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BASIC INSTRUMENT FLIGHT 8
DISCUSS ......................................................................................................................................................................2
A.
B.
C.
D.
E.
REQUIRED EQUIPMENT FOR IMC FLIGHT ...........................................................................................................2
BATTERY RELAY LIGHT......................................................................................................................................3
NOTAMS, CLASS (I) AND (II), D,L, FDC/NOTAM CODES...............................................................................4
FLIGHT INFORMATION HANDBOOK ....................................................................................................................5
LOST COMMUNICATIONS - NDZ ON TOP.............................................................................................................6
INTRODUCE ...............................................................................................................................................................9
A.
B.
C.
PARTIAL PANEL UNUSUAL ATTITUDES ...............................................................................................................9
STAB OFF FLIGHT (FULL PANEL) ....................................................................................................................... 10
STAB OFF FLIGHT (PARTIAL PANEL) ................................................................................................................. 10
PRACTICE ................................................................................................................................................................ 11
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
COMM/NAV CHECKLIST ................................................................................................................................ 11
INSTRUMENT TAKEOFF CHECKLIST .................................................................................................................. 11
INSTRUMENT TAKEOFF..................................................................................................................................... 11
STANDARD INSTRUMENT DEPARTURE (SID) .................................................................................................... 11
LEVELOFF CHECKLIST ...................................................................................................................................... 11
LEVEL SPEED CHANGE ..................................................................................................................................... 11
LEVEL STANDARD RATE TURNS TO HEADINGS ................................................................................................. 11
TURN PATTERN ................................................................................................................................................ 11
VERTICAL S-1 PATTERN ................................................................................................................................... 11
OSCAR PATTERN .............................................................................................................................................. 11
FULL PANEL UNUSUAL ATTITUDES ................................................................................................................... 11
MAGNETIC COMPASS TURNS ............................................................................................................................ 11
PARTIAL PANEL WORK ..................................................................................................................................... 11
TACAN/VOR-DME APPROACH ..................................................................................................................... 11
INSTRUMENT AUTOROTATION .......................................................................................................................... 11
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Discuss
Required equipment for IMC flight
REQUIRED EQUIPMENT FOR IMC FLIGHT (NATOPS 4.18)
The following equipment must be operative prior to entering instrument meteorological
conditions in the TH-57C:
1. Cyclic force trim system
2. Ministab flight control system (pitch and roll)
3. Main generator
4. Standby generator
5. Battery protection circuit
6. Instantaneous vertical speed indicator
7. Two attitude indicators (one automatically powered by approved standby battery
source in the event of power loss)
8. One operable communication system
9. One operable navigation system appropriate to the routes to be flown
10. Radar altimeter
11. Other equipment as required by the operating rules.
Instrument Flight Equipment (OPNAV 3710.7R 5.3.2.1)
a. The pitot heater and all vacuum pressure or electrical sources for the pilot flight
instruments must operate satisfactorily.
b. The aircraft shall be equipped with the following instruments in proper operating
condition:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Airspeed indicator
Altimeter
Turn-and-slip indicator
A clock displaying hours, minutes, and seconds with a sweep-second pointer
or digital readout.
Attitude indicator
Magnetic compass with current calibration card
Heading indicator or gyrostabilized magnetic compass
Vertical speed indicator.
c. Aircraft shall be equipped with deicing or icing control equipment for sustained or
continuous flight in known or forecast icing conditions.
d. Navigation lights must operate satisfactorily.
Communication, Navigation, identification Equipment (OPNAV 3710.7R 5.3.2.2)
a. The aircraft shall have two-way radio communication equipment and operating
navigation equipment required for the en route and approach navigation aids to
be used and on which the clearance is predicated.
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b. Pilots planning to operate in or through areas that require special communication
frequencies shall ensure that the frequencies are available in the aircraft.
c. A functioning radar beacon transponder is required for flight in airspace where
FAR specify such equipment.
d. When operating with a servoed altimeter below FL 180, use either the STANDBY
or RESET mode and use only the RESET mode when operating above FL 180.
Instrument Navigation Packet. (OPNAV 3710.7R 5.3.2.3)
The following items constitute the minimum required articles to be included in instrument
navigation packets. Additional items may be included when required by local operating
procedures.
a.
b.
c.
d.
Appropriate FLIPs
Navigation computer
Navigation flight log forms
Appropriate aeronautical charts.
Battery relay light
(Systems Workbook CNATRA P-402 Rev 7-98)
The overload sensor, called a remote controlled circuit breaker (RCB) is located between the
battery and the battery relay. A bimetallic sensing unit in the RCB distorts as current load
heats the element. The RCB will sustain a current load of 250 amperes for 10 to 20 seconds
at 25o C., but will trip if constant current load exceeds 125 amperes. If the constant current
load is excessive, heat will continue to build and the RCB will trip. When the RCB trips, a
circuit is completed to ground and the battery relay circuit breaker will open and battery
power is removed from the BUSES. After cooling, the RCB will automatically reset but the
relay circuit breaker will have to be manually reset.
In some cases of high ambient temperatures, low battery voltage, lengthy engine start, or
battery recharging, the RCB may trip when no overload exists. Because of the potential to
trip during engine starts utilizing the battery, an RCB override circuit (battery protection start
override circuit) is provided. The RCB override is incorporated into the battery and starter
switch circuit to prevent the RCB from taking power away from the starter before a complete
engine start is accomplished. When the starter switch is turned on, the Battery Relay caution
light will illuminate, indicating that the RCB circuit is being bypassed.
Illumination of Caution Panel Light (NATOPS Figure 12-1 Caution and Warning)
Panel Wording
BATTERY RELAY
(TH-57C)
Condition
Illumination during
starting is normal.
At other times with
BAT switch - ON,
continued illumination
indicates fault in
battery relay or
protection circuits.
3
Corrective Action
If BAT HOT light is not illuminated, continue
flight in VMC and LAND AS SOON AS
PRACTICABLE. If BAT HOT light is illuminated,
BAT - OFF. LAND AS SOON AS POSSIBLE.
Note
Under certain conditions, total or partial
electrical failure may follow illumination of the
BATTERY RELAY light. With BUS TIE RELAY
circuit breaker popped, the main battery is being
discharged.
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NOTAMS, Class (I) and (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
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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.
(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.
FDC/NOTAM Codes: Fig 5-1-1 of AIM or Section F of FIH
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.
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Lost communications - NDZ on top
LOST COMMUNICATION PROCEDURES (RWOP 5009)
A. If in VMC, maintain VMC and join the course rules to either South Whiting or an
appropriate NOLF and land. Close out the flight plan with tower by the most expeditious
means after landing.
B. If in IMC or unable to maintain VMC, do the following:
1. Proceed as cleared to HUEEY and execute TACAN 043 approach to Santa Rosa.
NOTE: Pilots are reminded that an NDZ on top clearance is a clearance to 3000 feet
MSL on departure and in the event of lost communications on departure, pilots are
required to climb to and maintain 3000 feet MSL unless TRA CON has issued a
specific clearance prior to lost communications.
Use a shuttle descent in the depicted holding pattern if not at 1700 feet upon arrival
at HUEEY.
2. If VFR on top and unable to proceed VFR to South Whiting or an NOLF, proceed to
HUEEY, execute the TACAN 043 into Santa Rosa, and proceed back to South
Whiting VFR.
3. If being vectored for an approach, execute that approach.
4. If being vectored to a South Whiting GCA, proceed to the IVORY IAF, for the TACAN
32 approach. If on GCA final, continue with the final portion of the TACAN 32
approach.
5. While in the GCA pattern, attempt contact South Whiting Tower on 349.8 and
proceed VFR. If unable, climb and maintain 3000 feet direct to IVORY and execute
the TACAN Runway 32 approach to NDZ.
6. South Whiting (PAR/ASR Runway 32)final. If no transmissions are received by (ASR15/PAR-5) seconds on final approach, or by 3 DME, attempt to contact South Whiting
Tower on 349.8 and proceed VFR. If unable, proceed with final portion of the NDZ
TACAN Runway 32. Maintain 1700 feet MSL until the final approach fix inbound.
7. In the event of lost communications, Radar/Tower shall immediately notify TRACON.
NOTE: Pilots are reminded that if you are lost comm and in the Pensacola Class C
airspace you must squawk 7600 and make calls in the blind.
TWO-WAY RADIO FAILURE (FIH A.5)
a. FAA PROCEDURES (AIM, FAR 91.185)
(1) IFR FLIGHT PLAN
(a) During two-way radio communications failure, when confronted with a
situation not covered in the regulation, pilots are expected to exercise good
judgment in whatever action they elect to take. Should the situation so
dictate, they should not be reluctant to use the emergency actions contained
in flying regulations.
(b) In areas of FAA jurisdiction, should the pilot of an aircraft equipped with a
coded radar beacon transponder experience a loss of two-way radio
capability, the transponder should be adjusted to reply on Mode 3/A, Code
7600.
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(c) Pilots can expect ATC to attempt to communicate by transmitting on guard
frequencies and available frequencies of navaids.
(d) VMC - If able to maintain flight in VMC continue flight under VFR and land as
soon as practicable and notify ATC. It is not intended that the requirement to
"land as soon as practicable" be construed to mean "as soon as possible".
The pilot retains his prerogative of exercising his best judgment and is not
required to land at an unauthorized airport, at an airport unsuitable for the
type of aircraft flown, or to land only minutes short of his intended
destination. The primary objective of this provision is to preclude extended
IFR operations in the air traffic control system in VMC. When operating "on
top" and unable to descend VMC prior to destination, the procedures
contained in paragraph (e) below apply.
(e) IMC - If VMC is not encountered, continue the flight according to' the
following:
1. ROUTE (FAR 91.185)
a. By the route assigned in the last ATC clearance received;
b. If being radar vectored, by the direct route from the point of radio
failure to the fix, route, or airway specified in the vector clearance;
c.
In the absence of an assigned route, by the route that ATC has
advised may be expected in a further clearance; or
d. In the absence of an assigned route or a route that ATC has advised
may be expected in a further clearance, by the route filed in the flight
plan.
2. ALTITUDE - At the highest of the following altitudes or flight levels for the
route segment being flown:
a. The altitude or flight level assigned in the last ATC clearance
received;
b. The minimum altitude (converted, if appropriate, to minimum flight
level) for IFR operations (see Section B, Altimeter Changeover
Procedures); or
c.
The altitude or flight level ATC has advised may be expected in a
further clearance.
NOTE - The intent of the rule is that a pilot who has experienced two way
radio failure should select the appropriate altitude for the particular
route segment being flown and make the necessary altitude
adjustments for subsequent route segments. If the pilot received an
"expect further clearance" containing an altitude to expect at a
specified time or fix, he should maintain the highest of the following
altitudes until that time/fix, (1) His last assigned altitude, or (2) The
minimum altitude/flight level for IFR operations. Upon reaching the
time/fix specified, the pilot should commence his climb or descent to
the altitude he was advised to expect. If the radio failure occurs after
the time/fix specified, the altitude to be expected is not applicable
and the pilot should maintain an altitude consistent with a or b above.
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3. LEAVE CLEARANCE LIMIT.
a. When the clearance limit is a fix from which an approach begins,
commence descent or descent and approach as close as possible to
the expect further clearance time if one has been received, or if one
has not been ,received, as close-as possible to the expected time of
arrival as calculated from the filed or amended (with ATC) estimated
time enroute.
b. If the clearance limit is not a fix from which an approach begins,
leave the clearance limit at the expect further clearance time if one
has been received, or if none has been received, upon arrival over
the clearance limit, and proceed to a fix from which an approach
begins and commence descent or descent and approach as close as
possible to the estimated time of arrival as calculated from the filed
or amended (with ATC) estimated time enroute.
4. RADAR APPROACHES - initiate lost communications procedures if no
transmissions are received for approximately one minute while being
vectored to final, 15 seconds while on ASR final approach, or five
seconds while on PAR final approach.
(AIM 51-37, FAA 7110.65)
a. Attempt contact on a secondary frequency, the previously assigned
frequency, the tower frequency, or guard.
b. If unable to re-establish communications and unable to maintain
VMC, proceed with a published instrument approach procedure or
previously coordinated instructions. Change transponder to
appropriate codes.
c.
Maintain the last assigned altitude or the minimum safe/sector
altitude (emergency safe altitude if more than 25 NM from the
facility), whichever is higher, until established on a segment of the
published approach.
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Introduce
A. Partial 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.
PARTIAL PANEL RECOVERY
EXPEDITE PROCEDURES THROUGH STEP 4
1. CENTER THE BALL.
2. LEVEL THE WINGS AND CHECK THE TURN NEEDLE.
3. LEVEL THE NOSE AND CHECK THE IVSI.
4. SET POWER FOR 80 KIAS, STOP ANY CLIMB OR DESCENT, AND ACHIEVE 80
KIAS.
5. RECHECK THE BALL, WINGS, NOSE.
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. During the initial steps of the maneuver, the pilot checks the turn needle as he levels
the wings and the IVSI as the nose is leveled. The pilot does this to determine that
the attitude indicator is providing accurate information.
2. In the case of partial panel recoveries, as in all partial panel flight, make corrections
smoothly and moderately to avoid over-correcting and achieving an opposite unusual
attitude. For instance, over-correcting from a descending left turn could result in a
climbing right turn if corrections were made too abruptly or were of too great a
magnitude.
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Common Errors and Safety Notes
1. Avoid rapid, random control inputs as they cause overcontrolling and severely
complicate the recovery.
2. Making corrections for several errors at once may lead to incorrect instrument
interpretation.
3. Low "G" situations and large, rapid cyclic-movements can lead to mast bumping.
4. At no time shall airspeed by allowed to decrease below 40 KIAS.
5. A common tendency encountered in these recoveries is a failure to properly interpret
the aircraft instruments. For example, the pilot will see the attitude indicator in a
wings level position with no climb or descent evident. The pilot believes everything is
perfectly normal, but has failed to notice that the airspeed is decreasing through 40
KIAS due to a low power setting. Similarly, the pilot has centered the ball, leveled the
wings, and leveled the nose, but the pilot's failure to check the turn needle denied an
early opportunity to detect a partial panel condition.
6. Attempting to recover the aircraft by sensory feel rather than by proper instrument
interpretation.
7. Fixating rather than continuing an efficient instrument scan.
B. Stab off flight (full panel)
C. Stab off flight (partial panel)
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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. Full panel unusual attitudes
L. Magnetic compass turns
M. Partial panel work
N. TACAN/VOR-DME approach
O. Instrument autorotation
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