuel to meet mission requirements as stated
below.
- If alternate is not req'd, fuel to fly from takeoff to destination airfield plus 10% reserve.
- If alternate is req'd, fuel to fly from takeoff to destination approach fix, then to alternate airfield
plus 10% reserve.
- Fuel reserve shall be no less than 20 minutes of flight time.
- Reciprocating engine- fuel based on max endurance at normal cruise altitude
- Turbine powered fixed/tilt-rotor- fuel based on max endurance at 10,000 feet
- turbine powered helicopter- fuel based on operation at planned flight altitude.
- Minimum fuel reserve for specific model aircraft shall be contained in the appropriate NATOPS
manual.
Closing of Flight Plan- PIC or formation leader to ensure that the proper agency is notified of
flight termination.
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Military basesverbally confirm closing of flight plan with tower or base operations or deliver copy of flight plan to
base operations.
Non-Military installationspilot shall close out the flight plan with FSS through available means. If no ability to close out
exists at landing(telephone), a predicted landing time in lieu of actual landing shall be reported
while airborne.
Cancellation of flight plan does not meet the requirements of closing out a flight plan. When a
landing report is given, the flight plan will be considered to be closed out.
Wilderness AreaAreas containing breeding farms, resorts, beaches and those areas designated by the
Department of the Interior as national parks, national monuments, and national recreational areas
are examples of noise sensitive areas.
FAA 2000' AGL
OPNAV 3000' AGL
-exceptions
-traffic or pattern approach,
-VR or IR route
-special use airspace
Avoidance of Commercial Area Civilian Aircraft- SW be avoided by at least 500 feet vertical
or 1 mile laterally unless ordered otherwise by competent air traffic control authority.
Jettison of Fuel- Whenever practicable, fuel shall not be jettisoned below 6;000 feet above the
terrain. Dumping required below this altitude will be done to avoid populated areas. The air traffic
control facility should be advised that fuel is to be jettisoned.
External/Cargo Stores Jettisoning- Shall be done while avoiding known hazards and potentially
dangerous situations to other aircraft or people/property on the ground. Nothing precludes emergency
jettisoning but pilots will be directly responsible for their actions.
Minimum fuel vs. Emergency fuel:
Minimum- advisory term indicating that in the judgement of the pilot, the fuel state is such that no
undue delay can be accepted en route to the destination.
Emergency- if at any time the remaining fuel supply suggests the need for traffic priority to ensure
a safe landing, the pilot shall declare an emergency and report fuel remaining in minutes to
controlling authority.
Both minimum and emergency fuel situations should be reported each time control is transferred
to a new controller. Pilots declaring minimum fuel should not expect special handling from FAA
controllers.
NATOPS/ACT/Instrument rating requirements: ..
Qualifications are good for 12 months from the last day in the month that the evaluation flight is
flown. When pilots/NFOs are ordered to a formal course of flight instruction that includes an
instrument syllabus and their instrument rating / qualification expires prior to or during the training
period, the instrument rating / qualification may be delayed until the pilot/NFO achieves NATOPS
qualification in the model of aircraft for which the pilot is undergoing training.
For Instrument Rating:
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-Attend appropriate ground school
-Pass written exam within 60 days of evaluation flight
-50 hours of actual or simulated instrument time
within 6 months of evaluation flight
-6 hours as pilot under actual or simulated conditions
-12 final approaches; 6 precision, 6 non-precision
within 12 months of evaluation fligh
-12 hours as pilot under actual or simulated conditions
-18 final approaches; 12 precision, 6 non-precision
*Major flight simulators designated by CNATRA may fulfill half of the required approaches
*Qualification may be extended up to 90 days after a deployment
For Special Rating:
-5 years military and non-military flying experience
-2000 hours of military and/or civil time as a certified commercial /airline transport pilot.
-100 hours of military actual instrument flight time.
Special Rating not meeting normal criteria: may be issued to pilots who display exceptional
judgement and proficiency in instrument flying procedures if the pilot has ....
-at least 3 years military or non-military flight experience
-total of 1,500 hours pilot/co-pilot
ACT Requirements: Training must be done annually and cover the following items.
Decision making
Assertiveness
Mission Analysis
Communication
Leadership
Adaptability/Flexibility
Situational Awareness
Lost Comms:
Pilot should exercise good judgement in the event of 2 way radio failure.
Squawk 7600
Get to VMC and land as soon as practical if not possible ....
Route (in priority order)- assigned
vectored
expected
filed
Altitude (highest of)-
assigned
expected
MEA
If arriving at point prior to EFC, hold until EFC and commence approach. If no EFC was given, use ETA
with takeoff time and treat as EFC.
Visual / Contact Approach:
VisualConducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the
airport. The pilot must have either the airport or the preceding traffic insight. Wx to be better than
1000-3. Cloud clearance requirements are not applicable. ATC will authorize for when it is
operationally beneficial.
Contact-
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Must be requested by the pilot. Wx to have 1 mile flight visibility and clear of clouds. Not to be used to
break out of weather and then proceed to another airport and the airport must have a standard or
special instrument procedures.
Minimum Vectoring Altitude: Established for use by ATC controllers in a radar environment.
Provides 1000/2000 feet clearance and will keep aircraft at least 3 miles from known obstacles. Usually
set up in sectors but isolated obstructions will have areas blocked off around-them in order to avoid an
extremely high MVA for a specific sector. Still provides the standard 3 miles of clearance.
Terms:
HAAHATHALMOCAMCAMRAMSAESA-
Height above Airport- circling to land minimums (300' obs clear)
Height above Touchdown- non-precision and precision approaches
Height above Landing Area- helicopter landing minima
Minimum Obstruction Clearance Altitude, lowest altitude in, effect between a navaid which
provides 1000' clearance and clear nav signal 25miles/ 22NM from the navaid.
Minimum Crossing Altitude-lowest altitude at which an intersection can be crossed
Minimum Reception Altitude-lowest altitude at which an intersection can be determined
Also the lowest altitude to be used to receive nav signal.
Minimum Sector Altitude- On instrument approach plate providing 1000' clearance within 25
NM. Minimum sector size is 90 degrees.
Emergency Safe Altitude- On instrument approach plate providing 1000' clearance within
100 NM.
Altitude Restrictions when cleared for the approach:
On airway and clear for approach- maintain highest of MEA, MOCA or IAF altitude
On feeder route- may descend to feeder route altitude when clear for approach
If holding at published pattern- may descend to holding pattern altitude and commence approach
"Cleared for the Option":
-touch and go
-stop and go
-low approach.
-full stop
-missed approach
Required Equipment for IMC flight:
NATOPS
-cyclic force trim system .
-ministab flight control system(pitch and roll) -main generator
-standby generator
-battery protection circuit
-instantaneously vertical speed indicator
-two attitude indicators(one powered by standby battery)
-one operable communication system
-one operable navigation system
-radar altimeter
-other equipment as required
3710.7R
-pitot heater and all vacuum pressure or electrical sources for pilot flight instruments must operate
satisfactory
-airspeed indicator
-altimeter
-turn and slip
-clock with minute and second sweep or digital readout
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-attitude indicator
-magnetic compass with calibration card
-heading indicator or gyrostablilized magnetic compass
-vertical speed indicator
-de-ice/icing control equipment for sustained or continuous flight in known or forecast icing conditions
-navigation lights
-two way radios and navigation equipment for route of flight
-special frequency requirements
-functioning radar beacon transponder
Requirements for Night Flight (NATOPS):
-all instrument and panel lights operating -all exterior lights
-operable communication radio
-attitude gyro
-radar altimeter
-Flashlight
Position Reporting:
Radar Environment: VACATERS
-VFR on top
-Altitude-leaving assigned...
-Climb/Descent <500FPM
-Missed Approach
-True Airspeed changes -10kt / 5%
-Holding- Entering and leaving
-Radio/Navaid failure
-Safety of flight issues
Non-Radar Additional Reports:
-leaving final approach fix inbound(non-precision) or leaving outer marker(precision)
-ETA changes of 3 minutes or greater
-weather
Aldis Lamp Signals:
Color/Type
Steady Green
Flashing Green
Steady Red
Flashing Red
Flashing White
Alternating R/G
on Ground
cleared for takeoff
cleared for taxi
stop
give way to other aircraft
taxi clear of duty runway
return to starting point at A/P
exercise extreme caution
in Air
cleared to land
return for landing
circle
airport unsafe, do not land
ICAO: Land and Taxi to Ramp
exercise extreme caution
Weather Requirements for local flights:
min ceiling/visibility for Rls 1000-3
min ceiling/visibility for NDZ on top 500-1 max cloud tops 3500'
min ceiling for autorotations 2500' (2000' for auto, 500' cloud clearance)
ONAV / AIRNAV solos: 1500-3
Marker Beacons:
OM (outer)
MM (middle)
IM (inner)
BC (back crs)
--.-.....
....
blue
amber
white
white
FAF
3500' thresh, 200' TDZ
between MM and thresh
back course FAF
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ILS Characteristics:
glideslope:
UHF signal
1000' above terrain to 4500' above antenna elevation
Glide path- 1.4 degrees
localizer:
VHF signal
10 degrees either side to 18NM
35 degrees either side to 10 NM
Cat 1
Cat 2
Cat 3a
Cat 3b
Cat 4
DH 200 feet and RVR 2400' (1800 with TDZ and centerline lighting)
DH 100 feet and RVR 1200'
no DH or DH <100 feet and RVR _> 700'
no DH or DH <50 feet and 150< RVR <700'
no DH or RVR limitations
VOR airways:
8 NM wide to 51 NM from Navaid
Expand at 2 NM for every 13NM after
Maximum TACAN distance:
40NM from a TACAN station so max leg length is 80NM between TACAN stations.
Approach Lighting Systems:
Begin at landing threshold and extend into the approach area a distance of 2400-3000 feet for precision
approaches and 1400-1500 feet for non-precision approaches. Some systems have sequenced flashing
lights which appears to the pilot to be a ball of light traveling towards the runway at high speed (twice a
second) if indicated by a ball on top of the lighting configuration}
VASI- Visual Approach System Lighting:
visiblility 3-5 miles day/ >_20 night
safe obstruction clearance +/- 10 degrees of extended centerline to 4 NM from runway threshold
2,4,6,12, or 16 bar system usually located on left side
two-bar systems will indicate a lower and higher glideslope for higher cockpit aircraft indicators
positioned on top of one another
-Red over Red- low (you're dead!)
-White over White- high(fly all night)
-Red over White- on glideslope (your all right)
PAPI- Precision Approach Path Indicator:
visibility 5 miles day/ _>20 night
-2 or 4 light system usually located on the left side indicators are in a horizontal line
-White-White-White-White: above glideslope
-White-White-White-Red: slightly above glideslope
-White-White-Red-Red: on glideslope
-White-Red-Red-Red: slightly below glideslope
-Red-Red-Red-Red: below glideslope
Tri-Color Systems- single light source
Amber- above glideslope
Green- on glideslope
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Dark Amber- between glideslope and below glideslope
Red-below glideslope
Pulsating Visual Approach Slope Indicator:
Pulsating White- above glideslope
Steady White- on glidepath
Stead Red- slightly below glideslope
Flashing Red- below glideslope
*pulsating light will increase in rate as aircraft falls more below / above glideslope
Runway Lighting
Runway End Identifier Lights(REIL)2 sequenced flashing white lights located on each side of the way threshold Designed to
distinguish runway from other lighting/objects and in reduced visibility.
Runway Edge Light SystemsEdge lights are white except on instrument runways where yellow replaces white on the last
2,000 feet or half the runway length(whichever is less). Lights marking the ends of the runway
emit red towards departing aircraft and green towards landing aircraft.
Runway Centerline LightsSpaced at 50 ft intervals. White until last 3,000 feet. White lights will alternate red/white for 1 st
2,000 feet and then red for the last 1,000 feet.
Touchdown Zone LightsSteady-burning white lights which start 100 feet beyond landing threshold and extend to
3,000 feet beyond landing threshold or to midpoint of runway(whichever is less)
Taxiway Lead-Off LightsAlternate green and yellow from runway centerline off onto taxiways.
Taxiway Lighting:
Taxiway Edge Lights- Blue lights
Taxiway Centerline Lights- Green lights
Clearance Bar Lights- three in-pavement steady-burning yellow lights
Airport Beacon Lighting:
White and Green- Lighted land airport
Green Alone- Lighted land airport
White and Yellow- Lighted water airport
Yellow Alone- Lighted water airport
Green/Yellow/White- Lighted heliport
*Green or Yellow alone is used on in conjunction with a white and green or white and yellow
beacon display.
*Military airports flash alternatively white and green but flash a double white between the
green flashes
Flight rules and regulations
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NOTAMs, Classes I,II,D,L,FDC,NOTAM codes
Class I – Distribution by means of telecommunications.
Class II – Distribution by means other than telecommunications.
DOD (FLIPs) and (NOTAMs). OPNAV 3710.7R 1.2.4
The procedures, special notices, and instructions contained in the FLIPs and NOTAMs are
mandatory for all pilots flying naval aircraft.
NOTICE TO AIRMEN (NOTAM) SYSTEM (AIM 5-1-3)
a. Time-critical aeronautical information which is of either a temporary nature or is not sufficiently
known in advance to permit publication on aeronautical charts or in other operational publications
receives immediate dissemination via the National Notice to Airmen (NOTAM) System.
NOTE: NOTAM information is that aeronautical information that could affect a pilot's decision to make
a flight. It includes such information as airport or primary runway closures, changes in the status of
navigational aids, ILSs, radar service availability, and other information essential to planned enroute,
terminal or landing operations.
NOTE: NOTAM information is transmitted using standard contractions to reduce
transmission time. See Table 5-1-1 for a listing of the most commonly used contractions.
b. NOTAM information is classified into three categories. These are NOTAM (D) or distant,
NOTAM (L) or local, and Flight Data Center (FDC) NOTAMs.
1. NOTAM(D) - information is disseminated for all navigational facilities that are part of the
National Airspace System (NAS), all public use airports, seaplane bases, and heliports,
listed in the Airport/Facility Directory (A/FD). The complete file of all NOTAM(D)
information is maintained in a computer data base at the Weather Message Switching
Center (WMSC), located in Atlanta, Georgia. This category of information is distributed
automatically via Service A telecommunications system. Air traffic facilities, primarily
FSSs, with Service A capability have access to the entire WMSC data base of NOTAMs.
These NOTAMs remain available via Service A for the duration of their validity or until
published. Once published, the NOTAM data is deleted from the system.
2.
NOTAM(L)
(a) NOTAM(L) information includes such data as taxiway closures, personnel and
equipment near or crossing runways, airport rotating beacon outages, and airport
lighting aids that do not affect instrument approach criteria, such as VASI.
(b) NOTAM(L) information is distributed locally only, and is not attached to the hourly
weather reports. A separate file of local NOTAMs is maintained at each FSS for
facilities in their area only. NOTAM(L) information for other FSS areas must be
specifically requested directly from the FSS that has responsibility for the airport
concerned.
3. FDC NOTAMs
(a) On those occasions when it becomes necessary to disseminate information which is
regulatory in nature, the National Flight Data Center (NFDC), in Washington, D.C.,
will issue an FDC NOTAM. FDC NOTAMs contain such things as amendments to
published IAPs and other current aeronautical charts. They are also used to
advertise temporary flight restrictions caused by such things as natural disasters or
large-scale public events, that may generate a congestion of air traffic over a site.
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(b)
FDC NOTAMs are transmitted via Service A only once, and are kept on file at the
FSS until published or cancelled. FSSs are responsible for maintaining a file of current,
unpublished FDC NOTAMs concerning conditions within 400 miles of their facilities. FDC
information concerning conditions that are more than 400 miles from the FSS, or that is
already published, is given to a pilot only on request.
NOTE: DUATS vendors will provide FDC NOTAMs only upon site-specific requests using
a location identifier.
NOTE: NOTAM data may not always be current due to the changeable nature of
National Airspace System components, delays inherent in processing information,
and occasional temporary outages of the United States NOTAM System. While
enroute, pilots should contact FSSs and obtain updated information for their route of
flight and destination.
Flight Information Handbook
(FIH 1.1)
The Flight Information Handbook is a DoD Flight Information Publication (FLIP)
issued every thirty-two weeks by the National Imagery and Mapping Agency
(NIMA)…. The Flight Information Handbook contains aeronautical information
which is required by DoD aircrews in flight, but which is not subject to frequent
change. This publication is intended for U.S. Military use, and procedures
herein may not be applicable to other users.
Class A - E and G airspace
Controlled Airspace- Airspace of defined dimensions within which air traffic control service is
provided to IFR flights and to VFR flights in accordance with the airspace classification. Also a
generic term for Class A,B,C,D and E airspace.
Uncontrolled Airspace- Airspace which is not controlled.
Regulated Airspace- Airspace that is regulated. (ex. Prohibited, Restricted)
Unregulated Airspace- Airspace that is not regulated (ex. Warning, MOAs, Alert)
Class AGenerally that airspace from 18,000 MSL up to and including FL600, including the airspace
overlying the water within 12NM of the coast of the 48 contiguous states and Alaska. Unless
otherwise authorized, all persons must operate their aircraft under IFR. Cloud clearances are
not applicable. Transponder with mode C and appropriate navigation equipment is required.
Cloud Clearances for VFR.
not applicable
Class BGenerally that airspace from the surface up to 10,000 MSL surrounding the nation's busiest
airports in terms of commercial passenger operations. The configurations of each Class B
airspace is individually tailored and consists of a surface area and two or more
layers(resembling an upside-down wedding cake), and is designed to contain all published
instrument procedures once an aircraft enters the airspace. An ATC clearance is required for
all aircraft to operate in the area and all aircraft will receive separation services once cleared
into the area.
Requirements to enter Class B:
- 2 way communications
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- Private pilots license, military pilot, or student working toward private pilot
certificate.
- VOR or TACAN navigation equipment (IFR)
- Transponder with Mode C (above B, within 30NM of B, above 10,000)
- Operate at or above designated floors when within lateral limits of Class B(large
turbine powered aircraft)
- *Will be clear to enter when told, "You are clear to enter"
Mode C Veil includes the airspace inside 30NM of the airport up to 10,OOO MSL.
Can go into without Mode C- contact 1 hr prior, ATC will give a position to report for
sequencing into Class B airspace.
Chart Depictions:
IFRClass B airspace- thin solid blue line surrounding blue shaded areas
Mode C veil- shaded blue with white stripes
VFR-
Class B airspace- thick blue line
Mode C veil- thin magenta line
Cloud Clearances for VFR:
3 sm / Clear of clouds
VFR Separation from VFR/VFR:
A/C < 19,000 lbs
1) target resolution
2) visual separation
3) 500' vertical
A/C > 19,000 Ibs and turbojets
1) 1 ½ lateral
2) visual separation
3) 500' vertical
General IFR Separation:
Location of radar site
<40 miles: 3 miles separation
>40 miles: 5 miles separation
Class CGenerally that airspace from the surface to 4,000 feet above the airport elevation surrounding those
airports that have an operational control tower, are serviced by a radar approach control, and that
have a certain number of IFR operations or passenger enplanements. Although the configuration of
each Class C airspace is individually tailored the airspace usually consists of a surface area with a 5
NM radius and an outer area with a 10 NM radius that extends from 1,200 feet to 4,000 feet above
the airport elevation. The outer area is the area out to 20NM and pilot participation is voluntary
(military-req'd, civilians-no).
Requirements to enter Class C:
-2 way communications
-Transponder with Mode C
*Will be clear to enter when responded with callsign
Chart Depictions:
IFR- Class C airspace- broken blue line surrounding blue shaded area
VFR- Class C airspace- solid magenta line
Cloud Clearances for VFR: 3sm/500 B, 1000 A, 2000 H
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Separation for VFR Traffic: 500' or visual
Class DGenerally that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL)
surrounding those airports with an operating control tower. Configuration of the airspace is
individually tailored and when instrument procedures are published, the airspace will be designed to
contain the procedures. Arrival extensions for instrument procedures may be Class D or Class E. As
a general rule, extensions greater than 2 miles are classified as Class E and extensions 2 miles or
less retain Class D status.
Requirements to enter Class D:
-2 way communications
Aircraft speed:
Unless otherwise authorized by ATC, no person may operate an aircraft at or below 2,500
feet MSL within 4 NM of a primary airport in Class D at an indicated speed of greater than
200 knots
Chart
VFR- Class D airspace dashed blue line
No separation services provided to VFR traffic.
Cloud Clearances for VFR: 3sm/500 B, 1000 A, 2000 H
Class EGenerally, any airspace that is not Class A,B,C,D and is controlled is Class E. Extends upward from
either the surface or a designated altitude to the overlying or adjacent controlled airspace. When
designated as a surface area, the airspace will be configured to contain all the instrument procedures.
Included in this class are Federal Airways beginning at 1,200 feet AGL up to but not including 18,000
feet MSL. Colored airways are red, green, amber, and blue. The VOR airways are classified as
Domestic, Alaskan, and Hawaiian. Unless designated at a lower altitude, Class E airspace begins at
14,500 feet MSL up to but not including 18,000 feet MSL. There are Class E airspace transition areas
beginning at either 700 or 1,200 feet AGL which are used to transition to/from the terminal or en route
environment.
Requirements to enter Class E:
-2 way communications if Wx is below VFR miss
Types of Class E:
surface area
Extensions form D or E to E
Airspace for transitioning
Enroute Domestic Arms-intersections not served by navaids
Federal Airways
Off shore Airways (over int'l waters)
Chart Depictions:
VFR- floor at 700 feet AGL- magenta faded line
floor at ≥1,200 feet AGL- blue faded line
At the surface- dashed magenta line
Zipper- differentiates floor >700 feet AGL
No separation provided to VFR traffic.
Cloud Clearances for VFR:
<10,000 feet MSL 3 sm / 500 B, 1000 A, 2000 H
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>10,000 feet MSL 5 sm/ 1000B,1000 A,1000 H
Class GUncontrolled airspace that is not designated as Class A,B,C,D,E. FAR states to remain 1,000
feet AGL / 2,000 feet AGL (normal/mountainous) above the highest obstacle within a horizontal
distance of 4 NM from the course to be flown.
Cloud Clearances for VFR:
< 1,200 feet AGL 1 sm / clear of clouds (Day)
(Helos may operate <1,200AGL, clear of clouds with visibility <1 sm if operated at a speed
that allows the pilot adequate opportunity to see and avoid other air traffic and maintain
obstacle clearance.)
<1,200 feet AGL 3sm/500 B, l000 A, 2000 H (Night)
>1,200 feet AGL <10,000 feet MSL – 1 sm/ 500 B, 1000 A, 2000 H (Day) .
>1,200 feet AGL <10,000 feet MSL – 3 sm/500 B, 1000 A, 2000 H (Night)
>1,200 feet AGL >10,000 feet MSL – 5 sm/ 1000 B,1000 A, 1 sm H
Overlapping Airspace Designation- The operating rules of the more restrictive airspace will apply.
A-B-C-D-E-G
DD-175, DD-175-1
Weather minimums for approaches, filing and in flight
Flight Plan- To be filed for all flights except:
-flights of operational necessity
-student flights under cognizance of CNATRA
No Communication Link at fieldtelephone file
file once airborne (not to enter IMC prior to flight plan activation and passenger manifest with
flight plan to be left with airport manager or other suitable person)
DD-175- To be used at airfields with a military operations department. Proper NOTAM and Wx
briefing for the entire route of flight to be obtained at point of origin. At airfields without a military
operations department, use the FAA 7233-1 form and ICAO flight plan if applicable. Both ICAO
and DD-175 shall not be used at the same time. Base Ops to dictate which form to use.
Stopover ProvisionsDD-175 filed as appropriate
NOTAM and Wx brief for entire route of flight
No change in PIC
Corrected manifests left along route of flight
Weight and Balance in limits
Revise Void time as req'd
Pilot to close out flight plan if terminated early
Signing of Flight PlanFlight is authorized
Adequate/Accurate flight planning done
Fuel and Wx requirements met
Each pilot in form flight has req'd Wx brief
PIC has instrument rating if any of flight to be IMC
Passengers briefed and manifested
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Weight and Balance completed
PIC acknowledges responsibility for safe and orderly conduct of flight
Weather Briefing-- Shall be obtained from a Navy Meteorology and Oceanic Command Service
forecaster(in person, by telephone, autograph or weathervision) If forecaster not available, and
FAA-approved Wx briefing may be substituted. FAA Wx briefing and DUAT services may only
supplement brief.
Sources of Wx information:
NMOC forecaster
TIBS
DUATS
1-800-WX-BRIEF ,
WSO (Wx Bob)
FSS 122.2/255.4, 121.5/243.0 "Anniston Radio"
TWEB
PMSV
ASOS surf. obsv. 25NM from site >3000'
AWOS wx obsv.
ATIS
EFAS enroute flt adv. serv. 6a-10p local
"(ARTCC) flight watch, Navy 8Exxx (navaid) over"
PIREPS
VOLMET- overseas info in FIH .
I-BWAS
Good for how long?
2 hours prior to ETD
30 minutes after ETD
Type of Wx briefs:
Outlook- > 6 hours
Standard- as above
Abbreviated- if you exceed 30 min after ETD
Criteria for Filing:
Actual weather at departure point
Forecast Wx for route of flight
Destination forecast +/- 1 hour ETA
File IFR?
Regardless of weather, IFR flight plans shall be filed and flown whenever practicable as a means
of reducing midair collision potential. Weather must meet filing criteria as stated in 3710.7R.
Alternate Requirements:
Required when the destination is forecast <3000-3 for +/- 1 hour for ETA.
DESTINATION WEATHER
ETA plus and minus 1 hour
ALTERNATE WEATHER
ETA plus and minus 1 hour
3,000 — 3 or better
O-0
up to but not including
published minimums
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Published minimums up to but not
including 3,000 — 3 (single-piloted
absolute minimums 200 — 1/2)
ADV HELO
NONPRECISION
*Published
minimums
plus 300-1
3,000 — 3 or better
PRECISION
ILS
PAR
Published
minimums
plus 200-1/2
*Published
minimums
plus 200-1/2
No alternate required
*In the case of single-piloted or other aircraft with only one operable UHF/VHF transceiver, radar
approach minimums may not be used as the basis for selection of an alternate airfield.
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
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-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
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.
Helicopter OperationsAutorotations- Practice autos to be conducted within field boundaries where a full auto may be
conducted to landing and access to crash, rescue and fire fighting equipment is readily available.
Practice autos to require tower approval.
Pattern Altitude- A/C in Class B,C, and D shall be in accordance with local Air Operations
manual. Where no other guidance is provided, pilots shall not exceed 500 feet AGL unless
specifically cleared by tower or other controlling agency. Pilots are to avoid flying over areas
where rotor wash could result in damage to A/C, property, or personnel.
Ground Operations- To be conducted with sufficient horizontal clearance to preclude damage to
A/C, property or personnel. Pilots shall operate with minimum power requirements and alert to
FOD to their own and other aircraft.
Night Hover Operations (over Water- Operable autohover systems shall be used when a natural
horizon is not visible for maintaining a stable hover.
Special/other use airspace
Special Use AirspaceAirspace wherein activities must be confined because of their nature, or wherein limitations are
imposed upon aircraft operations that are not a part of those activities, or both. Except for Controlled
Firing Areas(CFAs) special use areas are depicted on aeronautical charts.
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Prohibited AreasAirspace in which flight through is prohibited. Due to national security or other issues of vital
importance. (White House, Pentagon,...etc.)
Restricted AreasAirspace in which flight is not wholly prohibited but is subject to restrictions. Denotes the
existence of unusual, often invisible hazards to aircraft. Penetration of airspace without
authorization from the controlling agency may be extremely hazardous to aircraft and its
occupants. ATC may clear aircraft through a restricted area if the area is not active and control
has been released to ATC. Else, ATC will issue a clearance to avoid restricted airspace unless an
aircraft has obtained its own permission to operate in the airspace and so informs ATC.
Warning AreasAirspace similar in nature to a restricted area but which lies 3 NM outboard from the US coast
over international waters. Warms of activity which may be hazardous to nonparticipating aircraft.
Military Operations AreasAirspace defined to separate certain military training areas from IFR traffic. Non-participating IFR
traffic may be cleared through an active MOA if IFR separation can be provided by ATC.
Otherwise, ATC will re-route or restrict non-participating IFR traffic. VFR traffic should exercise
extreme caution while operating in an active MOA MOA activity can be determined by contacting
the controlling agency or any FSS within 10ONM
Alert AreasDefined airspace informing non-participating aircraft of areas that may contain a high volume of
pilot training or an unusual type of aerial activity.
Controlled Firing AreasContains activities which may be hazardous to non-participating aircraft. Distinguishing feature of
this airspace is that activities are suspended immediately when spotter aircraft, radar, or ground
lookout positions indicate an aircraft mat be approaching the area. CFAs are not charted since
they do not cause non-participating aircraft to change its flight plan.
ADIZ-
-
Contact FACSFAC (Fleet Area Control and Surveillance Facility-SEABREEZE) with place
and time of ADIZ penetration (12NM out). Must have 2-way comms and transponder with
Mode C.
Incoming foreign registry aircraft to contact l hr prior to penetration.
DVFR to contact 15 minutes prior to penetration
Allowable tolerances: +/- 5 minutes, 10NM from proposed centerline of route, No altitude
deviation
Other Airspace Airport Advisory AreaThe, area within I0 statute miles of an airport where a control tower is not present but where a
FSS is located FSS provides advisory service to arriving and departing aircraft and participation is
strongly recommended but not mandatory.
Military Training RoutesGenerally established below 10,000 feet MSL for operations at speeds in excess of 250 knots.
Two types...
IFR routes (IR)- Operations on these routes are conducted in accordance with IFR regardless
of weather conditions.
VFR routes (VR)- Operations on these routes are conducted in accordance with VFR except
flight visibility shall be 5 miles or more and flights shall not be conducted below a ceiling of
less than 3,000 feet AGL.
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MTRs with no segment above 1,500 feet AGL identified with four number characters (IR1206,
VR1207) MTRs with segements above 1,500 feet AGL identified with three number
characters (IR206 VR207)
Thick line- > 5NM either side of centerline
Thin line- < 5NM either side of centerline
Parachute Jump OperationsPilots of parachute jump operations are reminded that all reported altitudes must be given in MSL
for ATC to provide meaningful traffic information. Operations in the vicinity of an airport without an
operating control tower shall exercise extreme alertness for traffic. Pilots should avoid releasing
parachutes while in an airport traffic pattern and make appropriate calls/monitor other traffic calls
on the CTAF until all parachute activity has terminated or the aircraft has left the area. Prior to
commencing jump, pilot should broadcast aircraft altitiude, relative time when the jump is to
commence and terminate, and listen to the position reports of the other aircraft in the area.
Temporary Flight RestrictionsFound when checking NOTAMs (FDC) in the preflight planning process.
-Provide protection for persons and property (in the air and on the ground) from hazards on
the ground which may be compounded by low flying aircraft
-provide safe operation of disaster relief aircraft
-prevent unsafe congestion of sightseeing aircraft over events of public interest (Super Bowl,
Olympics)
-protect declared national disasters for humanitarian reasons in Hawaii
-protect the President, Vice President or other public figures
-provides a safe environment for space agency operations.
VFR CorridorsAirspace with defined vertical and horizontal bounds designed to provide a corridor for VFR traffic
through controlled airspace in which aircraft may overate without an ATC clearance or
communication with air traffic controller. (On Terminal Area Chart)
Transition RoutesAirspace designed to accommodate VFR traffic through certain Class B airspace. Routes include
specific ATC assigned altitudes and pilots must obtain clearance prior to entering. (On Terminal
Area Chart)
VFR FlywaysAirspace defined to help VFR pilots avoid major traffic flows. Communication must be established
when transiting the Class B,C,or D surface areas. (On Terminal Area Chart)
Terminal Radar Service Area(TRSA)Do not fit into any airspace classification and is an area where participating pilots can receive
radar service. Depicted with a dark black line. The primary airport in a TRSA becomes Class D
airspace. The remaining portion overlies other controlled airspace which is normally Class E
beginning at 700 or 1,200 feet in order to establish a transition to/from the en route/terminal
environment. Participation is mandatory for military, voluntary for civilians.
National Security AreasConsists of airspace of defined vertical and lateral dimensions established for increased
security and safety of ground facilities. NSAs may be temporarily classified as prohibited
when greater levels of security and safety are required
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