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Instrument Flight Manual (00-80T-112)

1. 8 9 Figure 8 11 Sloping Cloud 8 10 Figure 8 12 Vistial A tokin estis RE E x 8 11 CHAPTER 14 ATTITUDE INSTRUMENTS Figure 14 1 Attitude Indicator pex ed Oe eG eli e d Gane 14 2 Figure 14 2 Heads Up Display 14 3 CHAPTER 15 PERFORMANCE INSTRUMENTS Figure 15 1 Magnetic Standby Compass 15 2 Figure 15 2 Lines of Equal Magnetic Variation in the United States 15 3 Figure 15 3 Aarspeed Indicators 5 2 dise bet eere pr ebbe E RE UR Er a e aa 15 5 Figure 15 4 Vertical Speed 15 6 Figure 15 5 Coordinated Single Needle Width Turn 15 7 Figure 15 6 Unbalanced Flight 15 7 Figure 15 7 Angle of Attack Indicator 15 9 Figure 15 8 Hover cR P a pee 15 9 CHAPTER 16 POSITION INSTRUMENTS Figure 16 1 Three Pomter Altimeter sek EUR REI RR Rd Rn 16 2 Figure 16 2 Kg puedo u od opa oce da 16 2 Figure 16 3 Effect of Temperature on
2. 5S 7 5 Steep IMS 19 4 27 3 Level turns 18 8 AIRMETS cea ee his wena ER ege 27 3 Maintaining a desired altitude 18 4 Signal accuracy 26 1 Stepdown waypoints 26 13 Simplified directional facility SDF 24 10 Stop bar lights 30 58 Simultaneous close parallel ILS PRM Straight and level 28 10 approaches independent 30 37 Straight and level flight Differences between ILS and ILS PRM Level t rmis ice e aet te 18 8 approaches of importance to the pilot 30 38 Maintaining a desired altitude 18 4 Radar monitoring 30 37 Straight in Requirements 30 37 Approaches 21 36 ede Re 30 37 Minimums 30 40 Simultaneous converging instrument Structural deicing 6 10 approaches 30 39 Aircraft engine icing 6 11 Simultaneous parallel ILS MLS approaches tus 6 10 independent 30 35 Pitot static angle of attack AOA Radar monitoring 30 36 Systems d baa 6 11 ex Esp Cane ee ae 30 35 Propeller T 6 10 Singl
3. 6 6 6 4 2 Clear Air Turbulence 6 7 6 5 FOG sp MM 6 7 6 5 1 Radiation FOS 222222222224 va rra RATE RARO ERE EG Re Eee 6 7 6 5 2 Advection 9 ds eS aceto ees 6 8 6 5 3 Frontal FOS 5525 ee 6 8 6 5 4 655 Pe be 6 8 6 6 AIRCRAFT ICING ri ut xU 6 9 6 6 1 Structural UE RUN ead EGG RR RR EE en 6 9 6 7 STRUCTURAL DEICING 6 10 6 7 1 LT 6 10 6 7 2 Ptopell r REIR Cen erp a RR UN e e be capri eene ep as 6 10 6 7 3 Pitot Static Angle of Attack AOA Systems 6 11 6 7 4 Structural Icing Precautions 6 11 6 7 5 Aircraft Engine dE eds 6 11 6 8 LOW LEVEL WINDSHEAR 6 11 6 8 1 Convective 22252 CER 6 12 6 8 2 6 12 6 9 MICROBURSIS ence 6 12 ORIGINAL 10 NAVAIR 00 80 112 PART PHYSIOLOGY OF INSTRUMENT FLIGHT CHAPTER 7 INTRODUCTION TO INSTRUMENT FLIGHT PHYSIOLOGY 7
4. 1 7002 700 2 658 700 4 458 700 1 658 700 2 658 700 24 700 1 740 24 860 3 own ia pee S 817 900 3 DME MINIMUMS 17 700 4 CIRCLING 700 1 HIRL Rwys 13 31 ond 17 35 7 6 NM 17 AAA 600 14 600 1 600 2 558 600 558 600 12 558 600 1 558 600 2 600 1 740 24 860 3 557 600 1 557 400 19 697 700 24 817 CORPUS CHRISTI 27 46 N 97 30 W VOR or TACAN RWY 17 600 1 CIRCLING Figure 21 28 VOR Low Altitude Approach Procedure Turn Type ORIGINAL 21 40 NAVAIR 00 80 112 COMMENCE TO TURN INBOUND HEADING SET INBOUND COURSE INTERCEPT AND MAINTAIN IN SELECTOR WINDOW OUTBOUND COURSE NOTE TIME CALL CONTROLLING AGENCY BEGIN DESCENT REDUCE TO MANEUVERING AIRSPEED OBTAIN APPROACH CLEARANCE gt AND MAINTAIN EXECUTE MISSED PUBLISHED INBOUND COURSE APPROACH IF t DESCEND TO MINIMUM DEPICTED ALTITUDE CHANIA GREECE VOR DME RWY 11 196 53 110 ig 255 USN 1 2443 SOUDA LGSA MISSED APPROACH Climb straight ahead passing SUD Circling not outhorized N of Rwy 11 29 VOR DME climb to 3000 on R 110 then turn left to SUD VOR DME and hold at 6000 SOUDA APP CON SOUDA TOWER GND CON ASR PAR 118 125 362 3 122 1 257 8 r CAUTION Missed Approach Minimum Climb Rose to 2100 Controlling Obstocle 2017 CAUTION Max speed during
5. N A VOR A AptElev 178 ALICE INTL ALT MISSED APPROACH Climb to 1500 then climbing left turn to 2000 direct ALI VOR and hold ASOS KINGSVILLE APP CON UNICOM 119 225 119 9 300 4 123 0 CORPUS CHRISTI 1155CRP Zz Chan 102 114 5 AU 2 Remain within 10 NM REIL Rwy 13 Rwys 13 31 and 17 35 0 sese T CIRCLING 1060 14 882 900 14 ques ALICE TEXAS ALICE INTL ALI Amdt 15 06271 27 44 N 98 02 W VOR A Figure 30 21 Missed Approach ORIGINAL 30 44 NAVAIR 00 80 112 30 19 2 Operating to an Airport With Operating Control Tower Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or VFR approaches to another parallel intersecting or converging runway When operating to airports with parallel runways separated by less than 2 500 feet the succeeding aircraft must report sighting the preceding aircraft unless standard separation is being provided by When operating to parallel runways separated by at least 2 500 feet but less than 4 300 feet controllers will clear vector aircraft to the final at an angle not greater than 30 degrees unless radar vertical or visual separation is provided during the turn on The purpose of the 30 degree intercept angle is to reduce the potential for overshoots of the final and to preclude side by side operations with on
6. 20 2 20 3 RECOVERY PROCEDURES 20 2 20 3 1 Nose High Recovery veneno ber ER edges era DE Ea d eua 20 2 20 3 2 Nose Eow Recovery eR s CREER EY 20 4 20 3 3 Partial Panel Unusual Attitudes 20 4 PART VI NAVIGATIONAL AIDS FACILITIES AND PROCEDURES CHAPTER 21 VHF OMNIDIRECTIONAL RANGE VOR 21 1 INTRODUCTION hr retta 21 1 21 2 EQUIPMENT AND OPERATION 21 1 21 2 1 Equipment ee e cea To E etus 21 1 21 2 2 gt 25 Hela er eek eee seus 21 3 15 ORIGINAL NAVAIR 00 80 112 Page No 21 3 PROCEDURES 494 aca kd Cx eee kite qd acea pa acce WR icd 21 4 21 3 1 Proceeding Direct to Station 21 4 21 5 2 21 4 21 3 3 Inbound 1 21 6 21 3 4 Outbound Procedures Immediately After Station Passage 21 6 21 3 5 Outbound Procedures 2er ee ree re eee EGE ead be Eee edd 21 16 21 3 6 Completing the Intercept 42 2 22 erc eR y ORI ERROR eden doa 21 17 21 3 7 Estimating Drift 21 17 21 3 8 Homing Qe LOO ES RON OPS Re
7. 11 2 Flight evaluation grading criteria 31 3 Transition to Maintaining all weather readiness 31 6 Final 25 4 Purpose of the instrument flight The initial approach fix IAF 21 33 evaluation oii see 31 1 Tricolor systems 30 49 Records and reports 31 6 Tropical waves Requirements for instrument flight Neutral wave 5 1 evaluations 31 1 Stable Waye tae obe Re utn 5 1 The instrument flight evaluation Unstable wave 5 1 PIOCESS i ose eer hie ua repe 31 1 Tuning 2 226 RR EE 21 3 23 2 Index 13 ORIGINAL NAVAIR 00 80 112 Page Page No No Turbine icing 6 11 S2 le ee aee 19 1 Turbulence 6 3 6 6 DIO ene MP E MEE 19 1 Clear air turbulence 6 7 Qd chiara kos bao a at ipo arcere 19 1 Mountainous terrain 6 6 Speed indicator VSI VVI 15 4 Turn and slip indicator VFR IFR 28 5 Slip indicator ball 15 6 Visual approach 30 42 Turn indicator needle 15 6 Operating to an airport with an operating Turn indicator 15 6 control tower 30 45
8. eras 29 4 Procedures immediately after station Points iso ys petes vier ates eae ene 29 3 passage ise eme ek RR ERR 21 6 Position identification 29 3 Outside air temperature gauge 15 8 Requirements 29 3 Index 9 ORIGINAL NAVAIR 00 80 112 Page Page No No Position Qutbound sober ees 21 16 Identification Ra 29 3 Parallel 29 12 Instruments 17 4 Performing the published missed Report 29 4 approach 26 13 Reporting points 29 3 Pretakeolf E Ys 18 2 Reporting requirements 29 3 Radar approach 25 3 Postural seat of the 7 4 Recovery 20 2 Power 1 18 16 TACAN approach 22 18 Pi cipitatlon wie WE ote Gia whe gab wee 6 3 Teardrop 29 12 Precision Use of visual clearing 28 9 Approach path indicator PAPI 30 49 VOICE ceeds 25 6 Final approach 25 4 Proceeding direct to station 21 4 Preflight 26 10 Propeller 6 10 Pressure Published approach minimums 30 40 Altimeter
9. 15 4 Experience 11 3 Differences between ILS and ILS PRM ACM or air to ground ordnance approaches of importance to the pilot 30 38 deliveries deua epp pes ee eae ee 9 2 Direct Takeoff and landing phases 9 1 Communications controllers and pilots 29 1 Entry procedure 29 12 F Flights 22x ee pre Tee ien 27 7 Factors related to type or phase of flight Display ACM or air to ground ordnance IS utet Ouse 16 11 deliveries ue cepere EE 9 2 VOR TACAN 16 11 Formation 9 2 Dissipating stage 6 2 Takeoff and landing phases 9 1 Distance measuring equipment DME 22 3 Failure indicator DME cone of confusion 22 6 Attitude e Rv een 18 18 10 1 Headings CE VER 18 17 Dual facility approaches 21 36 False perception general 8 1 Dual seat aircraft 12 2 During helicopter flights 8 10 Illusions primarily inner 8 1 E Visual illusions and problems 8 9 False Elevator 8 6 Or incorrect 22 6 Emergency procedures 31 5 Perception of 8 6 En route Perceptions during helicopter
10. Without weather reporting 1 30 42 proced te ra 26 13 Missed approach point MAP 26 13 Pu Toe Ad aA dM SM odios Personal ox aee e ox ue Y een 9 1 Equipment and 21 1 24 1 Pilot responsibility upon clearance Principle of 21 2 issuance 28 4 Training 28 10 clearance instruction readback 28 4 Optimum path aircraft routing system Record clearance 28 4 OPARS 27 2 Pilot Orographic thunderstorms 6 4 Action 2222222222222222222222222 29 14 OSCAR pattern 19 4 Control of airport lighting 30 55 Oscillation 15 4 Operational considerations when flying Otolith ub t E a s 7 4 nonprecision approaches 30 21 Outbound 29 13 Pitch 17 2 Away from the station 23 7 Pitot static angle of attack AOA systems 6 11 Immediately after station passage 23 7 Planning 18 1 vibe 29 13 Position report ing 29 3 e eR rr Rd 21 16
11. 30 55 Meteorology for naval aviators 2 1 Runway guard 30 58 coe sepa et 6 12 Stop Dar 30 58 Military weather warning advisories 5222 5 a E 30 57 MWWAs 27 3 Taxiway centerline 30 58 Minimum safe altitude 5 30 5 Taxiway 30 57 Minimum vectoring altitude MVA 30 16 Taxiway lead off 30 54 Missed approach 30 42 ju EE 30 54 Climb 26 14 Limitations MD 26 7 Point MAP 26 13 14 1 OF Tad aT eo e v ee 25 2 26 5 On procedure turns 30 29 Final approach 26 7 Load Missed approach 26 7 SID fey 6 ee a Ver eh 19800 e EH len ene e NIU Ud seine ae 26 10 Select missed approach 26 13 STAR tance ee 26 11 Terminal approach 26 5 Local Motion inner ear 7 1 Area augmentation system LAAS 26 17 Mountainous terrain 6 6 Flow traffic management program 30 2 Multicrewed 12 2 ORIGINAL Index 8 NAVAIR 00 80 112 Page Page No No N
12. CUMULONIMBUS f POSSIBLE PRECIP if AREA Figure 4 2 Vertical Cross Section of a Slow Moving Cold Front ORIGINAL 4 2 NAVAIR 00 80 112 4 3 1 2 Fast Moving Cold Fronts These types of cold fronts are very important in that they move very rapidly and normally are associated with violent weather Their adverse slope is 1 40 to 1 80 with an average speed of 25 to 30 knots The development of squall lines and in some situations tornado activity are not uncommon with these systems Normally after the passage of a fast moving cold front rapid clearing will take place Figure 4 3 shows a typical cross section of a fast moving cold front 4 3 2 Warm Fronts A warm front is the line of discontinuity where the forward edge of an advancing mass of warm air is replacing a retreating colder airmass As in the case of the cold front the term is used inexactly when referring to a warm frontal surface Certain characteristics and weather conditions are associated with warm fronts The winds shift from southeast to southwest or west but the shift is not as pronounced as with the cold front The average slope of a warm front is 1 150 A characteristic phenomena of a typical warm front is the sequence of cloud formation This cloud formation is noticeable in the following sequence cirrus cirrostratus altostratus nimbostratus and stratus With a typical warm front cirrus clouds may appear 700 to 1 000 miles ah
13. 16 1 Pulsating systems 30 52 o MERERI 4 7 Purpose of the instrument flight evaluation 31 1 Vetgo 8 4 18 2 Prevention of spatial disorientation Bague Experience 11 3 Approach control 30 2 General ELS 11 1 Approach procedures 25 3 22 REED 11 1 Approaches 25 3 30 30 Preventive 8 12 Equipment and 25 2 Limitations 25 2 Of OperatiON dre 21 2 Monitoring 30 36 30 37 Ofradar 2 2 An Ein ai 25 1 Monitoring of instrument approaches 30 33 Prior to descent 26 11 Traffic information service 25 1 Prior to IAF 26 12 Vectors 24 10 29 6 Procedure turn s PT 21 39 30 28 Radiation fog 6 7 Entry nn 21 39 Radio magnetic indicator RMI 16 6 Limitations on 30 29 Radio radar altimeters 16 4 Procedure s Ramp down 26 12 23 3 23 7 Range indicator 16 4 ADF homing 23 10
14. RO de E Rufe 10 3 6 thie els ebd ed aes Bd RR Ed eR e RUE aus 10 4 DRUGS eet eee e barres Bi vetet e den fec Page No ORIGINAL NAVAIR 00 80 112 10 5 ILENESS aeu cts ex RR ca SES EA Rd a 10 6 DENTAL CARE ET es bo IS esee Gow ss Ped ee 10 7 IMMUNIZATION INJECTIONS 10 8 BLOOD DONATION 22 p E UE RE ud e CHAPTER 11 PREVENTION OF SPATIAL DISORIENTATION 11 1 GENERAL uidisse Teva wh became ol Vra acea P odor E dora ce aros 11 2 TRAINING uid ie Renton Ra ee obi c a ei P Pede tid 11 2 1 Sensation of Climbing During a 11 2 2 Sensation of Diving During Recovery From a 11 2 3 False Sensations of Tilting to Right or Left 11 2 4 False Sensation of Reversal of Motion 11 2 5 Sensation of Diving or Rolling Beyond the Vertical 11 2 6 Sensation of Climbing During Straight and Level 11 3 EXPERIENCE Rete ER Ea Iesus Ped tee CHAPTER 12 OVERCOMING SPATIAL DISORIENTATION 12 1 GENERAL ssi sd de ees Ral Sv We gal dora ens 12 2 SINGLE SEAT AIRCRAFT 12 3 DUAL SEAT AIRCRAFT 12 4 MULTICRE
15. 49 30 40 Instrument Approach at a Military 30 42 MISSED APPROACH pu dg 30 42 VISUAL APPROACH pa Oe ba e Hd 30 42 Operating to an Airport Without Weather Reporting Service 30 42 Operating to an Airport With an Operating Control Tower 30 45 Separation Responsibilities 30 45 CHARTED VISUAL FLIGHT PROCEDURE 30 45 CONTACT APPROACH EE han TI RR E 30 46 LANDING PRIORITY 30 46 OVERHEAD APPROACH 30 46 APPROACH LIGHT SYSTEM ALS 30 47 21 ORIGINAL NAVAIR 00 80 112 Page No 30 25 VISUAL GLIDESLOPE INDICATORS 30 49 30 25 1 Visual Approach Slope Indicator VASI 30 49 30 25 2 Precision Approach Path Indicator PAPI 30 49 30 25 3 Tricolor Systems 25522559556 pe ap rag ee a e ea 30 49 30 25 4 Pulsating Systems eese e prre ae bee Ra aa 30 52 30 25 5 Alignment of Elements Systems 30 53 30 26 RUNWAY END IDENTIFIER LIGHTS REIL 30 53 30
16. NOTE TIME WM FINAL turn 185 KIAS APPROACH COURSE CALL LG DICIONA Procedure um ott is more CONTROLLING AGNECY DESCENT TO MINIMUM 295 DESCENT ALTITUE gt 281 I T R 276 Y NO gt 16081 2 Note SATA i brag boy CAT C ond D och use THIS APPROACH MAY BE EXECUTED UTILIZING VOR ONLY DME INFORMATION IS ADVISORY ONLY MAY RADAR VECTOR A PILOT FOR A STRAIGHT IN ALTHOUGH IT IS NOT DEPICTED SUD EMERG SAFE ALT 100 NM 10 200 7422 110 SUD VOR DME Er 2000m 2400m a gt noo 20000 1000 200 420 2000 1420 zion 2120 4800 2480 10000 CIRCLING 006 2000m iag 0705 vnm HIRL Rwy 11 29 698 1600m 250 300 1600m GS 3 00 REIL Rwy 11 29 CHANIA GREECE 35 32 N 24 OVE SOUDA LGSA zu VOR DME RWY 11 Figure 21 29 VOR Low Altitude Approach Teardrop Required 21 41 ORIGINAL NAVAIR 00 80 112 On the outbound leg the aircraft shall not exceed the protected airspace depicted At the completion of the outbound leg course reversal may be accomplished by utilizing the 90 270 method the depicted procedure turn headings or any other method that safely reverses course and keeps the aircraft on the Procedure Turn PT side of the approach course within the protected airspace If on a teardrop approach at the completion of outbound timing turn in the shortest direction toward the inbound course When nonstandard distances are specified
17. NOTES e Predetermined intensity step Low intensity for night use High intensity for day use as determined by photocell control Figure 30 31 Runways with Approach Lights 30 55 ORIGINAL NAVAIR 00 80 112 No of Int Status During Intensity Step Selected Per No of Mike Clicks Lighting System Steps Nonuse Period 3 Clicks 5 Clicks Off or Low Step1 or 2 VASIL REIL Low intensity for night use High intensity for day use as determined by photocell control The control of VASIL and or REIL may be independent of other lighting systems Figure 30 32 Runways without Approach Lights With FAA approved systems various combinations of medium intensity approach lights runway lights taxiway lights VASI and or REIL may be activated by radio control On runways with both approach lighting and runway lighting runway edge lights taxiway lights etc systems the approach lighting system takes precedence for air to ground radio control over the runway lighting system which is set at a predetermined intensity step based on expected visibility conditions Runways without approach lighting may provide radio controlled intensity adjustments of runway edge lights Other lighting systems including VASI REIL and taxiway lights may either be controlled with the runway edge lights or controlled independently of the runway edge lights The control system consists of a 3 step control responsive to 7 5 and or 3 micro
18. 17 2 Stabilization 18 16 Your senses Motion inner ear 7 1 Otolith organs 7 4 Postural seat of the 7 4 Semicircular canals 7 1 ew ane 7 5 Index 15 16 blank ORIGINAL NAVAIR 00 80 112 LIST EFFECTIVE PAGES Effective Pages PageNumbers Effective Pages Page Numbers Original 1 Reverse Blank Original 15 1 thru 15 9 Reverse Blank Original Reverse Blank Original 16 1 thru 16 12 Original 5 Reverse Blank Original 75 Reverse Blank Original 7 Reverse Blank Original 17 1 thru 17 10 Original 9 thru 23 Reverse Blank Original 18 1 thru 18 18 original 25 thru 31 Reverse Blank Original 19 1 thru 19 12 Original 33 Reverse Blank Original 20 1 thru 20 4 2 E s 2 plank Original 77 Reverse Blank rigina everse Blan a Qe 14 hru t2 LII e dmm Original 69 Reverse Blank Blank Original 2 1 Reverse Blank oN ae PAREN SIRS Original 3 1 thru 3 2 Original 24 1 thru 24 13 Reverse Blank Original 4 1 thru 4 11 Reverse Blank Reverse Blank Original 5 1 thru 5 3 Reverse Blank Original 26 1 thru 26 17 Reverse Blank Original 6 1 thru 6 13 Reverse Blank Original 79 Reverse Blank Original 71 Reverse Blank Original 27 1 thru 27 12
19. Le w 4 Collins Figure 22 11 Correcting to Maintain the Arc ORIGINAL 22 12 NAVAIR 00 80 112 x UV 2 rages UTC 11 42 RAT 15 C 2277 COMM2 DESIRED COURSE 270 6 1 NM ON THE 10 NM ARC CHANGE THE NAUTICAL MILE LEADPOINT USED FOR THE ARC INTERCEPTION INTO DEGREES 1NM LEAD 40 POINT Intercepting a Radial from an Arc No Wind Figure 22 12 22 13 ORIGINAL NAVAIR 00 80 112 22 2 3 8 Technique of Navigating Point to Point When an aircraft approaches a terminal area air traffic control normally clears it to the holding fix or the initial approach fix This clearance may be to the station and out the radial along an arc to a radial or direct to the fix If cleared direct to the fix the pilot may use a radar vector or point to point navigation A single TACAN providing bearing and distance information is sufficient for navigating directly to any fix radial and distance within reception range of the station Basic navigation principles are used and include 1 Establishing two fixes aircraft and desired 2 Connecting the fixes with a line 3 Reading the heading to the desired fix The technique of applying these principles in the aircraft without cumbersome charts is simple The key to this technique is in learning to visually establish the aircraft and the desired fix on the compass card of a Radio Magnetic Indicator or similar type instrument
20. 24 11 Introduction Appro ACHES s ees v DEVE 24 10 General cc eese 1 1 Transmitter 24 1 Purpose 1 1 LOOPS o 19 9 Responsibilities 1 1 Low altitude approach 22 20 1 1 Proced TeS Lasse e sateya eus 21 36 Low level wind 6 11 Training 1 2 Waivers 1 2 Convective wind 6 12 COE Nonconvective wind 6 12 Inversion illusion 8 6 ITO procedures fixed wing 18 2 M L Magnetic dip 15 3 Maintain ing Land and hold short lights 30 55 A desired 18 4 Landing A desired heading 18 6 cu eese E E osx a 30 39 All weather readiness 31 6 30 46 P p trad Learns th em ees eas 8 1 dct eus die Level ums eno hws io terrissa 18 8 d Marker beacons 23 14 24 3 MM uisi Mat re Stage sone rk eph UR E ER awe 6 1 Meeting an expected further clearance Clearance tatish 30 58 time 31 33 Land and hold
21. 5 LOCAL FLOW TRAFFIC MANAGEMENT PROGRAM APPROACH CONTROL 555 toe ctw RUPEE ER EE e Pang v ee Radar Approach Control e Re EE ADVANCE INFORMATION ON INSTRUMENT APPROACH INSTRUMENT APPROACH PROCEDURE CHARTS Minimum Safe Altitude MSA enter CR HERI cR en Terminal Arval Atea TAA sie Minimum Vectoring Altitude MVA err eh Rr eR Rr Visual Descent Point VDP 5 fis ER Visual Portion of the Final Segment Vertical Descent Angle VDA on Nonprecision Approaches Pilot Operational Considerations When Flying Nonprecision Approaches Area Navigation RNAV Instrument Approach Charts APPROACH CLEARANCE MESE UE ER INSTRUMENT APPROACH PROCEDURES PROCEDURE Limitations on Procedure Turns TIMED APPROACHES FROM A HOLDING FIX 20 30 10 30 11 30 12 30 13 30 13 1 30 13 2 30 14 30 14 1 30 14 2 30 14 3 30 14 4 30 15 30 16 30 17 30 17 1 30 17 2 30 17 3 30 17 4 30 17 5 30 17 6 30 17 7 30 18 30 19 30 19 1 30 19 2 30 19 3 30 20 30 21 30 2
22. 29 7 Figure 29 2 Holding Patterns Bs t e Brera edo 29 10 Figure 29 3 Holding Pattern Descriptive Terms 29 11 Figure 29 4 Holding Pattern Entry Procedures 29 13 Figure 29 5 Inbound Leg Toward NAVAID 29 14 Figure 29 6 Inbound Leg Away from NAVAID 29 15 CHAPTER 30 TERMINAL PROCEDURES Figure 30 1 Basie es ee 30 7 Figure 30 2 aue RE Hee tet re cei be TO uote d e ose er cte 30 8 Figure 30 3 Modified Basic T i RR ER RI Pe Ear ROC 30 9 Figure 30 4 Modified Approach to Parallel Runways 30 10 Figure 30 5 Approach with Common IAFs to Parallel Runways 30 11 Figure 30 6 Approach with Common IAFs to Parallel Runways 30 11 Figure 30 7 TAA Pm 30 13 Figure 30 8 sectored TAA Areas ca 30 14 Figure 30 9 Approach Ghart sie es Mid eee 30 15 Figure 30 10 with Left and Right Base Areas Eliminated 30 17 Figure 30 11 TAA with Right Base Eliminated 30 18 Figure 30 12 Examples of
23. Figure 16 9 Radio Magnetic Indicator RMI ORIGINAL 16 8 NAVAIR 00 80 112 UTC1 11 42 RAT 15 C COM Figure 16 10 Horizontal Situation Indicator HSI The aircraft heading is displayed on the rotating compass card under the top index lubber line The bearing pointer indicates the magnetic bearing from the aircraft to the navigation aid selected VOR TACAN or ADF while the radial position of the aircraft is indicated by the tail of the same bearing pointer When selecting a course with the course selector knob a digital display of the course selected will appear in the course selection window while a graphic relationship between the course selected and the present heading will be shown by the course arrow The TO FROM indicator displays whether the course selected when intercepted and flown will direct the aircraft to or from the navigation station selected by the relationship of that station to the fixed aircraft symbol The purpose of the course deviation indicator bar shows the relative position of the radial course desired selected in the course selector window and the fixed aircraft symbol The series of four dots in the gauge center are scaled to represent distance off course in degrees The exact calibration varies between models of aircraft The function and use of the heading set and course set knobs are explained fully in applicable NATOPS flight manuals When range information is available through DME the distan
24. local FSS When customs notification is required it is the responsibility of the pilot to arrange for customs notification in a timely manner The following guidelines are applicable 1 When customs notification is required on flights to Canada and Mexico and a predeparture flight plan cannot be filed or an Advise Customs message ADCUS cannot be included in a predeparture flight plan call the nearest en route domestic or International FSS as soon as radio communication can be established and file a or DVFR flight plan as required and include as the last item the advise customs information The station with which such a flight plan is filed will forward it to the appropriate FSS who will notify the customs office responsible for the destination airport 2 If the pilot fails to include ADCUS in the radioed flight plan it will be assumed that other arrangements have been made and FAA will not advise customs 3 The FAA assumes no responsibility for any delays in advising customs if the flight plan is given too late for delivery to customs before arrival of the aircraft It is still the pilot s responsibility to give timely notice even though a flight plan is given to FAA 4 Air Commerce Regulations of the Bureau of Immigration and Customs Enforcement require all private aircraft arriving in the U S via a The U S Mexican border or the Pacific Coast from a foreign place in the Western Hemisphere south of 33 degrees north lat
25. 16 3 Figure 16 4 Inherent Altimeter Error Due to Pressure Changes 16 3 Figure 16 5 Types Of Altitude dosi ee swede teehee ERE UAE PR EQ ERES EE GE 16 5 Figure 16 6 Typical Radar Altimeter 16 7 Figure 16 7 Range Indicator iue meyer eva eia d t 16 7 Figure 16 8 Bearing Distance Heading Indicator 16 8 Figure 16 9 Radio Magnetic Indicator 16 8 Figure 16 10 Horizontal Situation Indicator 16 9 Figure 16 11 Course Indicator 22 16 10 26 NAVAIR 00 80 112 Page No CHAPTER 17 ATTITUDE INSTRUMENT FLYING Figure 17 1 Attitude Instrument Flying 17 1 Figure 17 2 Control Axes of an Aircraft 17 2 Figure 17 3 Pitch Attitude Indications e ede LR RR Ge E E E Eds 17 3 Figure 17 4 Bank Attitude Indications 17 3 Figure 17 5 Position Control and Performance Instrument Groupings 17 5 Figure 17 6 Function of Instruments Full Panel 17 6 Figure 17 7 Instrument Scan Technique 2 17 8 F
26. 18 11 18 16 Advance information on instrument Indicator 555554 esa bs rene 15 4 approach ERO eS RO ner 30 3 Advection 6 8 Auer And jet routes depiction on flight plan 27 6 Aileron 19 9 Or route course 29 7 SEDE equipment 24 4 Airways and route systems 29 5 1 222 2 gt 45 2 4 17 1 Area navigation RNAV routes 29 6 Attitude control 17 2 Radar vectors 29 6 Aircraft icing 6 9 Alignment of elements systems 30 53 Clear iC oa twee Sw 6 9 Alternate s eed onan 6 9 Airport 26 9 Rame 16e 224248 6 9 Navigation equipment 26 9 Str cturalicing 6 9 RNAV procedural speed restrictions 26 9 Aircraft trim 17 9 Altimeters 16 1 Aircraft Altitude Control 17 1 Control sese 18 16 D al seat pite RE 12 2 Data cq EISE ee UIN DUIS 25 2 Endine icin 6 11 Stabilization 18 16 M ti 12 2 Amended 28 3 Angle of attack indicator 15 8 Single seat Loos css eer e Maen 12 1
27. 26 3 4 Database Requirements To use GPS for IFR navigation in the terminal area or for GPS nonprecision approaches the aircraft GPS equipment must include an updatable navigation database GPS airborne navigation databases may come from the National Geospatial Intelligence Agency NGA via the mission planning system or from an approved commercial source 26 3 4 1 Manual Database Manipulation Manual entry update of the validated data in the navigation database is not possible however this requirement does not prevent the storage of user defined data within the equipment 26 3 5 RNAV in the Terminal Area Some GPS equipment will provide the capability to use RNAV procedures in the terminal area Using GPS equipment as the primary navigation source for RNAV in the terminal area is only permitted if all of the waypoints defining the route of flight can be retrieved from the aircraft GPS navigation database GPS primary source navigation using user defined waypoints may not be used after the Initial Approach Fix or prior to the termination point of a SID GPS equipment may be used to identify the on Instrument Approach Procedures IAPs and the termination point on SIDs 26 3 6 GPS Approach Restrictions There are several important operating restrictions when using GPS to fly approaches 26 3 6 1 Database Restrictions Instrument approaches must be accomplished in accordance with approved instrument approach procedures that are
28. Note Since the PVASI consists of a single light source that could possibly be confused with other light sources pilots should exercise care to properly locate and identify the light signal ORIGINAL 30 52 NAVAIR 00 80 112 PULSATING WHITE STEADY WHITE STEADY RED PULSATING RED Threshold IFM F0206 Figure 30 29 Pulsating Visual Approach Slope Indicator 30 25 5 Alignment of Elements Systems Alignment of elements systems are installed on some small general aviation airports and are a low cost system consisting of painted plywood panels normally black and white or fluorescent orange Some of these systems are lighted for night use The useful range of these systems is approximately three quarters of a mile To use the system the pilot positions the aircraft so the elements are in alignment The glidepath indications are shown in Figure 30 30 30 26 RUNWAY END IDENTIFIER LIGHTS REIL REILs are installed at many airfields to provide rapid and positive identification of the approach end of a particular runway The system consists of a pair of synchronized flashing lights located laterally on each side of the runway threshold REILs may be either omnidirectional or unidirectional facing the approach area They are effective for 1 Identification of a runway surrounded by a preponderance of other lighting 2 Identification of a runway that lacks contrast with surrounding terrain 3 Identification of a runway during
29. Pd 2 Tune and identify the VOR station The bearing pointer will function as described in Figure 21 5 Set the desired inbound course in the course selector window and check for a TO indication Determine intercept heading as described in Figure 21 5 Turn in the shortest direction to the intercept heading The CDI heading pointer should be positioned on the upper half of the CDI when established in the intercept heading Both the heading pointer and course bar must be on the same side of the CDI while intercepting the desired course The CDI heading pointer should be deflected in a manner that corresponds to the angle of intercept Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on bearing pointer CDI rate of movement and the time required to turn on course Figure 21 6 Inbound Course Interception Course Indicator and Sheet 2 of 2 ORIGINAL 21 10 NAVAIR 00 80 112 COURSE iy gt ig 10 RANE 1165 COURSE COM gt 37 134 85 e DME H NAV1 116 25 DE ADE 12 m 0437 dj Figure 21 7 Inbound Course Interception CDI Only Sheet 1 of 2 21 11 ORIGINAL NAVAIR 00 80 112 COMPLETED Tune and identify the VOR station Center the CDI with TO in the TO FROM indicator Note the course displayed in the course selector window and visualize on
30. Tune and check the set before takeoff After tuning check the bearing pointer Course Deviation Indicator Horizontal Situation Indicator CDI HSI TO FROM indicator and range indicator for proper operation The bearing pointer should point to magnetic bearing to the station The CDI HSI should center when this bearing is set in the course selector window and the TO FROM indicator should indicate TO The range indicator should indicate the distance to the station 22 2 3 2 Groundspeed Check A groundspeed check can be made while maintaining a course to or from a TACAN station however as a guide groundspeed checks should be performed only when the aircraft slant range distance is more than the aircraft altitude divided by 1 000 For example if the aircraft is at Flight Level FL 200 groundspeed checks should be performed when beyond 20 nm Checks made below 5 000 feet are accurate at any distance 22 7 ORIGINAL NAVAIR 00 80 112 VOLUME CONTROL CHANNEL DISPLAY POWER SWITCH CHANNEL SELECTOR SWITCH RIGHT KNOB SELECTS UNITS DIGITS LEFT KNOB SELECTS 100 AND 10 DIGITS AIR TO AIR A A AIR TO GROUND A G SELECTOR SWITCH Figure 22 7 TACAN Control Panel To perform the groundspeed check begin timing when the range indicator shows a whole number After the predetermined time has elapsed check the range indicator and note the distance flown Apply this information to the following formula to determine grounds
31. don Sepe as 18 1 18 1 1 Plannin eee cH 18 1 18 2 INSTRUMENT TAKEOFF ITO 18 2 18 2 1 Pretakeoff Procedures 18 2 18 3 STRAIGHT AND LEVEL FLIGHT 18 4 18 3 1 Maintaining a Desired Altitude 18 4 18 3 2 Level 18 8 18 4 CLIMBS AND DESCENT iu re 18 12 18 4 1 Constant Airspeed Climbs Descents 18 12 18 4 2 Constant Rate Climbs and Descents 18 14 18 5 ROTARY WING INSTRUMENT FLYING 18 15 18 5 1 Attitude Stabilization 18 15 18 5 2 Yaw Stabilization eiue Dee TURPE pa eI Su pacis EAs 18 16 18 5 3 Altitude Stabilization 18 16 18 5 4 Attitude Control heben ett 18 16 18 5 5 Power 1 18 16 18 5 6 Alt t ude Control onte RERO PES IEEE 18 16 18 5 7 Airspeed Control os i cies babe ee ee ioe 18 16 18 6 PARTIAL PANEL 18 17 18 6 1 Heading
32. 00 80 112 MAGNETIC COMPENSATOR ASSEMBLY PIVOT ASSEMBLY LUBBER LINE CARD SPRING SUSPENSION FLOAT EXPANSION CHAMBER LIQUID CHAMBER FILLER PLUG 1 2 3 4 5 6 T 8 9 IFM F039 Figure 15 1 Magnetic Standby Compass ORIGINAL 15 2 NAVAIR 00 80 112 IFM F040 Figure 15 2 Lines of Equal Magnetic Variation in the United States 15 1 3 Deviation Electrical equipment mounted in the aircraft and accessories made of iron or steel such as guns and armor plate may affect the reading of the magnetic compass The difference between the indications of a compass on a particular aircraft and the indications of an unaffected compass at the same point on the Earth s surface is called deviation Deviation may change for each piece of electrical equipment turned on In addition the magnetism of the aircraft itself may change as a result of severe jolts therefore it is necessary to swing the compass periodically and prepare a new correction card Because deviation also changes with latitude the compass should be swung on arrival at a new base of materially different latitude from the old base 15 1 4 Magnetic Dip The tendency of the magnetic compass to point down as well as north in certain latitudes is known as magnetic dip This is responsible for the northerly and southerly turning error as well as the acceleration and deceleration error on headings of east and west At the magnetic equator the vertical c
33. A Shear line is defined as a line or narrow zone across which there is an abrupt change in the horizontal wind component parallel to said line It most commonly refers to lines of cyclonic shear Monsoon and upper tropospheric troughs as well as remnants of cold fronts are examples of shear lines It has been known for many years that cold fronts from midlatitude penetrate deep into the tropics and occasionally move across the equator The leading edge of the front is usually marked by a pronounced line of convection and a series of convecting lines oriented parallel to the front and to the wind may occur on the poleward side of the main line The average tops in these shear lines are usually not high 10 000 to 15 000 feet but the associated low ceilings and rainfall along the line may cause poor terminal weather conditions especially with orographic effects 5 3 5 4 blank ORIGINAL NAVAIR 00 80 112 6 Weather Hazards to Flight 6 1 THUNDERSTORMS It is estimated that more than 44 000 thunderstorms occur daily over the surface of the Earth The frequency with which these destructive storms occur the quantity of energy they release and the variety of forms this energy may take hail lightning strong gusty winds abundant rainfall and on occasion tornadoes mark thunderstorms as the most serious threat to the safe and successful accomplishment of the naval aviation mission 6 1 1 Thunderstorm Development
34. NAVAIR 00 80 112 INTRODUCTION METEOROLOGY NATOPS INSTRUMENT FLIGHT INSTRUMENT FLIGHT MANUAL AIRCRAFT FLIGHT NAVIGATIONAL INSTR ATTITUDE INSTRUMENT FLIGHT NAVAIDS FACILITIES amp THIS PUBLICATION SUPERSEDES NAVAIR 00 80T 112 PROCEDURES DATED 15 OCTOBER 2002 INSTRUMENT FLIGHT DISTRIBUTION STATEMENT Distribution authorized to U S Government agencies only and their contractors to protect publications required for official use or for administrative or operational purposes only 15 November 2006 Other requests for this document shall be referred to Commander Naval Air Systems Command PMA 251 RADM William A Moffett Bldg 47123 Buse Rd Bldg 2272 Patuxent River MD 20670 1547 INDOCTRINATION amp FLIGHT EVALUATION DESTRUCTION NOTICE For unclassified limited documents destroy by any method that will prevent disclosure of contents or reconstruction of the amp document ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND UNDER THE DIRECTION OF THE COMMANDER NAVAL AIR SYSTEMS COMMAND 0800LP1063562 1 Reverse Blank 15 NOVEMBER 2006 00 80 112 DEPARTMENT OF THE NAVAL AIR SYSTEMS COMMAND RADM WILLIAM A MOFFETT BUILDING 47123 BUSE ROAD BLDG 2272 PATUXENT RIVER MD 20670 1547 15 November 2006 LETTER OF PROMULGATION 1 The Naval Air Training and Operating Procedures Standardization NATOPS Program is a positive approach toward im
35. 4 0 1 1 1 4 2 NATOPS Cognizant 1 1 1 4 3 NATOPS Model Manager aiu dink wee tage real RR Rd E Ru Ed Ss 1 2 1 4 4 Commanding Officers 1 2 1 5 TRAINING 1 2 1 6 WAIVERS 552 er yp ok 1 2 PART Il METEOROLOGY CHAPTER 2 CONCEPT 2 1 METEOROLOGY FOR NAVAL AVIATORS 2 1 CHAPTER 3 AIRMASSES 3 1 eene 3 1 3 1 1 Airmass 4 3 1 3 1 2 Airmass Development dere 3 1 3 1 3 Airmass Modification 114 04 4 3 1 3 1 4 Aarmass Weather ies e poe eee ade pex wee dg 3 2 CHAPTER 4 FRONTS 4 1 INTRODUCTION Hide ees debe DRE 4 1 4 2 RELATION OF FRONTS TO CYCLONES 4 1 4 3 RELATION OF FRONTS TO AIRMASSES 4 1 4 3 1 Cold Fronts 2 4 1 4 3 2 P the kee 4 3 4 3 3 Occluded Fronts 1 1 4 4 5 4 3 4 Stationary Fronts 22590055 be do ene eI be od 4 5 4 4 PRESSURE AT FRONTS ic oda ene ded epi Poe ao es Sew es da Sa ae es 4 7 9 ORIGINAL NAVAIR 00 80 112 Page No
36. 4 5 ERONTAL MOVEMBNT a ees RE y EE ERU E EEG RENE i 4 7 4 5 1 Speed sous des eG dosti so o E RR daa Roe d Ea gor ee 4 7 4 5 2 Modifications 4 7 CHAPTER 5 TROPICAL METEOROLOGY 5 1 INTRODUCTION Rr Rb e ea eee ecc E 5 1 5 2 TROPICALD WAV BS ope EO erp Pe READ OR RARI TRU ordei 5 1 5 2 1 Stable Wave eee irte dep e eo E be e eese redeem ce 5 1 5 2 2 Neutral Wave 5 1 5 2 3 MS CaS WV a D E DL UE eta 5 1 5 3 INTERTROPICAL CONVERGENCE ZONE 5 2 5 4 CONVERGENCE ZONES 5 2 5 5 SHEAR LINES erie eerie E Roo Cete me C 5 3 CHAPTER 6 WEATHER HAZARDS TO FLIGHT 6 1 THUNDERSTORMS 6 1 6 1 1 Thunderstorm Development 0 6 1 6 1 2 Thunderstorm Weather 6 3 6 1 3 Thunderstorm Classification 6 3 6 2 SOUALL LINES ey v p CR 6 4 6 3 TORNADOES AND WATERSPOUTS 6 4 6 4 TURBULENCE 4 eR CER ERR Rd RERO KERN EDS RR E 6 6 6 4 1 Mountainous Terrain
37. AND Il TCAS I provides only proximity warning to assist the pilot in the visual acquisition of intruder aircraft No recommended avoidance maneuvers are provided nor authorized as a direct result of a TCAS I warning It is intended for use by smaller commuter aircraft holding 10 to 30 passenger seats and general aviation aircraft TCAS II provides Traffic Advisories TAs and Resolution Advisories RAs Resolution advisories provide recommended maneuvers in a vertical direction climb or descend only to avoid conflicting traffic Airline aircraft and larger commuter and business aircraft holding 31 passenger seats or more use TCAS II equipment 1 Each pilot who deviates from an ATC clearance in response to a TCAS II RA shall notify ATC of that deviation as soon as practical and expeditiously return to the current ATC clearance when the traffic conflict is resolved 2 Deviations from rules policies or clearances should be kept to the minimum necessary to satisfy a TCAS II RA 3 The serving IFR air traffic facility is not responsible to provide approved standard IFR separation to an aircraft after a TCAS II RA maneuver until one of the following conditions exists a The aircraft has returned to its assigned altitude and course b Alternate ATC instructions have been issued does not alter or diminish the pilot s basic authority and responsibility to ensure safe flight Since TCAS does not respond to aircraft that are not tran
38. BAROMETRIC SCALE BAROMETER PRESSURE SET KNOB 100 FOOT POINTER LOW ALTITUDE WARNING SYMBOL 1 000 FOOT POINTER WHITE STRIPE FOLLOWS 10 000 FOOT POINTER AROUND INNER PERIMETER OF THE ALTITUDE SCALE IFM F047 Figure 16 1 Three Pointer Altimeter INDICATED ALTITUDE IS 3 200 FEET INHG T 3 D 5 FT Ac S TO QU BAROMETRIC SCALE BAROMETRIC PRESSURE SET KNOB 10 000 FOOT COUNTER AND LOW ALTITUDE WARNING SYMBOL 1 000 FOOT COUNTER 100 FOOT COUNTER Figure 16 2 Altimeter ORIGINAL 16 2 NAVAIR 00 80 112 AIRCRAFT HIGHER THAN ALTIMETER INDICATES NO ERROR AIRCRAFT LOWER THAN ALTIMETER INDICATES i 550 ERROR COLD AIR 09 STANDARD AIR 159 WARM AIR 309 SEA LEVEL IFM F049 Figure 16 3 Effect of Temperature on Altitude 25 LOW PRESSURE AREA HIGH PRESSURE AREA IFM F050 Figure 16 4 Inherent Altimeter Error Due to Pressure Changes 16 3 ORIGINAL NAVAIR 00 80 112 16 1 1 2 Setting the Pressure Altimeter The barometric scale located on the face of the altimeter is calibrated in inches of mercury and is used to set a reference plane into the instrument Setting the barometric scale to the altimeter setting causes the altimeter to read indicated altitude If the altimeter setting is given in millibars an appropriate conversion table must be used Each 0 01 change on the barometric scale is equivalent to 10 feet of indicated altitude The altimeter mus
39. Figure 18 6 For Turns 30 or Less Limit the Angle of Bank to the Number of Degrees to be Turned When an airspeed deviation is observed a power or pitch adjustment or a combination of both may be required to correct back to the desired airspeed however check the altimeter and vertical speed before making a power adjustment If below the desired altitude with a higher than desired airspeed a small pitch adjustment may regain both the desired airspeed and altitude Conversely when maintaining the desired airspeed a pitch adjustment will induce the need for a power adjustment Changes of airspeed in straight and level flight are accomplished by adjusting the power and or drag devices To increase the airspeed advance the power beyond the setting required to maintain the new desired airspeed As the airspeed increases the aircraft gains lift and will have a tendency to climb Adjust the nose attitude as required to maintain altitude When the airspeed approaches the desired indication reduce the power to an estimated setting that will maintain the new airspeed To reduce the airspeed reduce the power below the setting estimated for maintaining the new desired airspeed As the airspeed decreases the aircraft loses lift and will have a tendency to descend Adjust the nose attitude as required to maintain altitude When the airspeed approaches the desired indication advance the power to an estimated setting that will maintain the new airspeed Figu
40. When the plane of the loop is parallel to the direction of wave travel a maximum voltage is induced in the loop and the strength of the signals heard in the headset is also at a maximum Conversely when the plane of the loop is perpendicular to the direction of wave travel both sides of the loop are equidistant from the station and the radio wave reaches both sides of the loop at the same point in its cycle The induced voltage is theoretically zero and the strength of the received signal is at a minimum This position of the loop is called the null position The null position of the loop rather than the maximum position is used for direction finding that is a bearing is obtained when the plane of the loop is perpendicular to the line on which the radio waves are traveling when they strike the loop The null position is preferred because it can be determined more exactly than the maximum A 25 rotation from the maximum position changes total signal strength less than 10 percent whereas a 25 rotation from the minimum or null position changes the signal strength 50 percent With the loop rotated to a null position the radio station being received is on a line perpendicular to the plane of the loop however the direction of the radio station from the aircraft may be either one of two directions 180 apart The inability of the loop antenna to determine which of the two possible directions is correct is called the 180 ambiguity of the loop
41. 06159 VOR or GPS RWY 31 Figure 21 27 VOR Low Altitude Straight in Approach ORIGINAL 21 38 00 80 112 When operating an unpublished route while being radar vectored when approach clearance is received the pilot shall maintain the last assigned altitude unless a different altitude is assigned by ATC or until the aircraft is established on a segment of a published route or instrument approach procedure Descend from the initial approach altitude to the next altitude depicted after established on the initial approach course If there is insufficient time to intercept course and comply with the first altitude restriction before starting the approach request ATC clearance to maneuver for a favorable alignment with the initial approach course Before reaching the FAF configure the aircraft for landing in accordance with the applicable NATOPS flight manual At the FAF start the time intercept the final approach course and call the controlling agency if required If no FAF is depicted treat the point of interception of the final approach course as the FAF Note The time distance tables published in the approach charts are based on groundspeed therefore TAS and the existing wind must be considered to determine accurately the time from the final approach fix to the missed approach point Descend to the MDA so that visual references for landing may be acquired as soon as practical Comply with any published
42. 2 2 1 METEOROLOGY FOR NAVAL AVIATORS Meteorology for Naval Aviators NAVAIR 00 80U 24 looks into the fundamentals of meteorology and how it can be applied to aviators In today s Navy the concept of Operational Risk Management ORM is not only a buzzword it is a way of life that is both paramount and mandatory Naval aviators and flightcrews must become thoroughly familiar with the above document and be able to apply the concept of ORM for each and every flight The following chapters though short and basic in discussion provide naval aviators with weather information that is designed to alert you to the possible consequences of misunderstanding Mother Nature Each of the following chapters provides fundamental weather information only As a result all aviators and crewmen are encouraged to learn as much as possible about aviation meteorology These chapters deal primarily with aviation weather and the potential impact to flight It is important to note that preflight planning is an integral part of all missions especially where weather is involved Short discussions include airmasses fronts cloud types recognition basic radar and satellite interpretation tropical meteorology and conclude with weather hazards to flight 2 1 2 2 blank ORIGINAL NAVAIR 00 80 112 3 Airmasses 3 1 CONCEPT The airmass concept is one of the most important developments in the history of meteorology By definit
43. A certain combination of atmospheric conditions is necessary for the formation of a thunderstorm to take place These conditions are an unstable temperature lapse rate high moisture content and some type of lifting action The lifting action may be caused by heating terrain fronts or converging wind fields The fundamental structural element of the thunderstorm is the unit of convective circulation known as a convective cell A mature thunderstorm contains several of these cells which vary in diameter from 1 to 6 miles and it has been determined that generally each cell is independent of surrounding cells of the same storm Each cell progresses through a cycle that lasts from 1 to 3 hours In the initial stage the cloud consists of a single cell but as the development progresses new cells form and older cells dissipate The life cycle of the thunderstorm consists of three distinct stages Figure 6 1 6 1 1 1 Cumulus Stage Although most cumulus clouds do not become thunderstorms the initial stage of a thunderstorm is always a cumulus cloud The distinguishing feature of this cumulus building stage is the presence of an updraft which prevails throughout the entire cell These updrafts may vary from a few fpm to as much as 6 000 fpm in cells approaching the mature stage Figure 6 1 When transiting through an area where the rate of cumulus development is such that potential exists for further development to thunderstorm intensity airc
44. D234T This coded waypoint represents a point located on the 234 radial of XYZ VORTAC at 20 nm The letter T is the twentieth letter of the alphabet and is used to indicate a distance of 20 nm 26 3 RESTRICTIONS ON THE USE OF GPS 26 3 1 Specific Capabilities and Restrictions Specific GPS equipment capabilities vary widely from aircraft to aircraft therefore all pilots must be thoroughly familiar with the GPS equipment installed in their aircraft its authorized use and its limitations Some USN aircraft are not capable of performing all of the activities described in this chapter Aircrews must consult OPNAV 3710 7 series this manual wing directives and the aircraft NATOPS manual to fully determine the capabilities of the aircraft GPS equipment and restrictions on its use As per OPNAV 3710 7 series hand held GPS receivers shall not be used for instrument navigation 26 3 2 Use of GPS Outside of the U S National Airspace System NAS GPS use may be further restricted depending on the area of operation Flight using GPS is not authorized in some countries If you plan to use GPS outside the National Airspace System NAS check for additional restrictions in Flight Information Publications FLIP General Planning GP and Area Planning AP documents in your area of intended operation The aircrew shall ensure all non DoD approved approaches flown outside the U S and Canada using GPS for primary navigation are approved by the Naval Flight
45. Figure 22 13 The following factors will aid in developing this ability 1 The TACAN station is always at the center of the compass card The compass card is merely a compass rose around the station 2 The fix having the greater distance is always established on its radial at the outer edge of the compass card 3 The remaining fix is established along its radial at a point whose distance from the center of the card is proportional to the distance represented by the outer edge of the compass card For example assume an aircraft to be on the 180 radial indicated by the tail of the bearing pointer at 60 nm The pilot desires to proceed direct to a fix located on the 90 radial at 30 nm If not proceeding in the general direction of the fix turn to a heading approximately halfway between the head of the bearing pointer and the desired fix radial then 1 Establish the fix with the greater distance 60 nm on the edge of the card at its radial 180 The distance represented from the center to the edge of the compass card is now 60 nm 2 Establish the remaining fix 90 30 along the 90 radial at a proportionate distance from the center 1 halfway 3 Connect the two fixes with an imaginary line or with the aid of a pencil or other straight edge Move the line to the center of the compass card so that it is parallel to the original line 4 Read the no wind heading at the point where the second line crosses the compass ca
46. For purposes of this manual power control is defined as collective pitch control For simplicity consider the force generated by the rotor disc to be exerted perpendicular to the plane of rotation This is the result of the thrust and lift components In effect horizontal velocity is achieved by tilting the rotor disc in the desired direction and creating a thrust component The magnitude of the thrust component airspeed is controlled by the degree of tilt pitch attitude Adjustment of pitch attitude has an immediate effect on airspeed equilibrium It also has an immediate but much less pronounced effect on altitude equilibrium The effect of forces in forward flight is nearly vertical therefore change in its magnitude collective pitch has a pronounced effect on the lift component altitude The effect on thrust airspeed is much less significant 18 5 6 Altitude Control Minor corrections to maintain a desired altitude at a constant airspeed are accomplished with adjustments of collective pitch Any change in nose attitude will result in a change of airspeed Climbs and descents may be accomplished by increasing or decreasing the collective pitch Airspeed changes to achieve the recommended climbing or descending airspeed should be initiated as the maneuver is commenced Constant rate climbs and descents are accomplished at a constant nose attitude by varying the collective pitch setting 18 5 7 Airspeed Control Airspeed control
47. IMC In addition to abstaining from alcohol for 12 hours prior to flight planning flightcrews shall ensure they are free of hangover effects prior to flight Detectable blood alcohol or symptomatic hangover shall be cause for grounding of flight personnel and the restriction of the activities of aviation ground personnel d Tobacco Smoking has been shown to cause lung disease and impair night vision dark adaptation and increase susceptibility to hypoxia Smoking is hazardous to nonsmokers as the effects occur whether smoke is inhaled directly or secondarily Persons desiring to smoke shall show due consideration for the desires of nonsmokers in the vicinity and abstain from smoking if asked Further guidance on smoking is contained in OPNAVINST 3710 7 series e Caffeine Excessive intake of caffeine from coffee tea cola etc can cause excitability sleeplessness loss of concentration decreased awareness and dehydration Caffeine intake should be limited to not more than 450 mg per day or 3 to 4 cups of coffee 2 The use of illicit drugs is prohibited 10 5 ILLNESS Acute minor illnesses such as upper respiratory infections vomiting or diarrhea can produce serious impairment of flight personnel ilInesses shall be evaluated by competent medical authority Recommendations for grounding shall be accomplished by the submission of a grounding notice NAVMED 6410 1 Clearance notices NAVMED 6410 2 shall be issued only by a f
48. Instrument Landing System 24 2 Blue Light Approximately 1 42 width full scale limits 1 o m approx S d 3 above horizontal optimum is Course width varies between 3 to 6 tailored to provide 700 at threshold full scale limits 00 80 112 ILS localizer transmitters use the odd decimal frequencies from 108 1 to 111 9 MHz e g 110 3 MHz The localizer transmitter emits continuous identification in the form of a coded three letter station identifier preceded by the letter I e g I EMH Some have voice transmission capabilities Note Momentary localizer flag activity and course aberrations may be observed when other aircraft cross over the localizer antenna or are in a position to affect the radiated signal 24 2 1 2 Glideslope 1 The Ultrahigh Frequency UHF glideslope transmitter operating on 1 of the 20 ILS channels within the frequency range 329 3 to 335 0 MHz radiates its signals principally in the direction of final approach Any instrument indications of a glideslope at azimuths other than those within the angular width of the localizer front course should be disregarded 2 glideslope transmitter is located between 750 and 1 250 feet from the approach end of the runway down the runway and offset 400 to 600 feet from the runway centerline It transmits a glideslope beam 1 4 wide 3 The glideslope projection angle is normally adjusted to 2 5 to 3 abov
49. Other equipment installed in an aircraft may effectively impair safety and or the ability to operate under IFR If such equipment e g airborne weather radar malfunctions and in the pilot s judgment either safety or IFR capabilities are affected reports should be made as above When reporting GPS anomalies include the location and altitude of the anomaly Be specific when describing the location and include duration of the anomaly if necessary 9 Any information relating to the safety of flight 29 3 1 1 When Not in Radar Contact 1 When leaving final approach fix inbound on final approach nonprecision approach or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach precision approach 2 A corrected estimate at any time it becomes apparent that an estimate as previously submitted is in error in excess of 3 minutes Pilots encountering weather conditions that have not been forecast or hazardous conditions which have been forecast are expected to forward a report of such weather to ATC 29 4 AIRWAYS AND ROUTE SYSTEMS Two fixed route systems are established for air navigation purposes the VOR and Low Medium Frequency L MF system and the jet route system To the extent possible these route systems are aligned in an overlying manner to facilitate transition between each 1 The VOR and L MF Airway System consists of airways designated from 1 200 feet above the surface or in so
50. The marker consists of a 5 watt transmitter and a directional antenna array that is located on the range plot between the towers or the loop antennas ILS marker beacon information is included in paragraph 24 2 1 3 23 15 ORIGINAL 00 80 112 ORIGINAL MAKE A LEVEL TURN TO PARALLEL THE PUBLISHED PENETRATION COURSE EPA HEN E OBTAIN APPROACH CLEARANCE AND REDUCE AIRSPEED TO MAXIMUM HOLDING AIRSPEED OR LESS INTERCEPT AND MAINTAIN OUTBOUND COURSE PERFORM DURING DESCENT 4 PENETRATION TURN AS PUBLISHED CROSS LOW STATION AT PUBLISHED MINIMUM ALTITUDE NOTE THE TIME MAINTAIN INBOUND COURSE AND DESCEND TO PUBLISHED MINIMUM ALTITUDE HI NDB or ILS RWY 18L TULSA INTL MISSED APPROACH Climb to 2000 then climbing left turn to 3500 via TUL R 079 to INOLA INT and hold TULSA TOWER 175 354 120 7 338 3 121 2 310 8 Reys 181 368 8 26 124 9 377 2 355 174 119 1 351 8 118 7 257 8 Rwy 188 361 EMERG SAFE ALT 100 NM 4500 Left ot 9000 358 from NDB OM Remoin within 20 NM 9 of DW LOM M 5 000 TDZE 641 05275 10844 poatecory oc 9 864724 223 1200 71 0407243951200 1040740 3991400 040 50 39514001 fay 8 49 7284 1100 40 REIL Rwy 8 188 26 361 S NDB 181 459 500 4 1100 60 459 500 14 Rwy jeg 463 500 14 623 700 2 623 700 2 4 PET 1080 40 1080 50 439 5001 120 140
51. The term airport traffic control tower is normally used in areas under FAA control alert area airspace that may contain a high volume of pilot training activities or an unusual type of aerial activity neither of which is hazardous to aircraft alternate airport airport specified in the flight plan to which an aircraft may proceed when landing at the intended destination becomes inadvisable altitude The vertical distance of a level a point or an object considered as a point measured from a given surface altitude reservation The prior approval by the appropriate air traffic control agencies of flight plans requesting use of certain airspace for the purpose of expediting mass movement of aircraft or other special air operations ORIGINAL angle of attack angle at which an airfoil meets the relative wind measured between the chordline of the wing and the direction of aircraft movement approach control term used to indicate an air traffic control facility providing approach control service approach control service Air traffic control service provided by a terminal area traffic control facility for arriving and or departing IFR flights and on occasion VFR flights approach sequence That order in which aircraft are positioned while awaiting approach clearance or while on approach area navigation method of navigation that permits aircraft operations on any desired course within
52. The thermodynamic classification applies to the relative warmth or coldness of the airmass A warm airmass w is one that is warmer than the underlying surface a cold airmass is one that is colder than the underlying surface 3 1 2 Airmass Development The airmass source region is the area where the airmass initially develops The conditions that are ideal for the development of an airmass are the stagnation of air over a surface water land or icecap of uniform temperature and humidity While the airmass is stagnant over the source region it acquires definite properties and characteristics from the surface up and becomes virtually homogeneous throughout its properties become uniform at each level It should be noted that in the middle latitudes the land and sea areas are generally not homogeneous enough to serve as a source region therefore these areas act as transitional modification zones for airmasses after they leave their source regions The source regions for airmasses are depicted in Figure 3 1 Note the uniformity of the underlying surfaces also note the relatively uniform climatic conditions in the various source regions such as the southern North Atlantic and Pacific Oceans for maritime tropical air mT and the deep interiors of North America and Asia for continental polar air cP 3 1 3 Airmass Modification As soon as an airmass begins to leave its source region it undergoes modification When changes in the physical
53. Turning performance 18 12 Operating to an airport without weather 2 nm lockout 26 13 reporting Service 30 42 Types 16 4 Separation responsibilities 30 45 Visual approach slope indicator VASI 30 49 U Visualautokinesis 8 10 Visual descent point s VDP 30 21 UHF Precision approach path indicator Homing adapters 23 14 PAPI 30 49 Nondirectional radio beacon homer 23 11 Visual approach slope indicator UHF ADF navigation auxiliary receivers 23 11 OBS Updating of weather data 29 16 Visual glideslope indicators 30 49 Use of predictive integrity 26 11 tu gae gigas e Climbs and descents 28 9 PUISqUAR SVSIBHIS ipis Gea Straight and 1 28 10 DAMM pepe ea EE epp Traffic at VOR 28 10 AB sas SUM Traffic pattern 28 10 Use of visual clearing procedures 28 9 wie Before takeoff 28 9 Climbs and descents 28 9 1 5 Straight and 28 1
54. When a change of direction in any one of the three planes of motion occurs and the rate of angular acceleration in the turn is 2 per second per second or less the body cannot detect this motion without some positive visual reference consequently the positive g applied during the turn is the only motion perceived Positive g is usually associated with a climb This association is an unconscious habit developed through experience with g forces as well as a conscious feeling of climbing because of the effect of gravity on the inner ear mechanism 11 1 ORIGINAL NAVAIR 00 80 112 11 2 2 Sensation of Diving During Recovery From a Turn This sensation can be created by repeating the turning procedure described in paragraph 11 2 1 except that the pilot keeps his her eyes closed until the recovery from the turn is approximately one half completed While the recovery is being executed and with the pilot s eyes still closed the supervisory pilot should note the pilot s version of the aircraft attitude The usual response is that the aircraft is descending This false sensation is apparent when the pilot opens his her eyes while the aircraft is still recovering from the turn 11 2 2 1 Correlation Under Actual Instrument Conditions If the eyes are diverted from the instruments during a turn under instrument conditions a slow inadvertent recovery will cause the body to perceive only the decrease in positive g forces This sensation causes the pilot t
55. adjust timing in order to comply with the depicted procedure The standard procedure turn length is 10 nm 15 nm on terminal charts where Category E minimums are published For those procedure turns prescribed from a DME fix adhere to published distance restrictions in lieu of timing 21 3 12 6 2 Descent Initiate descent from the initial approach altitude to the published procedure turn altitude when the aircraft is abeam the fix or wings level outbound whichever occurs last Start descent from procedure turn altitude to final approach fix altitude when the aircraft is headed inbound on the inbound course If a teardrop is performed from a fix without outbound course guidance descend from procedure turn altitude when the aircraft is on course inbound Before reaching the final approach fix configure the aircraft for landing in accordance with the NATOPS flight manual At the final approach fix note the time make the mandatory position report and intercept the final approach course to the airfield If no FAF is depicted treat the point at which the aircraft has intercepted the inbound course as the FAF Note The time distance tables published on the approach charts are based on groundspeed therefore TAS and the existing wind must be considered in order to determine accurately the time from the final approach fix to the missed approach point Descend to the MDA so that visual references for landing may be acquired as soon as practical
56. and to identify for VFR traffic where these activities are conducted 4 Prohibited area Airspace designated under 14 CFR Part 73 within which no person may operate an aircraft without the permission of the using agency 5 Restricted area Airspace designated under 14 Part 73 within which the flight of aircraft though not wholly prohibited is subject to restriction Most restricted areas designated joint use and IFR VFR operations in the area may be authorized by the controlling ATC facility when it is not being utilized by the using agency Restricted areas are depicted on en route charts Where joint use is authorized the name of the ATC controlling facility is also shown 51 00 80 112 6 Warning area warning area is airspace of defined dimensions extending from 3 nautical miles outward from the coast of the United States that contains activity that may be hazardous to nonparticipating aircraft The purpose of such warning area is to warn nonparticipating pilots of the potential danger A warning area may be located over domestic or international waters or both special VFR conditions special VFR minimum weather conditions Weather conditions that are less than basic VFR weather conditions and that permit flight in a control zone clear of clouds with 1 mile visibility special VFR operations Aircraft operating in accordance with clearances within control zones in weather conditions
57. clearance specifying VFR on top over each designated compulsory reporting point along the route being flown 29 2 3 2 Flights Along a Direct Route Regardless of the altitude or flight level being flown including flights operating in accordance with an ATC clearance specifying VFR on top pilots shall report over each reporting point used in the flight plan to define the route of flight 29 3 ORIGINAL NAVAIR 00 80 112 29 2 3 3 Flights a Radar Environment When informed by ATC that their aircraft are in RADAR CONTACT pilots should discontinue position reports over designated reporting points They should resume normal position reporting when advises CONTACT LOST or SERVICE TERMINATED 29 2 4 Position Report Items Position reports should include the following items 1 2 8 29 3 Identification Position Time Altitude or flight level include actual altitude or flight level when operating on a clearance specifying VFR on top Type of flight plan not required in IFR position reports made directly to ARTCCS or approach control ETA and name of next reporting point The name only of the next succeeding reporting point along the route of flight Pertinent remarks ADDITIONAL REPORTS The following reports should be made to ATC or FSS facilities without a specific ATC request 29 3 1 At All Times 1 When vacating any previously as
58. datum plane This standard datum plane is where the air pressure is 29 92 inches of mercury corrected to 15 C procedure turn inbound That point of a procedure turn maneuver where course reversal has been completed and an aircraft is established inbound an intermediate approach segment or final approach course A report of PROCEDURE TURN INBOUND is normally used by ATC as a position report for separation purposes prohibited area A specified area within the land areas of a state or territorial waters adjacent thereto through which the flight of aircraft is prohibited Q QNE The barometric pressure used for the standard altimeter setting 29 92 inches Hg QNH The barometric pressure as reported by a particular station R radar device that by measuring the time interval between transmission and reception of radio pulses and correlating the angular orientation of the radiated antenna beam or beams in azimuth and or elevation provides information on range azimuth and or elevation of objects in the path of the transmitted pulses 1 Primary radar radar system in which a minute portion of a radio pulse transmitted from a site is reflected by an object and then received back at that site for processing and display at an air traffic control facility 2 Secondary radar radar beacon ATCRBS radar system in which the object to be detected is fitted with cooperative equipment in the form of a radio receive
59. sm Analysts ve ERE CRUS 17 7 Alternate airport restrictions 26 9 Technique 17 6 Database requirements 26 8 Select missed approach mode 26 13 GPS approach restrictions 26 8 Semicircular canals 7 1 Receiver autonomous integrity Sensation of monitoring 26 7 Climbing during turn 11 1 RNAV in the terminal area 26 8 Climbing during straight and level Specific capabilities and restrictions 26 7 flight mc Use of GPS outside of U S 26 7 Diving during recovery from a turn 41 2 RIME 166 6 9 Diving or rolling beyond the vertical RMI PHS CT 11 2 And CDI dade eee 21 6 Separation responsibilities 30 45 RMI only 4 ehe t e PERI 21 6 Setting the pressure 16 4 RNAV in the terminal 26 8 Severe RNAV leg types 26 3 Thunderstorms 6 2 Course to omisi 26 4 Weather restrictions and products 27 1 Direct to TX adr es 26 4 Shear lines i ecce cux adr es 5 3 Index 11 ORIGINAL NAVAIR 00 80 112 Page Page No No Sidestep maneuver 30 39 Proceeding direct to 21 4 Minimums 30 40 Stationary 8 4 5
60. yaw and roll planes can be detected The canals are filled with fluid that moves when angular accelerations are applied to the head The movement bends the sensory hairs which result in nerve impulses being sent to the brain The pilot interprets this as rotary motion If the fluid catches up to the canal walls such as in a prolonged turn the sensory hairs are no longer bent and no motion is perceived Also very small or short lived angular accelerations may not be perceived thus patterns of acceleration experienced in flight are different from those experienced on the ground This can result in an erroneous perception of position in flight Figure 7 3 7 1 ORIGINAL NAVAIR 00 80 112 POSTURAL Figure 7 1 Senses Used for Maintaining Equilibrium and Orientation THE INNER EAR 1 020 Figure 7 2 The Inner Ear ORIGINAL 7 2 NAVAIR 00 80 112 THE SEMICIRCULAR CANALS ARE STIMULATED BY ANGULAR ACCELERATIONS NO TURN NO SENSATION TRUE SENSATION ACCELERATING TURN SENSATION OF TURNING CLOCKWISE TRUE SENSATION PROLONGED CONSTANT TURN NO SENSATION OF TURNING FALSE SENSATION DECELERATING TURN SENSATION OF TURNING COUNTERCLOCKWISE FALSE SENSATION Figure 7 3 Semicircular Canals 7 3 ORIGINAL 00 80 112 7 2 3 Otolith Organs The otolith organs are stimulated by linear accelerations or gravity force These organs consist of sensory hairs projecting into a gel on which rest small
61. 1024 MHz and 1151 to 1213 MHz ranges Channels are spaced at 1 MHz intervals in these bands DISTANCE 84 NM MAGNETIC AIRCRAFT IS ON BEARING TO 270 RADIAL STATION 090 1084 DISTANCE NAUTICAL MILES Figure 22 1 Determining Aircraft Position by TACAN 22 1 ORIGINAL NAVAIR 00 80 112 22 2 1 Ground Equipment The ground equipment consists of a rotating type antenna for transmitting bearing information and a receiver transmitter transponder for transmitting distance information The TACAN identifies itself aurally through international Morse code every 35 seconds Permanent TACAN ground stations are usually dual transmitter equipped one operating and one on standby fully monitored installations that automatically switch to the standby transmitter when a malfunction occurs The ground monitor set to alarm at any radial shift of 1 is usually located in the base control tower or approach control and sets off a light and buzzer to warn the groundcrew when an out of tolerance condition exists Anytime TACAN reception is suspected or bearing distance unlock conditions are encountered in flight a pilot can check on the status of the ground equipment by calling Air Traffic Control ATC When ground equipment is undergoing repairs that might cause it to transmit erroneous signals its identification must be silenced therefore always listen for identification signals during flight Figure 22 2 22 2 1 1 TACAN Signal Pattern
62. 116 25 ADF 0437 382 0 2 Figure 23 4 Course Interception Immediately After Station Passage Sheet 1 of 2 ORIGINAL 23 8 NAVAIR 00 80 112 nnm 33 0 7 lt COMPLETED a a 6 9 NU Ili 27 30 Z 8 Outbound Procedural Steps ONLY Tune and identify the station This should already be accomplished Turn in the shortest direction to a heading that will parallel or intercept the outbound course Turning to parallel the desired outbound course is always acceptable Continuing the turn to an intercept heading may be preferable when the bearing pointer is stabilized or when the pilot knows the aircraft position in relation to the desired course The effect that airspeed wind and magnitude of turn will have on aircraft position during the turn to an intercept heading should be carefully considered Determine number of degrees off course Note the angular difference between the tail of the bearing pointer and the desired course Determine an intercept heading If a suitable intercept angle was not established during the initial turn look from the tail of the bearing pointer to the desired course Any heading beyond the desired course is a no wind intercept heading Turn in this direction an amount approximately equal to the number of degrees off course Normally to avoid overshooting the course do not
63. 16 10 reete 21 39 ILS display RR ren 16 11 Procedures 29 12 VOR TACAN display 16 11 Environmental factors 9 1 Course Equipment essere re eh io e 21 1 Interceptions 21 4 23 3 Gro nd ERA Ade a RE Rx 22 2 SCHSIIVILY e e 26 4 25 2 Crosswind correction 21 33 Equipment and operation Cumulus stage 6 1 24 4 Equipment 222m ee Rte eps 21 1 D Ground 24 1 oues cte Ree ea ee 21 2 Database Equipment and transmission principles Requirements 26 8 Ground 22 2 Restrictions 25 coser aee EE Rede 26 8 TACAN approach procedures 22 18 Dental 2 10 2 TACAN characteristics 22 5 Departure procedure 28 1 TACAN procedures 22 7 Descending breakouts 30 39 Erroneous TACAN indications 22 6 Descent 21 42 Establishing and maintaining airspeed 18 6 Develop a backup plan 26 11 Estimating drift correction 21 17 Deviation 15 3 10 1 Dial
64. 2 Communication and navigation 40 azimuth error lock on 22 6 equipment 31 5 Frontal movement 4 7 Emergency procedures 31 5 Effect of mountains 4 7 Flight evaluation grade determination 31 6 Modifications 4 7 Flight planning 4 5 bee b psa eng 4 7 Instrument approach es 31 5 Frontal Instrument flight in controlled airspace FOG 6 8 part two grading criteria 31 4 Thunderstorms 6 4 Instrument 31 3 Frost 6 9 31 4 Peon of instruments full panel scan 17 4 Future improvements to 5 26 16 Recovery from unusual attitudes 31 4 Local area augmentation system Steep tUrBs sivo ura ate ea Pace ee 31 3 26 17 Voice procedures 31 5 Wide area augmentation system VOR TACAN positioning 31 4 WAAS ecceri eene e Rp ERE ER 26 16 Flight management system 5 26 2 Flight plan G AXE ERR 24 3 ene Global orientation 14 1 IER flights ite mee Rte 27 5 Global positioning system GPS VER flights 27 5 Flight management system FMS ME 26 2 Flight planning
65. 2 GPS Overlay Approaches 26 9 26 4 3 RNAV 26 10 26 4 4 RNAV RNP ERE RC I OR 26 10 26 5 AIRCREW ACTIONS 26 10 26 5 1 Preflight ene Resa rus RI 26 10 26 5 2 Terminal Area Operations and Departure 26 10 26 5 3 En Route Operations 542559055 4 env LER cede EE EE 26 11 26 5 4 Phor to Descent 2 nisi ua esl 26 11 26 5 5 Terminal Area Operations and Arrival 26 11 26 5 6 Be Prepared to Use Traditional NAVAIDs 26 11 26 5 7 Approach 252599950 a t be baw ees 26 12 17 ORIGINAL NAVAIR 00 80 112 26 6 26 6 1 26 6 2 26 6 3 26 7 26 7 1 26 7 2 GPS NAVIGATION TRAINING General 44 Seated edhe Ground Instruction 7 GPS Navigation Flight Training FUTURE IMPROVEMENTS GPS 255559595 e cR 48590009540 Wide Area Augmentation System WAAS Local Area Augmentation System LAAS PART VII INSTRUMENT FLIGHT CH
66. 21 18 Figure 21 19 Figure 21 20 Figure 21 21 Figure 21 22 Figure 21 23 Figure 21 24 Figure 21 25 Figure 21 26 Figure 21 27 Figure 21 28 Figure 21 29 Figure 21 30 ORIGINAL Page No CHAPTER 20 UNUSUAL ATTITUDES Unusual Attit de eio LebeLnibremestebe4dPaensd 20 1 Bank Attitude Interpretation 1 20 3 CHAPTER 21 VHF OMNIDIRECTIONAL RANGE VOR ORIENTE 21 1 Signal Phase Angle Relationship 21 2 Control Panel gu exkl ew x Rb Ros bir e dose 21 3 Proceeding Direct to Station 21 5 Inbound Course Interception RMI 21 7 Inbound Course Interception Course Indicator and 21 9 Inbound Course Interception CDI Only 21 11 Course Interception Immediately After Station Passage Course Indicator and RMD RR eR ROO e C 21 13 Outbound Course Interception Away from the Station RMI Only 21 15 Outbound Course Interception Away from the Station Course Indicator RMI 22024568494 NR DOCERE E RETE IEEE EH EX Ea 21 18 Outbound Course Interception CDI 21 20 Maintaining Course iuo up E a ees eee WR 21 22 Curved Flightpath as a Result of Homing wit
67. 4300 or greater Duals amp Trips less than 4300 Duals amp Trips Final Monitor Controllers required Final Monitor Controllers required Pam required IFM F0192 Figure 30 15 Parallel ILS Approaches ORIGINAL 30 34 NAVAIR 00 80 112 DIAGONAL SEPARATION Parallel ILS Approaches Runway centerlines spaced 2500 or greater Radar monitoring not required Staggered Approaches IFM F0193 Figure 30 16 Staggered ILS Approaches Whenever parallel ILS MLS approaches are in progress pilots are informed that approaches to both runways are in use In addition the radar controller will have the interphone capability of communicating with the tower controller where separation responsibility has not been delegated to the tower 30 13 SIMULTANEOUS PARALLEL ILS MLS APPROACHES INDEPENDENT 30 13 1 System This approach system permits simultaneous ILS MLS approaches Figure 30 17 to parallel runways with centerlines separated by 4 300 to 9 000 feet and equipped with final monitor controllers Simultaneous parallel ILS MLS approaches require radar monitoring to ensure separation between aircraft on the adjacent parallel approach course Aircraft position is tracked by final monitor controllers who will issue instructions to aircraft observed deviating from the assigned localizer course Staggered radar separation procedures are not utilized Integral parts of a total system are ILS MLS radar communications
68. 55 Standby magnetic compass 15 1 Integrated oce RR UR 26 1 Station Pulsating 22222522 reps 30 52 Outbound away from the 23 7 Runway edge 1 30 53 Passage eee ep RUP E 21 23 23 3 Tricolor oie cc tm e 30 49 ORIGINAL Index 12 NAVAIR 00 80 112 Page Page No No T The instrument flight evaluation process 31 1 Basic instrument flying part one 31 2 Tactical air navigation TACAN Instrument flight evaluation 31 2 Approach procedures 22 18 Instrument flight in controlled airspace ATOS M EE 22 8 WO P E 31 2 Characteristics 22 5 Instrument ground evaluation 31 1 Equipment and transmission principles 22 1 Instrument ground training 31 1 Holding 22 15 MTG NC ANS s 2256 POE 8 1 Introduction 22 1 30 method 21 23 Procedures 3 nm prior to the FAF 26 12 Signal 22 2 RETE EUER 6 1 Takeoff Classification 6 3 And landing phases 9 1 Development 6 1 Weather ee aee dede 6 3 Before 28 9 Taxiway lights 30 57 E ccm E n fg E Timed approaches from a h
69. 90 45 pilot is responsible for variations in equipment capability and must advise ATC if a RNAV clearance cannot be accepted as specified The controller need only be concerned that the aircraft is RNAV equipped if the flight plan equipment suffix denotes RNAV capability the RNAV routing can be applied Pilots of aircraft equipped with operational area navigation equipment may file for random RNAV routes throughout the National Airspace System where radar monitoring by ATC is available in accordance with the following procedures 1 File airport to airport flight plans prior to departure 2 File the appropriate RNAV capability certification suffix in the flight plan 3 Plan the random route portion of the flight plan to begin and end over appropriate arrival and departure transition fixes or appropriate navigation aids for the altitude stratum within which the flight will be conducted The use of normal preferred departure and arrival routes DP STAR where established is recommended 4 File route structure transitions to and from the random route portion of the flight 5 Define the random route by waypoints File route description waypoints by using degree distance fixes based on navigational aids that are appropriate for the altitude stratum 6 File a minimum of one route description waypoint for each ARTCC through whose area the random route will be flown These waypoints must be located within 200 nm of the boundary of the pr
70. AUTHORIZED AT NIGHT 30 45 ORIGINAL NAVAIR 00 80 112 CVFPs usually begin within 20 flying miles from the airport Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended altitudes depicted on charts are not instrument approaches and do not have missed approach segments ATC will not issue clearances for CVFPs when the weather is less than the published minimum ATC will clear aircraft for a CVFP after the pilot reports siting a charted landmark or a preceding aircraft If instructed to follow a preceding aircraft pilots are responsible for maintaining a safe approach interval and wake turbulence separation Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft Missed approaches will be handled as a go around 30 21 CONTACT APPROACH Pilots operating in accordance with an IFR flight plan provided they are clear of clouds and have at least 1 mile flight visibility and can reasonably expect to continue to the destination airport in those conditions may request ATC authorization for a contact approach Controllers may authorize a contact approach provided 1 The contact approach is specifically requested by the pilot ATC cannot initiate this approach 2 The reported ground visibility at the destination airport is at least 1 statute mile 3 The contact approach will be made to an airport having a standard or
71. Aeronautical Information Manual AIM Pilot Responsibilities When Conducting Land and Hold Short Operations LAHSO 30 29 CONTROL OF LIGHTING SYSTEMS Operation of approach light systems and runway lighting is controlled by the control tower ATCT At some locations the FSS may control the lights where there is no control tower in operation Pilots may request that lights be turned on or off Runway edge lights in pavement lights and approach lights also have intensity controls that may be varied to meet the pilot s request Sequenced Flashing Lights SFL may be turned on and off Some sequenced flashing light systems also have intensity control 30 30 PILOT CONTROL OF AIRPORT LIGHTING Radio control of lighting is available at selected airports to provide airborne control of lights by keying the aircraft microphone Control of lighting systems is often available at locations without specified hours for lighting and where there is no control tower or FSS or when the tower or FSS is closed locations with a part time tower or FSS or specified hours lighting systems that are radio controlled at an airport whether on a single runway or multiple runways operate on the same radio frequency Figures 30 31 and 30 32 No of Int Status During Intensity Step Selected Per No of Mike Clicks Lighting System Steps Nonuse Period 3 Clicks 5 Clicks fades Lights Lights MIRL Off or Low 5 Off or Low VASI 2 Off
72. BANK 90 LEFT TURN 309 BANK 180 RIGHT TURN 30 BANK 180 LEFT TURN 45 BANK 360 RIGHT TURN 45 BANK 360 LEFT TURN IFM F082 Figure 19 4 Steep Turn Pattern ORIGINAL 19 4 4 2 NAVAIR 00 80 112 083 Figure 19 5 OSCAR Pattern Descending right SRT lose 1 000 feet Recover straight and level return to normal cruise 19 2 4 CHARLIE Pattern CHARLIE pattern Figure 19 6 is entered in the following sequence 1 2 Start straight and level 2 minutes normal cruise Climb 667 feet per minute SRT for 270 gain 1 000 feet Fast cruise 2 minutes straight and level Reduce power and slow first 90 of turn then descend standard rate 360 Commence standard rate climb 2 minutes gain 1 000 feet Level off left SRT for 2702 accelerate to normal cruise Climb standard rate straight for 2 minutes Lower wheels going into right SRT descend 800 fpm Recover at starting altitude at normal cruise 19 5 ORIGINAL NAVAIR 00 80 112 IFM F084 Figure 19 6 BRAVO CHARLIE Pattern 19 2 5 BRAVO Pattern A BRAVO pattern is the same as the CHARLIE pattern with the following exceptions 1 2 Maintain a constant altitude and normal cruise All legs 1 minute 19 2 6 YANKEE Pattern YANKEE pattern Figure 19 7 is entered in the following sequence 1 2 3 9 ON OQ A Start 4 000 to 6 000 feet per minute descent speed brakes out 1
73. FOF zzi Chon 110 LOM IAF CASSE 260 AP 1 9 gt gt N MIRL oll Rwys REIL Rwys 17R 28 ond 351 ut JO 35 TOZE 347 63NM 5883 from FAF 1 FAF to 6 3 DENVER CENTENNIAL NDB RWY 35R NAVAIR 00 80 112 1 AND MAINTAIN OUTBOUND COURSE DURING DESCENT 2 TIME AND TURN PARALLEL OUTBOUND COURSE MAINTAIN INBOUND COURSE AND DESCEND TO PUBLISHED MINIMUM ALTITUDE OTT APPROACH CLEARANCE Figure 23 11 Typical ADF Low Altitude Approach 23 17 23 18 blank ORIGINAL NAVAIR 00 80 112 24 Instrument Landing System ILS 24 1 INTRODUCTION The Instrument Landing System ILS Figure 24 1 is a precision approach system that provides azimuth and glideslope information to the pilot It consists of a highly directional localizer course and glideslope transmitter with associated marker beacons compass locators and at some sites Distance Measuring Equipment DME The system is automatically monitored and provides changeover to a standby localizer or glideslope transmitter when the main system malfunctions The system may be divided functionally into three parts 1 Guidance information localizer glideslope 2 Range information marker beacon DME 3 Visual information approach lights touchdown and centerline lights runway lights 24 2 EQUIPMENT AND OPERATION 24 2 1 Ground Equipment 24 2
74. IF IAF from anywhere within this area Figure 30 10 TAA with Left and Right Base Areas Eliminated 30 17 NAVAIR 00 80 112 ORIGINAL 00 80 112 Plan View approaching the IF IAF from anywhere within this area FAF NoPT approaching the IAF from anywhere within this area the IAF from anywhere within this area Figure 30 11 TAA with Right Base Eliminated ORIGINAL 30 18 NAVAIR 00 80 112 approaching the fix from anywhere in this area 6000 u 3000 approaching the NoPT approaching the fix from anywhere in fix from anywhere in this area this area Figure 30 12 Examples of a TAA with Feeders from an Airway 30 19 ORIGINAL NAVAIR 00 80 112 IFM F0190 Figure 30 13 Minimum Vectoring Altitude Charts ORIGINAL 30 20 NAVAIR 00 80 112 30 5 4 Visual Descent Point VDP VDPs are being incorporated in selected nonprecision approach procedures The VDP is a defined point on the final approach course of a nonprecision straight in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced provided visual reference required by 14 CFR Section 91 175 c 3 is established The VDP will normally be identified by DME on VOR and LOC procedures and by a long track distance to the next waypoint for RNAV procedures The VDP is identified on the profile view of the approach chart by the symbol V 1
75. Indicator Failure 2 1 18 17 18 6 2 Attitude Indicator Failure 18 18 ORIGINAL 14 NAVAIR 00 80 112 Page No CHAPTER 19 INSTRUMENT PATTERNS AND CONFIDENCE MANEUVERS 19 1 PURPOSE scossi oh did e e ced go dose a ed 19 1 19 2 INSTRUMENT 5 19 1 19 2 1 Vertical S T 8 2 5 3 5 4 eee RE et 19 1 19 2 2 Steep TUTIS se EL 19 4 19 2 3 OSCAR Pattern ea ge E E E 19 4 19 2 4 CHARLIE Pattern 3 0 ess cise ces RE Cae ies ees Hae OR REA ey 19 5 19 2 5 BRAVO Pattern 2 3 ele oboe ROPA RU RR Eke RPG de E VINE S 19 6 19 2 6 YANKEE Pattern 2 40 aerating 19 6 19 3 CONFIDENCE MANEUVERS 19 7 19 3 1 WINgOVET P sede miss ea Ris Se ees RES Eee eb eas ete eee eee ee 19 7 19 3 2 Bartel Row Sate eluate 19 7 19 3 3 ote a nex BG RM ee 19 9 19 3 4 lE PEE 19 9 19 3 5 EP 19 11 19 3 6 Half Cuban Eight oues soo br e bak 19 11 CHAPTER 20 UNUSUAL ATTITUDES 20 1 INTRODUCTION eie be d Pd RC 20 1 20 2 ATTITUDE INTERPRETATION
76. Information Group NAVFIG 26 3 3 Receiver Autonomous Integrity Monitoring RAIM GPS equipment certified for Instrument Flight Rules IFR use must have the capability of verifying the integrity of the signals received from the GPS constellation Loss of satellite reception and Receiver Autonomous Integrity Monitoring RAIM warnings may occur due to aircraft dynamics changes in pitch or bank angle Antenna location on the aircraft satellite position relative to the horizon and aircraft attitude may also affect reception of one or more 26 7 ORIGINAL NAVAIR 00 80 112 satellites As the relative positions of the satellites are constantly changing prior experience with the airport does not guarantee reception at all times and RAIM availability should always be checked The integrity of the GPS signal is verified by determining if the integrity solution is out of limits for the particular phase of flight if a satellite is providing corrupted information or if there is an insufficient number of satellites in view When the integrity of the GPS information does not meet the integrity requirements for the operation being performed the aircraft GPS avionics will provide a warning in the cockpit A GPS integrity warning in the cockpit is equivalent to an OFF flag on your Horizontal Situation Indicator HSI your GPS navigation information may no longer be reliable Refer to the aircraft NATOPS for specific information regarding your GPS avionics
77. It is vitally important that the route of flight be accurately and completely described in the flight plan To simplify definition of the proposed route and to facilitate ATC pilots are requested to file via airways or jet routes established for use at the altitude or flight level planned If flight is to be conducted via designated airways or jet routes describe the route by indicating the type and number designators of the airway s or jet route s requested If more than one airway or jet route is to be used clearly indicate points of transition If the transition is made at an unnamed intersection show the next succeeding NAVAID or named intersection on the intended route and the complete route from that point Reporting points may be identified by using authorized name code as depicted on appropriate aeronautical charts The following two examples illustrate the need to specify the transition point when two routes share more than one transition fix The route of flight may also be described by naming the reporting points or NAVAIDs over which the flight will pass provided the points named are established for use at the altitude or flight level planned When the route of flight is defined by named reporting points whether alone or in combination with airways or jet routes and the navigational aids VOR VORTAC TACAN Non Directional Beacon NDB to be used for the flight are a combination of different types of aids enough information should
78. MDA including during the missed approach is not authorized unless the visual conditions stated in 14 CFR Section 91 175 exist 3 Where two or more systems such as GLS and LNAV VNAV share the same minimums each line of minimums will be displayed separately 6 Chart symbology will change slightly to include a e Descent Profile The published descent profile and a graphical depiction of the vertical path to the runway will be shown Graphical depiction of the RNAV vertical guidance will differ from the traditional depiction of an ILS glideslope feather through the use of a simple vertical track no feather 1 It is FAA policy to design IAPs with minimum altitudes established at fixes waypoints to achieve optimum stabilized constant rate descents within each procedure segment This design can enhance the safety of the operations and contribute toward reduction in the occurrence of Controlled Flight Into Terrain CFIT accidents Additionally the National Transportation Safety Board NTSB recently emphasized that pilots could benefit from publication of the appropriate IAP descent angle for a stabilized descent on final approach therefore the new RNAV IAP format will include the descent angle to the hundredth of a degree e g 3 00 degrees The angle will be provided in the graphically depicted descent profile 2 The stabilized approach may be performed by reference to vertical navigation information provided by WAAS or LN
79. NAVAIR 00 80 112 THE GREATER THE TIME TO THE STATION AND THE STRONGER THE WIND GREATER THE DISTANCE OFF COURSE HOMING 005 Figure 23 8 Curved Flightpath as a Result of Homing with a Crosswind Condition 23 13 ORIGINAL NAVAIR 00 80 112 LOOP ANTENNA NT LOOP ANTENNA E is RESULTANT xe CS SENSE ANTENNA PATTERN LOOP STATION TO ST ANTENNA VERD PATTERN IFM F0159 Figure 23 9 Automatic Direction Finding Signal Pattern 23 1 2 2 UHF Homing Adapters These systems are used with UHF transceivers as a navigational aid They provide a continuous indication of the approximate relative bearing of an RF signal source transmitted by another aircraft surface craft or ground station on a frequency range of 225 0 to 399 9 MHz The approximate relative bearing will be indicated by the appropriate needle on the course indicator or RMI Whenever the function selector switch on the UHF control panel is set to the T R or T R G position the homing equipment will automatically be placed in the standby condition When this selector is set to ADF the command equipment is placed in circuit with the homing equipment enabling the latter to receive the frequency selected by the channel selector switch on the command set control panel In the ADF position the auxiliary guard receiving capability will be lost 23 1 2 3 Approach Procedures ADF procedures for holding high al
80. On Glide Path NAVAIR 00 80 112 E EN L1 L1 L1 0203 High Slightly High More than 3 2 Degrees 3 5 Degrees On Glide Path 8 0 Degrees O White Red Figure 30 27 Precision Approach Path Indicator PAPI 30 51 Slightly Low 2 8 Degrees Low Less than 2 Degrees ORIGINAL NAVAIR 00 80 112 IFM F0205 Figure 30 28 Tricolor Visual Approach Slope Indicator Note Since the tricolor VASI consists of a single light source that could possibly be confused with other light sources pilots should exercise care to properly locate and identify the light signal When the aircraft descends from green to red the pilot may see a dark amber color during the transition from green to red 30 25 4 Pulsating Systems Pulsating visual approach slope indicators normally consist of a single light unit projecting a two color visual approach path into the final approach area of the runway upon which the indicator is installed The on glidepath indication is a steady white light The slightly below glidepath indication is a steady red light If the aircraft descends further below the glidepath the red light starts to pulsate The above glidepath indication is a pulsating white light The pulsating rate increases as the aircraft gets farther above or below the desired glideslope The useful range of the system is approximately 4 miles during the day and up to 10 miles at night Figure 30 29
81. Overcoming spatial disorientation I Dual seat aircraft 12 2 Navigation database 26 7 Formation flights in night or weather 12 2 Night instrument catapult launch 18 3 Gon euer ue celi e ald iis Dans 12 1 gyro approach heading indicator Multicrewed aircraft 12 2 ae S Single seat 12 1 Overhead approach maneuver 30 46 Nonconvective SIGME IS e rei n wen p epus 27 3 Wind sheat siero ceresc tirme 6 12 Nonstandard Panel Holding pattern 29 14 Control rr reet MILLE 21 2 Pattetn ER eeu IE ORE 29 11 procedures Danial gases 209 Nose low recovery 20 4 2 La approaches 30 34 Nutrition 10 1 Parallel procedure 29 12 Nystagmus testeris ns 8 2 Partial panel Unusual attitudes 20 4 0 Partial panel flight Obstacle clearance 30 40 Attitude indicator failure 18 18 Occluded Heading indicator failure 18 17 And stationary fronts 6 4 Performance instruments 17 4 POMS esse eh aet e dated ne 4 5 Performing Operating to an airport The ILS approach 24 5 With an operating control tower 30 45 The missed approach
82. PATRICIO COUNTY T69 Amdt 8B 06187 RWY 32 28 02 N 97 33 W Figure 21 30 VOR Low Altitude Approach Holding Type 21 43 21 44 blank ORIGINAL NAVAIR 00 80 112 22 Tactical Air Navigation 22 1 INTRODUCTION Although VHF Omnidirectional Range VOR was a great improvement over earlier navigation systems a gap still existed in information presented to the pilot The Tactical Air Navigation TACAN system was developed to fill this gap by providing the pilot with information needed for precise geographical orientation within TACAN range TACAN added a continuous display of range information to the course information already available Distance Measuring Equipment DME an integral part of TACAN provides continuous slant range distance information Like VOR TACAN provides 360 courses radiating from the station In addition because TACAN ground equipment is compact and relatively easy to transport it provides for greater versatility in beacon installation and mobility than the VOR system Figure 22 1 22 2 EQUIPMENT AND TRANSMISSION PRINCIPLES TACAN operates in the Ultrahigh Frequency UHF 1000 MHz band The TACAN system has a total of 126 two way channels Suffixes X or Y are used for discrimination between the sets totaling 252 possible channels Air to ground frequencies DME for these channels are in the 1025 to 1150 MHz range associated ground to air frequencies are in the 962 to
83. Procedures 21 6 21 4 Indications erroneous TACAN 22 6 approach es ala Voice procedures 31 5 pu Instrument flight physiology Airspeed eie teca eec cota 15 4 General secet ee 7 1 Angle 15 8 Your senses osuere a ed EO cn 7 1 Bearing e dere Ru 16 6 Instrument groupings Pea medi taei heading 16 6 Control instruments 17 4 Course TL 16 10 Functions of instruments Failure panel scan iode EX re 17 4 Attitude 18 18 Instrument scan 17 4 Heading RS QM AEDEM CE 18 17 Performance instruments 17 4 Horizontal situation HST 08 Position instruments 17 4 oa dete tee eU ERE 15 8 Scan analysis 17 7 Radio magnetic ies Scan technique 17 6 16 4 Use of angle of attack 17 7 Turn and slip 15 4 Instrument 19 1 Vertical speed VSUVVI 15 4 BRAVO 19 6 Visual glideslope 30 49 CHARLIE 19 5 Inside of 30 nm 26 12 OSCR ooo oho Sah I
84. Qt Ap 17 2 Holding instructions 28 2 Instruments 17 4 Route of flight 28 2 Of lighting systems 30 55 Climbing Panel ere 21 2 And descending turns 18 15 pet sound pS aed Paw added 17 2 Constant rate climbs and descents 18 14 18 16 Climbs and descent s 28 9 Radar approach 30 2 Constant airspeed climbs and descents 18 12 Segment 26 1 Constant rate climbs and descents 18 14 Yaw es pre ocn Closing VFR DVFR flight plans 27 11 SIGMETIS p e Re Exam 27 3 Cold fronts 4 1 a 5 4 Wind shear 6 12 Conventional cross check 14 3 ARR Convergence 7 5 2 Compasses Coriolis illusion 8 2 Acceleration error 15 4 Correlation Deviation y ety p RR ea 15 3 Under actual instrument Magnetic dip serso sep RET RR E os 15 3 conditions 11 1 11 2 11 3 Oscillation 15 4 Under instrument conditions 11 3 Index 3 ORIGINAL NAVAIR 00 80 112 Page Page No No Course indicator
85. RIGHT TURNS ILLUSTRATED NONSTANDARD PATTERN LEFT TURNS IFM F0122 Figure 21 22 Descriptive Terms IFM F0123 Figure 21 23 Standard Pattern ORIGINAL 21 30 00 80 112 When the inbound course is toward the NAVAID and the fix distance is 10 nm and the leg length is 5 nm then the end of the outbound leg will be reached when the DME reads 15 nm END OUTBOUND LEG When the inbound course is away from the NAVAID and the fix distance is 28 nm and the leg length is 8 nm then the end of the outbound leg will be reached when the DME reads 20 nm NAVAID END OUTBOUND LEG Figure 21 24 DME Holding 6 Time to expect further clearance b Detailed holding instructions Same as a 1 2 and 3 above with following additions to 4 and 5 1 or minute s if DME is not to be used 2 or right turns if standard pattern is to be used 4 Holding pattern airspace protection is based on the following procedures They are the only procedures for entry and holding recommended by the Federal Aviation Administration FAA a Entry procedures 1 Descriptive terms 2 Airspeed maximum Refer to Flight Information Publications FLIP general planning 3 Entry a Parallel Procedure Parallel holding course turn left and return to holding fix or intercept holding course Also called left turn b Teardrop procedure Proceed on outbound track of 30 or less to holding course turn rig
86. The other signal the variable phase rotates uniformly at 1 800 rpm which causes its phase to vary at a constant rate Magnetic north is used as the baseline for electronically measuring the phase relationship between the reference and variable phase signals At magnetic north the signals are exactly in phase however a phase difference exists at any other point around the station This phase difference is measured electronically by the aircraft receiver and displayed on the navigation instruments Radio Magnetic Indicator RMI course indicator etc Figure 21 2 21 2 1 2 Control Panel Typical VOR control panels contain a power switch frequency selector knobs a frequency window and a volume control Figure 21 3 The VHF navigation frequency band is as follows 1 ILS 108 1 to 111 9 MHz odd tenths 2 VOR 108 0 to 117 95 MHz MAGNETIC NORTH SIGNALS ARE IN PHASE AT MAGNETIC NORTH AND VARY ELSEWHERE AROUND THE STATION VARIABLE PHASE SIGNAL REFERENCE PHASE SIGNAL IFM F095 Figure 21 2 Signal Phase Angle Relationship ORIGINAL 21 2 00 80 112 120 37 117 80 0437 RPLY Figure 21 3 Control Panel Since a large portion of the frequency band overlaps into the VHF communication band 108 0 to 135 9 MHZ the VOR receiver may be used as a secondary VHF communication receiver The volume control knob controls the level of the signals going into the headset only It has
87. U S and has an availability rate of 99 87 percent The FAA is commissioning 300 approaches per year that are WAAS capable The addition of WAAS capability will be shown in the minimums section of the approach chart as LPV The LPV minimums shall only be flown by properly certified aircraft ORIGINAL 26 16 NAVAIR 00 80 112 26 7 2 Local Area Augmentation System LAAS The Local Area Augmentation System LAAS will augment the Global Positioning System to provide an all weather approach landing and surface navigation capability LAAS focuses its service on a local area approximately a 20 to 30 mile radius such as an airport and broadcasts its correction message via a Very High Frequency VHF radio data link from a ground based transmitter LAAS will have a profound impact on aviation navigation LAAS will yield the extremely high accuracy availability and integrity necessary for Category I II and III precision approaches It is expected that the end state configuration will pinpoint the aircraft position to within one meter or less with a significant improvement in service flexibility and user operating costs Curved approach paths not possible using the current instrument landing systems will be possible for Category I II and III precision approaches Approaches will be designed to avoid obstacles restricted airspace noise sensitive areas or congested airspace Unlike current landing systems LAAS will provide multiple precisi
88. When combines a speed adjustment with a descent clearance the sequence of delivery with the word then between indicates the expected order of execution Note The maximum speeds below 10 000 feet as established in 14 CFR Section 91 117 still apply If there is any doubt concerning the manner in which such a clearance is to be executed request clarification from ATC If ATC determines before an approach clearance is issued that it is no longer necessary to apply speed adjustment procedures they will inform the pilot to resume normal speed Approach clearances supersede any prior speed adjustment assignments and pilots are expected to make their own speed adjustments as necessary to complete the approach however under certain circumstances it may be necessary for ATC to issue further speed adjustments after approach clearance is issued to maintain separation between successive arrivals Under such circumstances previously issued speed adjustments will be restated if that speed is to be maintained or additional speed adjustments are requested ATC must obtain pilot concurrence for speed adjustments after approach clearances are issued Speed adjustments should not be assigned inside the final approach fix on final or a point 5 miles from the runway whichever is closer to the runway The pilots retain the prerogative of rejecting the application of speed adjustment by ATC if the minimum safe airspeed for any particular operation is grea
89. a flight hold or change altitude prior to reaching the point where standard separation from other IFR traffic would no longer exist Note Some pilots have questioned this action and requested traffic information and were at a loss when the reply indicated no traffic report In such cases the controller has taken action to prevent a traffic confliction that would have occurred at a distant point A pilot may wish an explanation of the handling of the flight at the time of occurrence however controllers are not able to take time from their immediate control duties nor can they afford to overload the ATC communications channels to furnish explanations Pilots may obtain an explanation by directing a letter or telephone call to the chief controller of the facility involved Pilots have the privilege of requesting a different clearance from that issued by ATC if they believe they have information that would make another course of action more practical or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued 28 5 SPECIAL VFR CLEARANCES An ATC clearance must be obtained prior to operating within a Class B Class C Class D or Class E surface area when the weather is less than that required for VFR flight A VFR pilot may request and be given a clearance to enter leave or operate within most Class D and Class E surface areas and some Class B and Class C surface areas in special VFR conditions traffic
90. altitude restriction between the FAF and missed approach point Descent below MDA is authorized when visual reference with the runway environment is sufficient to complete the landing Perform the missed approach when 1 Visual reference with the runway environment at the missed approach point is insufficient to complete the landing 2 Instructed by the controlling agency 3 safe landing is not possible 21 3 12 6 Procedure Turns PT A Procedure Turn PT is a maneuver that is designed to place the aircraft on an inbound course to the FAF Further it provides for descent to the FAF altitude and affords the pilot time to establish the final approach configuration A procedure turn is normally associated with the low altitude approach AL however it may be included as a part of the High Altitude Approach JAL procedure Figures 21 28 and 21 29 21 3 12 6 1 Entry Initial entry for a procedure turn may be accomplished as described under paragraph 21 3 12 or may be made by the aircraft turning in the shortest direction to proceed outbound On U S Government charts a barbed arrow indicates the direction or side of the outbound course on which procedure turn is made Headings are provided for course reversal using the 45 degree type procedure turn however the point at which the turn may be commenced and the type and rate of turn is left to the discretion of the aircrew Some of the options are the 45 degree procedure turn the racetra
91. amount of ice build up and then heat the leading edge loosening the inner layers of ice and allowing the airstream to blow the ice off the leading edge 6 7 2 Propeller Propeller anti icing is accomplished by electrically produced heat on the leading edge or alcohol that is sprayed on the base of the propeller and forced out along the leading edge by centrifugal force Both systems are designed to be preventive but can serve to remove ice if necessary Propeller ice can seldom be identified visually except on the prop hub however its presence may be inferred by the formation of ice on other parts of the aircraft and by vibration from unbalanced propellers ORIGINAL 6 10 NAVAIR 00 80 112 6 7 3 Pitot Static Angle of Attack AOA Systems The pitot static and Angle of Attack AOA systems are anti iced by electric heating elements in the pitot tube or AOA probe that provide sufficient heat to prevent the formation of ice or melt ice that has already formed Static ports are normally located in areas of the fuselage where the formation of ice is unlikely and where there is no deicing system Some aircraft are equipped with an alternate static air inlet in case there is a failure of the static air system 6 7 4 Structural Icing Precautions The following procedures are recommended when structural icing is encountered or expected 1 Avoid prolonged operations in weather conditions that could lead to the formation of structural ice Monitor t
92. an interrogating pulse which triggers a ground station response pulse The distance measuring equipment of the aircraft measures round trip time and converts it to a display representing nautical mileage on the range indicator The interrogation reply cycle is continuous and the indicator constantly shows slant range When the aircraft is overhead the ground station altitude is shown in nautical miles DME should be considered unusable unless it tests within one half nautical mile nm or 3 percent of the distance to the station whichever is greater The appearance of the warning bar flag signifies an unusable or unreliable signal and value ORIGINAL 16 4 NAVAIR 00 80 112 QNH QNE ABSOLUTE TRUE PRESSURE ALTITUDE ALTITUDE ALTITUDE NOTE On a non standard day the Standard Datum Plane is above or below sea level TYPES OF ALTITUDE Altitude The vertical distance of a level a point or an object considered as a point measured from a given surface Absolute Altitude The altitude above the terrain directly below the aircraft QFE Pressure Altitude The altitude above the standard datum plane This standard datum plane is where the air pressure is 29 92 inches of mercury corrected to 15 QNE Density Altitude Pressure altitude corrected for temperature Pressure and density altitudes are the same when conditions are standard refer to standard atmosphere table As the temperature rises above standard the density
93. and identify the VOR station The bearing pointer will then point to the magnetic course to the station as it appears on the RMI heading has nothing to do with the radial the aircraft is on The aircraft can be visualized on the tail of the bearing pointer with the station at the center of the RMI Determine intercept heading Determine which radial the aircraft is on by noting the tail of the bearing pointer Determine the required direction of turn to the new radial An intercept angle is formed when the head of the bearing pointer is between the desired course and the top index of the RMI Determine and set in the new course Turn in the shortest direction to the intercept heading Set up a 45 degree 30 degree or double the angle off the bow intercept Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on bearing pointer rate of movement and the time required to turn on course Figure 21 5 Inbound Course Interception RMI Only Sheet 2 of 2 ORIGINAL 21 8 NAVAIR 00 80 112 2 Zr O 345 CN P amp uo oz gez zr 120 37 E NAVI DMES 116 25 ADF 0437 1 2 Figure 21 6 Inbound Course Interception Course Indicator Sheet 1 of 2 21 9 ORIGINAL NAVAIR 00 80 112 030 COURSE 7 30 gt COMPLETED Um
94. applications also account for potential errors at some multiple of RNP level U S standard values supporting typical RNP airspace are as specified in Figure 26 1 Other RNP levels as identified by ICAO other states and the Federal Aviation Administration FAA may also be used The applicable RNP level will be depicted on affected charts and procedures ORIGINAL 26 2 NAVAIR 00 80 112 Centerline to Boundary 80 nm 0 3180 40 nm 20 Figure 26 1 U S Standard RNP Levels CZO 1 0 26 2 6 Waypoints RNAV GPS approaches make use of both fly over and fly by waypoints Fly by waypoints are used when an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two route segments This is known as turn anticipation and is compensated for in the airspace and terrain clearances Approach waypoints except for the Missed Approach Waypoint MAWP and the Missed Approach Holding Waypoint MAHWP are normally fly by waypoints Fly over waypoints are used when the aircraft must fly over the point prior to starting a turn Fly over waypoints are depicted as a circled waypoint symbol Overlay approach charts and some early stand alone GPS approach charts may not reflect this convention A Computer Navigation Fix CNF is point used for the purpose of defining the navigation track for an airborne computer system 1 GPS or FMS CNFs are assigned five letter names and charted on aeronauti
95. as soon as possible to enable the pilot to properly adjust the aircraft flightpath 30 23 OVERHEAD APPROACH MANEUVER Pilots operating in accordance with an IFR flight plan in VMC may request ATC authorization for an overhead maneuver An overhead maneuver is not an instrument approach procedure Overhead maneuver patterns are ORIGINAL 30 46 00 80 112 developed at airports where aircraft have an operational need to conduct the maneuver An aircraft conducting an overhead maneuver is considered to be VFR and the IFR flight plan is canceled when the aircraft reaches the initial point on the initial approach portion of the maneuver Figure 30 22 The existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be approved Aircraft operating to an airport without a functioning control tower must initiate cancellation of an IFR flight plan prior to executing the overhead maneuver Cancellation of the IFR flight plan must be accomplished after crossing the landing threshold on the initial portion of the maneuver or after landing Controllers may authorize an overhead maneuver and issue the following to arriving aircraft 1 Pattern altitude and direction of traffic This information may be omitted if either is standard 2 Request for a report on initial approach 3 Break information and a request for the pi
96. be able to know that the instruments are correct even if his her sensations are indicating a different aircraft position or attitude Make the instruments read correctly by controlling the aircraft Minimize head movements straight and level if permissible to allow the sensations of disorientation to dissipate Seek help if severe disorientation persists Call ground controller or other aircraft If flying with another aircraft the other pilot may be able to talk the disoriented pilot into believing his her instruments by describing his her aircraft attitude to him her over the radio Transfer control to copilot or autopilot in dual piloted aircraft until disorientation is overcome Egress If control cannot be regained abandon aircraft with safe ground clearance according to the procedures outlined by the aircraft NATOPS manual Do not leave it too late Crewmembers must have an established set of procedures to follow in the event they experience spatial disorientation Specific procedures may differ depending on whether the aircraft system is a single seat fighter dual seat fighter or multicrewed aircraft Additional procedures should be established for formation flight Commands should ensure specific procedures are established for aircraft systems under their control A few general principles are stated in the following paragraphs 12 2 1 SINGLE SEAT AIRCRAFT If a pilot begins to feel disoriented the k
97. be authorized to the LNAV VNAV minimums An example limitation will read BARO VNAV NA below 20 4 F This information will be found in the upper left hand box of the pilot briefing g WAAS Channel Number Approach ID The WAAS Channel Number is an equipment optional capability that allows the use of a five digit number to select a specific instrument approach procedure The Approach ID is a unique four letter combination for verifying selection of the correct procedure The WAAS Channel Number and Approach ID will be displayed prominently in the approach procedure pilot briefing The WAAS Channel Number and Approach ID provide one method available to the pilot for selecting and verifying the approach procedure for the runway of intended landing from the onboard databases Some equipment may utilize a menu selection method 1 The Menu Method In general although the steps may vary among equipment types the pilot first selects the airport of intended landing using the airborne equipment control panel From a menu that is presented for this airport the pilot then selects the approach runway Selecting from the menu the Approach ID that matches the Approach ID printed on the approach chart then makes selection of the specific approach procedure Finally the pilot activates the procedure by selecting the IAF with which to begin the approach 2 Five Digit Channel Number Method The pilot enters the unique five digit numb
98. blank ORIGINAL NAVAIR 00 80 112 13 Introduction to Aircraft Flight Instruments 13 1 GENERAL Aircraft flight instruments are divided into three categories according to their specific function The attitude instrument indicates the aircraft attitude in relation to the surface of the Earth The position instruments convey the aircraft location in space and the performance instruments indicate how the aircraft is performing as a result of attitude changes For information concerning a specific aircraft instrument consult the applicable NATOPS flight manual 13 1 13 2 blank ORIGINAL NAVAIR 00 80 112 14 Attitude Instruments 14 4 GENERAL The primary flight instrument in all naval aircraft is the attitude indicator It provides the pilot with a substitute for the Earth s horizon as a reference in instrument flight The instrument shows a horizontal bar representing the horizon upon which a miniature aircraft is superimposed There are graduated scales on the instrument face to indicate angles of bank and pitch The combined indications provide a constant visual presentation of the flight attitude of the aircraft as to longitudinal vertical and horizontal information Some aircraft installations may have additional information displayed on the instrument such as heading glideslope information turn and bank and yaw and course deviation The pilot should refer to the appropriate NATOPS flight man
99. brief duration lasting for only 2 to 4 seconds it is of sufficient intensity that the pilot may be disoriented during its application and for some time after the catapult launch accelerations have been terminated The visual impression of a noseup attitude can lead to control errors especially on a moonless starless black overcast night when there is little opportunity for external visual cues to override the illusion thus if the pilot was deprived of appropriate information concerning the true pitch attitude the natural tendency would be to reduce the illusory excessive noseup attitude of the aircraft by easing forward on the stick This could result in a fatal water collision accident Figure 8 4 Although flight instruments can help the pilot to overcome disorientation the value of the instruments depends critically on how closely they are monitored how accurately they are interpreted and how well they provide the pilot with information needed to control the aircraft The prescribed technique in instrument flight immediately following a catapult launching at night is for the pilot to scan the cockpit instruments continuously making certain that the end airspeed is sufficiently high to support flight a positive rate of climb is established the angle of attack and the pitch attitude of the aircraft are appropriate adequate airspeed is maintained and altitude is increasing Instrument scanning should be continued throughout the entire climbou
100. but not normally provided on the procedure chart The narrative depiction of the RNAV chart describes how a procedure is flown The path and terminator concept defines that every leg of a procedure has a termination point and some kind of path into that termination point Some of the available leg types are described below 26 2 7 1 Initial Fix An Initial Fix leg is used only to define the beginning of a route or procedure 26 2 7 2 Track to Fix A Track to Fix TF leg is intercepted and acquired as the flight track to the following waypoint Track to Fix legs are sometimes called point to point legs for this reason Figure 26 2 26 3 ORIGINAL NAVAIR 00 80 112 26 2 7 3 Direct to Fix A Direct to Fix DF leg is a path described by an aircraft s track from an initial area direct to the next waypoint Figure 26 3 26 2 7 4 Course to Fix A Course to Fix CF leg is a path that terminates at a fix with a specified course at that fix Figure 26 4 26 2 7 5 Radius to Fix A Radius to Fix RF leg is defined as a constant radius circular path around a defined turn center that terminates at a fix Figure 26 5 TRACK TO FIX FLY OVER Figure 26 2 Track to Fix Leg Type 26 2 7 6 Heading A Heading leg may be defined as but not limited to a Heading to Altitude VA Heading to DME range VD and Heading to Manual Termination that is Vector VM 26 2 8 Course Sensitivity The Course Deviation Indicator CDI sensitivity
101. cmd cise 19 4 Instrument approach at a military field 30 42 Steep WINS 19 4 Minimum safe altitude MSA 30 5 Vertical 5 1 5 2 5 3 5 4 19 1 Minimum vectoring altitude MVA 30 16 YANKEE EY 19 6 Terminal arrival area TAA 30 6 Instrument patterns and confidence Visual descent point VDP 30 21 MANCUVEIS 19 1 Visual portion of the final segment 30 21 Purpose uus qu et bi dee ey Bos 8 19 1 Instrument approach procedure charts 30 4 Instrument takeoff ITO Area navigation RNAV instrument Pretakeoff procedures 18 2 approach charts 30 22 Instrument Minimum safe altitude MSA 30 5 Hoverg i2 oem pte reped 17 10 Minimum vectoring altitude MVA 30 16 SCH 17 4 Terminal arrival area TAA 30 6 Integrated systems 26 1 Vertical descent angle VDA on Integrity monitoring 26 8 nonprecision approaches 30 21 Intercepting a radial from an arc 22 10 Visual descent point VDP 30 21 Intertropical convergence zone 5 2 Index 7 ORIGINAL NAVAIR 00 80 112 Page Page No No Introduction to aircraft flight instruments Localizer General i5 siis e SP ideas 13 1 LOC back course approach
102. crystals otoliths When the head is tilted with respect to gravity the crystals move and bend the hairs creating the sensation of tilting the head or body in relation to the true vertical gravity During flight inertial forces are combined with the force of gravity The resultant force that acts upon the otolith organ is almost never the direction of the true vertical The brain monitors this and determines which way is down therefore the brain will be deceived much of the time in flight Figure 7 4 7 2 4 Postural Seat of the Pants The postural sense derives its sensations from the expansion and contraction of muscles and tendons and from touch and pressure This is the so called seat of the pants sense not considered reliable in flying A greater increase in this pressure occurs in climbing and any maneuver that produces pressure against the seat may be interpreted as climbing therefore without visual aid this sense often interprets centrifugal force as a false climb or descent Without visual reference to the natural horizon or flight instruments a steep turn could be interpreted as a steep climb and a shallow descending turn could be perceived as straight and level flight therefore the postural senses like those of the inner ear are unreliable without visual aid Pilots are aware that they cannot fly by feel alone but must subordinate these false sensations to their flight instruments Figure 7 5 THE OTOLITH ORGANS ARE ST
103. ea pee Rae 15 4 15 4 TURN AND 2 15 4 15 4 1 Aura Indicator ERE SEC Re 15 6 15 42 Slop Indicator p ha OR DU OR e ne ear 15 6 15 5 ANGLE OF ATTACK INDICATOR 15 8 15 6 HOVER 2 15 8 15 7 CLOCK quu ata ducta Master 15 8 15 8 OUTSIDE AIR TEMPERATURE GAUGE 15 8 CHAPTER 16 POSITION INSTRUMENTS 16 1 ALTIMETERS 2px aad cn EE RUE Sade Se aS 16 1 16 1 1 Pressure Altimeter ER Vw ews 16 1 16 1 2 Radio Radar Altimeters 16 4 16 2 16 4 16 3 BEARING INDICATORS 16 6 16 3 1 Radio Magnetic Indicator RMI i esce ER Ea er RR 16 6 16 3 2 Bearing Distance Heading Indicator 16 6 16 3 3 Horizontal Situation Indicator HSI RR re REED RR RR 16 6 16 4 COURSE 16 10 16 4 1 VOR TACAN Display 1 16 11 16 4 2 TES Bs 9 16 11 16 5 FLIG
104. eliminate the possibility of an aircraft entering a holding pattern other than that desired by ATC If unable to obtain holding instructions prior to reaching the fix due to frequency congestion stuck microphone etc hold in a standard pattern on the course on which you approached the fix and request further clearance as soon as possible In this event the altitude flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received the pilot is expected to start a speed reduction so that the aircraft will cross the fix initially at or below the maximum holding airspeed When no delay is expected the controller should issue a clearance beyond the fix as soon as possible and whenever possible at least 5 minutes before the aircraft reaches the clearance limit ORIGINAL 28 2 NAVAIR 00 80 112 Pilots should report to the time and altitude flight level at which the aircraft reaches the clearance limit and report leaving the clearance limit Note In the event of two way communications failure pilots are required to comply with 14 CFR Section 91 185 28 4 AMENDED CLEARANCES Amendments to the initial clearance will be issued at any time an air traffic controller deems such action necessary to avoid possible confliction between aircraft Clearances will require that
105. executing a standard no glideslope localizer approach except that the SDF course is seldom aligned with the runway and the course may be wider resulting in less precision 24 3 4 Radar Vectors When being radar vectored to an ILS final the pilot should retain the radar service until established at a point where a transition to the published procedure can be made The controller should establish the aircraft with a 30 or less intercept angle to the localizer course at an altitude that will intercept the glideslope before the final approach fix When the controller issues the final vector altitude and clearance for the approach the pilot must know his position in relation to the airfield If the aircraft is at a range beyond the coverage of the approach chart maintain the last assigned ATC altitude until within the area depicted on the approach chart When within the area depicted on the approach chart and after intercepting the localizer the pilot may follow those altitudes depicted on the approach chart at the specified fixes Query the controller if there is any doubt concerning position or altitude clearance Note Use radar monitoring service when available as an additional source of information ORIGINAL 24 10 00 80 112 24 3 5 Localizer LOC Back Course Approach Localizer LOC back course Figures 24 5 and 24 6 approaches are nonprecision approaches and glideslope information is not provided To maintain the p
106. fields with the most fuel efficient flight profile for specific aircraft A minimum of 2 to 3 hours is required for submission of OPARS requests and return receipt of the completed product The OPARS product is constructed utilizing a database that contains aircraft performance characteristics high altitude airways NAVAIDs waypoints all airports with runways of 5 000 feet or longer in the Northern Hemisphere and restricted area information The environmental database contains wind data from 1 000 to 53 000 feet out to 48 hours which is updated every 12 hours A typical OPARS flight plan will contain summarized flight times and distances takeoff and landing weight as well as time distance airspeed groundspeed and fuel usage between NAVAIDs It will accept any mission with up to three legs along standard jet routes from NAVAID point to NAVAID point rhumbline with checkpoints every 5 latitude or longitude or along great circle routes and select the optimum path The aviator selects these options before the flight plan is submitted OPARS will route at the most efficient flight level or between any upper and lower flight level For further information on this program refer to the Aviator s Guide to OPARS Flight Planning September 1998 or contact the nearest Naval Oceanography Command Activity 27 2 2 2 Flight Weather Packets When available pilots are encouraged to request a flight weather packet when contemplating extended flights es
107. found in the Aeronautical Information Manual AIM File the DD 175 with the clearing authority at least 30 minutes prior to Estimated Time of Departure ETD in accordance with OPNAV Instruction 3710 7 series and FLIP If departing from a civil field follow the procedure outlined in FLIP Weight and balance form and passenger manifest if required will be submitted with the flight plan Instructions for completing the Federal Aviation Administration FAA Form 7233 1 flight plan can be found in the AIM Pilots shall use only the latest issue of aeronautical charts in planning and conducting flight operations Aeronautical charts are revised and reissued on a regular scheduled basis to ensure that depicted data are current and reliable In the conterminous U S Sectional Charts are updated every 6 months IFR En Route Charts every 56 days and amendments to civil IFR Approach Charts are accomplished on a 56 day cycle with a change notice volume issued on the 26 day midcycle Charts that have been superseded by those of a more recent date may contain obsolete or incomplete flight information FAA by 14 Code of Federal Regulations CFR Part 93 Subpart K has designated High Density Traffic Airports HDTAs and has prescribed air traffic rules and requirements for operating aircraft excluding helicopter operations to and from these airports In addition to the filing of a flight plan if the flight will traverse or land in one or more foreign cou
108. generally available to share the cockpit workload The second crewmember can assist the pilot by copying clearances changing radio IFF channels and acquiring information from flight publications The division of workload between the crewmembers should be clearly understood and covered in the preflight briefing During a penetration or en route descent and approach the second crewmember should closely monitor and call out altimeter settings altitudes and airspeeds If the pilot experiences spatial disorientation to a degree that interferes with maintaining aircraft control then control of the aircraft should be transferred to the second crewmember if that crewmember is able to control the aircraft safely The second crewmember should be specifically tasked to monitor aircraft airspeed altitude and attitude while maneuvering on range missions at night or during periods of reduced visibility MULTICREWED AIRCRAFT Principles outlined previously also apply to multiengine multicrewed aircraft systems The potential for spatial disorientation is less in these systems because of the difference in maneuverability Additional crewmembers are available to reduce pilot workload Illusions and sensory conflicts are possible and do occur Illusions that are experienced are more likely to be visual in origin rather than vestibular Weather and night related mishaps do occur in these systems but the cause is usually related to
109. horizon bar After the turn is established small pitch adjustments may be required to maintain the desired altitude because of pitch errors in the attitude indicator as a result of precession When rolling out of a turn anticipate a tendency for the aircraft to gain altitude This results from a combination of an increase in the vertical component of lift and a failure to compensate for trim or backpressure used during the turn therefore be aware of these factors anticipate their effects and monitor the pitch attitude during the rollout in the same manner as during the roll in 18 3 2 3 Airspeed Control The power control techniques for maintaining airspeed during a turn are similar to those used during straight and level flight Anticipate a tendency for the aircraft to lose airspeed in a turn This is caused by induced drag resulting from the increased nose attitude required to compensate for loss of vertical lift The increased drag will require additional power to maintain airspeed during a turn The additional power required will be less at high true airspeeds than at low true airspeeds At low airspeeds particularly in jet aircraft a large power change may be required If pilot response to this power change is slow the airspeed may decrease rapidly to the point where a descent is required to regain the desired airspeeds therefore at low airspeeds it may be desirable to add an estimated amount of power as the turn is established rather tha
110. however it is not an ATC clearance or commitment and is subject to change Pilots should bear in mind that fluctuating weather shifting winds blocked runway etc are conditions that may result in changes to approach information previously received It is important that pilots advise ATC immediately if they are unable to execute the approach ATC advised will be used or if they prefer another type of approach Aircraft destined to uncontrolled airports which have automated weather data with broadcast capability should monitor the Automated Surface Observing System Automated Weather Observing System ASOS AWOS frequency to ascertain the current weather for the airport Pilots shall advise ATC when They have received the broadcast weather and state their intentions When making an approach to an airport not served by a tower or FSS after ATC advises CHANGE ADVISORY FREQUENCY APPROVED you should broadcast your intentions including the type of approach being executed your position and when over the final approach fix inbound nonprecision approach or when over the outer marker or fix used in lieu of the outer marker inbound precision approach Continue to monitor the appropriate frequency e g UNICOM for reports from other pilots 30 3 ORIGINAL NAVAIR 00 80 112 30 5 INSTRUMENT APPROACH PROCEDURE CHARTS 14 Code of Federal Regulations CFR Section 91 175 a Instrument Approaches to Civil Airports requires the use
111. however when the next normal frequency change along the route is known to involve another ATC facility the pilot should contact that facility if feasible for instructions If communications cannot be reestablished by either method the pilot is expected to request communications instructions from the FSS appropriate to the route of flight ORIGINAL 29 2 NAVAIR 00 80 112 The exchange of information between an aircraft and an through an FSS is quicker than relay via company radio because the FSS has direct interphone lines to the responsible ARTCC sector Accordingly when circumstances dictate a choice between the two during an ARTCC frequency outage relay via FSS radio is recommended 29 2 POSITION REPORTING The safety and effectiveness of traffic control depends to a large extent on accurate position reporting In order to provide the proper separation and expedite aircraft movements ATC must be able to make accurate estimates of the progress of every aircraft operating on an IFR flight plan 29 2 1 Position Identification When a position report is to be made passing a VHF Omnidirectional Range VOR radio facility the time reported should be the time at which the first complete reversal of the TO FROM indicator is accomplished When a position report is made passing a facility by means of an airborne ADF the time reported should be the time at which the indicator makes a complete reversal When an aural
112. identification purposes Some UHF homers also have a voice capability The power output is approximately 15 watts The pilot of an aircraft equipped with UHF ADF equipment can determine the relative bearing of and home on the ground equipment The airborne equipment extracts the information from signals received by the aircraft UHF communications receiver The relative bearing of the signal source is indicated on a heading indicator Best results are obtained under straight and level flight conditions Figure 23 9 23 1 2 1 UHF ADF Navigation Auxiliary Receivers UHF ADF navigation auxiliary equipment receives UHF signals from any UHF radio beacon operating in the range of 265 0 to 284 9 MHz The equipment operates on any 1 of 20 preset crystal controlled channels To determine the preset channel from a known frequency subtract the number 264 from the known frequency disregarding the decimal thus 265 2 MHz will be channel 1 280 4 MHz will be channel 16 etc A separate crystal controlled Guard channel operating on an alternate basis with the main receiver is also available This Guard channel is preset on an assigned frequency of 243 0 MHz The equipment is primarily designed for use in normal automatic direction finding however it may also be used to provide auxiliary or emergency voice reception if the normal radio receiver should fail When functioning in the normal automatic direction finding mode this equipment operates with the UHF hom
113. left Where the installation consists of 12 or 16 light units the units are located on both sides of the runway Two bar VASI installations provide one visual glidepath which is normally set at 3 degrees Three bar VASI installations provide two visual glidepaths The lower glidepath is provided by the near and middle bars and is normally set at 3 degrees whereas the upper glidepath provided by the middle and far bars is normally 1 4 degree higher This higher glidepath is intended for use only by high cockpit aircraft to provide a sufficient threshold crossing height Although normal glidepath angles are 3 degrees angles at some locations may be as high as 4 5 degrees to give proper obstacle clearance Pilots of high performance aircraft are cautioned that use of VASI angles in excess of 3 5 degrees may cause an increase in runway length required for landing and rollout The basic principle of the VASI is that of color differentiation between red and white Each light unit projects a beam of light having a white segment in the upper part of the beam and red segment in the lower part of the beam The light units are arranged so that the pilot using the VASIs during an approach will see the combination of lights shown below For 28 bar VASI 4 light units Figure 30 24 For 3 bar VASI 6 light units Figure 30 25 For other VASI configurations Figure 30 26 30 25 2 Precision Approach Path Indicator PAPI The PAPI uses light units similar to
114. maneuvers generally apply to rotary wing aircraft as well however the basic differences in the aerodynamics of the two types require some consideration Most helicopters are equipped with Automatic Stabilization Equipment ASE Automatic Flight Control System AFCS and artificial cyclic stick trim to compensate for their inherent instability The ASE AFCS provides stabilization in the pitch roll and yaw axis Altitude retention may also be incorporated 18 5 1 Attitude Stabilization The ASE AFCS receives pitch and roll information from the vertical gyro Corrections are automatically applied to maintain the attitude selected by the pilot with the cyclic stick Electrical trim is provided to give an artificial feel similar to that experienced in fixed wing aircraft trimmed for a condition of flight Any neutral cyclic stick position can be selected with the electrical trim and that attitude will be maintained by the ASE without control pressure The electrical trim can be overcome with slight control pressure and will return to the original position when the pressure is released 18 15 ORIGINAL NAVAIR 00 80 112 18 5 2 Yaw Stabilization The yaw channel on the ASE AFCS receives information from the compass system and provides corrections to the rotary rudder to maintain heading Balanced flight is achieved through coordinated use of the cyclic stick and rudder pedals 18 5 3 Altitude Stabilization The altitude channel of the ASE AFCS rec
115. may not be available at the airport of intended operations For those locations having an RNAV chart published with LNAV VNAV minimums a procedure note may be provided DME DME RNP 0 3 NA this means that RNP aircraft dependent on DME DME to achieve RNP 0 3 are not authorized to conduct this approach Where FAA flight inspection successfully determines the availability and geometry of DME facilities will support RNP 0 3 and the DME signal meets inspection tolerances a note such as DME DME RNP 0 3 Authorized will appear on the chart Where DME facility availability is a factor the note may read DME DME RNP 0 3 Authorized ABC and XYZ Required meaning that and XYZ facilities have been determined by flight inspection to be required in the navigation solution to ensure RNP 0 3 4 Chart terminology will change slightly to support the new procedure types a Decision Altitude DA replaces the familiar term Decision Height DH DA conforms to the international convention where altitudes relate to MSL and heights relate to Above Ground Level AGL DA will eventually be published for other types of instrument approach procedures with vertical guidance as well DA indicates to the pilot that the published descent profile is flown to the DA MSL where a missed approach will be initiated if visual references for landing are not established Obstacle clearance is provided to allow a momentary descent below DA while transitioning from
116. method of verbally stating the same to ATC STAR charts are published in the Terminal Procedures Publications TPPs and are available on subscription from the National Aeronautical Charting Office AVN 500 30 1 ORIGINAL NAVAIR 00 80 112 30 2 LOCAL FLOW TRAFFIC MANAGEMENT PROGRAM This program is a continuing effort by the Federal Aviation Administration FAA to enhance safety minimize the impact of aircraft noise and conserve aviation fuel The enhancement of safety and reduction of noise is achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more than 12 500 pounds and by permitting departure aircraft to climb to higher altitudes sooner as arrivals are operating at higher altitudes at the points where their flightpaths cross The application of these procedures also reduces exposure time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal environment Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included in this program operating at the higher and more fuel efficient altitudes A fuel efficient descent is basically an uninterrupted descent except where level flight is required for speed adjustment from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft on final approach The procedure for a fuel efficient descent is based on an a
117. no effect on the signal reception of the VOR receiver 21 2 2 Operation 21 2 2 1 Tuning To tune the VOR equipment flip the power switch ON select the desired frequency and identify the station The station identification may be a three letter Morse code a recorded voice or a combination of both The voice announcement alternates with the usual Morse code identification If no air ground communications facility is associated with the VOR the phrase UNATTENDED VOR VORTAC precedes the station name Positively identify the selected station Through human error or equipment malfunction it is possible that the station intended to be selected is not the one being received This may occur as the result of failing to select the correct frequency or failure of the receiver to channel to the new frequency After identifying the VOR station an unreliable signal can be identified on the instrument refer to specific aircraft NATOPS Some VOR stations transmit Transcribed Weather Broadcasts TWEBs Hazardous In Flight Weather Advisory Service HIWAS Airmen s Meteorological Information AIRMETs Significant Meteorological Information SIGMETS and possibly communications from air traffic control Note During periods of maintenance the coded identification is removed 21 3 ORIGINAL NAVAIR 00 80 112 After the set is tuned check the bearing pointer Course Deviation Indicator CDI and TO FROM indicator for proper operation Th
118. observed Maximum holding airspeed limitations as set forth for all holding patterns apply The holding pattern maneuver is completed when the aircraft is established on the inbound course after executing the appropriate entry If cleared for the approach prior to returning to the holding fix and the aircraft is at the prescribed altitude additional circuits of the holding pattern are not necessary nor expected by ATC If pilots elect to make additional circuits to lose excessive altitude or to become better established on course it is their responsibility to so advise ATC upon receipt of their approach clearance A procedure turn is not required when an approach can be made directly from a specified intermediate fix to the final approach fix In such cases the term NoPT is used with the appropriate course and altitude to denote that the procedure turn is not required If a procedure turn is desired and when cleared to do so by ATC descent below the procedure turn altitude should not be made until the aircraft is established on the inbound course since some NoPT altitudes may be lower than the procedure turn altitudes 30 8 1 Limitations on Procedure Turns 1 the case of a radar initial approach to final approach fix or position or a timed approach from a holding fix or where the procedure specifies NoPT no pilot may make a procedure turn unless when final approach clearance is received the pilot so advises ATC and a clearance is
119. obtained before operating in IFR conditions If operating on an IFR flight plan to an airport with a functioning control tower the flight plan is automatically closed upon landing If operating on an IFR flight plan to an airport where there is no functioning control tower the pilot must initiate cancellation of the IFR flight plan This can be done after landing if there is a functioning FSS or other means of direct communications with ATC In the event there is no FSS and or air ground communications with ATC is not possible below a certain altitude the pilot should weather conditions permitting cancel the IFR flight plan while still airborne and able to communicate with ATC by radio This will not only save the time and expense of canceling the flight plan by telephone but will quickly release the airspace for use by other aircraft ORIGINAL 27 12 NAVAIR 00 80 112 28 Flight Clearance 28 1 CLEARANCE A clearance issued by Air Traffic Control ATC is predicated on known traffic and known physical airport conditions An ATC clearance means an authorization by ATC for the purpose of preventing collision between known aircraft for an aircraft to proceed under specified conditions within controlled airspace IT IS NOT AUTHORIZATION FOR A PILOT TO DEVIATE FROM ANY RULE REGULATION OR MINIMUM ALTITUDE NOR TO CONDUCT UNSAFE OPERATION OF THE AIRCRAFT 14 Code of Federal Regulations CFR Section 91 3 a states p
120. of Standard Instrument Approach Procedures SIAPs prescribed for the airport in 14 CFR Part 97 unless otherwise authorized by the Administrator including ATC 14 CFR Section 91 175 g Military Airports requires civil pilots flying into or out of military airports to comply with the IAP and takeoff and landing minimums prescribed by the authority having jurisdiction at those airports 1 All IAPs standard and special civil and military are based on joint civil and military criteria contained in the U S Standard for Terminal Instrument Procedures TERPS The design of IAPs based on criteria contained in TERPS takes into account the interrelationship between airports facilities and the surrounding environment terrain obstacles noise sensitivity etc Appropriate altitudes courses headings distances and other limitations are specified and once approved the procedures are published and distributed by government and commercial cartographers as instrument approach charts 2 Not all IAPs are published in chart form Radar IAPs are established where requirements and facilities exist but they are printed in tabular form in appropriate U S Government Flight Information Publications 3 Straight in IAPs are identified by the navigational system providing the final approach guidance and the runway to which the approach is aligned e g VOR RWY 13 Circling only approaches are identified by the navigational system providing final approach guida
121. of eight general points of the compass i e north northeast east etc 2 Holding fix 3 On specified radial course magnetic bearing airway number of jet route 4 Outbound leg length in nm if DME is to be used 5 Left turns if nonstandard pattern is to be used STATION NOWIND TIME DISTANCE EQUALS 3 X TIME DISTANCE 10 4 VOR READS 09 REL 5 3 VOR READS 320 320 1 29 REL lt 2 VOR READS 330 REL 8 1 VOR READS 0 REL Figure 21 17 30 Turn Method of Time Distance Check 21 27 ORIGINAL NAVAIR 00 80 112 EXAMPLES HOLDING RUNWAY IFM F0118 Figure 21 18 Typical Procedure on an ILS Outer Marker HOLD WEST INTERSECTION xe HOLD EAST OF INTERSECTION 0119 Figure 21 19 Typical Procedure at Intersection of Radio Range Courses ORIGINAL 21 28 NAVAIR 00 80 112 IFM F0120 Figure 21 20 Typical Procedure at Intersection of VOR Radials HOLDING COURSE HOLDING COURSE AWAY FROM NAVAID TOWARD NAVAID _ N VORTAC 1 NN 15 10 0121 Figure 21 21 Typical Procedure at DME Fix 21 29 ORIGINAL NAVAIR 00 80 112 HOLDING SIDE FIX END OUTBOUND 4 INBOUND END RECIPROCAL FIX NON HOLDING SIDE HOLDING COURSE STANDARD PATTERN
122. of radials to be crossed is not in excess of 45 The double the angle off the bow method is described in detail in Chapter 22 as is the timed distance method for radial changes in excess of 45 21 3 3 1 RMI Only Inbound course interceptions utilizing only the RMI are described in detail in Figure 21 5 The essential element is to visualize the problem utilizing the RMI center as the station and the tail of the bearing pointer as the present aircraft position Then a pilot can visualize the new radial that the pilot wants to intercept as is done in Tactical Air Navigation TACAN point to point As distances are not known a standard 45 angle of intercept is recommended It is important to disregard aircraft heading until the intercept heading is computed Then turn in the shortest direction to that heading 21 3 3 2 RMI and CDI Inbound course interceptions utilizing RMI and CDI are described in detail in Figure 21 6 Essentially these can be accomplished exactly as under RMI only with the additional aid of using the CDI in the final phase 21 3 3 3 CDI Only Inbound course interceptions utilizing the CDI only are described in detail in Figure 21 7 The essential element is to visualize the problem on an RMI or on any compass card and then proceed as under RMI and CDI Some CDIs do not have heading pointers and some VOR sets do not employ a bearing pointer In these cases it is essential to disregard aircraft heading until the intercept headin
123. of the final approach obstacle clearance area Circling approach protected areas are defined by the tangential connection of arcs drawn from each runway end The arc radii distance differs by aircraft approach category Because of obstacles near the airport a portion of the circling area may be restricted by a procedural note e g Circling NA E of RWY 17 35 Obstacle clearance is provided at the published minimums for the pilot who makes a straight in approach sidesteps circles or executes the missed approach Missed approach obstacle clearance requirements may dictate the published minimums for the approach Figure 30 19 30 17 4 Straight In Minimums Straight in minimums are shown on the IAP when the final approach course is within 30 degrees of the runway alignment 15 degrees for GPS IAPs and a normal descent can be made from the IFR altitude shown on the IAP to the runway surface When either the normal rate of descent or the runway alignment factor of 30 degrees 15 degrees for GPS IAPs is exceeded a straight in minimum is not published and a circling minimum applies The fact that straight in minimum is not published does not preclude pilots from landing straight in if they have the active runway in sight and have sufficient time to make a normal approach for landing Under such conditions and when ATC has cleared them for landing on that runway pilots are not expected to circle even though only circling minimums are published I
124. on each occasion when a new representative is assigned 1 4 2 NATOPS Cognizant Command Commander Naval Air Training Command is assigned as the NATOPS Cognizant Command and is responsible for the contents and maintenance of this manual in accordance with OPNAVINST 3710 7 series 1 1 ORIGINAL NAVAIR 00 80 112 1 4 3 The NATOPS Model Manager for this manual is listed in the Preface of this manual 1 4 4 Commanding Officers Commanding Officers are responsible for ensuring assigned aircrew are familiar with this publication and its contents 1 5 TRAINING Training requirements for aircrew instrument flight evaluations are contained in Part VIII of this manual 1 6 WAIVERS There are no waivers authorized for the provisions contained in this manual Grading criteria for instrument flight evaluations are contained in Part VIII of this manual Instrument evaluation policy requirements and administrative procedures are contained in OPNAVINST 3710 7 Procedures for extensions of instrument flight ratings and qualification restrictions on instrument ratings and revocation of instrument ratings are all contained in OPNAVINST 3710 7 ORIGINAL 1 2 NAVAIR 00 80 112 PART Il Meteorology mM Chapter 2 Concept Chapter 3 Airmasses Chapter 4 Fronts Chapter 5 Tropical Meteorology Chapter 6 Weather Hazards to Flight 69 70 blank ORIGINAL NAVAIR 00 80 112
125. or descent estimate the amount of power required to produce the desired vertical speed and the amount of pitch change required to maintain a constant airspeed Enter the climb or descent by adjusting the pitch and power Scan the performance instruments to determine the resultant changes Figure 18 12 Cross check the vertical speed indicator to determine if there is a need for power adjustments A cross check of the airspeed will indicate the need for pitch adjustments The climb or descent is terminated by using normal level off procedures when approaching the desired altitude ORIGINAL 18 14 NAVAIR 00 80 112 AIRSPEED PITCH ATTITUDE CONTROLS AIRSPEED ATTITUDE PERCENT POWER CONTROLS RATE VERTICAL VELOCITY TURN amp SLIP Figure 18 12 Constant Rate Maneuver 18 4 2 1 Climbing and Descending Turns When constant rate climbs and descents are accomplished during a turn a decrease in the aircraft vertical lift component affects nose attitude control For example when entering a turn after a constant airspeed climb has already been established the nose attitude will have to be decreased slightly to maintain constant airspeed When entering a turn while performing a constant rate descent be prepared to raise the nose of the aircraft slightly to maintain the airspeed and add power to maintain the vertical speed 18 5 ROTARY WING INSTRUMENT FLYING The principles of fixed wing aircraft basic instrument
126. permitting and providing such flight will not delay IFR operations All special VFR flights must remain clear of clouds The visibility requirements for special VFR aircraft other than helicopters are 1 Atleast 1 statute mile flight visibility for operations within Class B Class C Class D and Class E surface areas 2 At least 1 statute mile ground visibility if taking off or landing If ground visibility is not reported at that airport the flight visibility must be at least 1 statute mile 3 The restrictions in subparagraphs 1 and 2 do not apply to helicopters Helicopters must remain clear of clouds and may operate in Class B Class C Class D and Class E surface areas with less than 1 statute mile visibility When a control tower is located within the Class B Class C or Class D surface area requests for clearances should be to the tower In a Class E surface area a clearance may be obtained from the nearest tower FSS or center It is not necessary to file a complete flight plan with the request for clearance but pilots should state their intentions in sufficient detail to permit ATC to fit their flight into the traffic flow The clearance will not contain a specific altitude as the pilot must remain clear of clouds The controller may require the pilot to fly at or below a certain altitude due to other traffic but the altitude specified will permit flight at or above the minimum safe altitude In addition at radar locations fli
127. pilot may execute a missed approach at his her own discretion at any time XIII Out of AZIMUTH In AZIMUTH Scan Out of AZIMUTH In AZIMUTH Scan ON COURSE Scan Out of Out of ELEVATION Scan In ELEVA In ELEVATION ON GLIDE SLOPE ELEVATION Scan Scan TION Scan Sca ELEVATION SCAN IFM F0170 Figure 25 3 Precision Approach 25 5 ORIGINAL NAVAIR 00 80 112 25 3 1 3 Surveillance Approach There may be times when the precision radar equipment is inoperative or not available for the landing runway Under these conditions surveillance radar is used to furnish information required to align the aircraft with the approach runway As surveillance radar is not as accurate as precision radar and does not provide elevation data the landing weather minimums are higher than for precision approaches Figure 25 4 Course corrections are not as accurate as those given during a precision approach because of less precise radarscope presentations At 1 mile from the landing threshold the controller will advise the pilot to report the runway in sight or to perform the missed approach It is important to remember that the controller cannot observe aircraft elevation during the surveillance approach Surveillance final approach instructions are similar to those received during the precision approach to the point of establishing the descent Although no elevation information is provided on pilot request the controller will give recommended al
128. pilots and NFOs shall satisfactorily complete an approved written examination The written examination may be open book or closed book or both In addition to any subjects listed for coverage during the ground training and written examination evaluation phases in OPNAVINST 3710 7 series the written examination shall include questions on the following subjects 1 Pertinent Navy regulations orders and instructions 2 Pertinent parts of the Federal aviation regulations other regulations and or aeronautical publications that are applicable 3 Interpretation of weather information normally used in flight planning 31 1 ORIGINAL NAVAIR 00 80 112 The written examination should emphasize air traffic control procedures that have been issued or revised during the preceding year The written examination shall be completed with a grade of Qualified in accordance with OPNAVINST 3710 7 series prior to the commencement of the instrument evaluation flight 31 3 3 Instrument Flight Evaluation Following completion of the ground evaluation an instrument flight evaluation shall be flown and completed with a grade of Qualified The number of flights required to complete the instrument flight evaluation should be kept to a minimum normally one flight Areas to be observed and graded on an evaluation flight are outlined in the grading criteria The instrument flight evaluation shall consist of two parts Part One covers basic instru
129. plans must 1 Fly at the appropriate VFR altitude as prescribed in 14 CFR Section 91 159 2 Comply with the VFR visibility and distance from cloud criteria in 14 CFR Section 91 155 Basic VFR Weather Minimums 3 Comply with instrument flight rules that are applicable to this flight e g minimum IFR altitudes position reporting radio communications course to be flown adherence to ATC clearance etc Note Pilots should advise ATC prior to any altitude change to ensure the exchange of accurate traffic information ATC authorization to maintain VFR on top is not intended to restrict pilots so that they must operate only above an obscuring meteorological formation layer Instead it permits operation above below between layers or in areas where there is no meteorological obscuration however it is imperative that pilots understand that clearance to operate VFR on top VFR conditions does not imply cancellation of the IFR flight plan Pilots operating VFR on top VFR conditions may receive traffic information from ATC on other pertinent IFR or VFR aircraft however aircraft operating in Class B airspace Terminal Radar Service Areas TRSAs shall be separated as required by FAA Order 7110 65 Air Traffic Control Note When operating in VFR weather conditions it is the pilot s responsibility to be vigilant so as to see and avoid other aircraft will not authorize or VFR on top operations in Class airspace
130. properties of an airmass take place they usually start in the lower levels and travel upward The changes to the airmass depend greatly on the nature of the surface over which it travels the difference between the original properties and those of the surface its speed of movement and the time that has elapsed since it left its source region For example if a warm moist airmass moves over cold dry land its characteristics are modified in that moisture is lost and the temperature is lowered It must be remembered that this process is not necessarily rapid and that time away from the original source region is important If an airmass has recently left its source region it will not become as modified as another similar airmass that has been removed from its source region for a longer period of time 3 1 ORIGINAL NAVAIR 00 80 112 SIBERIAN P c 2 SOURCE IFM FO1 Figure 3 1 Air Mass Source Regions 3 1 4 Airmass Weather With an airmass weather is controlled primarily by the moisture content of the air the relationship between the surface temperature and temperature of the airmass and the terrain over which it is located or passing upslope or downslope Rising air is cooled whereas descending air is warmed Condensation takes place when the air is cooled to its dewpoint A cloud warmed above its dewpoint temperature will evaporate and dissipate Stability tends to increase if the surface temperature is lowered or if
131. provided LNAV provides the same level of service as the present GPS stand alone approaches LNAV minimums support the following navigation systems WAAS when the navigation solution will not support vertical navigation and GPS navigation systems which are presently authorized to conduct GPS approaches The LNAV line on the RNAV chart will allow the present approach certified receivers to fly the new approaches Existing GPS approaches will be converted to this format The receiver must be approved for approach operations in accordance with AC 20 138 Airworthiness Approval of Global Positioning System GPS Navigation Equipment for Use as a Visual Flight Rules VFR and IFR Supplemental Navigation System for stand alone TSO C128 Class A 1 systems or AC 20 130A Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors for GPS as part of a multisensor system qualify for this minimum 2 Other systems may be authorized to utilize these approaches See the description in Section A of the U S Terminal Procedures books for details Through a special authorization aircraft equipped with other IFR approach approved RNAV systems may fly to the LNAV VNAV and or LNAV minimums described above These systems may include aircraft equipped with an FMS that can file E or F Operational approval must also be obtained for Barometric Vertical Navigation BARO VNAV systems to operate to the LNAV VNAV minimums BA
132. public use may elect to turn off the aid for whatever reason they may have e g maintenance conservation etc Air traffic controllers are not required to question pilots to determine if they have permission to use the procedure Controllers presume a pilot has obtained approval and is aware of any details of the procedure if an IFR flight plan was filed to that airport When executing an instrument approach and in radio contact with an FAA facility unless in radar contact report passing the final approach fix inbound nonprecision approach or the outer marker or fix used in lieu of the outer marker inbound precision approach Pilots should not rely on radar to identify a fix unless the fix is indicated as RADAR on the IAP Pilots may request radar identification of an OM but the controller may not be able to provide the service due either to workload or not having the fix on the video map If a missed approach is required advise ATC and include the reason unless initiated by ATC Comply with the missed approach instructions for the instrument approach procedure being executed unless otherwise directed by ATC 30 8 PROCEDURE TURN A procedure turn is the maneuver prescribed when it is necessary to perform a course reversal to establish the aircraft inbound on an intermediate or final approach course The procedure turn or hold in lieu of procedure turn is a required maneuver The procedure turn is not required when the symbol NoPT is s
133. reduced visibility 30 27 RUNWAY EDGE LIGHT SYSTEMS Runway edge lights are used to outline the edges of runways during periods of darkness or restricted visibility conditions These light systems are classified according to the intensity or brightness they are capable of producing they are the High Intensity Runway Lighting HIRL Medium Intensity Runway Lighting MIRL and the Low Intensity Runway Lighting LIRL The HIRL and MIRL systems have variable intensity controls whereas the LIRLs normally have one intensity setting 30 53 ORIGINAL NAVAIR 00 80 112 Above Glide Path On Glide Path Below Glide Path IFM F0207 Figure 30 30 Alignment of Elements The runway edge 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 to form a caution zone for landings The lights marking the ends of the runway emit red light toward the runway to indicate the end of runway to a departing aircraft and emit green outward from the runway end to indicate the threshold to landing aircraft 30 28 IN RUNWAY LIGHTING 30 28 1 Runway Centerline Lighting System RCLS Runway centerline lights are installed on some precision approach runways to facilitate landing under adverse visibility conditions They are located along the runway centerline and are spaced at 50 foot intervals When viewed from the landing threshold the runway centerline lights are white unti
134. reported as broken overcast or obscuration and not classified as thin or partial As applied to TERPS a ceiling is expressed in feet above the published airport elevation and is equal to or greater than the height of the associated Decision Height DH or Minimum Descent Altitude MDA circle to land maneuver 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 At tower controlled airports this maneuver is made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport clearance limit The fix to which an aircraft is issued an air traffic clearance codes The numbers assigned to the multiple pulse reply signals transmitted by Air Traffic Control Radar Beacon System ATCRBS and SIF transponders compass locator low power Low or Medium Frequency L MF radio beacon installed at the site of the outer or middle marker of an Instrument Landing System ILS It can be used for navigation at distances of approximately 15 miles or as authorized in the approach procedure 1 Locator Outer Marker LOM compass locator installed at the site of the outer marker of an instrument landing system 39 NAVAIR 00 80T 112 2 Locator Middle Marker LMM A compass locator installed at the site of the middle marker of an ins
135. retrieved from the FMS database using the current update cycle WARNING Aircrew should not manually adjust designed RNP values retrieved from database unless operational requirements dictate Aircrew shall not use manual RNP values in terminal mode of flight RNP values other than standard RNP will be noted on the terminal procedure Failure to adhere to design RNP values retrieved from database in the terminal mode may result in a flight violation or mishap 26 3 6 2 Integrity Monitoring Instrument approaches must be conducted in the FMS Approach mode and GPS integrity monitoring RAIM must be available at the final approach fix as indicated to the pilot by the INTG annunciator being extinguished ORIGINAL 26 8 NAVAIR 00 80 112 26 3 6 3 Alternate Navigation Equipment The aircraft must have other approved navigation equipment installed and functioning appropriate for the route to the destination airport and any required alternate Ground based facilities necessary for these routes must also be operational GPS overlay and GPS stand alone approaches may be flown without the need to tune ident or monitor any other NAVAID though this is not recommended 26 3 6 3 1 RNAV Procedural Speed Restrictions Some arrival and departure procedures will have speed restrictions on a specific segment s or the entire procedure These restrictions ensure the aircraft remains within the obstacle clearance area or has proper track stabilizati
136. spacing of which are arranged to optimize the GPS coverage area 26 2 2 2 Control Segment The control segment includes a number of monitor stations and ground antennas located throughout the world The monitor stations use GPS receivers to track all satellites in view and accumulate ranging data from the satellite signals The information from the monitor stations is processed at the Master Control Station MCS and is used to manage the satellite system 26 2 2 3 User Segment The user segment consists of GPS equipment used in a variety of ways aircraft avionics surveying equipment handheld GPS receivers etc GPS equipment uses data transmitted by the satellites to provide instantaneous position information 26 2 3 Integrated Systems Integration of GPS into each aircraft navigation system will vary depending on the mission of the aircraft GPS can greatly enhance the performance of an Inertial Navigation System INS and the INS in turn increases the usefulness 26 1 ORIGINAL NAVAIR 00 80 112 of GPS equipment INS has the ability to accurately measure changes in position and velocity over short periods of time using no external signal however errors are cumulative and increase with time GPS can provide a continuous position update which allows the INS to calculate error trends and improve its accuracy as time increases The INS aids the GPS receiver by improving GPS position predictions between position updates as well as impro
137. special instrument approach procedure 4 Approved separation is applied between aircraft so cleared and between these aircraft and other IFR or special aircraft A contact approach is an approach procedure that may be used by a pilot with prior authorization from ATC in lieu of conducting a standard or special IAP to an airport It is not intended for use by a pilot on an IFR flight clearance to operate to an airport not having a published and functioning IAP nor is it intended for an aircraft to conduct an instrument approach to one airport and then when the clear discontinue that approach and proceed to another airport In the execution of a contact approach the pilot assumes the responsibility for obstruction clearance If radar service is being received it will automatically terminate when the pilot is instructed to change to advisory frequency 30 22 LANDING PRIORITY A clearance for a specific type of approach ILS MLS ADF VOR or straight in to an aircraft operating on flight plan does not mean that landing priority will be given over other traffic Airport Traffic Control Towers handle all aircraft regardless of the type of flight plan on a first come first served basis therefore because of local traffic or runway in use it may be necessary for the controller in the interest of safety to provide a different landing sequence In any case a landing sequence will be issued to each aircraft
138. subsequently close the VFR portion and request Air Traffic Control ATC clearance from the FSS nearest the point at which change from VFR to IFR is proposed Regardless of the type facility with which you are communicating FSS center or tower it is the pilot s responsibility to request that facility to CLOSE VFR FLIGHT PLAN The pilot must remain in VFR weather conditions until operating in accordance with the IFR clearance When a flight plan indicates IFR for the first portion of flight and VFR for the latter portion the pilot will normally be cleared to the point at which the change is proposed After reporting over the clearance limit and not desiring further IFR clearance the pilot should advise ATC to cancel the IFR portion of the flight plan Then the pilot should contact the nearest FSS to activate the VFR portion of the flight plan If the pilot desires to continue the IFR flight plan beyond the clearance limit the pilot should contact ATC at least 5 minutes prior to the clearance limit and request further IFR clearance If the requested clearance is not received prior to reaching the clearance limit fix the pilot will be expected to enter into a standard holding pattern on the radial or course to the fix unless a holding pattern for the clearance limit fix is depicted on a U S Government or commercially produced meeting FAA requirements low or high altitude en route area or Standard Terminal Arrival STAR chart In this case th
139. the 157 radial Before the 5 nm final approach fix reduce airspeed and establish the landing configuration Note the altitude restrictions After intercepting the 157 radial inbound you have approximately 17 5 nm to descend from 8 000 feet to the 680 foot MDA at the 1 5 nm missed approach point Although the altitudes published on the 157 radial at 9 nm 5 nm and 3 3 nm are minimum rather than mandatory altitudes it is advantageous to be near this altitude The altitude loss in relation to the distance to travel is significant and may require a continual descent therefore control airspeed so that the final approach configuration may be established not later than the FAF Call the controlling agency at the final approach fix e g EL TORO APPROACH CONTROL BEEFEATER 301 FINAL APPROACH FIX WITH GEAR You may add intentions as to landing or low approach to this call Descend to the 680 foot MDA If a safe landing is not possible after reaching the missed approach point 1 5 nm perform the missed approach 22 2 4 3 Low Altitude Approach The primary differences between the TACAN low altitude approach Figure 22 18 and the high altitude penetration and approach are the altitude loss and the length of the approach Before crossing the IAF establish the airspeed and the configuration specified in the NATOPS flight manual for low altitude maneuvering Category E will be depicted on low altitude AL charts only when an operational requirement e
140. the configuration of each Class C area is individually tailored the airspace usually consists of a surface area with a 5 nautical mile nm radius an outer circle with a 10 nm radius that extends from 1 200 feet to 4 000 feet above the airport elevation and an outer area Each person must establish two way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace VFR aircraft are only separated from IFR aircraft within the airspace d Class D Generally that airspace from the surface to 2 500 feet above the airport elevation charted in MSL surrounding those airports that have an operational control tower The configuration of each Class D airspace area is individually tailored and when instrument procedures are published the airspace will normally be designed to contain the procedures Arrival extensions for instrument approach procedures may be Class D or Class E airspace Unless otherwise authorized each person must establish two way radio communications with the ATC facility providing air traffic services prior to ORIGINAL 40 cruise entering the airspace and thereafter maintain those communications while in the airspace No separation services are provided to aircraft e Class E Generally if the airspace is not Class A Class B Class C or Class D and it is controlled airspace it is Cl
141. the final approach to the missed approach The aircraft is expected to follow the missed instructions while continuing along the published final approach course to at least the published runway threshold waypoint or MAP if not at the threshold before executing any turns b Minimum Descent Altitude MDA has been in use for many years and will continue to be used for the LNAV only and circling procedures ORIGINAL 30 24 NAVAIR 00 80 112 Threshold Crossing Height has been traditionally used in precision approaches as the height of the glideslope above threshold With publication of LNAV VNAV minimums and RNAV descent angles including graphically depicted descent profiles TCH also applies to the height of the descent angle or glidepath at the threshold Unless otherwise required for larger type aircraft that may be using the IAP the typical TCH is 30 to 50 feet 5 The minimums format will also change slightly a Each line of minimums on the RNAV IAP will be titled to reflect the RNAV system applicable e g GLS b LNAV VNAV Circling minimums will also be provided The minimums title box will also indicate the nature of the minimum altitude for the IAP For example 1 DA will be published next to the minimums line title for minimums supporting vertical guidance such as for GLS or LNAV VNAV 2 MDA will be published where the minimums line supports only lateral guidance Descent below the
142. the pilot declines service When receiving Visual Flight Rules VFR advisory service pilots should monitor the assigned frequency at all times and advise the controller when changing VFR cruising altitude When the service is no longer required advise ATC and change transponder code to 1200 25 1 ORIGINAL NAVAIR 00 80 112 ONE NAUTICAL MILE OUT PLUS ONE NAUTICAL MILE BACK REQUIRES 12 36 MICROSECONDS IFM F0168 Figure 25 1 Radio Wave Reflection 25 2 RADAR EQUIPMENT AND OPERATION 25 2 1 Equipment The precision radar approach system displays azimuth elevation and range information on the same scope and enables one operator to closely observe aircraft position during the approach The scope used for this presentation is called AZ EL for azimuth and elevation The elevation presentation appears on the upper portion of the scope the azimuth on the lower portion In addition to the glidepath and the runway course line cursors range marks are also electronically traced on the AZ EL display These range marks occurring at 1 mile intervals are spaced approximately in logarithmic relationship The first mile from touchdown on the display occupies a greater distance than the second mile and so forth This has the effect of expanding the display as the aircraft approaches the runway and provides the controller with increasingly precise indications of the aircraft flightpath Most radar units incorporate a Moving Target Indicator MTI th
143. the same manner as those over land except they form during the evening hours and dissipate by late morning The coastal areas of Florida Cuba and the Philippines are perfect examples of areas where both the land and water area types of convective thunderstorms are common 6 3 ORIGINAL NAVAIR 00 80 112 6 1 3 1 2 Orographic Thunderstorms Orographic thunderstorms are triggered when the air is lifted over terrain that slopes upward such as mountains and hills This type of thunderstorm forms on the windward side of the topographical feature and at times may form a long unbroken line of storms that will be similar to a cold front Orographic thunderstorms will persist as long as the circulation continues to produce an upslope motion When approaching from the lee side an orographic barrier along which thunderstorms are developing the outline of each storm is normally plainly visible however when approaching from the windward side it may be difficult to identify storms or individual cells because they may be obscured by other clouds Orographic thunderstorms almost without exception will enshroud mountain peaks or hills 6 1 3 2 Frontal Thunderstorms These thunderstorms are associated with either warm cold occluded or stationary frontal systems 6 1 3 2 1 Warm Front Thunderstorms The warm front thunderstorm is caused when warm moist unstable air is forced aloft over the colder denser retreating air Warm front thunderstorms are g
144. to an effective instrument cross check and can adversely affect the pilot s ability to interpret and process information provided by aircraft instruments 9 3 ENVIRONMENTAL FACTORS Certain environmental factors and situations when the visual system becomes compromised can reduce a pilot s ability to maintain spatial orientation Some of these factors include 1 Weather In particular transfer from external visual to instrument cues 2 Night Isolated light sources can enhance the probability of sensory illusions Confusing ground lights with stars can also occur 9 4 FACTORS RELATED TO TYPE OR PHASE OF FLIGHT Prolonged linear acceleration or deceleration prolonged angular motion subthreshold changes in attitude or ascent or descent are flight maneuvers that can precipitate an episode of spatial disorientation Specific types and phases of flight are described in the following paragraphs 9 4 1 Takeoff and Landing Phases Spatial disorientation mishaps have occurred after takeoff in the initial climbout following takeoff during the penetration following a penetration turn or in the transition to final approach and landing The takeoff and landing phases of flight are dynamic demanding environments Aircraft acceleration speed trim requirements rate of climb descent and rate of turn are flight parameters undergoing frequent change The aircraft may pass in and out of Visual Meteorological Conditions VMC and Instrument Meteorol
145. to particles in the airstream This includes the leading edge of airfoils the nose and windscreen of the aircraft propellers and prop hubs antennae and even rivet heads Rime ice is most commonly encountered in stable clouds containing small supercooled water droplets It is also formed in unstable clouds at temperatures colder than 15 C 6 6 1 2 Clear Ice Clear ice is a mass of clear solid ice It is far more dangerous than rime ice because of its greater weight the difficulty of removing it and its tendency to spread along the skin of the aircraft beyond the operating areas of deicing equipment Clear ice forms when the aircraft encounters large water droplets under subfreezing conditions in unstable cumuliform clouds The larger droplets do not freeze instantly as in rime ice formation but spread back across the airfoils and fuselage as they freeze causing the buildup of a large mass of solid ice Clear ice can also form as a result of freezing rain This occurs when cold air is overlain by warm air as in a warm front and rain falls into freezing temperatures When the rain strikes the cold surface of an aircraft it spreads cools and freezes adhering to the surface Freezing rain is one of the most hazardous conditions encountered in aviation and should always be avoided If a pilot finds him herself encountering freezing rain he she should as soon as possible climb to a higher altitude into the warmer air above The most comm
146. used with yaw to maintain balanced flight and to maintain or adjust the heading Pitch and power control should not be considered independently because coordinated control of both is necessary to maintain or adjust altitude or airspeed 18 3 1 Maintaining a Desired Altitude Maintaining a desired altitude requires the ability to maintain a specific pitch attitude and when necessary to smoothly and precisely adjust this attitude This ability is developed through proper use of the attitude indicator and is simplified by good trim techniques The pilot must recognize and understand the application of these requirements The pilot should also be thoroughly familiar with the procedures in attitude instrument flying ORIGINAL 18 4 00 80 112 After leveling off at cruise airspeed adjust the pitch trim knob on the attitude indicator so that the miniature aircraft is aligned with the horizon bar This will aid in observing small pitch changes Subsequent readjustments may be required because of changes in aircraft gross weight and cruise airspeeds Figure 18 3 The first indication of altitude deviation normally appears on the vertical speed indicator By observing the initial rate of movement the pilot may estimate the amount of pitch change required on the attitude indicator and prevent large altitude deviations If the estimated pitch change was correct the vertical speed will return to zero with a negligible change of indicated alti
147. very short radio wave is produced and transmitted in a certain direction in the form of a short pulse lasting from one half to several microseconds millionths of a second When this pulse strikes a reflecting surface some of the reflected waves return to the point of origin where the energy is picked up by a receiver Multiplying the time interval by the velocity of the radio waves and dividing the product by two gives the distance to the reflecting object Figure 25 1 The best means of presenting the return of the echo is by use of cathode ray tubes commonly called scopes With this type presentation the object aircraft reflecting the radio wave appears as a pip on a scope Through scope interpretation the radar controller determines position range and also elevation of the aircraft during a precision approach 25 1 2 Radar Traffic Information Service Radar Traffic Information Service advises pilots of any radar target observed in the proximity that warrants attention This service does not relieve pilots of their responsibility to see and avoid The surveillance radar used by Air Traffic Control ATC does not provide altitude information on aircraft that are not equipped with Mode C Several factors influence the availability of radar traffic information services e g weather controller workload and traffic volume Traffic information is provided to all aircraft operating on an IFR Flight Plan unless operation in Class A airspace or
148. with information required prior to using Mode C altitude information for separation purposes 2 When operating in a nonradar environment a On initial contact the pilot should inform the controller of the aircraft present position altitude and time estimate for the next reporting point Example Name CENTER aircraft identification position altitude ESTIMATING reporting point AT time b After initial contact when a position report will be made the pilot should give the controller a complete position report Example Name CENTER aircraft identification position time altitude type of flight plan Estimated Time of Arrival ETA and name of next reporting point the name of the next succeeding reporting point AND remarks At times controllers will ask pilots to verify they are at a particular altitude The phraseology used will be VERIFY AT altitude In climbing or descending situations controllers may ask pilots to VERIFY ASSIGNED ALTITUDE AS altitude Pilots should confirm that they are at the altitude stated by the controller or the assigned altitude is correct as stated If this is not the case they should inform the controller of the actual altitude being maintained or the different assigned altitude CAUTION Pilots should not take action to change their actual altitude or different assigned altitude to the altitude stated in the controller s verification request unless the c
149. 0 T SSALR MALSR 0090909000000 coocoo A Flashing Light Steady Burning Light Omnidirectional Flashing Light 0200 Figure 30 23 Precision Nonprecision Configuration Lighting ORIGINAL 30 48 NAVAIR 00 80 112 30 25 VISUAL GLIDESLOPE INDICATORS 30 25 1 Visual Approach Slope Indicator VASI The Visual Approach Slope Indicator VASI is a system of lights so arranged to provide visual descent guidance information during the approach to a runway These lights are visible from 3 to 5 miles during the day and up to 20 miles or more at night The visual glidepath of the provides safe obstruction clearance within 10 degrees of the extended runway centerline and to 4 nm from the runway threshold Descent using the VASI should not be initiated until the aircraft is visually aligned with the runway Lateral course guidance is provided by the runway or runway lights VASI installations may consist of 2 4 6 12 or 16 light units arranged in bars referred to as near middle and far bars Most VASI installations consist of 2 bars near and far and may consist of 2 4 or 12 light units Some VASIs consist of three bars near middle and far which provide an additional visual glidepath to accommodate high cockpit aircraft This installation may consist of either 6 or 16 light units VASI installations consisting of 2 4 or 6 light units are located on one side of the runway usually the
150. 0 5 VOR DME paired frequencies 21 4 Traffic at VOR 28 10 VOR TACAN Traffic pattern 28 10 16 11 Positionilg oi ok ed oe a ea ee ee eis 31 4 inset bora 15 4 Angle of 17 7 GPS outside of 07 5 26 7 W Userseement tein bisa yh 26 1 WalVels o d o Mi eph endet 1 2 V Warm 8 4 3 Thunderstorms 6 4 Van din ici voe ee er e ca 15 1 26 3 Vertical 5 26 13 Descent angle on nonprecision Weather briefing support products and approaches 30 21 severe weather restrictions and products 27 1 ese 19 1 Severe weather restrictions S 1 5 2 3 5 4 19 1 and products 27 2 ORIGINAL Index 14 Support products Weather briefing When not in radar contact Wide area augmentation system WAAS 26 16 Wind correction techniques 21 33 WINPOVED Caw Ped eae kee YANKEE pattern NAVAIR 00 80T 112 Page No Yaw Control ms
151. 0 miles from the station means that the aircraft has departed from the desired course approximately 1 nm whereas the same 5 displacement at 1 mile would represent a distance of approximately 600 feet Do not chase the bearing pointer when it starts moving rapidly to the side instead maintain a constant heading as the station is very near INCREASING DECREASING VOLUME DECREASES VOLUME INCREASES WIDTH OF NULL WIDTH OF NULL IFM F0149 Figure 23 1 Effects of Volume Control on Null Width 23 3 ORIGINAL NAVAIR 00 80 112 N 8 7 240 BEARING 2109 BEARING BRT IDENT 120 37 134 85 Q 117 80 116 25 Q 12 ADE s 0437 d Procedural Steps Tune and identify station 2 Determine the bearing from the radio beacon you are on 240 by looking at the tail of the No 2 needle 3 Determine the bearing from the radio beacon you desire to intercept 210 Visualize this on your heading indicator Measure the angular difference 30 Since it is less than 45 compute your intercept heading based on the number of degrees in the computed angular difference 30 and your present inbound course to the station 060 The computed intercept heading would 0902 Since the bearing visualized on the heading indicator is to the right of your present bearing the 30 is added to your inbound course Look at your a
152. 00 feet to 1 000 feet and make six additional FLs available for operation The additional FLs enable more aircraft to fly more time fuel efficient profiles and provide the potential for enhanced airspace capacity RVSM operators must receive authorization from the appropriate civil aviation authority RVSM aircraft must meet required equipage and altitude keeping performance standards Operators must operate in accordance with RVSM policies procedures applicable to the airspace where they are flying Additional information is found in the AIM FAR reporting point A specified geographic location in relation to which the position of an aircraft can be reported ORIGINAL NAVAIR 00 80 112 rescue coordination center center established within an assigned search and rescue area to promote efficient organization of search and rescue restricted area specified area within the land areas of a state or territorial waters adjacent thereto designated for other than air traffic control purposes over which the flight of aircraft is restricted in accordance with certain specified conditions runway condition reading Numerical decelerometer reading provided by air traffic controllers at USAF bases for use by the pilot in determining runway braking action The Flight Information Handbook supplement provides a suggested table of equivalents for use by naval aviators in converting these readings to a comparable braking action descripti
153. 1 1 Localizer Transmitter Localizer transmitters are located approximately 1 000 feet beyond and to the side of the nonapproach end of the ILS runway The antenna is in line with the runway centerline The 90 and 150 cycle signal patterns are radiated on opposite sides of the extended runway centerline The 150 cycle signal is on the right when looking at the runway from the outer marker the 90 cycle signal is on the left The course is formed along the runway centerline extended toward outer marker where the signals overlap and are of equal strength This course is referred to as the front course The front course envelope is approximately 5 wide extending 2 1 2 either side of the course centerline Most localizer transmitters also provide a signal pattern around the runway so that course signals also overlap in the opposite direction forming a back course There are few published ILS back course approaches and a glideslope is not provided for them CAUTION Unless the aircraft ILS equipment includes reverse sensing capability when flying inbound on the back course it is necessary to steer the aircraft in the direction opposite the needle deflection when making corrections from off course to on course This flying away from the needle is also required when flying outbound on the front course of the localizer Do not use back course signals for approach unless a back course approach procedure is published for that particular runway and the a
154. 1 GENERAL do See CH CERO COME 7 2 XOUR SENSBS 449500995195 Y ed Paci dp cde 7 2 1 Motion Inner Ear ou opa x Weir ark Reps ERR ERE REA PER 7 2 2 Semicircular Canals iudi Mido 7 2 3 Otolith Organs 7 2 4 Postural Ee RS 7 2 5 CHAPTER 8 SPATIAL DISORIENTATION 8 1 FALSE PERCEPTION GENERAL 8 1 1 Illusions Primarily Inner 8 1 2 Visual Illusions and Problems 8 1 3 False Perceptions During Helicopter Flights 8 2 SPATIAL MISORIENTATION CHAPTER 9 FACTORS THAT INCREASE THE POTENTIAL FOR SPATIAL DISORIENTATION 9 1 GENERAL ari PTE aie SEW V ARE ee ado Se 9 2 PERSONAL FACTORS 9 3 ENVIRONMENTAL FACTORS 9 4 FACTORS RELATED TYPE OR PHASE OF FLIGHT 9 4 1 Takeoff and Landing Phases 9 4 2 or Air to Ground Ordnance Deliveries 9 4 3 Formation Flight see a EE gp ER Fur EE RR ERES E CHAPTER 10 MEDICATIONS ALCOHOL AND NUTRITION 10 1 GENERAL sy D 10 2 NUTRITION
155. 12 17 4 AIRCRAFT TRIM The aircraft is correctly trimmed when it is maintaining a desired attitude with all control pressures neutralized By relieving all control pressures the pilot will find that it is much easier to hold a given attitude Also more attention can be devoted to the navigation instruments and additional cockpit duties Proper trim technique is essential for smooth and precise aircraft control during all phases of flight An aircraft is placed in trim by applying control pressure s to establish a desired attitude and then adjusting the trim so that the aircraft will maintain that attitude when the flight controls are released The aircraft should be trimmed for coordinated flight by first centering the ball on the turn and slip indicator followed by trim corrections to the elevator and aileron controls On multiengine aircraft where differential power control is possible balanced power thrust will aid in maintaining coordinated flight Changes in attitude power or configuration may require a trim adjustment Use of trim to change the aircraft attitude will probably lead to erratic aircraft control Smooth and precise attitude changes are best attained by a combination of control pressures and trim adjustments Figure 17 8 Note The preceding concepts of attitude instrument flying apply to helicopters authorized for instrument flight however power changes are normally made with collective pitch and attitude changes with cyc
156. 13 CHAPTER 7 INTRODUCTION TO INSTRUMENT FLIGHT PHYSIOLOGY Figure 7 1 Senses Used for Maintaining Equilibrium and Orientation 7 2 Figure 7 2 The Inner taai re cio dads eto dade E sade 7 2 Figure 7 3 Semicircular Canals 1 7 3 Figure 7 4 Otolith Organs 7 4 Figure 7 5 Postural Seat of Ilig Panis Sense iss esso er e x e E e une V e RR ae e 7 5 Figure 7 6 The Sense of SIght eee ed C ele te pec 7 6 25 ORIGINAL NAVAIR 00 80 112 ORIGINAL Page No CHAPTER 8 SPATIAL DISORIENTATION Figure 8 1 The 8 1 Figure 8 2 The Graveyard 8 3 Figure 8 3 Forward Acceleration Illusion of Noseup 8 4 Figure 8 4 Noseup Illusion During Catapult Launch 8 5 Figure 8 5 Deceleration Illusion of Nosedown 8 6 Figure 8 6 False Perception of Attitude During Flat Turn 8 7 Figure 8 7 False Perception of Attitude During Coordinated Turn 8 7 Figure 8 8 The Inversion Illusion i utc cere oo oe Rw 8 8 Figure 8 9 The Elevator lHlusion ss o issu e eg e eet e a een ee a eid 8 8 Figure 8 10 Confusion of Ground Lights with Stars
157. 140 200 1 205 55 40 126 TULSA OKLAHOMA 36 12 N 95 S3 W TULSA INTL KTUL Amdt 4A 03359 HI NDB or ILS RWY 18L Figure 23 10 Typical ADF High Altitude Penetration and Approach 23 16 G intercert FINAL SET INBOUND COURSE IN COURSE SELECTOR WINDOW INTERCEPT APPROACH COURSE OUTBOUND AND START TIME INBOUND COURSE S MAINTAIN INBOUND COURSE AL 5715 FAA Lom AP Rwy 199 10002 34 5883 260 Apt Elev 5883 For inoperative MALSR increase S 35R Cat A visibility to 1 increase 35R Cat B visibility to 1 8 For inoperative MALSR increase S 35R Cot A B visibility to 1 8 cross Low STATION AT PUBLISHED MINIMUM ALTITUDE NOTE TIME NDB RWY 35R DENVER CENTENNIAL APA MISSED APPROACH Climb to 6900 then climbing right tum to 8700 direct AP LOM an Cirding to Rwy 10 not outhorized ot night ond hold DENVER APP CON 132 75 269 3 ELEV 5883 Remoin within 10 NM 6880 CATEGORY 6880 6880 1 997 1000 997 1000 1 6880 14 6880 1 997 1000 1 997 1000 14 VOR MINIMUMS 6780 24 897 900 24 6780 24 897 900 2 c 6880 29 6880 24 997 1000 2 997 1000 2 6880 3 997 1000 3 35R CIRCUNG 6780 24 897 900 234 6780 3 35R amp 6780 3 897 900 CIRCLING 6780 14 897 900 14 DENVER COLORADO Amdt 10A 05132 39 34 N 104 51 w 7 FALCON 1163
158. 16 4 2 ILS Display When the course indicator is used to display ILS signals the course indicator provides precise ILS localizer course and glideslope information for a specific approach The following information pertains to course indicator functions and display when used on an ILS approach 1 The TO FROM indicator is blank 2 Full scale deflection on the course indication scale represents approximately 2 1 2 of localizer course deviation 3 The course set knob and the course selected have no effect on CDI display The CDI displays only whether the aircraft is on course or right or left of course based upon signal information from a specific selected localizer transmitter however even though the course selected has no effect on the CDI always set the published inbound front course of the ILS in the course selector window This enables you to interpret aircraft position through use of the heading pointer in the same manner described for VOR TACAN course and position determination The Glideslope Indicator GSI displays glideslope position in relation to the actual position of the aircraft For example if the GSI bar is above the center of the gauge the glideslope is above the aircraft Each of the four dots in the vertical row represents approximately 1 4 of deviation from the glideslope Note ILS course and glideslope displays are reliable only if their warning OFF flags are not in view and the aural ILS identification is being
159. 2 00 80 112 ROLLING TO PLACE THE PITCH REFERENCE SCALE RIGHT SIDE UP WILL CORRECT AN INVERTED ATTITUDE Figure 20 2 Bank Attitude Interpretation 20 3 ORIGINAL NAVAIR 00 80 112 20 3 2 Nose Low Recovery Factors to be considered in recovering from nose low unusual attitudes are altitude and g loading during pullout If altitude permits avoid rolling pullouts as allowable stresses in an angle of bank are considerably lower than those allowed in a wings level pullout To recover from a nose low unusual attitude roll to a wings level upright position then raise the nose to the level flight attitude Adjust power and or drag devices as appropriate During unusual attitude recoveries the pilot should coordinate the amount of bank and power used with the rate at which airspeed and pitch are being controlled Bank and power used must be compatible with aircraft and engine characteristics Note For helicopters encountering blade stall in a nose high attitude collective pitch power must be reduced before applying attitude corrections To avoid blade stall when recovering from steep diving attitudes reduce collective pitch and bank attitude before initiating a pitch change In all cases avoid abnormal positive g loads prevent negative g loads and inverted flight 20 3 3 Partial Panel Unusual Attitudes With an inoperative attitude indicator successful recovery from unusual attitudes depends gre
160. 2 26 2 8 3 Final Approach Mode At a distance of 2 nm inbound to the Final Approach Fix FAF waypoint the display sensitivity begins to transition to a full scale deflection of 0 3 nm either side of centerline Some GPS avionics may provide an angular display between the FAF and Missed Approach Point MAP that approximates the course sensitivity of the localizer portion of an Instrument Landing System ILS 26 2 8 4 Missed Approach Mode When navigation to the missed approach holding point is activated the CDI display sensitivity transitions back to terminal area sensitivity 1 nm 26 2 9 Navigation Database Navigation databases supporting GPS equipment certified for en route and terminal operations contain as a minimum all airports VORs 5 Non Directional Beacons NDBs and all named waypoints and intersections shown on en route and terminal area charts Standard Instrument Departures SIDs and Standard Terminal Arrivals STARs In the terminal area the database will include waypoints for SIDs and STARs as well as other flight operations from the beginning of a departure to the en route structure or from an en route fix to the beginning of an approach procedure named waypoints are identified with a five letter alpha character name provided by the National Flight Data Center NFDC Waypoints unnamed by the NFDC such as a DME fix are assigned a five letter alphanumeric coded name in the database As an example
161. 2 30 23 30 24 NAVAIR 00 80 112 Page No RADAR APPROACHES a Led es 30 30 RADAR MONITORING OF INSTRUMENT APPROACHES 30 33 PARALLEL ILS MLS APPROACHES DEPENDENT 30 34 SIMULTANEOUS PARALLEL ILS MLS APPROACHES INDEPENDENT 30 35 Nin MM 30 35 Radar ore RE Rar Rd RR Ra x Rd 30 36 SIMULTANEOUS CLOSE PARALLEL ILS PRM APPROACHES INDEPENDENT 25 30 37 ae eee eroe dco a Un 30 37 Requirements uec eh DA RA RR ERR eX E Ree a pn 30 37 Radar Monitormg ette ose p 30 37 Differences Between ILS and ILS PRM Approaches of Importance to the Pilot 30 38 SIMULTANEOUS CONVERGING INSTRUMENT APPROACHES 30 39 SIDESTEP 30 39 APPROACH AND LANDING MINIMUMS 30 39 Landing Minimums ee ee 30 39 Published Approach Minimums 4 1 30 40 Obstacle Clearance i25 lie PUER Ea RR 30 40 Straight In Minimums 1 24 2 30 40 Sidestep Maneuver Minimums 1 30 40 Circling Minimums
162. 23 1 ORIGINAL NAVAIR 00 80 112 The 180 ambiguity is eliminated with nondirectional or sensing antenna The loop antenna of the radio compass is automatically rotated to the null position when signals are being received over both the sensing and loop antennas The combination of signals energizes a phasing system that operates a motor on the loop drive As the motor turns it rotates the loop The bearing pointer is electrically synchronized and turns with the loop indicating the bearing to the station when the loop has stopped in the null position The loop antenna continuously positions itself to remain perpendicular to the station As the loop antenna can move about only one axis 1 it can turn but cannot tilt an error is induced whenever the aircraft is in a banked attitude This is called dip error The magnitude of this error depends on the position of the aircraft from the station its altitude and range and the angle of bank used Dip error is most noticeable when the aircraft is banked and the station is on the nose or tail of the aircraft The ADF bearing pointer should be considered as giving accurate bearings only in wings level flight 23 1 1 1 Tuning The radio compass is normally tuned for ADF operation The ADF feature is used for ease of operation however if reception of radio signals is poor due to static thunderstorms or distance from the stations use Manual Direction Finder MDF procedures described later in t
163. 27 RUNWAY EDGE LIGHT SYSTEMS 30 53 30 28 IN RUNWAY LIGHTING 30 54 30 28 1 Runway Centerline Lighting System RCLS 30 54 30 28 2 Touchdown Zone Lights TDZL re e pk eth ke Ro o E es 30 54 30 28 3 Taxiway Lead Off Lights 30 54 30 28 4 Land and Hold Short Lights 30 55 30 29 CONTROL OF LIGHTING 5 5 58 30 55 30 30 PILOT CONTROL OF AIRPORT LIGHTING 30 55 30 31 AIRPORT HELIPORT BEACONS 30 57 30 32 TAXIWAY LIGHTS 30 57 30 32 1 Taxiway Edge Lights dente eR LEG RESI ROREM Redon 30 57 30 32 2 Taxiway Centerline Lights 30 58 30 32 3 Clearance Bar Lights eere pr p ek ar os dre 30 58 30 32 4 Runway Guard Lights ess cese pea eb p bate en RR eec Ea aa 30 58 30 32 5 Stop Bar Lights ser ee e RE eq ORE CO e eed 30 58 PART VIII INDOCTRINATION AND FLIGHT EVALUATION CHAPTER 31 THE INSTRUMENT FLIGHT EVALUATION 31 1 PURPOSE OF THE INSTRUMENT FLIGHT EVALUATION 31 1 31 2 REQUIREMENTS FOR INSTRUMENT FLIGHT EVALUATIONS 31 1 31 3 THE INS
164. 28 8 VFR IFR FLIGHTS A pilot departing VFR either intending to or needing to obtain an IFR clearance en route must be aware of the position of the aircraft and the relative terrain obstructions When accepting a clearance below the Minimum En Route Altitude MEA MIA Minimum Vectoring Altitude MVA Off Route Obstruction Clearance Altitude OROCA pilots are responsible for their own terrain obstruction clearance until reaching the MEA MIA MVA OROCA If pilots are unable to maintain terrain obstruction clearance the controller should be advised and pilots should state their intentions Note OROCA is an off route altitude that provides obstruction clearance with a 1 000 foot buffer in nonmountainous terrain areas and a 2 000 foot buffer in designated mountainous areas within the U S This altitude may not provide signal coverage from ground based navigational aids air traffic control radar or communications coverage 28 9 ADHERENCE TO CLEARANCE When air traffic clearance has been obtained under either visual or instrument flight rules the pilot in command of the aircraft shall not deviate from the provisions thereof unless an amended clearance is obtained When ATC issues 28 5 ORIGINAL NAVAIR 00 80 112 clearance or instruction pilots expected to execute its provisions upon receipt in certain situations will include the word IMMEDIATELY in a clearance or instruction to impress urgency of an imminent situati
165. 3 RECOVERY PROCEDURES Unusual attitudes are generally classified as nose high or nose low Each has distinct recovery techniques that are generally applicable to all aircraft Refer to the NATOPS flight manual for specific recovery procedures 20 3 1 Nose High Recovery Factors to consider in nose high recoveries are pitch attitude and airspeed If the pitch attitude is not extreme and airspeed is not approaching the stall ranges recovery can be considered to be a normal nose high attitude To recover from a normal nose high unusual attitude use power as necessary and smoothly lower the nose toward the level flight attitude As the nose approaches the level flight attitude level the wings and readjust power as necessary If the pitch attitude is extreme or airspeed is approaching the stall range recovery can be considered to be for an extreme nose high attitude To recover from an extreme nose high unusual attitude roll the aircraft in the shortest direction toward the wingover position As the nose falls through the horizon level the wings and raise the nose to the level flight attitude Use power as necessary throughout the recovery Note For swept wing aircraft the wingover recovery method is not acceptable Instead a decrease in angle of attack zero g is used until sufficient airspeed is gained to prevent an accelerated stall or spin condition For further information consult the applicable NATOPS flight manual ORIGINAL 20
166. 32 1703 114 0 Chan 87 4000 5000 WAREK INT WAYLE INT j R 303 Ju HDF PDZ COMGA INT RADAR R 076 VORTAC R 315 R 080 RADAR o RADAR m 303 HDF VOR 1 FL240 12 000 agar TCH 73 asean 2 ue Ire m3 Knots 120 140 160 180 rs 24 uc psp pra spon iba aha RIVERSIDE CALIFORNIA TT N 117 16 W MARCH ARB KRIV Amdt 6 06243 HI VOR RWY 32 Figure 21 26 Dual VOR High Altitude Approach 21 37 ORIGINAL NAVAIR 00 80 112 REDUCE MANEUVERING AIRSPEED OBTAIN APPROACH CLEARANCE INTERCEPT INBOUND COURSE DESCENT TO MINIMUM DEPICTED ALTITUDE PREPARE AIRCRAFT FOR LANDING FORT CARSON COLORADO VOR 5 RWY 31 Taya 4574 CRS 98 Moor elev 2023 6594 USA BUTTS FCS not in use Colorodo Springs Climbing right turn to 9000 via FCS 093 EXECUTE MISSED NA ATIS SPRINGS APP CON BUTTS TOWER APPROACH IF 124 0 257 875 125 5 0 229 4 41 5 NECESSARY 2 CAUTION Exceadingly high terroin 3 miles West P 18 M14 wor 5 6200 1 377 400 1 ss 6340 175 CITY OF COLORADO SPRINGS MUNI ALTIMETER SETTING MINIMUMS 6260 14 1 6420 1 6400 1 562 600 1 MIRL 13 31 BUTTS FORT CARSON COLORADO 38 414 104 46 W Amdt
167. 5 C COM 129 65 E Right of course correct left On course glideslope above aircraft On glideslope Figure 24 3 Course Indicator Presentation Front Course Sheet 2 of 2 ORIGINAL 24 8 NAVAIR 00 80 112 most common tendency when flying an ILS approach is to the CDI and GSI An ILS approach is basic instrument maneuver similar to a radar approach Immediate and smooth corrections should be made on the control instruments based on aircraft and flightpath performance indications The importance of precise aircraft control cannot be overemphasized Lateral distances in relation to CDI displacement can be considerable especially at installations where the distance from the localizer transmitter at minimum altitude may be more than 2 miles For example in the lateral deviation chart of Figure 24 4 a full scale deviation at 1 mile from touchdown places the aircraft 617 feet from the centerline If the CDI was deflected 2 at a missed approach point 1 2 nm from the end of this runway the aircraft would be approximately 400 feet from the centerline Do not attempt to fly the final approach with full scale deflection on the CDI or GSI as obstruction clearance will not be assured consideration should be given to executing a missed approach The most critical period of the approach occurs while the pilot is busy maintaining course glidepath and airspeed and is approaching the published DH Ensure the altimeter is being in
168. AF configure the aircraft for landing in accordance with the flight manual Cross the FAF at the published altitude start timing intercept the final approach course and report to the controlling agency Note The time distance tables published in the approach charts are based on groundspeed therefore TAS and the existing wind must be considered in order to accurately determine the time from the final approach fix to the missed approach point Descend to the Minimum Descent Altitude MDA so that visual references for landing may be acquired as soon as practical Comply with any published altitude restrictions between the final approach fix and Missed Approach Point MAP The descent to the MDA should be completed before reaching the missed approach point Descent below MDA is authorized when visual reference with the runway environment is sufficient to complete the landing Part VII discusses landing from a straight in or circling approach The MDA should not be confused with the weather minimums for the approach being flown The weather minimums indicate the ceiling and visibility required before the approach may be started reference OPNAV 3710 7 series Chapter 5 Approach Criteria for Multipiloted Aircraft The MDA indicates the minimum altitude Mean Sea Level MSL to which the aircraft may be flown Use Runway Visual Range RVR for the visibility minimum when available The RVR is found in the landing minimums block next to the MDA Figu
169. APTER 27 FLIGHT PLANNING 27 1 27 2 27 2 1 21 2 2 27 2 3 27 3 27 3 1 27 3 2 27 3 3 27 3 4 27 4 27 5 27 6 27 7 27 8 27 9 PREFLIGHT PREPARATION WEATHER BRIEFING SUPPORT PRODUCTS AND SEVERE WEATHER RESTRICTIONS Weather Briefing usse ses pp RE QR RE iE EE E Rud Support Severe Weather Restrictions and Products FOLLOW PROCEDURES EVEN WHEN OPERATING VFR Plight Plan VER RE E Rd Flight Plan Defense VFR DVFR 5 Composite Flight Plan VFR IFR Flights Flight Plan IFR Flights IFR OPERATIONS TO HIGH ALTITUDE DESTINATIONS FLIGHTS OUTSIDE THE U S AND U S TERRITORIES CHANGE IN FLIGHT PLAN ERR ERR CHANGE IN PROPOSED CLOSING VFR DVFR FLIGHT PLANS CANCELING FLIGHT PLAN CHAPTER 28 FLIGHT CLEARANCE 28 1 28 2 28 3 28 3 1 28 3 2 28 3 3 28 3 4 28 3 5 28 4 ORIGINAL CLEARANCE 45945 dp er wd eq ru e bd pv dor CLEARANC
170. ATC If it is necessary to level off at an intermediate altitude during climb or descent advise ATC except when leveling off at 10 000 feet Mean Sea Level MSL on descent or 2 500 feet above airport elevation prior to entering a Class B Class or Class D surface area when required for speed reduction Note Leveling off at 10 000 feet MSL on descent or 2 500 feet above airport elevation prior to entering a Class B Class C or Class D surface area to comply with 14 CFR Section 91 117 airspeed restrictions is commonplace Controllers anticipate this action and plan accordingly Leveling off at any other time on climb or descent may seriously affect air traffic handling by ATC Consequently it is imperative that pilots make every effort to fulfill the above expected actions to aid ATC in safely handling and expediting traffic If the altitude information of an ATC DESCENT clearance includes a provision to CROSS fix AT OR ABOVE BELOW altitude the manner in which the descent is executed to comply with the crossing altitude is at the pilot s discretion This authorization to descend at pilot discretion is only applicable to that portion of the flight to which the crossing altitude restriction applies and the pilot is expected to comply with the crossing altitude as a provision of the clearance Any other clearance in which pilot execution is optional will so state PILOT S DISCRETION In case emergency authori
171. ATC procedures and required airborne equipment The approach procedure chart permitting simultaneous parallel ILS MLS approaches will contain the note simultaneous approaches authorized RWYS 14L and 14 identifying the appropriate runways as the case may be When advised that simultaneous parallel ILS MLS approaches are in progress pilots shall advise approach control immediately of malfunctioning or inoperative receivers or if a simultaneous parallel ILS MLS approach is not desired 30 35 ORIGINAL NAVAIR 00 80 112 RUNWAY CENTERLINES SPACED 4300 OR MORE DUAL RUNWAYS OR 5000 OR MORE TRIPLE OR QUADRUPLE RUNWAYS RADAR MONITORING REQUIRED AIRCRAFT MAY BE VECTORED TO EITHER 14L OR 148 ILS FROM OUTER o S MEADOWVIEW INT NW COURSE ILS amp OBK VOR R 227 ESTABLISHED WHERE 8200 ALTITUDE INTERCEPTS GLIDE SLOPE RADAR MONITORING PROVIDED TO ENSURE SEPARATION BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS WHEN GLIDE SLOPE INOPERATIVE BEGIN DESCENT AT MEADOW INTERSECTION RADAR MONITORING INTERCEPT GLIDE PROVIDED TO ENSURE SLOPE AT 2200 SEPARATION BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS NOTE EXTEND RADAR MONITORING AND NTZ TO 7 BEYOND RUNWAY DEPARTURE END FOR QUADRUPLE SIMULTANEOUS ILS APPROACHES IFM F0194 Figure 30 17 Simultaneous Parallel ILS Approaches 30 13 2 Radar Monitoring This service is provided for each simultaneous parallel ILS MLS approach to ensure aircraft do not deviate fr
172. AV VNAV systems or for LNAV only systems by the pilot determining the appropriate aircraft attitude groundspeed combination to attain a constant rate descent that best emulates the published angle To aid the pilot U S Government Terminal Procedures Publication charts publish an expanded Rate of Descent Table on the inside of the back hard cover for use in planning and executing precision descents under known or approximate groundspeed conditions Visual Descent Point VDP VDPs are published on most RNAV GPS IAPs VDPs apply only to aircraft utilizing LNAV minimums not GLS or LNAV VNAV minimums Missed Approach Symbology In order to make missed approach guidance more readily understood a method has been developed to display missed approach guidance in the profile view through the use of quick reference icons Due to limited space in the profile area only four or fewer icons can be shown however the icon may not provide representation of the entire missed approach procedure The entire set of textual missed approach instructions is provided at the top of the approach chart in the pilot briefing Figure 30 8 30 25 ORIGINAL NAVAIR 00 80 112 d Waypoints RNAV GPS stand alone IAPs are flown using data pertaining to the particular obtained from an onboard database including the sequence of all WPs used for the approach and missed approach Included in the database in most receivers is coding that informs the navig
173. Applicati pplication 179 Planing 18 1 Aircrew actions 26 10 Approach and landing minimums 30 39 Approach procedures 26 12 Circling minimums 30 40 Be prepared to use traditional Instrument approach at a military field 30 42 26 11 Landing minimums 30 39 Enroute operations 26 11 Obstacle clearance 30 40 Preflight 26 10 Published approach minimums 30 40 Prior to descent 26 11 Sidestep maneuver minimums 30 40 Terminal area operations and arrival 26 11 Straight in minimums 30 40 Index 1 ORIGINAL NAVAIR 00 80 112 Page Page No No Approach control 30 2 Direct communications controllers Radar approach control 30 2 and pilots 29 1 Approach es ATC Advance information on instrument 30 3 Clearance instruction readback 28 4 Clearance 30 26 Frequency change procedures 29 1 VIL 30 46 Attitude 21 36 H3 18 nT anc taces re lr ITE 26 13 Indicator failure 18 18 From holding 21 42 Interpret
174. C cg 29 4 ADDITIONAL REPORTS 29 4 uu M T 29 4 AIRWAYS AND ROUTE SYSTEMS 29 5 Area Navigation RNAV Routes 225 2 gt 54 555565 5 cies eee 29 6 Radar Vectors E pa eas 29 6 AIRWAY OR ROUTE COURSE CHANGES 29 7 I9 ORIGINAL NAVAIR 00 80 112 29 6 29 7 29 8 29 8 1 29 8 2 29 8 3 29 8 4 29 8 5 29 8 6 29 8 7 29 9 CHANGEOVER POINT COP REDUCED VERTICAL SEPARATION MINIMUMS RVSM HOLDING es es nays ect tae tek te ahd E Gaerne eta eg eee Lanes Descriptive Terms ici ate ees ek epe OR oe ee Puro m Entry Procedures o aos eee des ao ed ea yn ner Distance Measuring Equipment DME Pilot Action 4 6 260 80 og eee Roe RS RT RR PUER eee Nonstandard Holding Pattern 1 UPDATING OF WEATHER DATA CHAPTER 30 TERMINAL PROCEDURES 30 1 30 2 30 3 30 3 1 30 4 30 5 30 5 1 30 5 2 30 5 3 30 5 4 30 5 5 30 5 6 30 5 7 30 5 8 30 6 30 7 30 8 30 8 1 30 9 ORIGINAL STANDARD TERMINAL ARRIVAL STAR FLIGHT MANAGEMENT SYSTEM PROCEDURES FMSP FOR
175. CLEARING PROCEDURES 28 9 Betote 21 a1 0 8 eoo ense a hie p ieri 28 9 Climbs and Descents 2 2 2 4 28 9 Straight and Level 28 10 Traffic Pattern 28 10 Traffic at VHF Omnidirectional Range VOR Sites 28 10 Training Operations 52 22 2422 dia Ghai Mere RE Run e a ea ad 28 10 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM TCAS LAND ie T UU NER RR Ro epa 28 10 CHAPTER 29 EN ROUTE PROCEDURES 29 1 29 1 1 29 1 2 29 1 3 29 2 29 2 1 29 2 2 29 2 3 29 2 4 29 3 29 3 1 29 4 29 4 1 29 4 2 29 5 AIR ROUTE TRAFFIC CONTROL CENTER ARTCC COMMUNICATIONS 29 1 Direct Communications Controllers and Pilots 29 1 Air Traffic Control ATC Frequency Change Procedures 29 1 ARTCC Radio Frequency 29 2 POSITION REPORTING 9 2 29 3 Position Identification soc eer Pr RE Rex 29 3 Position Reporting Points 29 3 Position Reporting Requirements 29 3 Position tems ORO Rp a CROP
176. Comply with any published altitude restriction between the FAF and missed approach point Descent below MDA is authorized when visual reference with the runway environment is sufficient to complete the landing and the Visual Descent Point VDP has been reached Perform the missed approach when 1 Visual reference with the runway environment at the missed approach point is insufficient to complete the landing 2 Instructed by the controlling agency 3 safe landing is not possible 21 3 12 7 Approaches from Holding 21 3 12 7 1 Holding Type Approach When executing an approach that specifies a holding pattern in lieu of a procedure turn the pilot must fly the holding pattern and does not retain the option of executing a procedure turn or teardrop Figure 21 30 When established in holding and cleared for the approach the pilot may start the descent from any position in the pattern The aircraft will be configured for landing prior to reaching the FAF 21 3 12 7 2 Holding Pattern Located on the Initial Approach Course When cleared to hold in a pattern depicted on the approach plate on the initial approach course and subsequently cleared for the approach the pilot may depart holding from any position and need not return to the holding fix Pilots may intercept the teardrop or procedure turn course directly and commence descent from IAF altitude immediately They may also remain in the holding pattern to dissipate excessive altitude power
177. E PREFIX uite e f an a c CLEARANCE ITEMS bed abge Clearance Latt 24 uester eda ga aber dba t Departure Procedure 222 2 222 2 2 000 RARO EROR s ee EU eee via re aed a an ae Altitude 2 2 Holding Instructions suit rete Pe E eer DR DP eR Dn Tee AMENDED CLEARANCES 1 18 28 5 28 6 28 61 28 6 2 28 7 28 8 28 9 28 10 28 11 28 12 28 13 28 14 28 14 1 28 14 2 28 14 3 28 14 4 28 14 5 28 14 6 28 15 NAVAIR 00 80 112 Page No SPECIAL VFR CLEARANCES 28 3 PILOT RESPONSIBILITY UPON CLEARANCE 155 28 4 Record ATC Clearance 28 4 AIC Clearance Instruction Readback 28 4 IFR CLEARANCE 28 4 FLIGHTS 5E ERE RUE E GM ede E 28 5 ADHERENCE TO CLEARANCE 28 5 IFR SEPARATION 5 58 28 7 SPEED 5 28 7 RUNWAY 5 28 8 VISUAL SEPARATION 28 9 USE OF VISUAL
178. ERMAN TOWER GND CON CLNC DEL ASR 267 6 120 65 270 8 120 7 340 2 121 7 336 4 134 1 268 7 PAR MONTGOMERY N PENSACOLA A WHITING Chan 119 NPA 225 5 70 5 N30 21 48 87918 99 N30 10 42 W879 09 05 460 14 460 18 438 5001 438 500 14 438 500 1 20 1 580 5201 492 s52 tooa 122 100 100 GS 3 00 All Rwys PENSACOLA FLORIDA 30 21 N 87 19 W PENSACOLA NAS FORREST SHERMAN FLD ies TACAN RWY 25L Figure 22 18 TACAN Low Altitude Approaches ORIGINAL 22 22 NAVAIR 00 80 112 23 ADF UHF ADF Marker Beacons 23 1 AUTOMATIC DIRECTION FINDING ADF The radio compass low frequency receiver is capable of Automatic Direction Finding ADF Most direction finding equipment will receive any frequency between 100 and 1750 kHz Most other low frequency receivers have a frequency range of 190 to 1750 kHz The en route supplement lists the location and frequency of the Low Frequency LF radio ranges and radio beacons Those beacons coded SAB provide continuous weather information Both high and low altitude instrument approaches are found in the applicable terminal approach procedures books 23 1 1 Automatic Direction Finding ADF Procedures Whenever possible use a nondirectional radio beacon Commercial broadcasting stations should be used with caution because some have highly directional radiation patterns Also they are not flight ch
179. Fl ctuations 5 2 2 2 25 2 52 22 6 Approach 23 14 26 12 Receiver autonomous integrity monitoring ATC frequency change 29 1 RAIM Sauter hb reu 26 7 Departure 232 2466 62 e ves 28 1 Record s Directenty cen canes EN 29 12 8 erae dices bee qo CERE 31 6 High altitude approach 21 34 AVC clearance rs EE RR er 28 4 IES 45 erbe exi e d ERN 24 5 Recovery from unusual attitudes Inbound aces ero een es 21 6 Nose high recovery 20 2 Instrument approach 30 27 Nose low recovery 20 4 Low altitude approach 21 36 Partial panel unusual attitudes 20 4 ORIGINAL Index 10 NAVAIR 00 80 112 Page Page No No Recovery procedures Heading ls eos ee kt tert 26 4 Nose high recovery 20 2 ER RR Ro 26 3 Nose low 20 4 Radius to fix 26 4 Partial panel tude ks 20 4 Track tO HX 2222224 26 3 Partial panel unusual attitudes 20 4 Rotary wing instrument flying Reduced vertical separation minimums Airspeed control 18 16 RVSM iocis egies doped oa t eos 29 8 Altitude control 18 16 Relation of fronts to airmasses 4 1 Altitude stabilization 18 16 C
180. G13 in North Carolina the colored airway system exists only in the state of Alaska AII other such airways formerly so designated in the conterminous U S have been rescinded 2 The jet route system consists of jet routes established from 18 000 feet MSL to Flight Level FL 450 inclusive a These routes are depicted on en route high altitude charts Jet routes are depicted in black on aeronautical charts and are identified by a J Jet followed by the airway number e g J12 Jet routes as VOR airways are predicated solely on VOR or VORTAC navigation facilities except in Alaska Note Segments of jet routes in Alaska are based on L MF navigation aids and are charted in brown color instead of black on en route charts b With respect to position reporting reporting points are designated for jet route systems Flights using jet routes will report over these points unless otherwise advised by ATC 29 4 1 Area Navigation RNAV Routes 1 RNAV is a method of navigation that permits aircraft operations on any desired course within the coverage of station referenced navigation signals or within the limits of a self contained system capability or combination of these 2 Fixed RNAV routes are permanent published routes that can be flight planned for use by aircraft with RNAV capability A previously established fixed RNAV route system has been terminated except for a few high altitude routes in Alaska 3 Random RNAV routes are direct r
181. GLS is the acronym for GNSS Landing System GNSS is the acronym for Global Navigation Satellite System The minimums line labeled GLS will accommodate aircraft equipped with precision approach capable WAAS receivers operating to their fullest capability WAAS as its name implies augments the basic GPS satellite constellation with additional ground stations and enhanced position integrity information transmitted from geostationary satellites This capability of augmentation ORIGINAL 30 22 00 80 112 enhances both the accuracy and integrity of basic GPS and may support precision GLS approach minimums as low as 200 foot Height Above Touchdown HAT and 1 2 statute mile SM visibility Publication of the lowest GLS minimums requires that certain interrelated conditions of satellite availability and runway landing environment are met The suitability of the landing environment to support the lowest landing minimums is determined by the degree of airport compliance with AC 150 5300 13 Airport Design Precision runway and airport compliance factors include runway marking and lighting obstacle clearance surfaces runway length approach lighting taxiway layout etc Pilots will be informed that all the requirements of the precision runway landing environment are satisfied by the notation GLS PA GNSS Landing System Precision Approach on the first line of minimums in U S Government Terminal Procedure Publication charts Pilots will be i
182. HT DIRECTOR 5 5 16 12 16 6 OTHER POSITION INSTRUMENTS 16 12 13 ORIGINAL NAVAIR 00 80 112 Page No PART V ATTITUDE INSTRUMENT FLIGHT CHAPTER 17 ATTITUDE INSTRUMENT FLYING 17 1 GENERAL S PG p ES a RE Ed 17 1 17 2 AIRCRAFT CONTROL Re Rr ey 17 1 17 2 1 Attitude Control sess c 52 EIER he dS eee LIS 17 2 17 3 INSTRUMENT GROUPINGS 17 4 17 3 1 Control Instrument 5 uos ewe ETC PA CPG CER NUES CEU CORR e gue 17 4 17 3 2 Performance 17 4 17 3 3 Position Instruments 17 4 17 3 4 Instrument Scan prr VERRE Gl ee gone d Baie eu pde acie ees 17 4 17 3 5 Functions of Instruments Full Panel Scan 17 4 17 3 6 Scan Technique veter ene epo eu eR ppl re ded a eoe eS ce 17 6 17 3 7 Scan Analysis SUR RE 17 7 17 3 8 Use of Angle of Attack rer RR ERE ER Ra E Rd 17 7 17 4 AIRCRAFT bereduev oa ei DEG PUR 17 9 17 5 INSTRUMENT HOVERING 17 10 CHAPTER 18 INSTRUMENT FLIGHT MANEUVERS 18 1 APPLICATION 2 2 imeem eise deu osa
183. IFR FLIGHT PLAN 14 CFR Sections 91 153 and 91 169 include the statement When flight plan has been activated the pilot in command upon canceling or completing the flight under the flight plan shall notify an FAA Flight Service Station or ATC facility An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside Class A airspace by pilots stating CANCEL MY IFR FLIGHT PLAN to the controller or air ground station with which they are communicating Immediately after canceling an IFR flight plan a pilot should take the necessary action to change to the appropriate air ground frequency VFR radar beacon code and VFR altitude or flight level 27 11 ORIGINAL NAVAIR 00 80 112 separation and information services will be discontinued including radar services where applicable Consequently if the canceling flight desires VFR radar advisory service the pilot must specifically request it Note Pilots must be aware that other procedures may be applicable to a flight that cancels an IFR flight plan within an area where a special program such as a designated Terminal Radar Service Area TRSA Class C airspace or Class B airspace has been established If a DVFR flight plan requirement exists the pilot is responsible for filing this flight plan to replace the canceled flight plan If a subsequent IFR operation becomes necessary a new IFR flight plan must be filed and an ATC clearance
184. ILS PROCEDURES T DU AER Ud 24 5 24 3 1 Performing the ILS Approach 25 a pae a 24 5 24 3 2 Localizer Approaches do eR Ub ade idt 24 10 24 3 3 Simplified Directional Facility SDF e Rp Rn 24 10 24 3 4 Radar VectotS isis ccrte abaci dd 24 10 24 3 5 Localizer LOC Back Course Approach 24 11 ORIGINAL 16 NAVAIR 00 80 112 Page No CHAPTER 25 RADAR APPROACHES 25 1 INIRODUGCTION ume qa E EE NE 25 1 25 1 1 Principles of Radar cut Re ree GO eR ERRORI KR EXE eee ws 25 1 25 1 2 Radar Traffic Information 25 1 25 2 RADAR EQUIPMENT AND OPERATION 25 2 25 2 1 EQuipment pe eon E EV pr Ee uode ER 25 2 25 3 RADAR APPROACH PROCEDURES 25 3 25 3 1 Radar Approaches CREER ERR RE ERI eR 25 3 CHAPTER 26 GLOBAL POSITIONING SYSTEM GPS 26 1 INTRODUCTION emite ale ence e ee rte T o 26 1 26 2 SYSTEM OVERVIEW 26 1 26 2 1 Signal sk REGE Ga EY n 26 1 26 2 2 GPS 25 459 26 1 26 2 3
185. IMULATED BY GRAVITY AND LINEAR ACCELERATIONS UPRIGHT TILT FORWARD TILT BACKWARD TRUE SENSATION TRUE SENSATION TRUE SENSATION FORWARD ACCELERATION SENSATION OF TILTING BACKWARD FALSE SENSATION CENTRIPETAL ACCELERATION SENSATION OF UPRIGHT FALSE SENSATION 022 Figure 7 4 Otolith Organs ORIGINAL 7 4 NAVAIR 00 80 112 ON THE GROUND WHILE WE ARE IN CONTACT WITH THE EARTH THE PULL OF GRAVITY SQUEEZES THE PRES SURE SENSORS IN VARIOUS PORTIONS OF THE BODY THUS TELLING US IN WHICH DIRECTION THE EARTH LIES IN FLIGHT IN FLIGHT THE CENTRIFUGAL FORCES COMBINE WITH THE PULL OF GRAVITY RESULTING IN G FORCES WHICH MAKE THE SEAT OF THE PANTS SENSE UNRELIABLE AS AN ATTITUDE INDICATOR THE POSTURAL SENSE IFM F023 Figure 7 5 Postural Seat of the Pants Sense 7 2 5 Sight The only reliable information for a pilot to maintain spatial orientation is provided by the visual system On a clear day when adequate visual reference is available spatial disorientation is unlikely to happen despite the presence of linear or angular accelerations Any false sensory inputs from the inner ear and postural senses are naturally and easily suppressed and ignored Recent studies have postulated that the principal functions of the semicircular canals must be to stabilize the eyes in space during head movement and the otolith to provide a sense of direction at the resultant G vector At night or in IFR conditions a pilot shou
186. IN ROLL B 90 OF ROLL C INVERTED D RECOVERY Figure 19 10 Aileron Roll 19 9 ORIGINAL NAVAIR 00 80 112 60 CLIMB D 90 CLIMB E INVERTED F INVERTED DIVE Figure 19 11 Loop ORIGINAL 19 10 NAVAIR 00 80 112 INVERTED NOSE SLIGHTLY BELOW B 90 OF ROLL C RECOVER HORIZON BEGIN ROLLOUT NOSE LOW Figure 19 12 Immelmann Recovery Ensure sufficient backpressure remains to fly the aircraft through the top of the loop with a safe margin of airspeed above the stall In some aircraft rudder application may be necessary to maintain balanced flight throughout the maneuver After passing through the inverted attitude at the top of the loop gradually increase the backpressure as the airspeed increases Recover from the resultant dive being alert for controlled precession on the attitude indicator as the aircraft passes through the vertical attitude Keep the aircraft wings level throughout the maneuver being careful not to exceed any aircraft limitations Note Considering varying load conditions with resultant accelerated stall speeds and feel buffet changes reference to the angle of attack indicator in aircraft so equipped is recommended during critical segments of the loop 19 3 5 Immelmann The Immelmann Figure 19 12 is executed in the same manner as the first half of a loop followed by a half roll to an upright attitude Maintain inverted flight through the top of the maneu
187. INAL 9 2 NAVAIR 00 80 112 10 Medications Alcohol and Nutrition 10 1 GENERAL Self medication in aviation is a common and potentially dangerous act With the increasing medical sophistication of the general public through media advertising there is a definite possibility of self diagnosis and self prescription Self medication and taking medicine in any form while flying can be extremely hazardous to a pilot Even simple over the counter remedies may seriously impair judgment and coordination adversely affect the pilot s ability to interpret and process information provided by aircraft instruments or produce inner ear effects that may precipitate or intensify experiences of vertigo in aircraft OPNAVINST 3710 7 series prohibits the use of all drugs by flight personnel unless specifically approved by a flight surgeon aviation medical examiner or aviation medical officer The adverse effects of drugs on the human body are further complicated by the complex interactions that occur in the body between drugs between drugs and alcohol and between drugs and food additives including caffeine and nicotine Adverse drug effects are additive but can be synergistic where the resulting effect is greater than the sum of the individual effects The insidious incapacitation that may result from the effects of drugs and alcohol is increased when the pilot is fatigued frustrated or in a state of mild hypoxia In addition it is an even
188. ISUAL APPROACH A visual approach is conducted 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 identified aircraft in sight This approach must be authorized and controlled by the appropriate air traffic control facility Reported weather at the airport must have a ceiling at or above 1 000 feet and visibility 3 miles or greater ATC may authorize this type approach when it will be operationally beneficial Visual approaches are an IFR procedure conducted under IFR in Visual Meteorological Conditions VMC Cloud clearance requirements of 14 CFR Section 91 155 are not applicable unless required by operation specifications 30 19 1 Operating to an Airport Without Weather Reporting Service ATC will advise the pilot when weather information is not available at the destination airport ATC may initiate a visual approach provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1 000 feet and visibility 3 miles or greater e g area weather reports Pilot Reports PIREPs etc ORIGINAL 30 42 NAVAIR 00 80 112 DECISION MISS HERE CLIMBING TURN CIRCLING MANEUVER TO MISS HERE WHEN CLEARED IN VOR RIGHT HAND TRAFFIC PATTERN IFM F0197 Figure 30 20 Circling and Missed Approach Obstruction Clearance Areas 30 43 ORIGINAL NAVAIR 00 80 112 AL 481 FAA Rwy Idg N A E ES
189. Instrument Landing 2 2 2 2 2 7 44 46 a RR sa E Su E war a 24 2 Typical ILS Approach rne t ete le beg e n ces 24 6 Course Indicator Presentation Front 24 7 Course and Glideslope Deviation vs Actual Displacement from Touchdown 24 9 Course Indicator Presentations 1 24 12 LOC Back Course 24 13 29 ORIGINAL NAVAIR 00 80 112 Page No CHAPTER 25 RADAR APPROACHES Figure 25 1 Radio Wave Reflection 25 2 Figure 25 2 Typical Radarscopes 25 3 Figure 25 3 Precision Approach Le Ee v eoa e del 25 5 Figure 25 4 Surveillance Approach 222 222 4 40 4 45 d Ra pers 25 7 CHAPTER 26 GLOBAL POSITIONING SYSTEM GPS Figure 26 1 U S Standard RNP Levels 22er eee eee pe E eee road e 26 3 Figure 26 2 Track to Fix Leg Type sic uem Ere Dreh oc e ee 26 4 Figure 26 3 Direct to Fix Leg Type 1 26 5 Figure 26 4 Course to Fix Leg sog esos ways dew bd ex ped ES eee E 26 6 Figure 26 5 Radius to Fix L s Type i liso eae eh ee eed V olia i pce 26 6 CHAPTER 29 EN ROUTE PROCEDURES Figure 29 1 Adhering to Airways or
190. Integrated Systems y 6 EE EY E Ee 26 1 26 2 4 Flight Management System 5 26 2 26 2 5 Required Navigation Performance 26 2 26 2 6 Waypoints iue e Qu pL OREN Rs 26 3 26 2 7 Leg Types 2 22 exuere TRO Ea et Eus 26 3 26 2 8 Course Sensitivity 2 222 eec ep hb RR RR RA CRY QUEE EI ET ERE ER S 26 4 26 2 9 Navigation Database cc cen cea ees bees pa s r9 604 eee ES ERE EE RE Ens 26 7 26 3 RESTRICTIONS ON THE USE OF GPS 26 7 26 3 1 Specific Capabilities and Restrictions 26 7 26 3 2 Use of GPS Outside of the U S National Airspace System NAS 26 7 26 3 3 Receiver Autonomous Integrity Monitoring 26 7 26 3 4 Database Requirements 26 8 26 3 5 RNAV in the Terminal Area 26 8 26 3 6 GPS Approach 26 8 26 3 7 Alternate Airport Restrictions 26 9 26 4 GPS APPROACH NOMENCLATURE 26 0 26 4 1 GPS Stand Alone Approaches 26 9 26 4
191. Introduction 26 1 Preflight preparation 27 1 Required navigation performance Weather briefing 27 1 ENP Pm 26 2 Weather briefing support products RNAV 26 3 and severe weather restrictions and System overview 26 1 products rk p o eg 27 1 Waypoints 26 3 Index 5 ORIGINAL NAVAIR 00 80 112 Page Page No No GPS approach nomenclature Holding 29 8 Overlay approaches 26 9 Instructions 28 2 RNAV GPS approaches 26 10 Pattern located on the initial RNAV RNP approaches 26 10 approach course 21 42 Stand alone approaches 26 9 Type approach 21 42 GPS approach restrictions Homing 21 17 23 10 Multiple GPS receivers 26 9 Horizontal situation indicator HSI 16 6 RNAV procedural speed restrictions 26 9 Hover indicator 15 8 Scaling and alerting 26 9 bcd GPS navigation Field of view 22552454 o REY RI ps 14 3 Limitations ee IRL RR RD E 14 1 Flight training 26 15 Generali ss ssh atr ERR FER 26 14 1 Ground instruction 26 14 ICING e RE ege exa ES Ops 6 3 GPS IFR Appro
192. L 12 30 5560 581 600 5560 15 5660 14 5720 2 6000 3 MIRL Rwy 3L 21R 515 600 112 615 700 1 675 700 2 955 1000 3 REIL Rwy 3R 12 211 and 30 PRESCOTT ARIZONA PRESCOTT ERNEST A LOVE FIELD PRC Amdt 05356 34 39N 112 25 W RNAV GPS RWY 21L Figure 30 9 RNAV Approach Chart 30 15 ORIGINAL NAVAIR 00 80 112 7 Just as the underlying approach procedure may be modified in shape the TAA may contain modifications to the defined area shapes and sizes Some areas may even be eliminated with other areas expanded as needed Figure 30 10 is an example of a design limitation where a course reversal is necessary when approaching the IF from certain directions due to the amount of turn required at the IF Design criteria require a course reversal whenever this turn exceeds 120 degrees In this generalized example pilots approaching on a bearing to the IF IAF from 300 clockwise through 060 are expected to execute a course reversal The term NoPT will be annotated on the boundary of the TAA icon for the other portion of the TAA 8 Figure 30 11 depicts another TAA modification that pilots may encounter In this generalized example the right base area has been eliminated Pilots operating within the TAA between 360 clockwise to 060 bearing to the IF IAF are expected to execute the course reversal in order to properly align the aircraft for entry onto the intermediate segment Aircraft operat
193. MI 1 Tune and identify the VOR station This should already be accomplished 2 Turn in the shortest direction to a heading that will parallel or intercept the outbound course Turning to parallel the desired outbound course is acceptable Continuing the turn to an intercept heading may be preferable to expedite the intercept If turning immediately to intercept utilize an angle of intercept equal to the number of degrees or radial desired not to exceed 45 degrees 3 Set the desired course in the course selector window and check for FROM indication 4 Turn to an intercept heading if not previously accomplished 5 Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on bearing pointer CDI rate of movement and the time required to turn on course Figure 21 8 Course Interception Immediately After Station Passage Course Indicator and RMI Sheet 2 of 2 ORIGINAL 21 14 00 80 112 a olo RT IDENT 120 37 ICE 117 80 11 25 1 2 ADF 5 0437 RPLY a Figure 21 9 Outbound Course Interception Away from the Station RMI Only Sheet 1 of 2 21 15 ORIGINAL NAVAIR 00 80 112 COMPLETED 1 Tune and identify the VOR station Determine which radial the aircraft is on by noting the tail of the bearing pointer Determine the direction of turn to the ne
194. MINOLOGY NATOPS PUBLICATIONS The following special terminology and meanings apply to the contents of this and other NATOPS publications Warnings Cautions and Notes The following definitions apply to WARNINGS CAUTIONS and Notes WARNING An operating procedure practice or condition etc that may result in injury or death if not carefully observed or followed CAUTION An operating procedure practice or condition etc that may result in damage to equipment if not carefully observed or followed Note An operating procedure practice or condition etc that is essential to emphasize Requirement for compliance The concept of word usage and intended meaning adhered to in preparing this manual is as follows Shall is used only when application of a procedure is mandatory Should is used only when application of a procedure is recommended and need not are used only when application of a procedure is optional Will is used only to indicate futurity and never to indicate any degree of requirement for applicability of procedure Requirement for landing aircraft Land immediately means execute a landing without delay The primary consideration is to ensure the survival of the occupants Applicable to helicopters and other VTOL aircraft Land as soon as possible means land at the first landing site at which a safe landing may be made Land as soon as practical means ex
195. NG TURN CENTER THE CDI BY SETTING THE BEARING TO THE STATION INTO THE COURSE SELECTOR WINDOW NOTE TIME TURN TO PLACE THE BEARING POINTER ON THE NEAREST 90 INDEX UTC 1142 RAT 15 C 2 Figure 21 14 Time Distance Check 21 25 ORIGINAL NAVAIR 00 80 112 EQUALS SO STATION IS 13 MI AWAY AT 0918 BEARING 0914 IFM FO115 Figure 21 15 Bow to Beam Bearing Time Distance Check HEADING STATION gt 2 309 ANGLE EQUALS 2 BAC A TO B EQUALS 8 MIN OR 28 MI AB EQUALS BC SO AT 1054 PLANE WAS 8 MIN OR 28 MI FROM STATION C IFM F0116 Figure 21 16 Double the Angle on Bow Time Distance Check ORIGINAL 21 26 NAVAIR 00 80 112 21 3 12 Holding Figures 21 18 21 19 21 20 21 21 21 22 21 23 and 21 24 1 When holding at a VOR station pilots should begin the turn to the outbound leg at the time of the first complete reversal of the TO FROM indicator 2 Patterns at the most generally used holding fixes are depicted on appropriate charts Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by Air Traffic Control ATC 3 ATC clearance requiring that an aircraft be held at a holding point where the pattern is not depicted will include the following information a General holding instructions 1 The direction to hold from holding point The direction to hold with relation to the holding fix will be specified as one
196. ORIGINAL NAVAIR 00 80 112 25 LOC RANE COURSE FROM aN We 42 gt GLIDE SLOPE BRT COM lt IDENT D 120 37 134 85 p ON O 117 80 116 25 Q ATC ADF 0437 OU Q Figure 21 10 Outbound Course Interception Away from the Station Course Indicator and RMI Sheet 1 of 2 ORIGINAL 21 18 00 80 112 COMPLETED Tune and identify the VOR station Setthe desired outbound course in the course selector window Determine the direction of turn as in RMI only Turn to an intercept heading Set up a 45 degree 30 degree or double the angle off the bow intercept Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on bearing pointer CDI rate of movement and the time required to turn on course Figure 21 10 Outbound Course Interception Away from the Station Course Indicator and RMI Sheet 2 of 2 21 19 ORIGINAL NAVAIR 00 80 112 NM e La SU e 120 37 134 85 __ 1 e 117 80 116 25 PAAR ADE A _ 0437 RPLY Figure 21 11 Outbound Course Interception CDI Only Sheet 1 of 2 ORIGINAL 21 20 NAVAIR 00 80 112 COMPLETED Tune and identify the VOR station 2 Set the desir
197. Original 7 1 7 6 Original 28 1 thru 28 10 Original 8 1 thru 8 12 Original 29 1 thru 29 16 Original 9 1 thru 9 2 Original 30 1 thru 30 58 Original 10 1 thru 10 2 Original 81 Reverse Blank Original 11 1 thru 11 3 Reverse Blank Original 31 1 thru 31 6 Original 12 1 thru 12 3 Reverse Blank Original A 1 Reverse Blank Original 73 Reverse Blank Original Index 1 thru Index 15 Reverse 13 1 Reverse Blank Original 14 1 thru 14 3 Reverse Blank Original LEP 1 Reverse Blank LEP 1 2 blank ORIGINAL
198. P charts Designed to expedite clearance delivery and to facilitate transition between takeoff and en route operations Each DP is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location Standard Terminal Arrival STAR charts Designed to expedite air traffic control arrival procedures and to facilitate transition between en route and instrument approach operations Each STAR procedure is presented as a separate chart and may serve a single airport or more than one airport in a given geographical location Airport taxi charts Designed to expedite the efficient and safe flow of ground traffic at an airport These charts are identified by the official airport name e g Ronald Reagan Washington National Airport ORIGINAL NAVAIR 00 80 112 10 11 12 Operational Navigation Chart ONC is the standard worldwide small scale 1 1 000 000 aeronautical chart series and contains cartographic data with an aeronautical overprint depicting obstructions aerodromes special use airspace navigational aides Maximum Elevation Figures MEFs and related data Because of scale some features including obstructions are generalized in developed regions A Military Grid is overprinted for interoperability especially in regions of no TPC coverage Designed for medium altitude high speed visual and radar navigation Also used for mission plann
199. PS Overlay Approaches GPS overlay approaches permit pilots to use GPS avionics under IFR to fly existing instrument approach procedures Overlay approaches can be identified by the use of GPS in the title e g WOR or GPS RWY 24 26 4 2 1 GPS Not in the Title Some approaches typically VORs and NDBs do not have GPS in the title yet they are coded into the aeronautical database used by the GPS and are retrievable These approaches do not qualify as overlay approaches since GPS is not in the title They can however be used as a situational awareness tool to back up the pilot at the controls while flying a conventional approach 26 9 ORIGINAL NAVAIR 00 80 112 26 4 3 RNAV GPS Approaches The GPS Stand alone and GPS Overlay approaches are being replaced by the RNAV GPS approach format The RNAV GPS format is known as a performance based procedure The RNP accuracy required to fly these approaches is RNP 0 3 The minimums section is broken down into sections of LNAV LNAV Vertical Navigation VNAV Localizer Performance with Vertical Guidance LPV and GNSS Landing System GLS The LNAV approaches generally but not always have the highest minimums and are flown to a Minimum Descent Altitude MDA much like a traditional VOR or Tactical Air Navigation TACAN The LNAV VNAV section of the minimums designates the Decision Altitude DA and visibility for aircraft approved for Barometric Vertical Nav
200. PS manual The aircraft should also be configured flaps set for catapult launch in accordance with the applicable NATOPS flight manual for the launch gross weight and Wind Over Deck WOD En route to the catapult performance and position instruments should be checked for proper operation turn needle Horizontal Situation Indicator HSI wet compass Tactical Air Navigation TACAN While being spotted on the catapult pilot attention must necessarily be outside the cockpit however once the signal to TENSION is given the pilot is from that time on instruments The desired departure course should be checked and set in the Bearing Distance Heading Indicator BDHI heading cross checked with the Base Recovery Course and the attitude instrument s should be checked for proper operation and alignment When satisfied that you and the aircraft are ready for launch the appropriate signal is given The primary instrument during the catapult stroke is the attitude gyro At the end of the catapult stroke the desired climb attitude is established on the attitude indicator and then cross checked with the vertical speed indicator and altimeter for a positive climb indication while maintaining launch heading Once comfortably established in a climb the gear can be raised and an airborne radio transmission can be made After accelerating to the airspeed altitude prescribed for the type aircraft a transition to a clean cruise configuratio
201. PTER 19 INSTRUMENT PATTERNS AND CONFIDENCE MANEUVERS Figure 19 1 Vertical 85 1 2252294 ches os ete ee ee ed RU Ear ya 19 2 Figure 19 2 Vertical S22 ip ath wacko BA dede en e ep eee Gecko Bb alee e ao 19 2 Figure 19 3 Vertical S 3 anG S34 iis ore ae how eae ee ee 19 3 Figure 19 4 Steep Turn Pattern br cae nies bie a be LT ERU EE 19 4 Figure 19 5 OSCAR Pattern oou ud aR Mae aded d E 19 5 Figure 19 6 BRAVO CHARLIE 19 6 Figure 19 7 YANKEE Pattern High Performance Aircraft 19 7 Figure 19 8 bant CP 19 8 Figure 19 9 Barrel Roll eee ea e aei a eder a ies eR edo 19 8 Figure 19 10 Aileron 19 9 Figure 19 11 E60pu u cr p ea ee s ec o Ro e eR Eae 19 10 Figure 19 12 Immelmann Recovery 1 19 11 Figure 19 15 Half Cuban Eight Rad pate e ura a datae e 19 12 27 ORIGINAL NAVAIR 00 80 112 Figure 20 1 Figure 20 2 Figure 21 1 Figure 21 2 Figure 21 3 Figure 21 4 Figure 21 5 Figure 21 6 Figure 21 7 Figure 21 8 Figure 21 9 Figure 21 10 Figure 21 11 Figure 21 12 Figure 21 13 Figure 21 14 Figure 21 15 Figure 21 16 Figure 21 17 Figure
202. R CAUTION Intensive VFR Student Training all quadrants 47 00 hen climbing ATIS PENSACOLA APP CON PENSACOLA TOWER GND CON CLNC DEL 121 25 119 0 269 375 119 9 257 8 121 9 348 6 123 725 256 875 1700 NoPT 172 166 14 7 I PNS R 269 ugs IAF SAUFLEY _ 108 8 NUN gt ELEV 121 166 4 4 NM from FAF Remain I PNS n within 10 NM REIL Rwys 8 26 and 35 TDZ CL Rwys 17 and 35 5 1517 Rwys 8 26 and 17 350 640 60 FAF to 4 4 NM 940 17 i 519 600 1 519 600 1 680 1 680 2 CIRCUNG 559 600 112 559 600 2 PENSACOLA FLORIDA PENSACOLA REGIONAL PNS Amdt 13E 06159 30 28 N 87 11 W ILS RWY 17 Figure 24 2 Typical ILS Approach ORIGINAL 24 6 Front Course Approach Turning to intercept the ILS Localizer 12965 NAVAIR 00 80 112 LOCALIZER NOTE NOT TO SCALE GLIDESLOPE 000 14 2 900 4 30 1214 200 UTC1 11 42 15 12965 Rolling out on course glideslope above aircraft Figure 24 3 Course Indicator Presentation Front Course Sheet 1 of 2 24 7 ORIGINAL NAVAIR 00 80 112 COM 12287 9 1 11 42 RAT 15 C Ci 29 65 1 122 87 UTC1 11 42 15 COM 129 65 Left of course D Left of course correct right on glideslope glideslope below aircraft UTC1 1142 RAT 15 C COM 1 UTC1 11 42 RAT 1
203. RAVO IAF 5 NM 5 NM Intermediate Intermediate Segment Segment FAF gt lt FAF Final Segment Final Segment MAP Runways lt gt 5 The normal 1 all parallel runways Each runway will require separate IF IAF Only one initial intermediate and final segment combination will be depicted on the approach chart Figure 30 4 Modified T Approach to Parallel Runways ORIGINAL 30 10 00 80 112 Plan View BAKER IF IAF ALPHA IAF Initial Segment initia Segment BRAVO IAF 5 Intermediate Segment FAF Final Segment MAP Runways Figure 30 5 Approach with Common IAFs to Parallel Runways Plan View CURLY ALPHA IAF BRAVO IAF Initial Segment Initial Segment 5 5 NM 5 Intermediate Segment Final Segment Runways Figure 30 6 Approach with Common IAFs to Parallel Runways 30 11 ORIGINAL 00 80 112 5 The standard TAA consists of three areas defined by the extension of the legs and the intermediate segment course These areas are called the straight in left base and right base areas Figure 30 7 TAA area lateral boundaries are identified by magnetic courses to the IF The straight in area can be further divided into pie shaped sectors with the boundaries identified by magnetic courses to the IF IAF and may contain stepdown sections defined by arcs based on RNAV distances DME or A
204. RNAV is to be used leg length will be specified in minutes on pilot request or if the controller considers it necessary 5 Direction of turn if left turns are to be made the pilot requests or the controller considers it necessary 6 Time to expect further clearance and any pertinent additional delay information 29 9 ORIGINAL NAVAIR 00 80 112 EXAMPLES HOLDING M M s WAY TYPICAL PROCEDURE AN ILS OUTER MARKER VOR TYPICAL PROCEDURE AT INTERSECTION OF RADIALS HOLDING COURSE HOLDING COURSE AWAY FROM NAVAID TOWARD NAVAID i VORTAG m v EM 15 NM DME FIX 10 NM DME FIX TYPICAL PROCEDURE AT DME FIX IFM FO173 Figure 29 2 Holding Patterns ORIGINAL 29 10 NAVAIR 00 80 112 Holding pattern airspace protection is based on the following procedures 29 8 1 Descriptive Terms 29 8 1 1 Standard Pattern Right turns Figure 29 3 29 8 1 2 Nonstandard Pattern Left turns 29 8 2 Airspeeds aircraft may hold at the following altitudes and maximum holding airspeeds Altitude MSL Airspeed KIAS Minimum Holding Altitude MHA to 6 000 feet 200 6 001 feet to 14 000 feet 230 14 001 feet and above 265 The following are exceptions to the maximum holding airspeeds 1 Holding patterns from 6 001 to 14 000 feet may be restricted to a maximum airspeed of 210 Knots Indicated Airspeed KIAS This nonstandard pattern will be depicted by an icon ABEAM HOLDING
205. RO VNAV may not be authorized on some approaches due to other factors Pilots are directed to their local Flight Standards District Office FSDO for additional information Note RNAV and BARO VNAV systems must have a manufacturer supplied electronic database that shall include the waypoints altitudes and vertical data for the procedure to be flown The system shall also be able to extract the procedure in its entirety not just as a series of waypoints 30 23 ORIGINAL NAVAIR 00 80 112 3 Required Navigation Performance RNP a With the widespread deployment of RNAV systems the advent of GPS and the imminent implementation of WAAS greater flexibility in route procedure and airspace design is now possible with an associated increase in navigation accuracy and flight safety To capitalize on the potential of RNAV systems the FAA and the International Civil Aviation Organization ICAO are effecting a shift toward a new standard of navigation and airspace management called RNP b Navigation systems have typically been described as being sensor specific such as VOR NDB and ILS systems When RNP is specified it does not matter what the underlying navigation system or combination of systems is used provided the aircraft can achieve the required navigation performance Typically various sensor inputs are processed by the RNAV system to arrive at a position estimate having a high statistical degree of accuracy and confidence RNP i
206. SIDE lt OUTBOUND FIXEND INBOUND FIX NONHOLDING SIDE Figure 29 3 Holding Pattern Descriptive Terms 29 11 ORIGINAL NAVAIR 00 80 112 2 Holding patterns may be restricted to a maximum airspeed of 175 KIAS This nonstandard pattern will be depicted by an icon Holding patterns restricted to 175 KIAS will generally be found on Instrument Approach Procedures IAPs applicable to Category A and B aircraft only 3 Holding patterns at United States Air Force USAF airfields only 310 KIAS maximum unless otherwise depicted 4 Holding patterns at Navy fields only 230 KIAS maximum unless otherwise depicted 5 When a climb in hold is specified by a published procedure e g Climb in holding pattern to depart XYZ VORTAC at or above 10 000 or aircraft climb in TRUCK holding pattern to cross TRUCK Int at or above 11 500 before proceeding on course additional obstacle protection area has been provided to allow for greater airspeeds in the climb for those aircraft requiring them The holding pattern template for a maximum airspeed of 310 KIAS has been used for the holding pattern if there are no airspeed restrictions on the holding pattern as specified in step 2 of this section Where the holding pattern is restricted to a maximum airspeed of 175 KIAS the 200 KIAS holding pattern template has been applied for published climb in hold procedures for altitudes 6 000 feet and below and the 230 KIAS ho
207. SUP systems and must be obtained separately Active interim changes to NATOPS publications are published in electronic media only and most are available online at Wwww natec navy mil https airworthiness navair navy mil for viewing and downloading 61 ORIGINAL NAVAIR 00 80 112 AUTOMATIC DISTRIBUTION NATEC automatically sends copies of new revisions and changes to users whose NAVAIR publication requirements are maintained within its Automatic Distribution Requirements List ADRL database Detailed procedures for establishing and maintaining an ADRL account are contained in NAVAIR technical manual 00 25 100 work package WP 017 00 which is available online at www natec navy mil Note When a user s ADRL account has not been updated within the last 12 months all automatic distribution to the user will be suspended until the account has been updated avoid the gross cost and delivery inefficiencies that have resulted from excessive or insufficient distributions the NATOPS Program Manager has been granted authority to adjust the automatic distribution quantities of NATOPS publications Units requiring large or unusual distribution quantities of NATOPS publications should confirm them with the NATOPS Program Manager in advance of distribution to ensure that the quantities they will receive will be acceptable KEEPING THIS PUBLICATION CURRENT To be effective NATOPS publications must be kept current through an activ
208. T 113 NATOPS Aircraft Signals Manual NAVAIR 00 80T 122 NATOPS Helicopter Operating Procedures For Air Capable Ships Manual NAVMED FM 6410 1 Aeromedical Grounding Notice NAVMED FM 6410 2 Aeromedical Flight Clearance Notice OPNAVINST 3710 7 NATOPS General Flight and Operating Instructions OPNAVINST 6110 1 Physical Readiness Standards FAA Aeronautical Information Manual 14 CFR Part 71 Airspace 14 CFR Part 91 General Operating and Flight Rules Figure A 1 Other Publications Related to Instrument Flight A 1 A 2 blank ORIGINAL NAVAIR 00 80 112 INDEX Page Page No No A Terminal area operations and departure 23 tsk RE 26 10 Acceleration 15 4 6 10 or air to ground ordnance deliveries 9 2 Airmass Additional reports 29 4 Classification 222525522 s pr ke dr es 3 1 Atalltimes 29 4 Development 3 1 When not in radar contact 29 5 Modification 3 006 lese ced rne 3 1 ADF Thunderstorms 6 3 Homing procedures 93 10 MealliGE 2 ei DAS Nu mh 3 2 Procedure s 23 3 23 7 AIRMETS 27 4 Adherence to clearance 28 5 Pod PEATONES Adjacent channel interference 22 6 Control 2 etr
209. TRUMENT FLIGHT EVALUATION 5 31 1 31 3 1 Instrument Ground Training 31 1 31 3 2 Instrument Ground Evaluation 31 1 31 3 3 Instrument Flight 31 2 31 4 FLIGHT EVALUATION GRADING CRITERIA 31 3 31 4 1 Basic Instrument Flying Part One Grading Criteria 31 3 31 4 2 Instrument Flight in Controlled Airspace Part Two Grading Criteria 31 4 31 4 3 Flight Evaluation Grade Determination 31 6 ORIGINAL 22 NAVAIR 00 80 112 31 5 INSTRUMENT EVALUATION FINAL GRADE DETERMINATION 31 6 31 6 RECORDS AND REPORTS e COR ER EA OCA P Edo ac 31 6 31 7 MAINTAINING ALL WEATHER READINESS 31 6 APPENDIX A REFERENCES A 1 PURPOSE ER eR c e E o o de E e ea A 1 INDEX E23 EOD AS ED REPERI Fei dex d did aol Index 1 23 24 blank ORIGINAL NAVAIR 00 80 112 LIST OF ILLUSTRATIONS Page No CHAPTER 3 AIRMASSES Figure 3 1 Air Mass Source Regios esr bud buo pvp RR ee ea s RR Rd RR Ri pda 3 2 CHAPTER 4 FRONTS Figure 4 1 Frontal System Without Clouds Shown 4 2 Figure 4 2 Vertical Cross Section of a Slow Moving C
210. The signal pattern for bearing information is formed by varying the nondirectional pattern sent from the stationary central element of the antenna This is done by rotating a cylinder around the central element of the antenna at 15 revolutions per second rps Figure 22 3 part A A metal wire embedded vertically in the plastic cylinder distorts the radiated signal into a cardioid heart shaped pattern and its rotation causes the cardioid pattern to also revolve at 15 rps This resulting rotating pattern is referred to as the course pattern From this the aircraft receives a 15 cycles per second cps amplitude modulation This means that the strength of the signal goes from maximum to minimum and back to a maximum at the rate of 15 cps Another larger cylinder with nine wires in it is mounted around the central element and the smaller cylinder and also rotates at 15 rps This is the fine antenna that superimposes nine lobes on the already formed course pattern This forms a 135 cps signal Figure 22 3 part B WIRES ON OUTER ROTATING CYLINDER WIRES ON INNER ROTATING STATIONARY CYLINDER CENTRAL ELEMENT REFERENCE DRIVE PULSE DISK SHAFT IFM F0132 Figure 22 2 TACAN Ground Beacon Antenna ORIGINAL 22 2 NAVAIR 00 80 112 Fixed Center Element Inner Parasitic Element Cardioid pattern resulting from Inner parasitic element Pattern rotates at 15 RPS due to rotation of inner antenna cylinder Fixed Center El
211. Turning to Computed Heading 22 15 The Technique of Proceeding Direct Between TACAN Fixes 22 16 The Direction of TACAN Holding is Relative to the Holding Fix Not the Station 22 17 Typical TACAN Approaches 22 19 DAE esp sns 22 21 TACAN Low Altitude Approaches 22 22 CHAPTER 23 ADF UHF ADF MARKER BEACONS Effects of Volume Control on Null 23 3 Inbound Course Interception Less Than 457 23 4 Inbound Course Interception Greater Than 45 Timed Distance Method 23 5 Course Interception Immediately After Station Passage 23 8 Time Distance Check 23 11 Maintaining Course Inbound 1 23 12 Maintaining Course Outbound 23 12 Curved Flightpath as a Result of Homing with a Crosswind Condition 23 13 Automatic Direction Finding Signal Pattern 23 14 Typical ADF High Altitude Penetration and Approach 23 16 Typical ADF Low Altitude 23 17 CHAPTER 24 INSTRUMENT LANDING SYSTEM ILS
212. Use of Power 18 3 2 1 Bank Control Prior to entering a turn the pilot should decide upon an angle of bank to be used Factors to consider are True Airspeed TAS and the desired rate of turn A slow turn rate may unnecessarily prolong the turn whereas a high rate of turn may cause overshooting of the heading and difficulty with nose attitude control As a guide for small turns 30 or less the angle of bank used should approximate the number of degrees to be turned For turns of more than 30 a bank angle of 30 is normally used High true airspeed and or flight manual procedures for the equipment being used may require other angles of bank To enter a turn the pilot should refer to the attitude indicator while applying smooth and coordinated control pressures to establish the desired angle of bank Bank control should then be maintained throughout the turn by reference to the attitude indicator Cross check the heading indicator and or turn needle to determine if the angle of bank is satisfactory Trim may be helpful during prolonged turns to assist in aircraft control To enter a turn the pilot should refer to the attitude indicator while applying smooth and coordinated control pressures to establish the desired angle of bank Bank control should then be maintained throughout the turn by reference to the attitude indicator Cross check the heading indicator and or turn needle to determine if the angle of bank is satisfactory Trim may be helpful d
213. VDPs are intended to provide additional guidance where they are implemented No special technique is required to fly a procedure with a VDP The pilot should not descend below the MDA prior to reaching the VDP and acquiring the necessary visual reference 2 Pilots not equipped to receive the VDP should fly the approach procedure as though no VDP had been provided 30 5 5 Visual Portion of the Final Segment Instrument procedures designers perform a visual area obstruction evaluation off the approach end of each runway authorized for instrument landing straight in or circling Restrictions to instrument operations are imposed if penetrations of the obstruction clearance surfaces exist These restrictions vary based on the severity of the penetrations and may include increasing required visibility denying VDPs and prohibiting night instrument operations to the runway 30 5 6 Vertical Descent Angle VDA on Nonprecision Approaches Descent angles are currently being published on selected nonprecision approaches The FAA intends to eventually publish Vertical Descent Angles VDAs on all nonprecision approaches Published along with the VDA is the Threshold Crossing Height TCH i e the height of the descent angle above the landing threshold The descent angle describes a computed path from the FAF and altitude to the runway threshold at the published TCH The optimum descent angle is 3 00 degrees whenever possible the approach will be designed
214. WED AIRCRAFT 12 5 FORMATION FLIGHTS IN NIGHT OR WEATHER PART IV AIRCRAFT FLIGHT NAVIGATIONAL INSTRUMENTATION CHAPTER 13 INTRODUCTION TO AIRCRAFT FLIGHT INSTRUMENTS 13 1 GENERAL sesser erenn Eiin pue 14 1 GENERAL wets eda ans ot 14 2 HEADS UP DISPLAY 14 2 1 HUD 1 14 2 2 Global Orientation edd rr ur ee deb E RI Vet ed dues ts 14 2 3 HUD Field Of VIEW eda ete tede in 14 2 4 Conventional Cross Check ORIGINAL 12 NAVAIR 00 80 112 Page No CHAPTER 15 PERFORMANCE INSTRUMENTS 15 1 COMPASSES 15 1 15 1 1 Standby Magnetic Compass 15 1 15 1 2 Variation PPP 15 1 15 1 3 Deviation E 15 3 15 1 4 Magnetic Dip sina tie epe ec oc e Pea beo pp e ER cas 15 3 15 1 5 Acceleration EOR xad ede Fara e 15 4 15 1 6 Oscillation EMOT 222i E EUER ERE EE EE 15 4 15 2 AIRSPEED INDICATOR 4 15 4 15 3 VERTICAL SPEED 15 4 15 3 1 VSLEMOP T 15 4 15 3 2 Dial buda
215. XAS Amdt 11A 05300 CIRCUNG 480 1 397 400 1 457 500 1 457 500 12 BROWNSVILLE SOUTH PADRE ISLAND INTL BRO 25 54N 97 26 W LOC BC RWY 31L 557 600 2 Figure 24 6 LOC Back Course Approach 24 13 24 14 blank ORIGINAL NAVAIR 00 80 112 25 Radar Approaches 25 1 INTRODUCTION The word radar is derived from the words radio detection and ranging Radar equipment determines the distance and direction of objects by transmission and return of radio waves Radar is used in many ways to increase operational effectiveness One of its principal uses is to provide a precision approach system for aircraft landing during conditions of restricted visibility and or low ceilings 25 1 1 Principles of Radar The basic principle of radar may be stated in a a single word reflection An echo is a simple demonstration of the reflection of sound waves A radiated noise strikes a reflecting surface and is returned to its source The time lag between the original sound and its echo is directly proportional to the distance the sound must travel This same principle applies in the use of radio waves The frequency band used contains very short radio waves of ultrahigh or super high frequency that travel essentially in a straight line and are easily reflected from objects in their path Longer radio waves are not as easily reflected they continue around obstacles and tend to follow the curvature of the Earth A
216. a TAA with Feeders from an Airway 30 19 Figure 30 13 Minimum Vectoring Altitude 30 20 Figure 30 14 Timed Approaches from a Holding 30 31 Figure 30 15 Parallel ILS Approaches 1 30 34 Figure 30 16 Staggered ILS Approaches 30 35 Figure 30 17 Simultaneous Parallel ILS Approaches 30 36 Figure 30 18 ILS PRM Approaches 1 30 38 ORIGINAL 30 NAVAIR 00 80 112 Figure 30 19 Final Approach Obstacle Clearance 30 41 Figure 30 20 Circling and Missed Approach Obstruction Clearance 30 43 Figure 30 21 Missed 2 1 30 44 Figure 30 22 Overhead 214 4 4 4 30 47 Figure 30 23 Precision and Nonprecision Configuration Lighting 30 48 Figure 30 24 28 Bar VASI usua a esa ev EE pue Base E edes E 30 50 Bipure 30 25 3 VASI 35 48 92 5 eque 30 50 Figure 30 26 VASI Variations 9 30 51 Figure 30 27 Precision Approach Path Indic
217. a rate greater than desired the pitch change was too large Readjust the pitch attitude rather than wait for a stabilized indication on the vertical speed indicator 0 Figure 18 3 Adjusting the Attitude Indicator 18 5 ORIGINAL NAVAIR 00 80 112 When a deviation from the desired altitude occurs exercise good judgment in determining rate of correction The correction must not be too large and cause the aircraft to overshoot the desired altitude nor should it be so small that it is unnecessarily prolonged As a guide the pitch attitude change on the attitude indicator should produce a rate of vertical speed approximately twice the size of the altitude deviation Usually pitch changes are made in fractions 1 4 1 2 3 4 etc of pippers or degrees For example if the aircraft is 100 feet off the desired altitude a 200 feet per minute rate of correction would be a suitable amount By knowing the present rate of climb or descent and the results to be expected from a pitch change the pilot can closely estimate how much to change the pitch attitude Initially this pitch change is an estimated amount therefore the adjusted pitch attitude must be held constant until the rate of correction is observed on the vertical speed indicator If it differs from that desired further adjustment of the nose attitude is required Figure 18 4 When approaching the desired altitude determine a lead point on the altimeter for initi
218. able to the engine and shows up on the instrument panel as a loss in rpm and an increase in exhaust gas temperature or a loss of power The conditions that lead to jet engine intake icing are the same as those that cause other structural icing as described in previous paragraphs When in icing conditions in jet aircraft and a combination of Exhaust Gas Temperature EGT rise and rpm drop is noted suspect engine icing and land at the nearest suitable airfield Refer to the appropriate NATOPS flight manual for the type of anti icing deicing equipment used 6 8 LOW LEVEL WINDSHEAR In the past low level windshear has been proven as the cause of several major mishaps as documented by flight data recorders Windshear is defined as a change in wind direction and or speed over a relatively short distance in the atmosphere As the atmosphere is very dynamic pure speed shears or pure directional shears are rare most shears involve a change in both direction and speed A common result of this phenomena is known as clear air turbulence 6 11 ORIGINAL NAVAIR 00 80 112 Low level windshear is defined in the same manner stated above with the exception that it relates to the atmosphere below 1 500 feet AGL Low level windshear can adversely affect an aircraft performance during the landing and takeoff phases of flight An aircraft experiences hazardous low level windshear when the change in direction or speed takes place faster than the airplane can acce
219. ach when 1 Visual reference with the runway environment at the missed approach point is insufficient to complete the landing 2 Instructed by the controlling agency 3 A safe landing is not possible 21 3 12 4 2 Dual Facility Approaches This type of approach may use dual VOR ADF or a combination of the two facilities Figure 21 26 illustrates one type of dual facility approach With dual navigational receivers this type of approach offers a few advantages over the non DME teardrop approach The pilot can maintain course on one facility and monitor his progress by reference to the second facility Normally the distance between the IAF and FAF is published in the profile view of the approach chart If the pilot is position oriented the pilot can better approximate the time available to configure the aircraft for the final approach With only a single VOR or ADF receiver this type of approach may require a high degree of pilot proficiency In the illustration a pilot flying this approach would have to retune the VOR several times in order to intercept and maintain course and at the same time determine the aircraft position in relation to the intersection s Consider weather aircraft equipment and pilot proficiency when planning a dual facility approach Note Dual receivers are required when an intersection formed by a radial from another facility is used as a step down fix between the final approach fix and missed approach poi
220. ack Because the angle of attack during the approach phase of flight remains the same regardless of weight it is a more direct indication of best final approach speed than indicated or Calibrated Airspeed CAS During an approach the landing configuration and approach angle of attack should be established prior to commencing the final approach descent To establish the approach angle of attack reduce airspeed and maintain altitude until the desired indications are established on the angle of attack indicator indexer The resulting airspeed will be the best final approach for that weight thus the airspeed and angle of attack indicators may be used to supplement one another Control of angle of attack and rate of descent require coordinated power and pitch changes If the aircraft is above the glideslope with the desired angle of attack the pilot should decrease power to increase rate of descent and adjust the nose to maintain the desired angle of attack the pilot should increase power to decrease the rate of descent and adjust the nose to maintain the desired angle of attack 17 7 ORIGINAL NAVAIR 00 80 112 ALTITUDE HEADING cOMPASS AIRSPEED VERTICAL VELOCITY ATTITUDE TURN amp SLIP Primary instrument scan should focus on the attitude indicator with periodic scans to airspeed heading altitude VVI turn amp slip and engine indications Figure 17 7 Instrument Scan Technique ORIGINAL 17 8 NAVAIR 00 80 1
221. ack the aircraft may actually pick up a greater load of ice then at cruising airspeeds where the angle of attack is slight and only the leading edge of airfoils and fuselage is exposed to ice accumulation The airfoil shape determines deflection characteristics A thick airfoil found on most propeller driven aircraft will cause a large deflection in the air passing the airfoil This in turn deflects much of the moisture around the leading edge A thin airfoil more common to jet aircraft causes only a small deflection in the air passing it hence the water drops are much more likely to impinge on the leading edge Fortunately for jet aircraft most icing occurs in the lower and middle flight altitudes and only a small percentage at jet cruising levels The principal icing danger to jet aircraft occurs during approach and landing 6 7 STRUCTURAL DEICING The following discussion is general in nature In all cases of discussion of techniques the NATOPS procedures for the aircraft in question should be followed Most aircraft are equipped with means either to prevent or remove ice from critical areas of the aircraft These areas are the leading edge of airfoils radomes propellers windshields and the pitot static air system Notable exceptions to this rule are attack and fighter type jet aircraft and most training aircraft The design of high performance jet aircraft is not readily adaptable to deicing gear and in the normal operation of this type o
222. adar approach control facility providing approach control service without the use of radar 3 Nonradar arrival aircraft arriving at an airport without radar service or at an airport served by a radar facility and radar contact has not been established or has been terminated due to a lack of radar service to the airport 4 Nonradar route flight path or route over which the pilot is performing his her own navigation The pilot may be receiving radar separation radar monitoring or other ATC services while on a nonradar route 5 Nonradar separation spacing of aircraft in accordance with established minimums without 47 overhead maneuver not known sufficiently in advance to publicize by other means concerning the establishment condition or change in any component facility service or procedure of or hazard in the National Airspace System the timely knowledge of which is essential to personnel concerned with flight operations 1 NOTAM D ANOTAM given in addition to local dissemination distant dissemination beyond the area of responsibility of the flight service station These will be stored and available until canceled 2 NOTAM L A NOTAM given local dissemination by voice and other means such as telautograph and telephone to satisfy local user requirements 3 FDC NOTAM A NOTAM regulatory in nature transmitted by a U S NOTAM Facility USNOF and given system wi
223. al Approach Waypoint FAWP Programming a radial and distance from a VOR Recovering from sequencing past a waypoint at which holding was intended 26 15 ORIGINAL NAVAIR 00 80 112 15 Operator recommended levels of automation for phase of flight and workload including methods to minimize cross track error to maintain procedure centerline 16 Crew coordination and FMS CDU etiquette 17 Using the FMS CDU to maximize situational awareness 18 Using the FMS CDU for visual approaches 19 Extending a point for interception 20 Intercepting a route between two points 21 Conditional waypoints and FMS generated waypoints 26 7 FUTURE IMPROVEMENTS TO GPS 26 7 1 Wide Area Augmentation System WAAS The Wide Area Augmentation System WAAS is a critical component of the FAA strategic objective of a seamless satellite navigation system for civil aviation This system will improve the accuracy availability and integrity of GPS thereby improving the capacity and safety currently provided by the National Airspace System Ultimately WAAS will allow GPS to be used as a primary means of navigation from takeoff through Category I precision approach WAAS will provide vertical guidance procedures to achieve an operational capability similar to an instrument landing system where suitable airport conditions exist Unlike traditional ground based navigation aids WAAS will cover a more extensive service area Wide Area Ground Reference Station
224. altitude of 9 600 feet once within 30 nm in the right base area Pilots approaching from the northeast are expected to maintain a minimum altitude of 11 400 feet once within 30 nm and when within 12 nm of the IF IAF descend to a minimum altitude of 9 100 feet MSL until reaching the IF ORIGINAL 30 12 00 80 112 To Straight in IF IAF Plan View STRAIGHT IN AREA 2000 RIGHT BASE AREA LEFT BASE AREA To Right Base IAF To Left Base IAF 360 Aircraft maintain designated altitudes within each area Figure 30 7 TAA Areas 30 13 ORIGINAL 00 80 112 Plan View STRAIGHT IN AREA RIGHT BASE AREA LEFT BASE AREA Figure 30 8 Sectored TAA Areas ORIGINAL 30 14 NAVAIR 00 80 112 PRESCOTT ARIZONA 1 546 Rwy 2 APP lt 7550 GPS RWY 211 208 Elev 5045 PRESCOTT ERNEST A LOVE FIELD PRC DME DME RNP 0 3 NA MISSED APPROACH Climb to 9000 direct JURAX and A Baro VNAV NA below 25 C 13 T vio306 track to DILLY ond hold ATIS ALBUQUERQUE CENTER PRESCOTT TOWER GNDCON PRESCOTT RADIO 128 75 0 12 30 127 2 128 45 298 9 125 3 CTAF 257 9 121 7 122 4 2554 25 3 38 210 47 IF IAF PEVYU D 2 ldg 6826 Rwy 3L 199 4035 Rwy 12 Idg 4258 4NM Holding Pattern B D 5230 4 251 200 14 INAV 5380 1 401 400 1 5560 1 5560 14 MIR
225. anals that were stimulated by the onset of the turn eventually come up to speed with the canal walls If the head is then tipped the angular momentum of the fluid causes it to move again relative to the canal walls The resulting sensation is one of rotation in the plane of the new position of the canal even though no actual motion has occurred in that plane thus abrupt head movements may cause false sensations of angular motion and erroneous perceptions of attitude An attempt to correct for this is likely to result in a loss of aircraft control To prevent this reaction pilots should avoid sudden extreme head movements especially while making turns The head movement often results in an overwhelming sensation of a roll coupled with a climb or dive Correction for this apparent unusual attitude should be made on the aircraft attitude indicator and not by reflex action The solution is simple minimize head movement 8 1 1 4 Nystagmus Nystagmus often accompanies coriolis illusion During and immediately after maneuvers resulting from particularly violent angular accelerations such as spins and rapid aileron rolls the eyes can exhibit an uncontrollable oscillatory movement called nystagmus This eye movement generally results in an inability to focus either on flight instruments or on outside visual references Rolling maneuvers are especially likely to result in visual blurring because of nystagmus Normally nystagmus ceases several seconds after term
226. and level for at least 30 seconds 60 seconds if possible Generally the wingman s symptoms will subside in 30 to 60 seconds Advise ATC if necessary If the preceding procedures are not effective the lead should consider transferring the flight lead position to the wingman while straight and level TWO WE STILL STRAIGHT AND LEVEL TAKE THE LEAD NOW Note The wingman should be briefed to go straight to the attitude indicator and maintain straight and level flight for 60 seconds before initiating turns climbs or descents The objective is for the wingman to reestablish visual dominance as quickly as possible Again a wingman who is severely disoriented should not elect or be directed to go lost wingman The wingman will be unable to accomplish these procedures precisely or safely At this point the mission should be terminated and the flight recovered by the simplest and safest means possible The safest method to recover flight formations in IMC conditions is a single frequency straight in penetration or en route descent to the Final Approach Fix FAF Teardrop penetrations and arc approaches greatly task the skills of a wingman 12 3 12 4 blank ORIGINAL NAVAIR 00 80 112 PART IV Aircraft Flight Navigational Instrumentation Chapter 13 Introduction to Aircraft Flight Instruments Chapter 14 Attitude Instruments Chapter 15 Performance Instruments Chapter 16 Position Instruments Im 73 74
227. and distribution of precipitation along and in advance of the cold front depend primarily on the vertical velocity within the warm airmass On the basis of this factor these fronts are classified as either slow moving or fast moving cold fronts When viewing a cold frontal system it is important that they be characterized as either a slow moving or fast moving system 4 3 1 1 Slow Moving Cold Fronts A slow moving cold front is defined as a cold front with an average speed of 15 knots or less and an average slope of 1 100 however near the surface the slope is much steeper than in the upper atmosphere The cloud and precipitation areas associated with this type front are extensive with showers thunderstorms and squalls that persist for hundreds of miles along the front Additionally extensive cloud cover and precipitation extend for several hundred miles behind the front The development of convective activity is largely dependent on the original instability characteristics of the warm airmass Within the cold airmass there may be some stratified clouds in the rain area but there are no clouds in the cold air beyond this area unless the cold airmass in unstable See Figure 4 2 for a cross section of a typical slow moving cold front 4 1 ORIGINAL NAVAIR 00 80 112 COLD FRONT WARM FRONT SLOPE SLOPE WARM AIR _ COLD AIR COLD IFM F02 Figure 4 1 Frontal System Without Clouds Shown CIRRO STRATUS
228. and those found in other publications this manual will govern 3 Checklists and other pertinent extracts from this publication necessary to normal operations and training should be made and carried for use in naval aircraft EASTBURG United States By direction of Commander Naval Air Systems Command 3 4 blank ORIGINAL 00 80 112 INTERIM CHANGE SUMMARY The following Interim Changes have been canceled or previously incorporated into this manual INTERIM CHANGE NUMBER S REMARKS PURPOSE The following Interim Changes have been incorporated into this Change Revision INTERIM CHANGE NUMBER S REMARKS PURPOSE INTERIM CHANGE ORIGINATOR DATE PAGES NUMBER S or DATE TIME GROUP AFFECTED 5 6 blank ORIGINAL 00 80 112 RECORD OF CHANGES Change No and Date of Page Count Verified by Date of Change Entry Signature 7 8 blank ORIGINAL NAVAIR 00 80 112 INSTRUMENT FLIGHT MANUAL Contents Page No PART INTRODUCTION CHAPTER 1 INTRODUCTION 1 1 PURPOSE ee qe ale dos wu Eua te 1 1 1 2 SCOPE p Re eb eR ex d enel 1 1 1 3 GENERAL e RC oe SASS eS Ka eU PX RE Qa e RP a Rd e ER 1 1 1 4 RESPONSIBILITIES tere etae c eR ae a d 1 1 1 4 1 NATOPS Advisory
229. anding threshold at which point the pilot is advised of any deviation from the runway centerline Radar service is automatically terminated upon completion of the approach 2 A Surveillance Approach ASR is one in which a controller provides navigational guidance in azimuth only The pilot is furnished headings to fly to align the aircraft with the extended centerline of the landing runway Since the radar information used for a surveillance approach is considerably less precise than that used for a precision approach the accuracy of the approach will not be as great and higher minimums will apply Guidance in elevation is not possible but the pilot will be advised when to commence descent to the MDA or if appropriate to an intermediate stepdown fix Minimum Crossing Altitude MCA and subsequently to the prescribed MDA In addition the pilot will be advised of the location of the MAP prescribed for the procedure and the aircraft position each mile on final from the runway airport heliport or MAP as appropriate If requested by the pilot recommended altitudes will be issued at each mile based on the descent gradient established for the procedure down to the last mile that is at or above the MDA Normally navigational guidance will be provided until the aircraft reaches the MAP Controllers will terminate guidance and instruct the pilot to execute a missed approach unless at the MAP the pilot has the runway airport or heliport in sight fo
230. ansmitter and receiver The radar controller vectors the aircraft to align it with the runway centerline The controller continues the vectors to keep the aircraft on course until the pilot can complete the approach and landing by visual reference to the surface There are two types of radar approaches Precision PAR and Surveillance ASR ORIGINAL 30 30 NAVAIR 00 80 112 1000 REPORT LEAVING PREVIOUS ALTITUDE FOR NEW ASSIGNED ALTITUDE 1000 FT V minute APPROXIMATELY 5 FLYING TIME 12 03 CLEARANCE RECEIVED 04 INITIAL TIME OVER FIX 07 REPORT LEAVING FINAL APPROACH TIME IFM F0191 Figure 30 14 Timed Approaches from a Holding Fix 30 31 ORIGINAL NAVAIR 00 80 112 radar approach may be given to any aircraft upon request and may be offered to pilots of aircraft in distress or to expedite traffic however an ASR might not be approved unless there is an ATC operational requirement or in an unusual or emergency situation Acceptance of a PAR or ASR by a pilot does not waive the prescribed weather minimums for the airport or for the particular aircraft operator concerned The decision to make a radar approach when the reported weather is below the established minimums rests with the pilot PAR and ASR minimums are published on separate pages in the FAA Terminal Procedures Publication TPP 1 A Precision Approach PAR is one in which a controller provid
231. any compass card a bearing pointer pointing to the course displayed and the desired inbound radial Determine an intercept heading using RMI only procedures Setthe desired inbound course in the course selector window and check for a TO indication Turn to the intercept heading Turn in the shortest direction to the intercept heading If a CDI heading pointer is installed ensure the pointer is positioned in the upper half of the CDI when established on the intercept heading Note If all compass cards are inoperative make a timed turn to the intercept heading using the magnetic compass Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on the CDI rate of movement and the same required to turn on course Figure 21 7 Inbound Course Interception CDI Only Sheet 2 of 2 ORIGINAL 21 12 NAVAIR 00 80 112 COURSE 7 QU FROM D GLIDE p A A Qs SLOPE LI LASS e 120 37 134 85 e NAV1 e 117 80 116 25 _ ADF E e Figure 21 8 Course Interception Immediately After Station Passage Course Indicator and RMI Sheet 1 of 2 21 13 ORIGINAL NAVAIR 00 80 112 COURSE LOC RAN 110 COURSE INTERCEPT COMPLETED amp N T LOC RAN SET Outbound Procedural Steps Immediately After Station Passage Course Indicator and R
232. ases the presence of a microburst is not detected until it actually occurs From the cockpit of an aircraft a microburst may look like a local shower either light or heavy in intensity however there is no proven method by which the pilot can visually determine that a microburst will take or has taken place When an aircraft is approaching an area of convective activity at or below the base of the clouds the pilot should look for an unusual increase in the airspeed and lift increase in altitude of the aircraft which will indicate the onset of the microburst If this scenario takes place the pilot must take prompt and appropriate measures to deal with the rapid onset of a downflow tailwind crosswind or a combination of said elements WARNING Microbursts pose a serious threat to aircraft especially those conducting the arrival or departure phase of flight or operating at low altitudes adjacent to areas of convecting activity The rapid onset of dangerous downflow and tailwind shear must be met with quick responsive action by the pilot The only safe way to deal with a microburst is to avoid flying in areas where microbursts may develop Specifically pilots should delay takeoffs approaches and or landings when operating near convective activity until the convective activity has moved safely away from the flightpath 6 13 6 14 blank ORIGINAL NAVAIR 00 80 112 PART Physiology of Instrument Flight Chapter 7 Introductio
233. ass E airspace Class E airspace 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 instrument procedures Also in this class are Federal airways airspace beginning at either 700 or 1 200 feet AGL used to transition to from the terminal or en route environment en route domestic and offshore airspace areas designated below 18 000 feet MSL Unless designated at a lower altitude Class E airspace begins at 14 500 MSL over the United States including that airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous states and Alaska up to but not including 18 000 feet MSL and the airspace above FL 600 A word used in an ATC clearance to authorize a pilot to conduct flight at any altitude from the Minimum Altitude Minimum Obstruction Clearance Altitude MEA MOCA up to and including the altitude specified in the clearance The pilot may level off at any intermediary altitude within this block of airspace Climb descent within the block is to be made at the discretion of the pilot however once the pilot starts descent and reports leaving an altitude in the block he she may not return to that altitude without additional ATC clearance Further it is approval for the pilot to proceed to and make an approach at destination airport and can be used in conjunc
234. assign altitudes lower than the minimum vectoring altitude Pilots should notify ATC immediately if there is a degradation of aircraft or navigation systems 30 33 ORIGINAL NAVAIR 00 80 112 3 Strict radio discipline is mandatory during parallel ILS MLS approach operations This includes alert listening watch and the avoidance of lengthy unnecessary radio transmissions Attention must be given to proper call sign usage to prevent the inadvertent execution of clearances intended for another aircraft Use of abbreviated call signs must be avoided to preclude confusion of aircraft with similar sounding call signs Pilots must be alert to unusually long periods of silence or any unusual background sounds in their radio receiver A stuck microphone may block the issuance of ATC instructions by the final monitor controller during simultaneous parallel ILS MLS and simultaneous close parallel ILS PRM approaches 4 Use of Traffic Alert and Collision Avoidance Systems TCAS provides an additional element of safety to parallel approach operations Pilots should follow recommended TCAS operating procedures presented in approved flight manuals original equipment manufacturer recommendations professional newsletters and FAA publications 30 12 PARALLEL ILS MLS APPROACHES DEPENDENT Parallel approaches are an ATC procedure permitting parallel ILS MLS approaches Figure 30 15 to airports having parallel runways separated by at least 2 500 feet betw
235. assured The establishment of an MAA at 40 000 feet MSL means that adequate reception on a jet route so designated is assured up to and including 40 000 feet MSL military assumes responsibility for separation of aircraft Military Assumes Responsibility for Separation of Aircraft MARSA shall be authorized 45 minimum minimum crossing altitude minimum en minimum fuel minimum IFR altitudes NAVAIR 00 80T 112 only for those special military operations that are specified in a letter of agreement or other appropriate FAA or military documents altitude instrument approach MSL altitude vertical to a geographic location below which an aircraft may not descend during an instrument approach until after passing the location The requirement for a minimum altitude may be created by obstruction clearance criteria or airspace separation criteria On the approach plates a minimum altitude will be depicted as an underlined number The lowest altitude at certain radio fixes at which an aircraft must cross when proceeding in the direction of a higher minimum en route IFR altitude minimum descent altitude altitude specified in feet above MSL below which descent will not be made until visual reference has been established with the runway environment and the aircraft is in a position to execute a normal landing Minimum descent altitudes apply to nonprecision straight in and circling approaches route altitud
236. asts FAs Normally WSs and WSTs are issued separately and will automatically amend the relevant portion of the FA for the period of the advisory The purpose of this service is to notify en route pilots of the possibility of encountering hazardous flying conditions that may not have been provided in preflight weather briefings Refer to Chapter 27 for SIGMET criteria simplified directional facility facility of comparable utility and accuracy to a localizer but that is not part of a complete ILS and will not be aligned with the runway An approach facility similar to a localizer except it may be offset up to 3 degrees from runway and the course may be wider Less accurate than LDA single frequency approach A service provided under a letter of agreement to military single piloted turbojet aircraft that permits use of a single UHF frequency during approach for landing Pilots will not normally be required to change frequency from the beginning of the approach to touchdown except that pilots conducting an en route descent are required to change frequency when control is transferred from the air route traffic control center to the terminal facility The abbreviation to SFA in the DoD FLIP IFR Supplement under Communications indicates this service is available at an aerodrome single piloted aircraft aircraft that has only one set of flight controls or any aircraft that has two sets of flight controls and instrumen
237. at encompasses one or more of the following services based on the use of radar which can be provided by a controller to a pilot of a radar identified aircraft 1 Radar monitoring The radar flight following of an aircraft the primary navigation of which is being performed by its pilot to observe and note NAVAIR 00 80T 112 deviations from its authorized flightpath airway or route As applied to the monitoring of instrument approaches from the final approach fix to the runway it also includes the provision of advice on position relative to approach fixes and whenever the aircraft proceeds outside the prescribed safety zones 2 Radar navigation guidance to provide course guidance Vectoring aircraft 3 Radar separation Radar spacing of aircraft in accordance with established minimums 4 Radar surveillance The radar observation of a given geographical area for the purpose of performing some radar function 5 Radar vector A heading issued to an aircraft to provide navigational guidance by radar radial A radial is a magnetic bearing extending from a VOR VORTAC or TACAN radio magnetic indicator radio navigation instrument coupled with a gyrosyn compass or the like that indicates magnetic heading and bearing with respect to a transmitting station reduced vertical separation minimums Reduced Vertical Separation Minimums RVSM reduce the vertical separation between Flight Level FL 290 to 410 from 2 0
238. at is adjustable allowing only moving targets above a certain velocity to appear on the scope In addition to the radar facility a complete Precision Approach Radar PAR system will have an approved approach light system which is necessary to support lowest minimums Figure 25 2 25 2 1 1 Limitations of Radar Radar sets using MTIs are susceptible to radar cancellation speed commonly called blind speed This phenomenon causes momentary loss of the target Jet aircraft having small reflective surfaces are difficult to track unless transponders e g IFF are used ORIGINAL 25 2 NAVAIR 00 80 112 GROUND 5 AIRCRAFT PRECISION SYSTEM AZIMUTH COVERAGE ANGLE SURVEILLANCE RADAR SCOPE RUNWAY PRECISION RADAR SCOPE ELECTRONIC GLIDE PATH CURSOR ELEVATION POSITION OF AIRCRAFT AZIMUTH POSITION t OF AIRCRAFT v 3 1341 ELECTRONIC RUNWAY RANGE MARKS COURSELINE IFM F0169 Figure 25 2 Typical Radarscopes Because of the short wavelength used by radar rain droplets snow and the like cause scope clutter This makes scope interpretation difficult during heavy rain or other heavy precipitation Later model radar sets use circular polarization a grid placed over the antenna to help eliminate clutter caused by precipitation The radar controller uses circular polarization only if there is a possibility of losing the target in precipitation clutter With circular polarization the controlle
239. ating a level off pitch attitude change A suitable lead point prevents overshooting and permits a smooth transition to level flight The amount of lead required varies with pilot technique and rate of correction As a guide the lead point on the altimeter should be approximately 10 percent of the vertical speed For example if the rate of correction to the desired altitude is 300 feet per minute initiate the level off approximately 30 feet before reaching the desired altitude Figure 18 5 Devoting too much attention to the vertical speed indicator can lead to chasing its indications and result in erratic nose attitude control although the vertical speed indicator is an important performance instrument limitation such as oscillation in rough air lag etc should be thoroughly understood to prevent overcontrolling the pitch attitude For this reason the pilot must recognize and understand that sufficient reference to the attitude indicator is necessary to ensure smooth and precise pitch adjustments for effective altitude control 18 3 1 1 Maintaining a Desired Heading Maintaining a desired heading is accomplished by maintaining a wings level attitude in balanced flight By observing the heading indicator the pilot determines if the desired heading is being maintained Heading deviations are not normally as eye catching as altitude deviations therefore be aware of this characteristic and develop a habit of cross checking the heading indicat
240. ation RR RR 20 2 GPS 26 9 Stabilization 18 15 GPS stand alone 26 9 dieubo ADE High altitude penetration and 22 18 HE 6 x 23 3 on 23 2 Localizet oa ctr tee 24 10 Aviation severe weather warning Localizer LOC back bulletins WWs an 2 a Azimuth cone of confusion 22 6 LII Non DME teardrop 21 34 B Performing the ILS 24 5 Performing the missed 26 13 Bank 17 2 Pilot operational considerations when Barrel roll sees ve 19 7 flying nonprecision 30 21 Basic instrument flying part one Precision final 25 4 grading criteria 31 3 Procedures 23 14 26 12 oe 25 3 30 30 Climbing descending and timed turns 31 3 Radar monitoring of instrument 2 30 33 takeoff chaise 31 3 30 39 Partial panel airwork ME 31 4 21 36 Recovery from unusual attitudes 31 4 Surveillance 25 6 vee TERN 30 21 Be
241. ation system of which Waypoints WPs are fly over or fly by The navigation system may provide guidance appropriately including leading the turn prior to a Fly By Waypoint FBWP or causing overflight of a Fly Over Waypoint FOWP Where the navigation system does not provide such guidance the pilot must accomplish the turn lead or waypoint overflight manually Chart symbology for the FBWP provides pilot awareness of expected actions Refer to the legend of the U S Terminal Procedures books e TAAs are described in paragraph 30 5 2 When published the new RNAV chart will depict the TAA areas through the use of icons representing each TAA area associated with the RNAV procedure These icons will be depicted in the plan view of the approach chart generally arranged on the chart in accordance with their position relative to the aircraft arrival from the en route structure The WP to which navigation is appropriate and expected within each specific TAA area will be named and depicted on the associated TAA icon Each depicted named WP is the IAF for arrivals from within that area TAAs may not be depicted on all RNAV procedures because of the inability for ATC to accommodate the TAA due to airspace congestion rh Cold Temperature Limitations A minimum temperature limitation will be published for each procedure for which BARO VNAV operations are authorized This temperature represents the airport temperature below which use of the BARO VNAV will not
242. atly on pilot proficiency and early recognition of attitude indicator failure For example attitude indicator failure should immediately be suspected if control pressures were applied for a turn without corresponding attitude indicator changes Another example would be satisfactory performance instrument indications that contradict the picture on the attitude indicator 20 3 3 1 Recovery Procedures Partial Panel Should an unusual attitude be encountered with an inoperative attitude indicator determine whether the aircraft is in a climb or a dive by reference to the airspeed altimeter and vertical speed indicators If nose low roll to center the turn needle and recover from the dive Adjust power and or drag devices as appropriate If nose high use power as required Apply controls as necessary to decrease the aircraft g to not less than zero g After reaching level flight and if the aircraft is in a turn smoothly roll to center the turn needle reversal of the altimeter and vertical speeds tends to indicate passage of a level flight attitude Refer to the appropriate NATOPS flight manual for detailed aircraft limitations As the level flight attitude is approached as indicated by the decrease in rate of change of airspeed and altitude a correction will be required to prevent chasing the vertical speed indicator For example in recovery from a nose low unusual attitude once the turn needle has been centered back stick pressure is appli
243. ator PAPI 30 51 Figure 30 28 Tricolor Visual Approach Slope 30 52 Figure 30 29 Pulsating Visual Approach Slope 30 53 Figure 30 30 Alignment of Elements 30 54 Figure 30 31 Runways with Approach Lights 30 55 Figure 30 32 Runways without Approach Lights 30 56 APPENDIX A REFERENCES Figure A 1 Other Publications Related to Instrument A 1 31 32 blank ORIGINAL 10 11 12 13 14 15 16 17 18 19 NAVAIR 00 80 112 Bibliography AFMAN Instrument Flight Manual Cohen M M et al Disorienting Effects of Aircraft Catapult Launchings Aerospace Med 44 1 37 39 1973 Cohen M M Disorienting Effects of Aircraft Catapult Launchings II Visual and Postural Contributions Aviat Space Environ Med 47 1 39 41 1976 Cohen M M Disorienting Effects of Aircraft Catapult Launchings III Cockpit Displays and Piloting Performance Aviat Space Environ Med 48 9 797 804 1977 Cutting W C Guide to Drug Hazards in Aviation Medicine Federal Aviation Agency U S Government Printing Office Washington D C 1962 Dhenin G Ed Aviation Medic
244. ator and a power setting that will result in the vertical velocity and airspeed required to maintain the glidepath The amount of pitch change required will depend on the glideslope angle One technique that may be used when intercepting the glideslope provided the final approach airspeed and configuration have been established is to change the pitch attitude on the attitude indicator the same number of degrees as the glideslope angle 1 normally 2 1 2 to 3 WARNING The glideslope facility provides a path that flares from 18 to 27 feet above the runway therefore the glidepath should not be expected to provide guidance completely to a touchdown point on the runway Corrections are made using coordinated pitch and power changes Normally pitch changes should result in vertical velocity changes of less than 300 fpm A 1 pitch change on the attitude indicator is usually a sufficient amount of correction to achieve a vertical velocity change of 200 to 300 fpm for groundspeeds between 120 and 180 knots As indicated in Figure 24 3 the size of the course and glideslope envelope reduces progressively throughout the approach therefore the size of the pitch and bank corrections should be gradually reduced as the distance to touchdown decreases 24 5 ORIGINAL NAVAIR 00 80 112 PENSACOLA FLORIDA AL 318 LOC DME 1 app Rwy Idg 7004 111 1 ieg DZE 121 ILS RWY 17 Chan 48 Apt Elev 121 PENSACOLA REGIONAL PNS MALS
245. authorities Some RNP procedures will take advantage of improved navigation capabilities and will result in increased flight path predictability and repeatability Typically various sensor inputs are processed by an RNAV system to arrive at a position estimate having a high statistical degree of accuracy and confidence When RNP is specified a combination of systems may be used provided the aircraft can achieve the required navigation performance Although it has been a goal for RNP to be sensor generic this goal is unachievable as long as the aircraft capability is in any way dependent on external signals The aircraft navigation system always consists of specific sensors or sensor combinations and the navigation infrastructure consists of specific systems The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure For example an aircraft may be equipped and certified for RNP 1 0 but may not be capable of RNP 1 0 operations due to limited Navigation Aid NAVAID coverage 26 2 5 1 RNP Levels An RNP level or type is applicable to a selected airspace route or procedure The International Civil Aviation Organization ICAO has defined RNP values for the four typical navigation phases of flight oceanic en route terminal and approach The RNP level or type is a value typically expressed as a distance in nautical miles from the intended centerline of a procedure route or path RNP
246. avigation airports airways restricted areas obstructions and other pertinent data 4 En route low altitude charts Provide aeronautical information for en route instrument navigation IFR in the low altitude stratum Information includes the portrayal of airways limits of controlled airspace position 35 identification and frequencies of radio aids selected airports minimum en route and minimum obstruction clearance altitudes airway distances reporting points restricted areas and related data Area charts which are a part of this series furnish terminal data at a larger scale in congested areas En route high altitude charts Provide aeronautical information for en route instrument navigation IFR in the high altitude stratum Information includes the portrayal of jet routes identification and frequencies of radio aids selected airports distances time zones special use airspace and related information Instrument Approach Procedure IAP charts the aeronautical data that is required to execute an instrument approach to an airport These charts depict the procedures including all related data and the airport diagram Each procedure is designated for use with a specific type of electronic navigation system including NDB TACAN VOR ILS MLS and RNAV These charts are identified by the type of navigational aid s that provide final approach guidance Instrument Departure Procedure D
247. avy rain occurs in the middle and lower levels of the storm Frozen precipitation is found in the form of snow and hail The maximum frequency of moderate to heavy snow occurs several thousand feet above the freezing level Snow mixed in many cases with supercooled rain may be encountered in updraft areas at all altitudes above the freezing level This type of action will cause wet snow to become packed on the leading edge of the aircraft wings resulting in the formation of rime ice Hail if present is most often found in the mature stage and it is normally found at more than one or two levels within the cell The maximum occurrence of hail is at middle levels 6 1 2 2 Turbulence Within the thunderstorm cell there is a definite correlation between turbulence and precipitation The intensity of turbulence in most cases varies proportionately with the intensity of the precipitation 6 1 2 3 Icing This phenomenon may be encountered at any level where the temperature is below freezing Both rime and clear ice occur with rime predominate in regions of snow and mixed rain and snow and clear ice more predominant at levels where supercooled water droplets temperature of 4 to 8 C are present As the freezing level is also the zone of strongest precipitation and turbulence this altitude is considered to be the most hazardous 6 1 2 4 Lightning There are four types of lightning associated with thunderstorms 1 cloud to ground 2 cloud
248. ay be executed by aircraft using either TACAN or VOR with DME DME is required Approaches designated VOR DME shall be executed by aircraft utilizing VOR with DME and both the VOR and DME are required WARNING The approach procedures discussed in this section are for basic instruction only Consult the latest Aeronautical Information Manual Federal Aviation Regulation AIM FAR for detailed procedures 21 3 12 3 Transition to the Initial Approach Fix IAF Published routes on the terminal chart provide a course and distance from the en route structure to the Initial Approach Fix IAF If other than a published routing is used ensure it does not exceed the operational limitation of the Navigation Aid NAVAID Limitations according to type NAVAID aircraft altitude and range from the facility are published in FLIP 21 33 ORIGINAL NAVAIR 00 80 112 Before reaching the review the approach chart recheck the weather at destination and alternate and obtain clearance for the approach An IAF may be approached from directions not favorable to intercepting the initial approach course upon arrival at the fix When this occurs and prior approach clearance has been received the pilot must maneuver to intercept the initial approach course Preapproach intercept maneuvers should be accomplished as follows 1 Turn at the IAF in the shortest direction to intercept the initial approach course 2 Begin descent from the Initial Penetrat
249. bank used is larger than that required for normal instrument flying In most aircraft 30 is the normal maximum angle of bank used because of the ease of control and precision afforded Entry into a steep turn is accomplished the same as for a normal turn As the bank is increased past normal greater loss of vertical lift occurs requiring more pitch adjustment The use of trim in steep turns varies with individual aircraft characteristics and pilot technique Additional power will be required to maintain airspeed as the bank is increased Bank should be held constant because varying the angle of bank during the turn contributes significantly to difficulty in pitch control Precession error in the attitude indicator is more pronounced during steep turns If altitude deviation becomes excessive reduce the angle of bank as necessary to regain positive pitch control When rolling out of a steep turn be alert to correct for the higher than normal pitch attitude and power used during the turn Roll out at the same rate used with normal turns The performance instruments should be scanned closely during rollout as the attitude indicator may have considerable precession error Figure 19 4 19 2 3 OSCAR Pattern OSCAR pattern Figure 19 5 is entered in the following sequence 1 Enter pattern on base altitude at normal cruise 2 Climbing left SRT gain 1 000 feet 3 1to2 minutes straight and level at slow cruise 15 BANK 90 RIGHT TURN 15
250. be included to clearly indicate the route requested ORIGINAL 27 6 00 80 112 When filing it is to the pilot s advantage to file a preferred route These routes can be found FLIP publications ATC may issue a DP or a STAR as appropriate Note Pilots not desiring a DP or STAR should so indicate in the remarks section of the flight plan as DP or STAR 27 3 4 3 Direct Flights or any portions of the route that will not be flown on the radials or courses of established airways or routes such as direct route flights must be defined by indicating the radio fixes over which the flight will pass Fixes selected to define the route shall be those over which the position of the aircraft can be accurately determined Such fixes automatically become compulsory reporting points for the flight unless advised otherwise by ATC Only those navigational aids established for use in a particular structure e g in the low or high structures may be used to define the en route phase of a direct flight within that altitude structure The azimuth feature of VOR aids and that azimuth and distance DME features of VORTAC and TACAN aids are assigned certain frequency protected areas of airspace that are intended for application to established airway and route use and to provide guidance for planning flights outside of established airways or routes These areas of airspace are expressed in terms of cylindrical
251. cal products These CNFs are not to be used for any Air Traffic Control ATC application such as holding for which the fix has not already been assessed CNFs will be charted to distinguish them from conventional reporting points fixes intersections and waypoints The CNF name will be enclosed in parentheses and the name will be placed next to the CNF it defines If the CNF is not at an existing point defined by means such as crossing radials or radial DME the point will be indicated by an X The CNF name will not be used in filing a flight plan or in aircraft ATC communications Use current phraseology e g facility name radial distance to describe these fixes Unnamed waypoints in the database will be uniquely identified for each airport but may be repeated for another airport The runway threshold waypoint which is normally the MAWP will be coded as RW The runway threshold waypoint is also used as the center of the Minimum Safe Altitude MSA on most GPS approaches MAWPs not located at the threshold will have a five letter identifier 26 2 7 RNAV Leg Types A leg type describes the desired path preceding following or between waypoints on an RNAV procedure Leg types are identified by a two letter code that describes the path e g heading course track etc and the termination point e g the path terminates at an altitude distance fix etc Leg types used for procedure design are included in the aircraft navigation database
252. ccess to a qualified meteorological forecaster Most PMSVs and FSSs are 24 hour facilities but EFAS runs for specific daytime hours and pertains only to the en route portion of flight EFAS is still the preferred method of obtaining en route hazardous weather information if the pilot cannot utilize PMSV because unlike FSSs EFASs are dedicated specifically to weather updates ORIGINAL 29 16 00 80 112 30 Terminal Procedures 30 1 STANDARD TERMINAL ARRIVAL STAR FLIGHT MANAGEMENT SYSTEM PROCEDURES FMSP FOR ARRIVALS A Standard Terminal Arrival STAR is an Air Traffic Control ATC coded IFR arrival route established for application to arriving Instrument Flight Rules aircraft destined for certain airports FMSPs for arrivals serve the same purpose but are only used by aircraft equipped with a Flight Management System FMS The purpose of both is to simplify clearance delivery procedures and facilitate transition between en route and instrument approach procedures 1 STARs FMSPs may have mandatory speeds and or crossing altitudes published Other STARs may have planning information depicted to inform pilots what clearances or restrictions to expect Expect altitudes speeds are not considered STAR FMSP crossing restrictions until verbally issued by ATC Note The expect altitudes speeds are published so that pilots may have the information for planning purposes These altitudes
253. ce to the TACAN station or VOR DME station is displayed in nautical miles If the aircraft is not receiving a usable DME signal the range indicator will be obscured Loss of bearing information will be indicated by an OFF flag appearing near the top of the rotating compass card The pilot may select the type of magnetic bearing information desired for display on the bearing pointer Note The bearing pointer will not function in relation to ILS signals When ADF bearing information is displayed the bearing pointer will point to the area of maximum signal strength however when either VOR or TACAN bearing information is displayed the bearing pointer will not point to the area 16 9 ORIGINAL NAVAIR 00 80 112 of maximum strength VOR and navigation receivers electronically measure the magnetic course bearing for display by the bearing pointer therefore if there is a malfunction in the compass system or compass card and ADF bearing information is being displayed the pointer will continue to point to the navigation aid but displays relative bearing only In the same compass failure situation when either VOR or TACAN bearing information is displayed the bearing pointer will not point to the navigation aid however it may still indicate the proper magnetic bearing to that station WARNING When compass malfunction is known or suspected to exist the VOR and TACAN bearing displays must be considered unreliable until verifie
254. ced by rather modest topography It is formed when gently moving moist air is forced aloft by the topographic slope of the land and is cooled to condensation The altitude at which the fog forms is a function of the temperature dewpoint spread The wider the dewpoint spread the farther up the slope the fog will form Note Forecasting the dissipation of advection fog is extremely difficult even for the most seasoned forecaster therefore pilots should ensure that when dealing with a situation that involves advection fog whenever possible the aerodrome selected as the alternate field should be outside the geographic area being influenced by the advection fog 6 5 3 Frontal Fog Frontal fogs are a result of precipitation falling from the warm air aloft through the wedge of cold air and saturating it by evaporation In the case of a warm front where most of the weather precedes the passing of the surface front it is called prefrontal fog This type of fog can precede the surface front by as much as 200 miles although it is usually much less Postfrontal fog follows a surface cold front and again is the result of precipitation evaporating in the wedge of cold air causing saturation Due to the narrow band of weather normally associated with a cold front postfrontal fogs are much less common than prefrontal fog 6 5 4 Arctic Fog Two types of fog are common to arctic regions steam fog and ice fog Steam fog often called sea smoke forms whe
255. ch procedure ATC should be advised and they will provide detailed information on the execution of the procedure At times ATC may not specify a particular approach procedure in the clearance but will state CLEARED APPROACH Such clearance indicates that the pilot may execute any one of the authorized IAPs for that airport This clearance does not constitute approval for the pilot to execute a contact approach or a visual approach Except when being radar vectored to the final approach course when cleared for a specifically prescribed 1 cleared ILS runway one niner approach or when cleared approach i e execution of any procedure prescribed for the airport pilots shall execute the entire procedure commencing at an IAF or an associated feeder route as described on the IAP chart unless an appropriate new or revised ATC clearance is received or the IFR flight plan is canceled Pilots planning flights to locations served by special IAPs should obtain advance approval from the owner of the procedure Approval by the owner is necessary because special procedures are for the exclusive use of the single interest unless otherwise authorized by the owner Additionally some special approach procedures require certain crew qualifications training or other special considerations in order to execute the approach Also some of these approach procedures are based on privately owned navigational aids Owners of aids that are not for
256. ch procedure Figure 30 8 Use of icons is necessary to avoid obscuring any portion of the procedure altitudes courses minimum altitudes etc The icon for each TAA area will be located and oriented on the plan view with respect to the direction of arrival to the approach procedure and will show all TAA minimum altitudes and sector radius subdivisions for that area The IAF for each area of the TAA is included on the icon where it appears on the approach to help the pilot orient the icon to the approach procedure The IAF name and the distance of the TAA area boundary from the IAF are included on the outside arc of the TAA area icon Examples here are shown with the TAA around the approach to aid pilots in visualizing how the TAA corresponds to the approach and should not be confused with the actual approach chart depiction d Each waypoint on the except the missed approach waypoint is assigned a pronounceable five character name used in air traffic control communications that is found in the RNAV databases for the procedure The missed approach waypoint is assigned a pronounceable name when it is not located at the runway threshold 6 Once cleared to fly the TAA pilots are expected to obey minimum altitudes depicted within the TAA icons unless instructed otherwise by air traffic control In Figure 30 9 pilots within the left base area are expected to maintain a minimum altitude of 10 000 feet once within 30 nm and a minimum
257. ch recovery may be impossible Distraction lack of situational awareness and spatial disorientation are not the same but the root causes of each are related i e failure to maintain an effective instrument cross check One can lead to the other and any one of the three may result in a fatal mishap 9 4 3 Formation Flight The most critical situation for developing spatial disorientation is night or weather formation flights Formation flying can present special problems to the pilot in maintaining spatial orientation First and most important the pilot flying wing cannot maintain visual dominance during orientation information processing and is deprived of any reliable visual information concerning aircraft attitude related to the surface of the Earth The pilot cannot see the true horizon and has little or no time to scan the aircraft instruments Under these conditions it becomes difficult to suppress information provided by unreliable sources such as the inner ear Illusions are almost inevitable A pilot s concentration on maintaining proper wing position may be diverted by what the pilot feels the aircraft attitude to be Lack of confidence in the lead will increase tension and anxiety An inexperienced rough flight lead will most certainly aggravate the situation Poor in flight communications and the lack of specific procedures properly briefed to recover a disoriented wingman will increase the potential for an aircraft mishap ORIG
258. characteristically found in particular areas of the world The pilot should be aware of the natural processes working in his her area that could result in fog formation and dissipation Although fog often forms very quickly and can cover large areas formation is seldom without warning The pilot must be alert for the indicators that foretell the formation of fog He she must also recognize the more vexing and dangerous situation when fog has not formed though conditions are favorable for its imminent formation This situation is precarious because the tendency may be to ignore the potential hazard that ceiling and visibility could very quickly go from that which is completely adequate for normal operations to zero zero The general indicators for the pilot to carefully watch for fog formation are dewpoint spread and wind direction and speed The following paragraphs contain a short description of the four primary categories of fog the conditions necessary for their formation and the areas in which they are most likely to occur Note When filing to an area where fog is present the pilot should request that the forecaster identify what type of fog condition is present either advection or radiation 6 5 1 Radiation Fog Radiation fog or ground fog is formed on clear relatively calm nights when the surface cools by radiating its heat to a deep layer of the atmosphere If there is sufficient cooling to reduce the air temperature to the dewpoint at
259. cheduled to begin in FY03 with production FY06 The FAA and the Government Industry Partnership GIP partners will continue working toward a private public use certified LAAS Category I system with the goal of transitioning to the Federal Category I procurement as soon as possible 26 17 26 18 blank ORIGINAL NAVAIR 00 80 112 PART VII Instrument Flight Chapter 27 Flight Planning Chapter 28 Flight Clearance Chapter 29 En Route Procedures Chapter 30 Terminal Procedures 79 80 blank ORIGINAL NAVAIR 00 80 112 27 Flight Planning 27 4 PREFLIGHT PREPARATION Every pilot is required to obtain a preflight weather briefing review all applicable Notices to Airmen NOTAMS and file a flight plan The weather briefing should consist of the latest or most current weather airport and en route Navigation Aid NAVAID information Weather briefing services should be obtained at a DoD weather forecasting office Weather minimums for naval aviators are defined in OPNAV 3710 7 series 27 2 WEATHER BRIEFING SUPPORT PRODUCTS AND SEVERE WEATHER RESTRICTIONS AND PRODUCTS support to the operating forces of the Navy and Marine Corps These activities are equipped and staffed to provide Navy and Marine Corps Meteorology and Oceanography METOC activities are tasked with providing METOC full spectrum METOC support products to naval aviators 27 2 1 Weather Briefing Pilots are responsible for
260. cified in 14 CFR Section 91 167 b An in flight equipment malfunction could result in the inability to comply with the published approach procedures or again in the position of having the airport below the published IFR landing minimums for all remaining instrument approach alternatives 27 9 ORIGINAL NAVAIR 00 80 112 27 5 FLIGHTS OUTSIDE THE 0 5 AND 0 5 TERRITORIES When conducting flights particularly extended flights outside the U S and its territories full account should be taken of the amount and quality of air navigation services available in the airspace to be traversed Every effort should be made to secure information on the location and range of navigational aids availability of communications and meteorological services the provision of air traffic services including alerting service and the existence of search and rescue services Pilots should remember that there is a need to continuously guard the VHF emergency frequency 121 5 MHz when on long overwater flights except when communications on other VHF channels equipment limitations or cockpit duties prevent simultaneous guarding of two channels Guarding of 121 5 MHz is particularly critical when operating in proximity to Flight Information Region FIR boundaries e g operations on Route R220 between Anchorage and Tokyo as it serves to facilitate communications with regard to aircraft that may experience in flight emergencies communications or navigational diffic
261. ck unless they are specifically stated by the controller It is the responsibility of the pilot to accept or refuse the clearance issued 28 7 IFR CLEARANCE VFR ON TOP A pilot on an IFR flight plan operating in VFR weather conditions may request VFR on top in lieu of an assigned altitude This permits pilots to select an altitude or flight level of their choice subject to any ATC restrictions Pilots desiring to climb through a cloud haze smoke or other meteorological formation and then either cancel their IFR flight plan or operate VFR on top may request a climb to VFR on top The ATC authorization shall contain either a top report or a statement that no top report is available and a request to report reaching VFR on top Additionally the ATC authorization may contain a clearance limit routing and an alternative clearance if VFR on top is not reached by a specified altitude ORIGINAL 28 4 NAVAIR 00 80 112 A pilot on an flight plan operating in VFR conditions may request to climb descend in VFR conditions ATC may not authorize VFR on top VFR conditions operations unless the pilot requests the VFR operation or a clearance to operate in VFR conditions will result in noise abatement benefits where part of the IFR departure route does not conform to an FAA approved noise abatement route or altitude When operating in VFR conditions with an ATC authorization to maintain VFR on top maintain VFR conditions pilots on IFR flight
262. ck pattern the teardrop procedure turn or the 80 260 degree course reversal Some procedure turns are specified by procedural track These turns must be flown exactly as depicted When the approach procedure involves a procedure turn a maximum speed of not greater than 200 knots Indicated Airspeed LAS should be observed from first overheading the course reversal IAF through the procedure turn maneuver to ensure containment within the obstruction clearance area 21 39 ORIGINAL 00 80 112 PROCEED OUTBOUND START TIME AND CALL CONTROLLING AGENCY REDUCE TO MANEUVERING AIRSPEED OBTAIN APPRAOCH CLEARANCE NOTE TIME INTERCEPT FINAL APPROACH COURSE CALL CONTROLLING AGENCY CONTINUE DESCENT TO MINIMUM DESCENT ALTITUDE EXECUTE MISSED APPROACH IF NECESSARY Note THIS APPROACH MAY BE EXECUTED UTILIZING VOR OR TACAN EITHER STRAIGHT IN OR PROCEDURE TURN DME IS NOT REQUIRED BUT IF UTILIZED ALLOWS LOWER MINIMA COMMENCE PROCEDURE TURN SET INBOUND COURSES IN COURSE SELECTOR WINDOW INTERCEPT OUTBOUND COURSE MAINTAIN PUBLISHED INBOUND COURSE AND DESCENT TO PUBLISHED ALTITUDE CORPUS CHRISTI TEXAS VORTAC T Rwy idg ches ran 102 het ler H AL 5032 FAA VOR or RWY 17 CORPUS CHRISTI ODALS MISSED APPROACH Climbing left turn to 2000 vio CRP R 169 POGOE Int 16 DME ond hold 4194 257 5g 61 X 1809 a 700 48
263. cked to verify constant heading The airspeed indicator is the only one of the so called performance instruments that is actually being scanned for performance desired airspeed during straight and level flight Figure 17 6 Nose Attitude Wing Attitude Basic Attitude Cross Check Cross Check Performance Supporting Maneuver Instrument Instruments Instruments Instruments Instruments Straight and level Attitude gyro Altimeter VSI Heading indicator Airspeed Power Needle ball indicator Angle of attack Constant airspeed Attitude gyro Airspeed Heading indicator Altimeter Power climbs and descents indicator Needle ball Angle of attack Constant rate Attitude gyro Airspeed Heading indicator Altimeter Power climbs and descents indicator Needle ball Clock VSI Angle of attack Constant angle of Attitude gyro Altimeter VSI Heading Needle Ball bank turns level indicator Power Airspeed indicator Constant rate turns Attitude gyro Altimeter VSI Needle ball Heading level indicator Airspeed indicator Climbing or Attitude gyro Airspeed Needle ball Heading descending turns at a indicator indicator Clock Angle of attack constant rate VSI Altimeter Hovering Attitude gyro Hover indicator Hover indicator Radar altimeter Needle ball Heading indicator See Note Note The inherent lag and relatively large scaling of pressure sensitive instruments precludes their use as performance instruments while hovering in close proximi
264. clouds or precipitation Engine icing can occur in clear air as well as in the clouds Under certain conditions it can reduce the available power output of either turbine or piston engines and in some cases cause their complete failure Because of the different conditions under which they form structural icing and engine icing will be treated separately 6 6 1 Structural Icing Structural icing will only form when two conditions are met the aircraft must be flying through liquid moisture in the form of clouds or precipitation and the temperatures must be below freezing Structural icing is possible in the temperature range between 0 40 C however very little icing occurs at the colder temperature due to the infrequent occurrence of supercooled water droplets at those temperatures Structural icing occurs most frequently between 0 and 17 C with the majority of cases falling in the temperature range between 3 and 12 C Avoid flying in clouds at those temperatures There are three basic types of structural ice rime ice clear or glaze ice and frost The rate of accumulation and the type of ice collected are dependent on many conditions 6 6 1 1 Rime Ice Rime ice is the result of many small supercooled moisture droplets freezing instantly as they strike an aircraft and forming a milky white agglomeration of small ice particles It is usually porous and brittle and collects on any part of the aircraft that offers an impact area
265. cluded in the cross check The DH is the lowest altitude at which a missed approach will be initiated if sufficient visual reference with the runway environment has not been established Perform the missed approach when 1 At the DH and visual reference with the runway environment is insufficient to complete the landing runway or runway approach lights 2 Instructed by the controlling agency 3 safe landing is not possible The GSI is more sensitive than the CDI NOTE Deviation figures do not take into consideration the distance an aircraft s main gear may be BELOW the location of its glide slope antenna NOTE Figures based on localizer width of 59 runway length 8000 localizer transmitter 1000 beyond runway and touchdown point 1000 from threshold VERTICAL DEVIATION FROM GLIDE SLOPE o 14 o 1e o v E MILES FROM TOUCHDOWN 5 4 3 1 p ONE DOT 74 DEVIATION 130 104 78 52 26 eo y u y TWO DOT DEVIATION 2607 208 156 104 52 LATERAL DEVIATION FROM LOCALIZER COURSE MILES FROM TOUCHDOWN 5 4 3 2 1 ONE DOT 14 DEVIATION 838 706 572 44V 308 TWO DOT 27 DEVIATION 1677 1412 1147 882 617 IFM F0165 Figure 24 4 Course and Glideslope Deviation vs Actual Displacement from Touchdown 24 9 ORIGINAL NAVAIR 00 80 112 WARNING If the course warning flag is displayed during the final approach initiate the missed approach procedure If the glideslope warning flag is di
266. condary function is to provide an indication of bank as a backup for the attitude indicator The needle on the turn indicator is designed to deflect in the direction the aircraft is turning one needle width to indicate a turn at the rate of 360 every 2 or 4 minutes A single needle width deflection on a 2 minute turn needle indicates the aircraft is turning 3 per second A single needle width deflection on a 4 minute turn needle indicates the aircraft is turning 1 1 2 per second 15 4 2 Slip Indicator Ball The slip indicator called the ball is a simple inclinometer It consists of a marble in a slightly curved clear tube containing a liquid The ball indicates the relationship between the angle of bank and the rate of turn The forces acting on the ball are gravity and centrifugal force During a coordinated turn these forces are in balance and the ball will remain centered Figure 15 5 When the forces acting on the ball become unbalanced the ball moves away from center indicating uncoordinated flight a skid or slip Figure 15 6 In a skid the rate of turn is too large for the angle of bank and the excessive centrifugal force causes the ball to move to the outside of the turn Correcting to coordinated flight requires increasing the angle of bank or decreasing the rate of turn using less rudder or a combination of both In a slip the rate of turn is too slow for the angle of bank and the lack of centrifugal force causes the ball to
267. craft operating on unpublished routes or while being radar vectored ATC will except when conducting a radar approach issue an IFR approach clearance only after the aircraft is established on a segment of a published route or IAP or assign an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure For this purpose the procedure turn of a published IAP shall not be considered a segment of that IAP until the aircraft reaches the initial fix or navigation facility upon which the procedure turn is predicated 30 27 ORIGINAL NAVAIR 00 80 112 The altitude assigned will ensure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or IAP If uncertain of the meaning of the clearance immediately request clarification from ATC Several IAPs using various navigation and approach aids may be authorized for an airport ATC may advise that a particular approach procedure is being used primarily to expedite traffic If issued a clearance that specifies a particular approach procedure notify ATC immediately if a different one is desired In this event it may be necessary for ATC to withhold clearance for the different approach until such time as traffic conditions permit however a pilot involved in an emergency situation will be given priority If the pilot is not familiar with the specific approa
268. craft reaches the clearance limit Pilots should report to ATC the time and altitude flight level at which the aircraft reaches the clearance limit and report leaving the clearance limit When holding at a VOR station pilots should begin the turn to the outbound leg at the time of the first complete reversal of the TO FROM indicator Patterns at the most generally used holding fixes are depicted charted on U S Government or commercially produced meeting FAA requirements low high altitude en route area and STAR charts Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by ATC Note Holding patterns that protect for a maximum holding airspeed other than the standard may be depicted by an icon unless otherwise depicted The icon is a standard holding pattern symbol racetrack with the airspeed restriction shown in the center In other cases the airspeed restriction will be depicted next to the standard holding pattern symbol An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the following information Figure 29 2 1 Direction of holding from the fix in terms of the eight cardinal compass points e g N NE E SE etc 2 Holding fix the fix may be omitted if included at the beginning of the transmission as the clearance limit 3 Radial course bearing airway or route on which the aircraft is to hold 4 Leg length in miles if DME or
269. ct on the compass indication however when the aircraft is banked on or near a heading of north or south or when it is accelerated or decelerated on or near east or west headings the compass indications are erroneous Because of this dip error precision flying without the use of a gyro stabilized heading indicator is difficult especially in rough air Another disadvantage is that the fluid in which the panel compass is immersed to dampen oscillation is subject to swirl which may create noticeable error Additionally the comparatively small size of the compass bowl restricts the use of efficient dampening vanes In extreme latitudes near the North or South Poles the standby magnetic compass is useless because of the proximity to the magnetic poles This may cause the compass to spin erratically or display other incorrect indications The following are descriptions of the various standby magnetic compass errors 15 1 2 Variation The angular difference between true and magnetic north is known as variation It is different for different spots on the Earth Lines of equal magnetic variation are called isogonic lines and are plotted on aeronautical charts with the amounts shown in degrees of variation east or west Figure 15 2 A line connecting the 0 points of variation is termed the agonic line These lines are replotted periodically to take care of any change that may occur as a result of the shifting of the pole 15 1 ORIGINAL
270. ction in relation to ILS signals Unlike the ADF pointer the VOR and TACAN bearing pointers do not point to an area of maximum signal strength VOR and TACAN navigation receivers electronically measure the magnetic course bearing for display by the bearing pointers therefore if there is a malfunction in the compass system or compass card the ADF bearing pointer will continue to point to the station but displays relative bearing only In the same compass failure situation the VOR or TACAN bearing pointers do not point to the station however they may still indicate proper magnetic bearings WARNING When a compass malfunction is known or suspected to exist the VOR and TACAN radial displays must be considered unreliable until verified by other means When navigating with TACAN distance from the ground station is displayed on a range indicator DME Figure 16 7 16 3 2 Bearing Distance Heading Indicator BDHI The BDHI displays aircraft heading with navigational bearing data and range information Except for the range indicator the BDHI is similar in appearance and function to the RMI described in paragraph 16 3 1 The BDHI consists of a rotating compass card two bearing pointers a range indicator and a range warning flag Figure 16 8 Some also have a heading marker a heading set knob and a power warning flag The compass card is activated by the aircraft master compass system and it continually displays aircraft
271. ctive Integrity While you are en route to your destination check the expected integrity RAIM availability for the planned approach If your check indicates the appropriate integrity for the planned operation may not be available develop an alternate plan for landing at the airfield or proceed to your alternate 26 5 4 Prior to Descent 26 5 4 1 GPS Approach Briefing Thoroughly brief the entire GPS instrument approach procedure including the missed approach instructions Compare the approach retrieved from the GPS navigation database to the instrument approach procedure published on your approach plate Should differences between the approach chart and database arise the published approach chart supplemented by NOTAMs takes precedence 26 5 4 2 Develop a Backup Plan Develop a backup plan to use in case of GPS or GPS integrity failure Pay particular attention to ground based NAVAIDs which can be used to help maintain position awareness Be sure to consider the possibility of equipment failure past the FAF 26 5 4 3 Load STAR If a STAR is to be flown load the appropriate STAR by retrieving the route from the navigation database If the STAR cannot be retrieved from the database then you may not use RNAV procedures to fly the procedure Additionally terminal area routing that cannot be retrieved from the navigation database may not be used 26 5 5 Terminal Area Operations and Arrival 26 5 5 1 Maintain Situational Awareness As you p
272. cts these errors When these errors occur apply the basic cross check procedure Figure 18 7 18 3 1 2 Establishing and Maintaining Airspeed Establishing or maintaining an airspeed is accomplished by referring to the airspeed and or Mach indicator and adjusting the power and or aircraft attitude A knowledge of the approximate power required to establish a desired airspeed will aid in making power adjustments After the approximate power setting is established a cross check of the airspeed indicator will indicate if subsequent power adjustments are required The pilot should make it a point to learn and remember the approximate power settings and attitudes for the aircraft at various airspeeds and configurations used throughout a normal mission ORIGINAL 18 6 NAVAIR 00 80 112 YOU SEE THAT THE AIRCRAFT IS 100 FEET BELOW THE DESIRED ALTITUDE AND DECIDE THAT YOU SHOULD CLIMB BACK AT 200 FPM lt ALTITUDE AIRSPEED B VERTICAL ATTITUDE lt amp VELOCITY CAN CLOSELY ESTIMATE 7 YOU NOTE THAT YOU ot ARE DESCENDING AT THE AMOUNT OF PITCH aqua CHANGE REQUIRED TO DESIRED ALTITUDE C NW 9 TURN amp SLIP Figure 18 4 Correcting to the Desired Altitude LEAD THE ALTITUDE 30 FEET ALTITUDE ATTITUDE VERTICAL lt VELOCITY TURN amp SLIP Figure 18 5 Leading the Level Off 18 7 ORIGINAL NAVAIR 00 80 112 HEADING 55 ATTITUDE
273. cular scale The scale is calibrated in 1 000 foot increments Between 0 and 1 the scale is graduated 100 foot increments with a 0 5 500 foot reference for ease of interpretation The 100 foot increments are beneficial in maintaining a glideslope and to indicate trends from level flight Beyond the 1 000 fpm indications the scale markings vary some are graduated in 200 foot increments and others use 500 foot increments The pointer will not indicate rates of altitude change in excess of 6 000 fpm 15 4 TURN AND SLIP INDICATOR Cockpit instrumentation includes a rate of turn indicator and a slip indicator Though these are usually integrated in one instrument they will be discussed separately ORIGINAL 15 4 NAVAIR 00 80 112 AIRSPEED MACH POINTER MAXIMUM ALLOWABLE AIRSPEED MACH POINTER AIRSPEED MARKER FIXED AIRSPEED SCALE 9 MACH 9 AIRSPEED MARKER SCALE SET KNOB IFM F041 Figure 15 3 Airspeed Indicators 15 5 ORIGINAL NAVAIR 00 80 112 IFM F042 Figure 15 4 Vertical Speed Indicator 15 4 1 Turn Indicator Needle The turn indicator is a vertical needle pointer or in some aircraft a miniaturized horizontal sliding bar on the attitude indicator A gyroscope is used in its operation Though some turn indicators still use vacuum driven gyros most are now electrically powered The primary function of the turn indicator is to measure the rate at which the aircraft is turning se
274. d ground controlled approach radar approach system operated from the ground by air traffic control personnel transmitting instructions to the pilot by radio groundspeed True airspeed corrected for wind effects H heading The direction in which the longitudinal axis of an aircraft is pointed usually expressed in degrees from North true magnetic or compass height above airport Indicates the height of the MDA above the published airport elevation Height Above Airport will be published conjunction with all circling minimums height above touchdown Indicates the height of the DH or MDA above the highest runway elevation in the touchdown zone Height Above Touchdown HAT will be published in conjunction with all straight in minimums helipad touchdown area That part of the landing and takeoff area where it is preferred that the helicopter alight heliport An area either at ground level or elevated on a structure that is used or intended to be used for the landing and takeoff of helicopters and includes some or all of the various facilities useful to helicopter operation such as helicopter parking waiting room fueling and maintenance equipment helistop heliport either at ground level or elevated on a structure for the landing and takeoff of helicopters but without auxiliary facilities such as waiting room hangar parking maintenance or fueling equipment holding fix specif
275. d the stop bar is turned off and the lead on lights are turned on The stop bar and lead on lights are automatically reset by a sensor or backup timer CAUTION Pilots should never cross a red illuminated stop bar even if an ATC clearance has been given to proceed onto or across the runway Note If after crossing a stop bar the taxiway centerline lead on lights inadvertently extinguish pilots should hold their position and contact ATC for further instructions ORIGINAL 30 58 NAVAIR 00 80 112 PART VIII Indoctrination and Flight Evaluation Chapter 31 The Instrument Flight Evaluation 81 82 blank ORIGINAL NAVAIR 00 80 112 31 Instrument Flight Evaluation 31 1 PURPOSE OF THE INSTRUMENT FLIGHT EVALUATION Maintaining a high degree of instrument flight proficiency is basic to safe and effective flight operations and essential for meeting unit all weather operational commitments The NATOPS instrument flight evaluation program was established to assist the commanding officer in maintaining a high level of all weather flying proficiency in his unit Instrument flight procedures contained in this manual represent the optimum methods for training for and performing the various maneuvers that will be required for Instrument Flight Rules IFR flight The NATOPS instrument evaluation is intended to evaluate the pilot s knowledge and application of these procedures and techniques during flight operatio
276. d as required for spacing and separating aircraft therefore pilots must not deviate from the headings issued by approach control Aircraft will normally be informed when it is necessary to vector across the final approach course for spacing or other reasons If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course the pilot should query the controller c The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued This clearance will normally be issued with the final vector for interception of the final approach course and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior to reaching the final approach fix d In the case of aircraft already inbound on the final approach course approach clearance will be issued prior to the aircraft reaching the final approach fix When established inbound on the final approach course radar separation will be maintained and the pilot will be expected to complete the approach utilizing the approach aid designated in the clearance ILS MLS VOR radio beacons etc as the primary means of navigation therefore once established on the final approach course pilots must not deviate from it unless a clearance to do so is received from ATC e After passing the final approach fix on final approach aircraft are expected
277. d by other equipment 16 4 COURSE INDICATOR The course indicator displays aircraft heading and position relative to a selected VOR TACAN course When used in conjunction with an Instrument Landing System ILS localizer and glideslope the course indicator displays lateral course and vertical glideslope position relative to a desired instrument approach path Figure 16 11 Aircraft heading has no relation to the Course Deviation Indicator CDI When the CDI is centered the aircraft is on the selected course either TO or FROM as indicated regardless of aircraft heading TO FROM INDICATOR COURSE DEVIATION SCALE GLIDESLOPE DEVIATION SCALE COURSE SELECTOR WINDOW HEADING POINTER MARKER BEACON LIGHT GLIDESLOPE INDICATOR COURSE DEVIATION INDICATOR CDI COURSE AND GLIDESLOPE WARNING FLAGS COURSE SET KNOB Figure 16 11 Course Indicator ORIGINAL 16 10 NAVAIR 00 80 112 16 4 1 VOR TACAN Display When the course indicator is used to display VOR or TACAN information the desired course is set in the course selector window with the course set knob The heading pointer connected to the course set knob and the compass system displays aircraft heading relative to the selected course When the aircraft heading is the same as the course selected the heading pointer indicates 0 of heading deviation at the top of the course indicator The heading deviation scales at the top and bottom of the cour
278. d course is away from the NAVAID the fix distance is 27 nm and the leg length is 8 nm the end of the outbound leg will be reached when the DME reads 20 nm STANDARD PATTERN IFM F0175 Figure 29 4 Holding Pattern Entry Procedures 29 13 ORIGINAL NAVAIR 00 80 112 29 8 6 Pilot Action Start speed reduction when 3 minutes or less from the holding fix Cross the holding fix initially at or below the maximum holding airspeed Make all turns during entry and while holding at 1 3 degrees per second or 2 30 degree bank angle or 3 25 degree bank provided a flight director system is used Note Use whichever requires the least bank angle Compensate for wind effect primarily by drift correction on the inbound and outbound legs When outbound triple the inbound drift correction to avoid major turning adjustments e g if correcting left by 8 degrees when inbound correct right by 24 degrees when outbound Determine entry turn from aircraft heading upon arrival at the holding fix 5 degrees in heading is considered to be within allowable good operating limits for determining entry Advise ATC immediately what increased airspeed is necessary if any due to turbulence icing etc or if unable to accomplish any part of the holding procedures When such higher speeds become no longer necessary operate according to the appropriate published holding speed and notify ATC 29 8 7 Nonstandard Holding Pattern Fix end and ou
279. d equipment intended to be used either wholly or in part for the arrival departure movement and servicing of aircraft airport advisory area The area within 10 statute miles of an uncontrolled airport on which is located a flight service station so depicted on the appropriate sectional aeronautical chart ORIGINAL NAVAIR 00 80 112 airport advisory service service provided flight service stations located at airports not serviced by a control tower This service consists of providing information to arriving and departing aircraft concerning wind direction and speed favored runway altimeter setting pertinent known traffic pertinent known field conditions airport taxi routes and traffic patterns and authorized instrument approach procedures This information is advisory in nature and does not constitute an ATC clearance airport surface detection equipment A short range radar for a panoramic presentation of all aircraft and vehicles moving or stationary on an aerodrome for use by air traffic controllers for expeditious movement of surface aircraft on the ramp taxiway and runway airport surveillance radar Radar providing position of aircraft by azimuth and range data without elevation data airport traffic traffic on the maneuvering area of an airport and all aircraft flying in the vicinity airport traffic control tower A unit established to provide air traffic control service to airport traffic
280. d in published procedures as Emergency Safe Altitudes minimum vectoring altitude The lowest altitude expressed in feet above mean sea level that aircraft will be vectored by a radar controller This altitude ensures communications and radar coverage and meets obstruction clearance criteria missed approach 1 A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing The route of flight and altitude are shown on instrument approach procedure charts A pilot executing a missed approach prior to the Missed Approach Point MAP must continue along the final approach to the MAP The pilot may climb immediately to the altitude specified in the missed approach procedure 2 A term used by the pilot to inform ATC that he she is executing the missed approach At locations where ATC radar service is provided the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure missed approach point A point prescribed in each instrument approach procedure at which a missed approach procedure shall be executed if the required visual reference does not exist and or a safe landing cannot be made mode The number or letter referring to the specific pulse spacing of the signal transmitted by an interrogator See radar beacon N NAVAID classes VOR VORTAC and TACAN aids are classed according to their operational use The three classes of NAVAIDs ar
281. d priority change recommendations are issued via Naval messages and may involve making pen and ink entries and or replacing pages Copies of interim change messages and their replacement pages are posted on the NATEC website at www natec navy mil https airworthiness navair navy mil https airworthiness navair navy smil mil for viewing and downloading Interim change replacement pages are always issued in electronic format and are not distributed in paper format except under unusual circumstances Following the incorporation of an interim change into this publication its entry shall be recorded on the Interim Change Summary page within this publication Revisions Changes and Errata Routine change recommendations are compiled into a conference agenda and held for review at the next NATOPS review conference for this publication Change recommendations approved by the review conference are published by the NATOPS Model Manager in a review conference report and then incorporated into a revision or change to this manual copies of which are mailed on paper and or electronic media to users that have a listed requirement for it in the NATEC ADRL system database Copies of most unclassified publications are also posted on the NATEC and Airworthiness websites When printing errors are found in publications errata may also be prepared and posted and or distributed in electronic or paper form in the same manner as for revisions and changes After incorporat
282. d the terminal radar services provided to Instrument Flight Rules IFR aircraft to Visual Flight Rules VFR aircraft The program is divided into four types service referred to as basic radar service TRSA service Class B service and Class C service The type of service provided at a particular location is contained in the Airport Facility Directory 1 Basic radar service These services provided for VFR aircraft by all commissioned terminal radar facilities Basic radar service includes safety alerts traffic advisories limited radar vectoring when requested by the pilot and sequencing at locations where procedures have been established for this purpose and or when covered by a letter of agreement The purpose of this service is to adjust the flow of arriving IFR and VFR aircraft into the traffic pattern in a safe and orderly manner and to provide traffic advisories to departing VFR aircraft 2 TRSA service This service provides in addition to basic radar service sequencing of all IFR and participating VFR aircraft to the primary airport and separation between all participating VFR aircraft The purpose of this service is to provide separation between all participating aircraft and all aircraft operating within the area defined as a TRSA 3 Class C service This service provides in addition to basic radar service approved separation between and VFR aircraft sequencing of VFR aircraft and seque
283. de 3 A pilot has requested a practice instrument approach and is not on an IFR flight plan VFR flight flight conducted in accordance with the visual flight rules See OPNAVINST 3710 7 series VFR not recommended An advisory provided by a flight service station to a pilot during a preflight or in flight weather briefing that flight under visual flight rules is not recommended To be given when the current and or forecast weather conditions are at or below VFR minimums It does not abrogate the pilot s authority to make his her own decision VFR on top authorization for an IFR aircraft to operate in VFR conditions at any appropriate 53 NAVAIR 00 80T 112 altitude as specified in 14 CFR and as restricted by ATC A pilot receiving this authorization must comply with the VFR visibility distance from cloud criteria and the minimum IFR altitudes specified in 14 CFR Part 91 The use of this term does not relieve controllers of their responsibility to separate aircraft in Class B and Class C airspace or TRSAs as required by FAAO 7110 65 visibility ability as determined by atmospheric conditions and expressed in units of distance to see and identify prominent unlighted objects by day and prominent lighted objects by night Visibility is reported as statute miles hundreds of feet or meters 1 Flight visibility The average forward horizontal distance from the cockpit of an aircraft in flight at
284. de a clear vertical path to the runway at the normally expected descent angle therefore pilots must be especially vigilant when descending below the MDA at locations without VDPs This does not necessarily prevent flying the normal angle it only means that obstacle clearance in the visual segment could be less and greater care should be exercised in looking for obstacles in the visual segment Use of VGSI systems can aid the pilot in determining if the aircraft is in a position to make the descent from the MDA however when the visibility is close to minimums the VGSI may not be visible at the start descent point for a normal glidepath due to its location down the runway 3 Accordingly pilots are advised to carefully review approach procedures prior to initiating the approach to identify the optimum position s and any unacceptable positions from which a descent to landing can be initiated in accordance with 14 CFR Section 91 175 30 5 8 Area Navigation RNAV Instrument Approach Charts Reliance on RNAV systems for instrument approach operations is becoming more commonplace as new systems such as GPS Wide Area Augmentation System WAAS and Local Area Augmentation System LAAS are developed and deployed In order to foster and support full integration of RNAV into the National Airspace System NAS the FAA has developed a new charting format for RNAV IAPs Figure 30 8 This format avoids unnecessary duplication and proliferation of i
285. de dissemination option approach approach requested and conducted by a pilot that will result in a touch and go missed approach low approach stop and go or full stop landing A series of predetermined maneuvers prescribed for aircraft often in formation for entry into the Visual Flight Rules VFR traffic pattern and to proceed to a landing An overhead maneuver is not an Instrument Flight Rules IFR approach procedure An aircraft executing an overhead maneuver is considered VFR and the IFR flight plan is canceled when the aircraft reaches the initial point on the initial approach portion of the maneuver The pattern usually specifies the following 1 The radio contact required of the pilot 2 The speed to be maintained 3 An initial approach 3 to 5 miles in length ORIGINAL 00 80 112 4 An elliptical pattern consisting of two 180 degree turns 5 A break point at which the first 180 degree turn is started 6 The direction of turns 7 Altitude at least 500 feet above the conventional pattern 8 A rollout on final approach not less than 1 4 mile from the landing threshold and not less than 300 feet above the ground P penetration That portion of a published high altitude terminal instrument approach procedure that prescribes a descent path from the fix on which the procedure is based to a fix or altitude from which an approach to the airport is made pilot to d
286. ded by ATC for ATC purposes At times ATC will initiate a direct route in a radar environment that exceeds NAVAID service volume limits In such cases ATC will provide radar monitoring and navigational assistance as necessary Airway or jet route numbers appropriate to the stratum in which operation will be conducted may also be included to describe portions of the route to be flown Note When route of flight is described by radio fixes the pilot will be expected to fly a direct course between the points named 27 7 ORIGINAL NAVAIR 00 80 112 Pilots are reminded that they are responsible for adhering to obstruction clearance requirements on those segments of direct routes that are outside of controlled airspace The MEAs and other altitudes shown on low altitude en route charts pertain to those route segments within controlled airspace and those altitudes may not meet obstruction clearance criteria when operating off those routes 27 3 4 4 Area Navigation RNAV Random RNAV routes can only be approved in a radar environment Factors that will be considered by ATC in approving random RNAV routes include the capability to provide radar monitoring and compatibility with traffic volume and flow ATC will radar monitor each flight however navigation on the random RNAV route is the responsibility of the pilot To be certified for use in the National Airspace System RNAV equipment must meet the specifications outlined in AC
287. degrees to be turned not to exceed a 1 2 standard rate turn At high final approach speeds a larger angle of bank may be required to prevent a prolonged correction but do not exceed the 1 2 standard rate turn After a new heading is directed the controller assumes it is being maintained Additional heading corrections will be based on the last assigned heading ORIGINAL 25 4 00 80 112 If an aircraft is observed by the controller to proceed outside of specified safety zone limits azimuth and or elevation and continue to operate outside these prescribed limits the pilot will be directed to execute a missed approach or to fly a specified course unless the pilot has the runway environment runway approach lights etc in sight Navigational guidance in azimuth and elevation is provided to the pilot until the aircraft reaches the published Decision Height DH Figure 25 3 Note After reaching DH the precision final controller will continue to provide course and flightpath information until the aircraft passes over the landing threshold The information is strictly advisory in nature A missed approach shall be initiated immediately when any of the following occurs 1 Upon reaching DH with runway environment not in sight 2 When instructed by the controller when runway environment is not in sight 3 When directed by the tower wheels watch or runway duty officer 4 When a safe landing cannot be made Note A
288. designated Decision Height DH for Category II equipped aircraft on the glideslope between the middle marker and landing threshold The IM is modulated at 3000 Hz and identified with continuous dots keyed at the rate of six dots per second 24 2 1 4 Compass Locators If installed compass locators are placed at the marker beacon sites usually only at the OM as aids to navigation around the ILS They are low powered nondirectional radio beacons operating between 200 and 415 kHz with a reliable reception range of at least 15 nm however higher powered low frequency nondirectional radio beacons may be collocated with the marker beacons and used as compass locators These generally carry transcribed weather broadcast information On the approach chart the radio data information box for the locator is broken at the top by the letter L Within the box are the frequency and the identification of the facility The locator identification consists of two letters When installed at an outer marker it will normally transmit the first two letters of the three letter ILS localizer identification If installed at a middle marker it will transmit the last two letters For example with an ILS localizer identified by the letters I FAT the compass locator identification at the outer marker is FA and at the middle marker is AT On the profile view of the approach chart the locators are depicted by the letters LOM or LMM Locator Outer Marker or Locator Middle Ma
289. deslope intercept altitude and ORIGINAL 42 ATC directs a lower altitude the resultant lower intercept position is then the global positioning system A space based radio positioning navigation and time transfer system The system provides highly accurate position and velocity information and precise time on a continuous global basis to an unlimited number of properly equipped users The system is unaffected by weather and provides a worldwide common grid reference system The GPS concept is predicated upon accurate and continuous knowledge of the spatial position of each satellite in the system with respect to time and distance from a transmitting satellite to the user The GPS receiver automatically selects appropriate signals from the satellites in view and translates these into three dimensional position velocity and time System accuracy for civil users is normally 100 meters horizontally go around Instructions for a pilot to abandon his her approach to landing Additional instructions may follow Unless otherwise advised by ATC a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg A pilot on an IFR flight plan making an instrument approach should execute the published missed approach procedure or proceed as instructed by ATC for example GO AROUND additional instructions if require
290. dimensional navigation information to an infinite number of equipped users anywhere on or near the Earth The typical GPS integrated system will provide position velocity time altitude steering information groundspeed ground track error heading and variation 26 2 SYSTEM OVERVIEW 26 2 1 Signal Accuracy GPS measures distance by timing a radio signal that starts at the satellite and ends at the GPS receiver The signal carries with it data that discloses satellite position and time of transmission and synchronizes the aircraft GPS system with satellite clocks There are two levels of accuracy available Standard Positioning Service SPS and Precise Positioning Service PPS Coarse Acquisition C A data can be received by anyone with a GPS receiver Until recently the accuracy of this signal was degraded through the use of Selective Availability SA SA was set to zero on 1 May 2000 thus greatly improving the accuracy of GPS for civilian SPS users It has been reported that current accuracy for SPS users is better than 10 meters horizontal Precision P data can be received only by authorized users PPS in possession of the proper codes The design specification for PPS GPS dictates 6 meters of accuracy but specific testing has indicated greater accuracy 26 2 2 GPS Segments GPS is composed of three major segments space control and user 26 2 2 1 Space Segment The GPS constellation is composed of multiple satellites the orbits and
291. ding and Timed Turns 31 4 1 2 1 Qualified Smoothly transitions to an angle of bank that approximates that required for the desired rate of turn Adjusts angle of bank as required to maintain desired rate of turn Maintains relatively constant turn throughout maneuver 31 4 1 2 2 Unqualified Transition to angle of bank indicates a lack of knowledge of procedure and technique or results in an unsafe maneuver Exhibits poor or unsafe technique in attaining desired rate of turn Does not maintain a relatively constant turn throughout maneuver 31 4 1 3 Steep Turns 31 4 1 3 1 Qualified Maintains positive control and applies proper correction to keep within safe limits of altitude and airspeed 31 4 1 3 2 Unqualified Exhibits poor or unsafe control Allows altitude and airspeed to exceed safe limits 31 3 ORIGINAL NAVAIR 00 80 112 31 4 1 4 Recovery from Unusual Attitudes 31 4 1 4 1 Qualified Demonstrates proper procedure for recovery from unusual attitudes 31 4 1 4 2 Unqualified Not familiar with proper procedures for recovery from unusual attitudes 31 4 1 5 VOR TACAN Positioning 31 4 1 5 1 Qualified Demonstrates proper procedures for positioning aircraft on predetermined VOR TACAN radial 31 4 1 5 2 Unqualified Not familiar with proper procedures for positioning aircraft on predetermined VOR TACAN radial 31 4 1 6 Partial Panel Airwork 31 4 1 6 1 Qualified Maintains control and applies proper corrections to keep with
292. e 1 T Terminal 2 L Low altitude 3 H High altitude 00 80 112 nautical mile A unit of distance equal to 1 minute of a great circle 6 076 1033 feet the use of radar e g vertical lateral or longitudinal separation 2 notice to airmen notice containing information nonjoint use of restricted area For restricted nonprecision approach procedure nonradar areas that are not joint use or for areas not controlled by Air Traffic Service ATS the pilot filing an IFR or VFR on top flight plan must obtain clearance from the using activity Failure to advise ATS that clearance has been obtained will result ATS routing to avoid the area An exception applies to aircraft flying in accordance with an approved Altitude Reservation ALTRV When flying VFR the pilot is responsible for obtaining approval from the using or controlling agency prior to penetration or transit of a restricted area A standard instrument approach procedure in which no electronic glideslope is provided Precedes other terms and generally means without the use of radar such as 1 Nonradar approach Used to describe instrument approaches for which course guidance on final approach is not provided by ground based precision or surveillance radar Radar vectors to the final approach course may or may not be provided by ATC Examples of nonradar approaches are VOR NDB TACAN and ILS MLS approaches 2 Nonr
293. e Aircraft approach categories are also discussed in the U S Terminal Procedures commonly called approach plates which states among other things that aircraft shall fit in only one category If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category the minimums for the next higher category should be used If it is necessary while circling to land to maneuver at speeds in excess of the upper limit of the speed range for each category due to the possibility of extending the circling maneuver beyond the area for which obstruction clearance is provided the circling minimum for the next higher approach category should be used For example an aircraft that falls in Category C but is circling to land at a speed of 141 knots or higher should use the approach Category D minimum when circling to land When operating on an unpublished route or while being radar vectored the pilot when an approach clearance is received shall in addition to complying with the minimum altitudes for IFR operations 14 CFR Section 91 177 maintain the last assigned altitude unless a different altitude is assigned by ATC or until the aircraft is established on a segment of a published route or After the aircraft is so established published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC Notwithstanding this pilot responsibility for air
294. e Steady Turn 18 13 ORIGINAL NAVAIR 00 80 112 POWER IS CONSTANT PITCH ATTITUDE DETERMINES AIRSPEED ATTITUDE PERCENT R P M VERTICAL C wo VELOCI TURN amp SLIP Figure 18 11 Constant Airspeed Maneuver Upon approaching the desired altitude select a predetermined level off lead point on the altimeter As a guide use 10 percent of the vertical speed Smoothly adjust the power to an approximate setting required for level flight and simultaneously change the nose attitude to the level flight attitude 18 4 2 Constant Rate Climbs and Descents Constant rate climbs and descents are accomplished by maintaining a constant vertical speed as well as constant airspeed They are proficiency maneuvers for practicing the techniques involved during precision instrument approaches Nose attitude control is coordinated with power changes or adjustments to establish and maintain the desired vertical speed and airspeed The relationship between airspeed and pitch control in high performance aircraft is especially important at relatively low airspeeds such as when operating at normal final approach airspeed and near stall or minimum control speeds The resulting high angle of attack and low airspeeds may reach a point where pitch and power changes will not produce the desired vertical speed changes This condition is termed the region of reverse command commonly known as being behind the power curve Prior to initiating a climb
295. e The altitude established between navigational aids or reporting points on airways air routes or advisory routes that will meet obstruction clearance requirements and will also ensure acceptable navigational signal coverage unless otherwise indicated Indicates that an aircraft s fuel supply has reached a state where upon reaching the destination it can accept little or no delay This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur Minimum altitudes for IFR operations as prescribed in 14 CFR Part 91 These altitudes are published on aeronautical charts and prescribed in 14 CFR Part 95 for airways and routes and in 14 CFR Part 97 for standard instrument approach procedures If no applicable minimum altitude is prescribed in 14 CFR Part 95 or ORIGINAL NAVAIR 00 80 112 14 97 altitude applies the following minimum IFR 1 In designated mountainous areas 2 000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown or 2 Other than mountainous areas 1 000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown or as otherwise authorized by the Administrator or assigned by ATC minimum obstruction clearance altitude specified altitude in effect between radio fixes on VOR TACAN LF airway off airway routes or route segme
296. e 22 4 Figure 22 5 Figure 22 6 Figure 22 7 Figure 22 8 Figure 22 9 Figure 22 10 Figure 22 11 Figure 22 12 Figure 22 13 Figure 22 14 Figure 22 15 Figure 22 16 Figure 22 17 Figure 22 18 Figure 23 1 Figure 23 2 Figure 23 3 Figure 23 4 Figure 23 5 Figure 23 6 Figure 23 7 Figure 23 8 Figure 23 9 Figure 23 10 Figure 23 11 Figure 24 1 Figure 24 2 Figure 24 3 Figure 24 4 Figure 24 5 Figure 24 6 NAVAIR 00 80 112 Page No CHAPTER 22 TACTICAL AIR NAVIGATION TACAN Determining Aircraft Position by TACAN 22 1 TACAN Ground Beacon Antenna 22 2 TACAN Antenna Pattern s osse ped sinisi we p 22 3 Combined Course and Fine Bearing 22 4 Interrogation and Reply Pulses for DME 22 4 Slant Range Distance vss sog ud epp eR Raw Rd e p RUE oe eee oe 22 5 TACAN Control Panel c REDE CREER de cR EP ad pere 22 8 Groundspeed Check eoe the erem Ded ober dors dee pote d e peed 22 9 Indication of Station Passage occa esd sa th seek Ga ee eke owed RE Rd 22 9 Intercepting an Arc from a 22 11 Correcting to Maintain the Arc 22 12 Intercepting a Radial from an Arc No 22 13 Visualize Problem after
297. e after the runway or runway environment is in sight Landing minimums to the adjacent runway will be based on nonprecision criteria and therefore higher than the precision minimums to the primary runway but will normally be lower than the published circling minimums 30 17 APPROACH AND LANDING MINIMUMS 30 17 1 Landing Minimums The rules applicable to landing minimums are contained in 14 CFR Section 91 175 30 39 ORIGINAL NAVAIR 00 80 112 30 17 2 Published Approach Minimums Approach minimums are published for different aircraft categories and consist of a minimum altitude DA DH MDA and required visibility These minimums are determined by applying the appropriate TERPS criteria When a fix is incorporated in a nonprecision final segment two sets of minimums may be published one for the pilot who is able to identify the fix and a second for the pilot who cannot Two sets of minimums may also be published when a second altimeter source is used in the procedure When a nonprecision procedure incorporates both a stepdown fix in the final segment and a second altimeter source two sets of minimums are published to account for the stepdown fix and a note addresses minimums for the second altimeter source 30 17 3 Obstacle Clearance Final approach obstacle clearance is provided from the start of the final segment to the runway or missed approach point whichever occurs last Sidestep obstacle protection is provided by increasing the width
298. e aircraft identification will be forwarded by the tower to the FSS for reporting the actual departure time for the military arrival notification Although position reports are not required for VFR flight plans periodic reports to FSSs along the route are good practice Such contacts permit significant information to be passed to the transiting aircraft and also serve to check the progress of the flight should it be necessary for any reason to locate the aircraft Pilots not operating on an IFR flight plan and when in level cruising flight are cautioned to conform with VFR cruising altitudes appropriate to the direction of flight When filing VFR flight plans indicate aircraft equipment capabilities by appending the appropriate suffix to aircraft type in the same manner as that prescribed for IFR flight 27 3 2 Flight Plan Defense VFR DVFR Flights VFR flights into a Coastal or Domestic ADIZ DEWIZ are required to file Defense VFR DVFR flight plans for security purposes Detailed ADIZ procedures are found in the AIM National Security and Interception Procedures See 14 CFR Part 99 27 3 3 Composite Flight Plan VFR IFR Flights Flight plans that specify VFR operation for one portion of a flight and IFR for another portion are referred to as Composite Flight Plans If VFR flight is conducted for the first portion of the flight pilots should report their departure time to the FSS with whom the VFR IFR flight plan was filed and
299. e altimeter setting s on which the approach is based is not available the approach is not authorized ORIGINAL 30 4 NAVAIR 00 80 112 5 A pilot adhering to altitudes flightpaths and weather minimums depicted on chart or vectors and altitudes issued by the radar controller is assured of terrain and obstruction clearance and runway or airport alignment during approach for landing IAPs are designed to provide an IFR descent from the en route environment to a point where a safe landing can be made They are prescribed and approved by appropriate civil or military authority to ensure a safe descent during instrument flight conditions at a specific airport It is important that pilots understand these procedures and their use prior to attempting to fly instrument approaches TERPS criteria for the following type of instrument approach procedures a Precision approaches where an electronic glideslope is provided PAR ILS Tactical Landing System TLS and MLS b Precision approaches when vertical guidance is provided Localizer Performance with Vertical Guidance LPV GNSS Landing System GLS and Special Category 1 Differential GPS SCAT 1 c Nonprecision approaches when vertical guidance is provided LNAV VNAV d Nonprecision approaches when no vertical guidance or glidepath is provided all except for those listed in subparagraphs a to c above The method used to depict prescribed altitudes on in
300. e altitude corrected for existing free air temperature departure control Air traffic control service provided to pilots departing an airport distance measuring equipment Electronic navigation equipment for finding the slant range distance in nautical miles between an aircraft and a ground station by measuring time interval between pulses from an airborne radar and the reception of answering pulses from a transponder at the ground station DoD FLIP Department of Defense Flight Information Publications used for flight planning en route and terminal operations FLIP is produced by the National Geospatial Intelligence Agency NGA for worldwide use United States Government Flight Information Publications en route charts and instrument approach procedure charts NAVAIR 00 80T 112 incorporated in DoD FLIP for use in the National Airspace System NAS domestic airspace Airspace that overlies the continental land mass of the United States plus Hawaii and U S possessions Domestic airspace extends to 12 miles offshore downburst A strong downdraft that induces an outburst of damaging winds on or near the ground Damaging winds either straight or curved are highly divergent The sizes of downbursts vary from 2 mile or less to more than 10 miles An intense downburst often causes widespread damage Damaging winds lasting 5 to 30 minutes could reach speeds as high as 120 knots due regard A phase of flight wherei
301. e at https airworthiness navair navy mil Upon receiving a copy of a NATOPS consult the NATOPS Status Report to determine its current configuration through the latest revision change and interim change Before using this publication users shall ensure that they have the current version of it OBTAINING COPIES OF THIS PUBLICATION One Time Orders Copies of this publication and the current changes thereto may be ordered from the Naval Logistics Library NLL using NAVICP Pub 2003 which is available online at https nll ahf nmci navy mil or procured through the supply system in accordance with NAVSUP P 409 MILSTRIP MILSTRAP This manual is also available in pdf format and may be viewed on and downloaded from the NATEC or AIRWORTHINESS websites www natec navy mil or https airworthiness navair navy mil respectively Note When the current revision of a publication is ordered through NLL or NAVSUP copies of all active changes to the publication will be forwarded along with it The printed changes to a revision need not be ordered in addition to ordering the revision Anorder for a publication that exceeds the maximum order quantity posted on the NLL website will be filled not to exceed the maximum order quantity Additional orders will be required in order for an activity to receive more than the posted maximum order quantity of a publication Interim changes to NATOPS publications are not stocked within the NLL or NAV
302. e bearing pointer should point to the magnetic bearing to the station The CDI should center when this bearing is set in the course selector window and the TO FROM indicator should indicate TO Note Although the RMI is used with the course indicator in the accompanying text and illustrations the Bearing Distance Heading Indicator display of bearing information is identical 21 2 2 2 VOR DME Paired Frequencies Distance Measuring Equipment DME consists of airborne and ground equipment usually co located The DME provides distance and in some systems groundspeed information only from the ground facility DME operates in the Ultrahigh Frequency UHF band however its frequency can be paired with VOR or Instrument Landing System ILS or Localizer LOC frequencies The receiving equipment in most aircraft provide for automatic DME selection through a coupled VOR ILS receiver Selection of the appropriate VOR or ILS frequency automatically tunes the DME Some equipment then allows the user to manually tune another VOR ILS frequency and keep the DME paired to the previously selected VOR ILS frequency The UHF VHF paired frequency chart can be found in the Flight Information Handbook 21 3 PROCEDURES 21 3 1 Proceeding Direct to Station To proceed directly to the station turn the aircraft in the shorter direction to place the bearing pointer under the top index of the RMI Set the bearing read under the head of the bearing point
303. e between turns The distance to the station is also three times the distance between turns Compute the time distance at groundspeed if groundspeed is known or at the TAS if groundspeed is not known There are two minor precautions to observe in connection with the 30 turn method First determine drift before starting If the pattern 15 flown under conditions of no wind and there is a wind blowing the aircraft off course the results obtained will not be accurate In fact if the needle does not progress toward the wingtip at all the aircraft 15 drifting to the other side of the station entirely The accuracy of time and distance checks is governed by the existing wind the degree of bearing change and the accuracy of timing The number of variables involved causes the result to be an approximation however by flying an accurate heading and checking the time and bearing closely you can get a reasonable estimate of time and distance from the station Time and distance checks using only the course indicator employ the same principles First rotate the course set knob until the CDI centers then turn to a heading 90 from the bearing in the course window After completing this turn rotate the course set knob to recenter the CDI and accomplish the time and distance check as previously described For VOR time distance checks using the RMI only refer to ADF time distance check in Chapter 23 21 3 11 Station Passage The cone of confusion is e
304. e flying over sloping cloud decks or land that slopes gradually upward into mountainous terrain Figure 8 11 Pilots are often compelled to fly with their wings parallel to the slope rather than straight and level A related phenomenon is the disorientation caused by the aurora borealis in which false vertical and horizontal cues generated by the aurora result in attitude confusion in pilots trying to fly formation or refuel at night in northern regions IFM F034 Figure 8 10 Confusion of Ground Lights with Stars 8 9 ORIGINAL NAVAIR 00 80 112 IFM F035 Figure 8 11 Sloping Cloud Decks 8 1 2 3 Visual Autokinesis A stationary light stared at for several seconds in the dark will appear to move Figure 8 12 This phenomenon can cause considerable confusion in pilots flying formation at night Increasing the brilliance size or number of lights or causing the lights to flash on and off will diminish the effect of this phenomenon 8 1 3 False Perceptions During Helicopter Flights The problem of illusions in helicopter pilots is not totally understood due to various complicating factors the fundamental difference between a helicopter and other aircraft the complexity of its piloting its instability in flight and excessive noises and vibrations All of these probably have definite effects on the pilot s spatial orientation and at the same time may promote the development of false perceptions Poorly developed habits of instru
305. e horizontal so that it intersects the middle marker at approximately 200 feet and the outer marker at approximately 1 400 feet above the runway elevation 4 In addition to the desired glideslope false course and reversal in sensing will occur at vertical angles considerably greater than the usable slope The proper use of the glideslope requires that the pilot maintain alertness as the glideslope interception is approached and interpret correctly the fly up and fly down instrument indications to avoid the possibility of attempting to follow one of the higher angle courses 5 Extreme caution should be used to avoid exceeding a deviation of one dot or approximately one half scale below the glideslope up to the middle marker and to avoid any deviation below the glideslope from the middle marker to completion of landing 6 The glideslope facilities provide a signal that flares from 18 to 27 feet above the runway therefore the glideslope should not be expected to provide guidance completely to a touchdown point on the runway 7 DME may be installed at the glideslope transmitter site Range and the three letter station identifier are available through the Tactical Air Navigation TACAN receiver Bearing information is not provided 24 2 1 3 Marker Beacons Marker beacons are very low powered 75 MHz transmitters located along the ILS final approach course to mark a specific position Normally two marker beacons are used for this pu
306. e manual change program Corrections additions to deletions from and suggestions for improvement of contents should be submitted as NATOPS change recommendations as soon as possible after discovery Suggestions for improvement should avoid vague and generalized language and shall be worded as specifically as possible Detailed standards for NATOPS publications are found in MIL DTL 85025B AS which is available online at https airworthiness navair navy mil Change recommendations may be submitted by anyone in accordance with OPNAVINST 3710 7 series All users are encouraged to contribute to the currency accuracy and usefulness of this and other NATOPS publications by submitting timely change recommendations for these publications SUBMITTING CHANGE RECOMMENDATIONS Types of Change Recommendations Change recommendations should be submitted as URGENT PRIORITY or ROUTINE Urgent and Priority change recommendations are changes that cannot be allowed to wait for implementation until after the next review conference These usually involve safety of flight matters Some priority change recommendations may be upgraded to URGENT by NATOPS Program Manager Program Class Desk or NAVAIR AIR 4 0P following receipt and initial review Submitting Change Recommendations to NATOPS Publications While each type of change recommendation is processed and approved differently the preferred means of submitting all of them is through the Airworthiness Issue Reso
307. e of the aircraft is determined by reference to the vertical speed indicator heading indicator airspeed Mach indicator Angle of Attack AOA indicator clock turn and slip indicator needle and ball indicator and in some cases the altimeter Although the altimeter is primarily a position instrument in some maneuvers it can be used as a cross check on aircraft performance These instruments are termed performance instruments and indicate the aircraft performance regardless of whether the pilot is referring to the Earth s horizon the attitude indicator or both to control the aircraft attitude Figure 17 5 17 3 3 Position Instruments The aircraft position is determined by a third group of instruments termed position instruments These instruments include various types of course indicators range indicators glideslope indicators and altimeter and bearing pointers By knowing the aircraft position the pilot can determine what control changes are required to achieve desired aircraft performance Figure 17 5 17 3 4 Instrument Scan During instrument flight the pilot s attention must be divided between the control performance and position instruments Proper division of attention and the sequence of checking the instruments scan varies among pilots and throughout various phases of flight There is no one set order for scanning the instruments as it depends on the type of maneuver to be executed as to which instruments are of prime impo
308. e or both aircraft in a belly up configuration during the turn on Once the aircraft are established within 30 degrees of final or on the final these operations may be conducted simultaneously When the parallel runways are separated by 4 300 feet or more or intersecting converging runways are in use ATC may authorize a visual approach after advising all aircraft involved that other aircraft are conducting operations to the other runway This may be accomplished through use of the ATIS 30 19 3 Separation Responsibilities If the pilot has the airport in sight but cannot see the aircraft to be followed ATC may clear the aircraft for a visual approach however ATC retains both separation and wake vortex separation responsibility When visually following a preceding aircraft acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for maintaining a safe approach interval and adequate wake turbulence separation A visual approach is not an IAP and therefore has no missed approach segment If a go around is necessary for any reason aircraft operating at controlled airports will be issued an appropriate advisory clearance instruction by the tower At uncontrolled airports aircraft are expected to remain clear of clouds and complete a landing as soon as possible If a landing cannot be accomplished the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance Separation f
309. e pilot will hold according to the depicted pattern 27 3 4 Flight Plan IFR Flights 27 3 4 1 General Prior to departure from within or entering into controlled airspace a pilot must submit a complete flight plan and receive an air traffic clearance if weather conditions are below VFR minimums Instrument flight plans are normally 27 5 ORIGINAL NAVAIR 00 80 112 submitted through base operations but can also be submitted to the nearest FSS or Airport Traffic Control Tower ATCT either in person or by telephone or by radio if no other means are available Pilots should file IFR flight plans at least 30 minutes prior to ETD to preclude possible delay in receiving a departure clearance from ATC In order to provide FAA traffic management units strategic route planning capabilities nonscheduled operators conducting IFR operations above Flight Level FL 230 are requested to voluntarily file IFR flight plans at least 4 hours prior to ETD To minimize your delay in entering Class B Class C Class D and Class E surface areas at destination when IFR weather conditions exist or are forecast at that airport an IFR flight plan should be filed before departure Otherwise a 30 minute delay is not unusual in receiving an ATC clearance because of time spent in processing flight plan data Traffic saturation frequently prevents control personnel from accepting flight plans by radio In such cases the pilot is advised to contact the nearest FSS f
310. e seat 12 1 Structural icing precautions eed tegen ee Sey te tones ae 6 11 Slip indicator ball UE Re E Va A eee 15 6 Support products T PP 27 1 Slow moving cold fronts al Surveillance final approach 25 6 Space ep eR EEG ERR 26 1 System overview Spatial misorientation 8 12 Course sensitivity 26 4 Special VFR clearances 28 3 Flight management system FMS 26 2 Specific capabilities and restrictions 26 7 GPS 365101605 sn rist annis 26 1 25222 18 6 Integrated systems 26 1 Adjustments sure whinge eens es 28 7 Navigation database 26 7 Establishing and maintaining air 18 6 Required navigation performance Spin RNP LER ETE D 26 2 Graveyard 8 2 Feier ERE ext 26 3 Squall 6 4 Signal accuracy 26 1 Standard Waypoints 26 3 Pattern 22222050950 qae pa e ea 29 11 System s 20525 2597 Terminal arrival STAR flight Airways and route 29 5 management system procedures Alignment of elements 30 53 FMSP for arrivals 30 1 Control of lighting 30
311. e that maximizes their visual capabilities Spotting a potential collision threat increases directly as more time is spent looking outside the aircraft One must use timesharing techniques to scan the surrounding airspace effectively while monitoring instruments as well Since the eye can focus only on a narrow viewing area effective scanning is accomplished with a series of short regularly spaced eye movements that bring successive areas of the sky into the central visual field Each movement should not exceed 10 degrees and each area should be observed for at least 1 second to enable collision detection Although many pilots seem to prefer the method of horizontal back and forth scanning every pilot should develop a scanning pattern that is not only comfortable but assures optimum effectiveness however pilots should remember that they have a regulatory responsibility 14 CFR Section 91 113 a to see and avoid other aircraft when weather conditions permit 28 14 USE OF VISUAL CLEARING PROCEDURES 28 14 1 Before Takeoff Prior to taxiing onto a runway or landing area in preparation for takeoff pilots should scan the approach areas for possible landing traffic and execute the appropriate clearing maneuvers to provide them a clear view of the approach areas 28 14 2 Climbs and Descents During climbs and descents in flight conditions that permit visual detection of other traffic pilots should execute gentle banks left and right at a frequency t
312. ead of the surface front followed by cirrostratus at about 600 miles altostratus at 500 miles and nimbostratus and stratus clouds within 300 miles of the actual frontal surface As stated earlier convective activity is frequently embedded along and in advance of the frontal surface Clearing usually occurs after the passage of a warm front however under certain conditions drizzle and fog may occur within the warm sector of the frontal system Figure 4 4 shows a typical cross section of a warm front ___ CIRROSTRATUS CIRRUS 49 uu 0C S AN PRECIP AREA Figure 4 3 Vertical Cross Section of a Fast Moving Cold Front 4 3 ORIGINAL NAVAIR 00 80 112 STABLE 30 000 WARM AIR 20 000 isc UNSTABLE WARM AIR Figure 4 4 Vertical Cross Section of a Warm Front ORIGINAL 4 4 NAVAIR 00 80 112 4 3 3 Occluded Fronts An occluded front occurs when the cold front overtakes the warm front and one of the two fronts is forced aloft thereby creating a situation where the warm air between the fronts is displaced above the surface Occluded fronts either display a combination of both warm and cold frontal type weather or a predominate weather pattern that is more relative to either a warm or cold frontal system When dealing with an occluded front the zone of the most adverse weather is located near the apex of the warm and cold frontal su
313. eather Whereas air motion within an area of high pressure is downward and outward divergence motion in a frontal zone is inward and upward convergence 4 5 FRONTAL MOVEMENT The weather is greatly affected by the movement of frontal systems From the time the front develops until it passes out of the weather picture it is watched closely The speed at which it travels and the modifications that it undergoes are important considerations in analyzing and forecasting the weather 4 5 1 Speed The speed of the movement of frontal systems is an important determining factor of weather conditions Rapidly moving fronts usually cause more severe weather than slower moving fronts For example fast moving cold fronts often cause severe prefrontal squall lines which are extremely hazardous to flying The fast moving front does have the advantage of moving across the area rapidly permitting the particular locality to enjoy a quick return of good weather Slow moving fronts on the other hand may cause extended periods of unfavorable weather A stationary front which may bring bad weather can disrupt flight operations for several days in succession 4 5 2 Modifications There are many factors that can modify the movement of frontal systems In this section only a few of the more important factors are considered 4 5 2 1 Effect of Mountains Mountain ranges affect the speed the slope and the weather associated with a front The height and hor
314. eather research projects or weather reconnaissance pilots shall not file into or through areas where the National Weather Service has issued a WW unless one of the following exceptions applies 1 Performance characteristics of the aircraft permit an en route flight altitude above existing or developing severe storms or 2 Storm development has not progressed as determined by a qualified meteorological forecaster for the planned route In such situations a Visual Flight Rules VFR filing is permitted if existing and forecast weather for the planned route permits such flights b Instrument Flight Rules IFR flight may be permitted if aircraft radar is installed and operative thus permitting detection and avoidance of isolated thunderstorms c IFR flight is permissible in positive control areas if visual meteorological conditions can be maintained thus enabling aircraft to detect and avoid isolated thunderstorms ORIGINAL 27 2 NAVAIR 00 80 112 most cases WWs are not issued specifically for immediate coastal waters or adjacent oceanic areas however in some situations the weather associated with the WW will also be present over said areas When dealing with such a situation pilots should request evaluation of the maritime area by a forecaster to ensure WW conditions are not present 27 2 3 2 Military Weather Warning Advisories MWWAs The U S Air Force issues these graphical advisories which provide an e
315. eceding center 7 File an additional route description waypoint for each turn point in the route 8 Plan additional route description waypoints as required to ensure accurate navigation via the filed route of flight Navigation is the pilot s responsibility unless ATC assistance is requested 9 Plan the route of flight so as to avoid prohibited and restricted airspace by 3 nm unless permission has been obtained to operate in that airspace and the appropriate ATC facilities are advised Pilots of aircraft equipped with latitude longitude coordinate navigation capability independent of VOR TACAN references may file for random RNAV routes at and above FL 390 within the conterminous U S using the following procedures 1 File airport to airport flight plans prior to departure 2 File the appropriate RNAV capability certification suffix in the flight plan 3 Plan the random route portion of the flight to begin and end over published departure arrival transition fixes or appropriate navigation aids for airports without published transition procedures The use of preferred departure and arrival routes such as DP and STAR where established is recommended ORIGINAL 27 8 NAVAIR 00 80 112 4 Plan the route of flight so as to avoid prohibited and restricted airspace by 3 nm unless permission has been obtained to operate in that airspace and the appropriate ATC facility is advised 5 Define the route of flight after the departure fix inc
316. ecked for navigational use Positive identification of the commercial station being used is imperative The radio compass automatically determines the bearing to any radio station within its frequency and sensitivity range The radio compass also may be used as an auxiliary receiver for the reception of weather broadcasts and other broadcast information The operation of a radio compass depends chiefly upon the characteristics of a loop antenna A loop receiving antenna gives maximum reception when the plane of the loop is parallel to or in line with the direction of wave travel As the loop is rotated from this position volume gradually decreases and reaches a minimum when the plane of the loop is perpendicular to the direction of wave travel These characteristics of a loop antenna result from the fact that the receiver input from a loop antenna is the resultant of the opposing voltages in the two halves of the loop When current flows in a looped conductor it must flow in opposite directions in each half of the loop This occurs when the plane of the loop is in line with the station The fact that one side of the loop is closer to the transmitter causes a slight delay between the time the radio wave reaches one side and the time it reaches the other therefore there is a phase difference between the voltages induced in each half of the loop This causes a resultant current to flow through the transformer and creates a signal input to the receiver
317. ect the highest category of aircraft normally expected to use the procedure a A standard racetrack holding pattern may be provided at the center IAF and if present may be necessary for course reversal and for altitude adjustment for entry into the procedure In the latter case the pattern provides an extended distance for the descent required by the procedure Depiction of this pattern in U S Government publications will utilize the hold in lieu of PT holding pattern symbol b The published procedure will be annotated to indicate when the course reversal is not necessary when flying within a particular TAA area e g otherwise the pilot is expected to execute the course reversal under the provisions of 14 CFR Section 91 175 The pilot may elect to use the course reversal pattern when it is not required by the procedure but must inform air traffic control and receive clearance to do so Figures 30 1 and 30 2 3 The T design may be modified by the procedure designers where required by terrain or ATC considerations For instance the design may appear more like a regularly or irregularly shaped or may even have one or both outboard IAFs eliminated resulting in an upside down or an configuration Figures 30 3 and 30 4 Further the leg lengths associated with the outboard IAFs may differ Figures 30 5 and 30 6 4 Another modification of the design may be found at airports wit
318. ectional Facility SFA Single Frequency Approach SFL Sequenced Flashing Lights SIAP Standard Instrument Approach Procedure SID Standard Instrument Departure SIF Selective Identification Feature SIGMET Significant Meteorological Information SM Statute Mile s SPS Standard Positioning Service GPS SRT Standard Rate Turn SSALR Simplified Short Approach Light System with Runway Alignment Indicator Lights STAR Standard Terminal Arrival SVN Satellite Vehicle Number GPS T TA Traffic Advisory TCAS TAA Terminal Arrival Area TACAN Tactical Air Navigation TAS True Airspeed TCAS Traffic Alert and Collision Avoidance System ORIGINAL NAVAIR 00 80 112 Touchdown Zone Lights TERPS Terminal Instrument Procedures TF Track to Fix GPS TLS Tactical Landing System TMN True Mach Number TPC Tactical Pilotage Chart TPP Terminal Procedures Publication FAA TRSA Terminal Radar Service Area TWEB Transcribed Weather Broadcast U Ultrahigh Frequency USAF United States Air Force USNOF U S NOTAM Facility USNS U S NOTAM System V VASI Visual Approach Slope Indicator VASIL Low Intensity VASI VDA Vertical Descent Angle VDP Visual Descent Point VFR Visual Flight Rules ORIGINAL 60 VGSI Visual Glideslope Indicator VHF Very High Frequency VMC Visual Meteorological Conditions VNAV Vertical Navigation GPS VOR VHF Omnidir
319. ectional Range VORTAC VOR and TACAN Navigation Facilities Co located VSI Vertical Speed Indicator VVI Vertical Velocity Indicator WA AIRMET WAAS Wide Area Augmentation System GPS WAC World Aeronautical Chart WMS Wide Area Master Station GPS WOD Wind Over Deck WP Waypoint WRS Wide Area Ground Reference Station GPS WS SIGMET WST Convective Information SIGMET Meteorological WW Severe Weather Watch Bulletin NAVAIR 00 80 112 PREFACE SCOPE NATOPS manuals are issued by the authority of the Chief of Naval Operations and under the direction of the Commander Naval Air Systems Command in conjunction with the Naval Air Training and Operating Procedures Standardization NATOPS program NATOPS publications provide the best available operating instructions for most circumstances However no manual can cover every situation or be a substitute for sound judgment operational situations may require modification of the procedures contained therein Read these publications from cover to cover It is your responsibility to have a complete knowledge of their contents Note See Chapter 1 for more information on the scope and purpose of this manual and for any special requirements or procedures that compliment those contained in this preface DETERMINING THE CURRENT VERSION OF THIS PUBLICATION The current versions of NATOPS publications are listed in the NATOPS Status Report which is available onlin
320. ed Figure 4 10 Mountain ranges have much the same effect on occluded fronts as they do on warm and cold fronts Cold type occlusions behave as cold fronts and warm type occlusions behave as warm fronts The occlusion process is accelerated when an open wave approaches a mountain range because the warm front is retarded whereas the cold front continues its normal movement until is reaches the mountain range 4 5 2 2 Effect of Ocean Currents Ocean currents have a modifying effect on frontal movement To understand why ocean currents have such an effect it is necessary to consider the movement of the currents In middle latitudes ocean currents carry warm water away from the equator along the eastern coasts of continents and carry cold water toward the equator along the western coasts of continents The most active frontal zones of the winter season are found where cold continental air moves over warm water off eastern coasts This situation is noticeable over the Atlantic Ocean off the east coast of the United States As a cold front moves off the coast and over the Gulf Stream it becomes intensified causing wave development to occur near the Cape Hatteras area This gives the east coast of the United States much cloudiness and precipitation A similar situation occurs off the east coast of Japan That area in the Pacific generates more cyclones than any other area in the world 4 5 2 3 Other Effects The movement of a frontal system from one a
321. ed aircraft attitudes and further disorientation Cockpit duties and or distractions most likely to create this sensation under actual instrument conditions are changing radio frequencies reaching for maps or charts studying terminal instrument approach procedures looking for obscure switches or controls etc The degree of disorientation and physical response is dependent upon the motion of the aircraft the motion of the head and the time element WARNING Extreme care should be taken to limit rapid head movements during descents and turns particularly at low altitudes Cockpit duties should be subordinate to maintaining aircraft control If possible these duties should be delegated to other crewmembers so that sufficient attention can be given to the attitude indicator and other flight instruments 11 3 EXPERIENCE Through experience the pilot learns to recognize those factors that favor an episode of spatial disorientation Most of these are related to situations in which the visual system is compromised in its ability to provide orientation information Most important is the experience of flying by instruments Inexperienced pilots with little actual instrument time are particularly susceptible to spatial disorientation It takes time and experience to feel comfortable in a new aircraft system and develop a solid effective instrument cross check Pilots who still must search for switches knobs and controls in the cockpit have less time
322. ed or restated without an expedite instruction the expedite instruction is canceled Expedite climb descent normally indicates to the pilot that the approximate best rate of climb descent should be used without requiring an exceptional change in aircraft handling characteristics Normally controllers will inform pilots of the reason for an instruction to expedite 28 10 IFR SEPARATION STANDARDS ATC effects separation of aircraft vertically by assigning different altitudes longitudinally by providing an interval expressed in time or distance between aircraft on the same converging or crossing courses and laterally by assigning different flight paths Separation will be provided between all aircraft operating on IFR flight plans except during that part of the flight outside Class B airspace or a TRSA being conducted on a VFR on top VFR conditions clearance Under these conditions ATC may issue traffic advisories but it is the sole responsibility of the pilot to be vigilant so as to see and avoid other aircraft When radar is employed in the separation of aircraft at the same altitude a minimum of 3 miles separation is provided between aircraft operating within 40 miles of the radar antenna site and 5 miles between aircraft operating beyond 40 miles from the antenna site These minimums may be increased or decreased in certain specific situations Note Certain separation standards are increased in the terminal environment when Center Rada
323. ed outbound course in the course selector window 3 Turn to an intercept heading Determine direction of turn as in RMI only by visualizing the intercept on any compass card Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on the CDI rate of movement and the time required to turn on course Figure 21 11 Outbound Course Interception CDI Only Sheet 2 of 2 21 3 9 Time Distance Check To compute time and distance from an omnirange first turn the aircraft to place the bearing pointer on the nearest 90 index Set the bearing read under the head of the bearing pointer into the course selector window If this does not center the CDI exactly rotate the course set knob until the CDI does center Note the time and maintain heading When the CDI shows a definite displacement from center set a 10 bearing change in the course window by rotating the course set knob in the direction of CDI movement Check that the CDI has moved over the heading pointer Maintain heading until the CDI recenters Note elapsed time and apply the following formulas Time in seconds between bearings Minutes to station Degrees of bearing change TAS or groundspeed in nm per minute times minutes from the station will give distance Expressed as a formula this is x minutes from the station nm from the station If known groundspeed should be substituted for TAS For example i
324. ed until the performance indicators show the approach of level flight Because of the slight lag inherent in these instruments the pilot should anticipate the performance instruments and apply opposite pressure as the indicators show the approach of the level flight attitude Failure to do so will usually result in the progressing from one unusual attitude to another in this example from nose low to nose high WARNING Spatial disorientation may become severe during the recovery from unusual attitudes with an inoperative attitude indicator Extreme attitudes may result in an excessive loss of altitude and possible loss of aircraft control therefore the pilot should decide upon an altitude at which recovery attempts will be discontinued and the aircraft abandoned ORIGINAL 20 4 NAVAIR 00 80 112 Navigational Aids Facilities and Procedures Chapter 21 VHF Omnidirectional Range VOR Chapter 22 Tactical Air Navigation TACAN Chapter 23 ADF UHF ADF Marker Beacons Chapter 24 Instrument Landing System ILS Chapter 25 Radar Approaches Chapter 26 Global Positioning System GPS 77 78 blank ORIGINAL 00 80 112 21 VHF Omnidirectional Range VOR 21 1 INTRODUCTION The VHF Omnidirectional Range VOR is a radio facility that eliminated many of the difficulties previously encountered when navigating with the radio compass VOR course information is not affec
325. edure IAS Indicated Airspeed IAWP Initial Approach Waypoint GPS ICAO International Civil Aviation Organization IF Intermediate Fix IFF Identification Friend or Foe IFIM International Flight Information Manual IFR Instrument Flight Rules ILS Instrument Landing System IM Inner Marker IMC Instrument Meteorological Conditions IMN Indicated Mach Number IPA Initial Penetration Altitude ITCZ Intertropical Convergence Zone 57 NAVAIR 00 80T 112 ITO Instrument Takeoff J JAL High Altitude Approach JNC Jet Navigational Chart JOG Joint Operations Graphic K KIAS Knots Indicated Airspeed L L MF Low Medium Frequency NAVAIDs LAAS Local Area Augmentation System GPS LAHSO Land And Hold Short Operations LDA Localizer type Directional Aid LF Low Frequency LFM Low Power Fan Marker LIRL Low Intensity Runway Lighting LMM Locator Middle Marker LNAV Lateral Navigation GPS LOC Localizer LOM Locator Outer Marker LPV Localizer Performance with Vertical Guidance M MAA Maximum Authorized Altitude MAHWP Missed Approach Holding Waypoint GPS MALSF Medium Intensity Approach Light System with Sequential Flashing Lights MALSR Medium Intensity Approach Light System with Runway Alignment Indicator Lights MAP Missed Approach Point ORIGINAL NAVAIR 00 80 112 MARSA Military Assumes Responsibility for Separation of Aircraft MAWP Missed Approach Waypoin
326. edure turn If the CDI indicates full scale deflection course deviation 2 1 2 or greater during the latter portion of the turn roll out with an intercept angle that will ensure localizer interception prior to the glideslope intercept point Normally a 30 to 45 intercept is sufficient however groundspeed distance from the localizer course and final approach fix may require another intercept angle When the localizer is intercepted maintain the published heading until the first movement of the CDI The rate of CDI movement will aid in estimating the force and direction of the wind Heading corrections should be sufficient to stop the CDI movement and return the aircraft to course After returning to course apply the drift correction necessary to keep the CDI centered Heading corrections should be reduced as the aircraft continues inbound increments of 5 or less are usually sufficient The pilot should maintain the glideslope interception altitude configure the aircraft for landing and establish the final approach airspeed before reaching the glideslope intercept point Do not descend below glideslope interception altitude if the CDI indicates full scale deflection Call the controlling agency at the final approach fix or as directed As the Glideslope Indicator GST moves downward from its upper limits prepare to intercept the glideslope Slightly before the GSI reaches the center position establish a pitch attitude on the attitude indic
327. een centerlines Integral parts of a total system are ILS MLS radar communications ATC procedures and required airborne equipment A parallel dependent approach differs from a simultaneous independent approach in that the minimum distance between parallel runway centerlines is reduced there is no requirement for radar monitoring or advisories and a staggered separation of aircraft on the adjacent localizer azimuth course is required Figure 30 16 Aircraft are afforded a minimum of 1 5 miles radar separation diagonally between successive aircraft on the adjacent localizer azimuth course when runway centerlines are at least 2 500 feet but no more than 4 300 feet apart When runway centerlines are more than 4 300 feet but no more than 9 000 feet apart a minimum of 2 miles diagonal radar separation is provided Aircraft on the same localizer azimuth course within 10 miles of the runway end are provided a minimum of 2 5 miles radar separation In addition a minimum of 1 000 feet vertical or a minimum of 3 miles radar separation is provided between aircraft during turn onto the parallel final approach course DEPENDENT PARALLEL ILS APPROACHES INDEPENDENT PARALLEL RUNWAY CENTERLINES SPACE 2500 OR greater ILS APPROACHES STAGGERED Approaches Final Monitor Controller NOT required 1 SIMULTANEOUS PARALLEL ILS PRM APPROACHES ILS APPROACHES SIMULTANEOUS CLOSE PARALLEL Runway centerlines spaced Runway centerlines spaced
328. efined above 30 5 1 Minimum Safe Altitude MSA Minimum Safe Altitudes MSAs are published for emergency use on IAP charts For conventional navigation systems the MSA is normally based on the primary omnidirectional facility on which the IAP is predicated The MSA depiction on the approach chart contains the facility identifier of the NAVAID used to determine the MSA altitudes For RNAV approaches the MSA is based on the runway waypoint for straight in approaches or the airport waypoint 30 5 ORIGINAL NAVAIR 00 80 112 for circling approaches For GPS approaches the MSA center will be the Missed Approach Waypoint MAWP MSAs are expressed in feet above mean sea level and normally have a 25 nm radius however this radius may be expanded to 30 nm if necessary to encompass the airport landing surfaces Ideally a single sector altitude is established and depicted on the plan view of approach charts however when necessary to obtain relief from obstructions the area may be further sectored and as many as four MSAs established When established sectors may be no less than 90 in spread MSAs provide 1 000 foot clearance over all obstructions but do not necessarily ensure acceptable navigation signal coverage 30 5 2 Terminal Arrival Area TAA 1 The objective of the Terminal Arrival Area TAA is to provide a seamless transition from the en route structure to the terminal environment for arriving aircraft equipped with an FMS and or GPS
329. either distraction or poor crew coordination during an approach to a strange field generally with a poor runway lighting system Fatigue and circadian rhythm problems may be aggravating factors on long flights in cargo type aircraft Specific procedures concerning division of workload and crew coordination should be covered in the preflight briefing FORMATION FLIGHTS IN NIGHT OR WEATHER The potential for spatial disorientation is greatest for formation flights during night or weather conditions Night joinups are dangerous particularly when conducted at low altitude over dark terrain or water under an overcast Alternative profiles such as a trail departure and climbout should be selected if possible Pilots scheduled for formation flights in night Instrument Meteorological Conditions IMC conditions should be current and proficient in instrument night and formation flying Particular attention should be directed to the number of sorties and flying hours in the past 30 days The flight leader in the preflight briefing should cover specific procedures to manage a disoriented wingman Note Lost wingman procedures are designed to ensure safe separation between aircraft in a flight when a wingman loses sight of the lead Lost wingman procedures are not for the purpose of recovering a wingman with severe spatial disorientation Precise execution is required to execute lost wingman procedures which a severely disoriented pil
330. eives information from the barometric altitude controller The altitude channel may be engaged or disengaged at will whenever the ASE AFCS is engaged and will maintain or correct to the altitude at which it was engaged During climbs or descents the altitude channel must momentarily be disengaged until reaching the desired altitude and then engaged 18 5 4 Attitude Control Attitude control is achieved through control of the tip path plane by cyclic control over the pitch of the individual blades Aircraft reactions to pitch and roll movements of the cyclic stick are similar to those experienced in fixed wing aircraft and manifest themselves in the same way on the attitude indicator and performance instruments 18 5 5 Power Control The amount of lift produced by the rotor system is dependent on two controllable factors rotary wing rpm and pitch of the blades Since the rotary wing operates efficiently only in a narrow range of rpm power must be supplied in sufficient quantities to drive the rotor within the normal range The second controllable factor is the collective pitch of the blades This is controlled from the cockpit with the collective pitch lever Any change in the collective pitch of the blades will change the requirement for power to maintain rotor rpm Mechanical or electrical linkages between the collective pitch lever and the power plant s compensate at least in part for these changes Adjustments if required may be made manually
331. elative to the Holding Fix Not the Station 22 17 ORIGINAL NAVAIR 00 80 112 22 2 4 TACAN Approach Procedures With range information available many different types of penetrations are depicted on the approach charts Some TACAN approaches are relatively simple and involve only a straight in flightpath along a radial Others require extensive planning and may involve intercepting an arc from a radial a radial from an arc or any combination of the above to arrive at the final approach fix Figure 22 16 A limited number of VOR instrument approaches based on a VORTAC facility have been approved for use by TACAN equipped aircraft These procedures are identified by the phrase TACAN printed adjacent to the name of the procedure e g VOR TACAN Rwy 17 Approaches designated VORTAC may be executed by aircraft using either TACAN or VOR with DME but DME is required Approaches designated VOR DME may be executed by aircraft utilizing VOR with DME and the DME is required 22 2 4 1 Transition to the Initial Approach Fix Published routes on the terminal chart may provide a course and range from the en route structure to the Initial Approach Fix IAF If a routing other than one published is used ensure it does not exceed the operational limitation of the Navigation Aid NAVAID being used Limitations according to type NAVAID aircraft altitude and range from the facility are published in FLIP Before reaching the IAF recheck the weat
332. ement Inner Parasitic Element Outer Parasitic Nine lobe Cardiold pattern rotates at 15 RPS Nine lobe pattern produced by combined effect of Inner and outer parasitic elo ments The pattern rotates at 15 RPS resulting both 15 cycle and 135 cycle amplitude modulation of the beacon signals IFM FO133 Figure 22 3 TACAN Antenna Pattern To determine the aircraft position in bearing from the station a phase angle must be measured electronically To measure the phase angle a fixed reference is established This fixed reference is a 15 cps nondirectional pulse signal normally referred to as the main reference bearing pulse One main reference pulse occurs with each revolution of the antenna In addition to the main reference pulse eight auxiliary reference pulses also occur during one revolution of the ground beacon antenna therefore a reference pulse occurs each 40 of antenna rotation 360 9 pulses The airborne equipment electronically measures the time lapse between the main reference pulse and the maximum amplitude signal strength of the 15 cps rotating signal pattern This determines the aircraft bearing from the station within a 40 sector Then the time lapse between the auxiliary reference pulses and the maximum amplitude of the 135 cps signal is measured to determine the aircraft position within the 40 sector The accuracy of this measurement determines the position of the aircraft relative to the station withi
333. enerally scattered and they are difficult to identify because they are frequently embedded within other cloud layers The use of radar is extremely helpful when dealing with warm front thunderstorms 6 1 3 2 2 Cold Front Thunderstorms The cold front thunderstorm is caused by the forward motion of a wedge of cold air into a body of warm moist unstable air This type of thunderstorm is normally positioned along the frontal surface in what appears to be a continuous line Cold fronts normally have rapid movement and a steep frontal slope Although the line of thunderstorms is relatively narrow 50 to 100 miles wide the line may extend for hundreds of miles with scarcely a break between the cells The density of these storms presents a serious hazard to aviation operations In a few cases squall lines may be associated with cold fronts and more frequently with fast moving cold fronts 6 1 3 2 3 Occluded and Stationary Fronts Thunderstorms are also encountered with occluded and stationary fronts The occluded front is actually a combination of a cold front and a warm front When penetrating such a weather system the pilot can expect to experience weather patterns synonymous with both types of fronts The most severe weather associated with an occluded front is normally found near the apex of the system the point where the cold front meets the warm front at the surface Whenever this situation exists the flight should be planned to avoid this area i
334. ent before flying GPS approaches in Instrument Meteorological Conditions IMC Once the equipment is properly configured for the approach the GPS based approach is much easier and safer to fly than a terrestrial based e g VOR TACAN etc nonprecision approach 26 5 7 Approach Procedures Flying a GPS approach is much like flying any other nonprecision approach For procedures regarding equipment specifics and setup reference NATOPS and your FMS GPS Operator s Manual Incorrect inputs into the GPS receiver are especially critical during approaches In some cases an incorrect entry can cause the receiver to leave the approach mode 26 5 7 1 Prior to the IAF Some GPS equipment will automatically Arm once the aircraft is within 30 nm from the airfield Other equipment will present a pilot selectable function when within 30 nm that requires the pilot to Arm the approach refer to the specific aircraft NATOPS If manual arming is required by the equipment then the aircrew shall Arm the approach mode prior to the IAF Arming the approach mode will allow your GPS equipment to automatically change from en route RNP to terminal RNP 26 5 7 1 1 Inside of 30 nm If you do not arm the approach mode prior to 30 nm from the airport your GPS equipment will generate a warning once your aircraft is 30 nm from the airport If the system automatically arms there will be no annunciation at 30 nm 26 5 7 1 2 3 nm Prior to the FAF Appro
335. er altitudes however except for terrain clearance the pilot should disregard nonstandard atmospheric effect for air traffic control purposes All pressure altimeters within close proximity of one another react to these effects in the same way thus normal vertical separation is provided During instrument flight below the transition level 18 000 feet in Continental United States CONUS the importance of obtaining the latest altimeter setting cannot be overemphasized particularly when flying from an area of high pressure into a low pressure area Refer to Figure 16 4 Above the transition altitude 18 000 feet in CONUS pressure altitude is used because it is not as important to maintain true altitude as it is indicated altitude Midair collision is a more serious problem than terrain clearance Therefore for high altitude flights the altimeter shall be set at 29 92 inches of mercury climbing through 18 000 feet Mean Sea Level MSL The current local altimeter setting shall be set prior to descent through the lowest usable Flight Level FL as defined in the current Flight Information Publications FLIP Section II WARNING Altimeters not equipped with mechanical stops near the barometric scale limits can inadvertently be set with a 10 000 foot error therefore when setting the altimeter ensure the 10 000 foot pointer is reading correctly 16 1 ORIGINAL NAVAIR 00 80 112 INDICATED ALTITUDE IS 9 570 FEET 10 000 FOOT POINTER
336. er into the course selector window If this does not center the CDI exactly rotate the course set knob until the CDI does center Maintain this course to the station If either the compass card or the bearing pointer is inoperative the course indicator may be used to determine the bearing to the station by rotating the course set knob until the CDI centers and TO is read in the TO FROM indicator The magnetic bearing from the aircraft to the station then appears in the course selector window Figure 21 4 21 3 2 Course Interceptions Course interceptions are performed in most phases of instrument navigation The equipment used varies but an intercept heading must be flown that results in an angle or rate of intercept sufficient to solve a particular problem Rate of intercept seen by the pilot as bearing pointer or CDI movement is a result of the following factors 1 The angle at which the aircraft is flown toward a desired course angle of intercept 2 True airspeed and wind groundspeed 3 Distance from the station The angle of intercept is the angle between the heading of the aircraft intercept heading and the desired course Controlling this angle by selection and or adjustment of the intercept heading is the easiest and most effective way to control course interceptions Angle of intercept must be greater than the degrees from course but should not exceed 90 At 90 rate of intercept is the maximum possible Within this limit adj
337. er is accomplished by commencing a simultaneous climb and roll at a rate that will achieve 90 change of heading as the aircraft completes 180 of roll inverted flight The nose should reach a point about 45 above the horizon as 90 of roll is completed As the nose drops below the horizon the roll should be continued and backpressure increased as necessary to place the aircraft straight and level at the completion of the roll Figure 19 9 Note This maneuver should be attempted only in aircraft equipped with the three axis Attitude Direction Indicator ADI 19 7 ORIGINAL NAVAIR 00 80 112 ENTER FROM STRAIGHT LEVEL FLIGHT 60 BANK B BANK INCREASING TO 90 C 90 BANK D BANK DECREASING NOSE COMING DOWN NOSE LOW Figure 19 8 Wingover Pg OF ROLL oF HEADING BEGIN ROLL C RECOVERING D RECOVERY Figure 19 9 Barrel Roll ORIGINAL 19 8 NAVAIR 00 80 112 19 3 3 Aileron Roll Begin the maneuver from straight and level flight after obtaining the desired airspeed Smoothly increase the pitch attitude with the wings level and as directed by the applicable NATOPS flight manual Start a roll in either direction and adjust the rate of roll so that when inverted the wings will be level as the fuselage dot of the miniature aircraft passes through the horizon bar Continue the roll and recover in a nose low wings level a
338. er on a number one course is two dots and one dash The class FM fan markers are used to provide a positive identification of positions at definite points along the airways The transmitters have a power output of approximately 100 watts Two types of antenna array are used with class FM fan markers The first type generally referred to as the standard type produces an elliptical shaped pattern which at an elevation of 1 000 feet above the station is approximately 4 miles wide and 12 miles long At 10 000 feet the pattern widens to approximately 12 miles wide and 35 miles long The long axis lies across the airway or radio range The second array produces dumbbell or boneshaped pattern which at the handle is approximately 3 miles wide at 1 000 feet The boneshaped marker is preferred at approach control locations where timed approaches are used The class LFM or low power fan markers have a rated power output of 5 watts and are usually located within 5 miles of the radio range stations with which they are associated The antenna array produces a circular pattern which appears elongated at right angles to the airway due to the directional characteristics of the aircraft receiving antenna The station location or Z marker was developed to meet the need for a positive position indicator for aircraft operating under instrument flying conditions to show the pilot when the aircraft was passing directly over a low frequency radio range station
339. er provided for the approach chart and the receiver recalls a specific approach procedure from the aircraft database A list of information including the Approach ID and available IAFs is displayed The pilot confirms the correct procedure is selected by comparing the Approach ID listed with that printed on the approach chart Finally the pilot activates the procedure by selecting the appropriate IAF with which to begin the approach 30 6 APPROACH CLEARANCE An aircraft that has been cleared to a holding fix and subsequently cleared approach has not received new routing Even though clearance for the approach may have been issued prior to the aircraft reaching the holding fix ATC would expect the pilot to proceed via the holding fix the last assigned route and the feeder route associated with that fix if a feeder route is published on the approach chart to the to commence the approach ORIGINAL 30 26 NAVAIR 00 80 112 When cleared for the approach the published off airway feeder routes that lead from the en route structure to the IAF are part of the approach clearance If a feeder route to an IAF begins at a fix located along the route of flight prior to reaching the holding fix and clearance for an approach is issued a pilot should commence the approach via the published feeder route 1 the aircraft would not be expected to overfly the feeder route and return to it The pilot is expected to commence t
340. er sensation of the aircraft attitude The usual sensation perceived without visual reference is that the aircraft is climbing ORIGINAL 11 2 NAVAIR 00 80 112 11 2 6 1 Correlation Under Actual Instrument Conditions This sensation may be very strong during an instrument missed approach The false sensation of an excessive climb is produced by the change in aircraft attitude and aircraft acceleration This sensation may occur prior to the climb and after level off The use of afterburners usually increases this illusion The degree of disorientation and physical response is dependent upon the attitude change and the rate of aircraft acceleration This maneuver usually produces an intense disorientation by giving the sensation of falling in the direction of roll and downward The sensation is so strong and rapid that it may result in a quick and forcible movement upward and backward in the opposite direction The marked physical response associated with this type of sensation can be very dangerous if it occurs at low altitude 11 2 6 2 Correlation Under Instrument Conditions Severe spatial disorientation may result when the aircraft enters a turn while the pilot s head is moved down and sideways and then suddenly returned to the upright position The usual reflex and almost uncontrollable urge to move physically in the opposite direction may be transferred to the aircraft controls If this reflex is not controlled it could easily cause exaggerat
341. ere is no existing instrumentation that will effectively detect and measure windshear there are no foolproof procedures for forecasting this phenomena within an acceptable level of accuracy The disastrous effect windshear can have on aircraft during the approach and departure phases of flight cannot be overly stressed Increased monitoring of cockpit indicators whenever the potential for shear exists is the most prudent procedure to follow The best indication that an aircraft is experiencing low level windshear is a fluctuation in Indicated Airspeed IAS and the rate of descent ascent The relationship is a simple one for example if a decrease in airspeed is experienced during approach then the Vertical Speed Indicator VSI rate of descent will increase if a decrease in airspeed occurs during takeoff then the rate of ascent decreases The converse is true for increases of airspeed The best rule of thumb is that whenever strong surface winds or convective activity is present the pilot can expect to encounter some type of shear situation 6 9 MICROBURSTS By definition a microburst is a small sized downburst of air from the base of a cumulonimbus cloud that is capable of producing peak winds of more than 135 knots Microbursts will normally last for 2 to 5 minutes Some microbursts occur as large scale downbursts These are called macrobursts An intense macroburst will often cause widespread tornado like damage last for a period of 5 to 20 mi
342. erformed using the autopilot 30 14 4 4 TCAS TCAS aircraft will fly the ILS PRM approach with the TCAS set to the Traffic Advisory TA only mode If the TCAS is set to the TA Resolution Advisory RA mode there is a chance that the TCAS resolution advisory will be in conflict with the breakout instruction and result in a confusing situation during a critical time Pilots must remember to switch back to the TA RA mode after completing the breakout maneuver 30 14 4 5 Descending Breakouts In the past breakout descents were rarely given to pilots when flying on the ILS localizer and glideslope A greater chance exists for the controller to issue a descending breakout when there is a blundering aircraft from an adjacent approach course crossing an aircraft path Pilots must be aware that a descending breakout is a possibility In no case will the controller descend an aircraft below the Minimum Vectoring Altitude MVA which will provide at least 1 000 feet clearance above obstacles The pilot is not expected to exceed 1 000 feet per minute rate of descent in the event a descending breakout is issued 30 15 SIMULTANEOUS CONVERGING INSTRUMENT APPROACHES may conduct instrument approaches simultaneously to converging runways 1 runways having an included angle from 15 to 100 degrees at airports where a program has been specifically approved to do so The basic concept requires that dedicated separate standard instrume
343. ertain congested areas or between congested areas whereby traffic capacity is increased by routing all traffic on preferred routes Information on these flow patterns is available in offices where preflight briefing is furnished or where flight plans are accepted When required air traffic clearances include data to assist pilots in identifying radio reporting points It is the responsibility of pilots to notify ATC immediately if their radio equipment cannot receive the type of signals they must utilize to comply with their clearance 28 3 4 Altitude Data The altitude or flight level instructions in an ATC clearance normally require that a pilot maintain the altitude or flight level at which the flight will operate when in controlled airspace Altitude or flight level changes while en route should be requested prior to the time the change is desired When possible if the altitude assigned is different from the altitude requested by the pilot ATC will inform the pilot when to expect climb or descent clearance or to request altitude change from another facility If this has not been received prior to crossing the ATC facility area boundary and assignment at a different altitude is still desired the pilot should reinitiate the request with the next facility The term cruise may be used instead of maintain to assign a block of airspace to a pilot from the Minimum IFR Altitude MIA up to and including the altitude specified in the cruise clearance T
344. ertical speed and nose attitude to maintain a constant airspeed Either type of climb or descent may be performed while maintaining a constant heading or while turning These maneuvers should be practiced using airspeeds configurations and altitudes corresponding to those that will be used in actual instrument flight 18 4 1 Constant Airspeed Climbs and Descents Before entering the climb or descent decide what power setting is to be established and estimate the amount of pitch attitude change required to maintain the airspeed Normally the pitch and power changes are made simultaneously The power change should be smooth uninterrupted and at a rate commensurate with the rate of pitch change In some aircraft even though a constant throttle setting is maintained the power may change with altitude therefore it may be necessary to cross check the power indicator s occasionally While the power is being changed refer to the attitude indicator and smoothly accomplish the estimated pitch change As smooth slow power applications will also produce pitch changes only slight control pressures are needed to establish the pitch change Also very little trim change is required as the airspeed is constant With a moderate amount of practice the pitch and power changes can be properly coordinated so the airspeed will remain within close limits as the climb or descent is entered Remember the initial nose attitude change was an estimated amount to
345. es a penalty upon the preponderance of traffic that operates at low speeds Consequently the Federal Aviation Administration FAA expects pilots to lead turns and take other actions they consider necessary during course changes to adhere as closely as possible to the airways or route being flown Due to the high airspeeds used at 18 000 feet MSL and above FAA provides additional IFR separation protection for course changes made at such altitude levels 29 6 CHANGEOVER POINT COP Changeover Points COPs are prescribed for Federal airways jet routes area navigation routes or other direct routes for which an MEA is designated under 14 CFR Part 95 The COP is a point along the route or airway segment between two adjacent navigation facilities or waypoints where changeover in navigation guidance should occur At this point the pilot should change navigation receiver frequency from the station behind the aircraft to the station ahead The COP is normally located midway between the navigation facilities for straight route segments or at the intersection of radials or courses forming a dogleg in the case of dogleg route segments When the COP is not located at the midway point aeronautical charts will depict the COP location and give the mileage to the radio aids COPs are established for the purpose of preventing loss of navigation guidance to prevent frequency interference from other facilities and to prevent use of different facilities by diffe
346. es highly accurate navigational guidance in azimuth and elevation to a pilot Pilots are given headings to fly to direct them to and keep their aircraft aligned with the extended centerline of the landing runway They are told to anticipate glidepath interception approximately 10 to 30 seconds before it occurs and when to start descent The published DH will be given only if the pilot requests it If the aircraft is observed to deviate above or below the glidepath the pilot is given the relative amount of deviation by use of terms slightly or well and is expected to adjust the aircraft rate of descent ascent to return to the glidepath Trend information is also issued with respect to the elevation of the aircraft and may be modified by the terms rapidly and slowly e g well above glidepath coming down rapidly Range from touchdown is given at least once each mile If an aircraft is observed by the controller to proceed outside of specified safety zone limits in azimuth and or elevation and continue to operate outside these prescribed limits the pilot will be directed to execute a missed approach or to fly a specified course unless the pilot has the runway environment runway approach lights etc in sight Navigational guidance in azimuth and elevation is provided the pilot until the aircraft reaches the published DH Advisory course and glidepath information is furnished by the controller until the aircraft passes over the l
347. escription a Depiction of waypoint types fly over and fly by and path terminators as well as associated aircraft flight paths b Published material for RNAV routes SIDs STARs and GPS approaches 3 Utilizing the RAIM prediction function 4 RNAV GPS system specific information a Levels of automation mode annunciations changes alerts interactions reversions and degradation b Functional integration with other aircraft systems c The meaning and appropriateness of route discontinuities as well as related flightcrew procedures d Monitoring procedures for each phase of flight e g monitor PROG or LEGS page e Types of navigation sensors e g IRU GEM MAGR2K utilized by the RNAV system and associated system prioritization weighting logic Turn anticipation with consideration to speed and altitude effects ORIGINAL 26 14 9 10 NAVAIR 00 80 112 g Interpretation of electronic displays and symbols h Verify currency of aircraft navigation data i Verify successful completion of RNAV system self tests Crew coordination and FMS CDU etiquette Using the FMS CDU displays to maximize situational awareness Using the FMS CDU for visual approaches Extending a point for interception Intercepting a route between two points Conditional waypoints and FMS generated waypoints 26 6 3 GPS Navigation Flight Training The amount and type of flight training should be sufficient to
348. est direction to the computed initial MH Intercept sequence a When intercepting the 270 bearing start the clock and maintain heading b After completing 20 of bearing shift note the time start the clock again and turn the aircraft 20 toward the radio beacon c Continue with the 20 time distance checks until a lead point is reached then complete the intercept d Lead points depend on the rate of movement of the No 2 needle Note If heading indicators are inoperative the No 2 needle will still point to the station Utilize the magnetic compass to determine bearings and make timed turns Figure 23 3 Inbound Course Interception Greater Than 45 Timed Distance Method Sheet 2 of 2 ORIGINAL 23 6 00 80 112 Initial station passage is positively determined when the pointer moves through the wingtip position This usually occurs shortly after the aircraft has actually passed the station Timing should begin that instant regardless of further oscillations 23 1 1 4 Outbound Immediately After Station Passage Turn to parallel the desired outbound course compensate for wind Maintain heading and allow the bearing pointer to stabilize Note the number of degrees between the tail of the bearing pointer and the desired course To correct back on course use outbound course interception technique Figure 23 4 23 1 1 4 1 Outbound Away from the Station First note the position of the bearing pointer ta
349. except that the direction of turn is reversed simultaneously with each change of vertical direction Enter the vertical S 4 in the same manner as the vertical S 2 or S 3 Any of the vertical S maneuvers may be initiated with a climb or descent Conscientious practice of these maneuvers will greatly improve the pilot s familiarity with the aircraft instrument scan and overall aircraft control during precision instrument approaches For this reason the maneuvers should be practiced at approach speeds and configurations and at low altitudes as well as at cruise speeds clean and at higher altitudes 19 1 ORIGINAL NAVAIR 00 80 112 11 500 22 IFM F079 Figure 19 1 Vertical S 1 Pub NC Fut oxaxo P Ss gt gt A LEVEL FLIGHT Li X C CHANGE OF VERTICAL DIRECTION aw 20134 108 RA gt NM Fus M oma gt CONSTANT BANK AND DESCENT D CONSTANT BANK AND CLIMB Figure 19 2 Vertical S 2 ORIGINAL 19 2 NAVAIR 00 80 112 5 4 REVERSE BANK AT EACH CHANGE OF VERTICAL DIRECTION gt lt 17 gt 4 CHANGE OF VERTICAL DIRECTION C CONSTANT BANK AND DESCENT Figure 19 3 Vertical S 3 and S 4 19 3 ORIGINAL NAVAIR 00 80 112 19 2 2 Steep Turns A steep turn is one in which the angle of
350. execute approaches including ILS radar or GPS and missed approaches as applicable utilizing as many of the existing navigation aids as practicable The use of VOR TACAN shall be emphasized when feasible 2 The pilot shall demonstrate a thorough working knowledge of the operation and use of all installed communications and navigation equipment ORIGINAL 31 2 NAVAIR 00 80 112 3 The pilot shall demonstrate ability to cope with any emergency situation that might logically be expected to occur on an instrument flight for example a Engine failure b Instrument failure c Communications failure d Navigation equipment failure 31 4 FLIGHT EVALUATION GRADING CRITERIA The criteria for determining area adjective grades are outlined in the following paragraphs 31 4 1 Basic Instrument Flying Part One Grading Criteria 31 4 1 1 Instrument Takeoff 31 4 1 1 1 Qualified Receives and acknowledges ATC clearances Executes engine runup and instrument checks Brake release is smooth and good directional control is maintained Liftoff is accomplished as required to a positive climbing attitude and acceleration to climb schedule is expeditiously and safely accomplished 31 4 1 1 2 Unqualified Does not receive and acknowledge takeoff clearance causing unnecessary delay or traffic disruption Exhibits poor or unsafe technique in directional control liftoff transition climb attitude or in establishing climb schedule 31 4 1 2 Climbing Descen
351. expose the flightcrew to the displays autopilot use if applicable and aircraft performance when using GPS for navigation 1 2 10 11 12 13 14 Proceeding direct to a waypoint in the flight plan and not in the flight plan Inserting an instrument Departure Procedure DP into the flight plan including setting terminal CDI sensitivity if required and the conditions under which terminal RAIM is available for departure Inserting the destination airport in a flight plan Determining the correct IAF to proceed to when entering a Terminal Arrival Area TAA and determining the correct altitudes within a TAA Executing overlay approaches especially procedure turns and arcs Changing to another approach after selecting an approach Executing direct missed approaches where the route is direct to the first waypoint after the MAWP Executing routed missed approaches where the route is not direct to a waypoint from the MAWP particularly where a course must be manually inserted and flown This procedure may vary with installation of the receiver Entering flying and exiting holding patterns manually e g non charted holding holding following a procedure turn and holding with a second waypoint in the holding pattern Flying a route from a holding pattern Executing an approach with radar vectors to the final segment Actions required for RAIM failure both before and after the Fin
352. extending to the airport or the point where circling for landing or missed approach is executed flight level A level of constant atmospheric pressure that is related to the standard pressure datum of 29 92 inches of mercury flight plan Specified information provided to air traffic service units relative to the intended flight of an aircraft flight service station Air traffic facilities that provide pilot briefing en route communications and VFR search and rescue services assist lost aircraft and aircraft in emergency situations relay clearances originate Notices to Airmen broadcast aviation weather and NAS information receive and process IFR flight plans and monitor NAVAIDs In addition at selected locations FSSs provide En route Flight Advisory Service Flight Watch take weather Observations issue airport advisories and advise Customs and Immigration of transborder flights flight watch shortened term for use in air ground contacts to identify the flight service station providing En route Flight Advisory Service e g Oakland Flight Watch G glideslope intercept altitude The minimum altitude to intercept the glideslope path on a precision approach The intersection of the published intercept altitude with the glideslope path designated on government charts by the lightning bolt symbol is the precision Final Approach Fix FAF however when the approach chart shows an alternative lower gli
353. ey is to recognize the problems early and take immediate corrective actions before aircraft control is compromised Actions are directed at reestablishing visual dominance The pilot should keep his her head in the cockpit defer all cockpit chores that are not essential and concentrate solely on flying basic instruments Frequent reference should be made to the attitude indicator which is the primary instrument in establishing and maintaining visual dominance Do not rely on the Heads Up Display HUD If the symptoms do not improve after 30 to 60 seconds or if they get worse the pilot should bring the aircraft to straight and level using the attitude indicator Maintain straight and level until the symptoms abate Declare an emergency if necessary clearance limits and advise Air Traffic Control ATC of the problem If action is not taken early the pilot may not be able to resolve the sensory conflict It is possible for spatial disorientation to proceed to a point a true state of panic where the pilot is unable to either see interpret process information from the flight instruments Further the pilot may not be able to hear or respond to verbal instructions Aircraft control in such a situation is obviously impossible The pilot must recognize this and eject 12 1 ORIGINAL NAVAIR 00 80 112 12 3 1 12 4 12 5 DUAL SEAT AIRCRAFT Principles outlined previously also apply here A second crewmember is
354. f aircraft little time is spent at the lower more potential icing altitudes Note Preventive icing systems are not designed to remove ice and should be used when icing is anticipated 6 7 1 Airfoil Airfoil deicing is accomplished by inflatable boots Between 1 4 and 1 2 inch of ice is allowed to build up on the boot prior to inflating it to break the ice off The inflation cycle once activated is automatic to give the optimum breaking action If the boot is activated with less than 1 8 inch of ice the ice sometimes breaks up in small pieces some of them adhering to the boot and collecting further ice that cannot readily be removed Hot wing anti icers deliver heat to the leading edge of wings and empennage to prevent ice formation Airfoil heaters may be activated prior to entry into icing conditions to be used effectively as an anti icing system If operated after a significant amount of ice has accumulated the airfoil heaters will often only melt a cavity under the ice The air or water vapor in this cavity acts as an insulator and prevents the heat from melting further ice rendering the anti icing system ineffective Some aircraft must use airfoil heaters as a deicing system because of a problem of runback of melted ice off the leading edge which could freeze farther back on the airfoil surface or possibly build up on flap and control surfaces which have no anti ice deice capability In these aircraft the procedure is to let a certain
355. f an aircraft through the atmosphere The term includes vortices thrust stream turbulence jet blast jet wash propeller wash and rotorwash both on the ground and in the air A predetermined geographical position used for route instrument approach definition progress reports published VFR routes visual reporting points or points for transitioning and or circumnavigating controlled and or special use airspace that is defined relative to a VORTAC station or in terms of latitude longitude coordinates NAVAIR 00 80 112 List of Abbreviations and Acronyms A AAS Airport Advisory Service ACLS Automated Carrier Landing System ACM Air Combat Maneuvering ADCUS Advise Customs message ADF Automatic Direction Finder Finding ADI Attitude Direction Indicator ADIZ Air Defense Identification Zone ADRL Automatic Distribution Requirements List AFCS Automatic Flight Control System AFM Aircraft Flight Manual AGL Above Ground Level AIM Aeronautical Information Manual AIRMET Airmen s Meteorological Information AL Low Altitude Approach ALS Approach Light System ALSF Approach Light System with Sequential Flashing Lights ALTRV Altitude Reservation AOA Angle of Attack AP Area Planning FLIP ARTCC Air Route Traffic Control Center ASDE Airport Surface Detection Equipment ASE Automatic Stabilization Equipment ASOS Automated Surface Observing System WX broadcasts 55 ASR Airport Surve
356. f at all possible 6 2 SQUALL LINES Squall lines Figure 6 2 are generally associated with fast moving cold fronts They are a line of prefrontal thunderstorms that develop when surface friction retards the forward motion of the cold air at the surface to an extent that the cold air aloft is advanced many miles ahead of the surface front therefore this action causes the warm air ahead of the front to rise at a greater distance ahead of the front Squall lines will normally form at ranges from 50 to 100 miles in advance of a cold front These systems are very violent produce widespread low cloudiness and support the development of tornadic activity 6 3 TORNADOES AND WATERSPOUTS A tornado Figure 6 3 may occur in association with severe squall line conditions A tornado is a violent whirlpool of air with an average diameter of approximately 250 yards Within its funnel shaped cloud winds are estimated at 100 to more than 300 knots making it the most violent of all storms Not only is it small in area but usually it wears itself out in an hour Nobody has ever flown into a tornado and survived ORIGINAL 6 4 NAVAIR 00 80 112 Figure 6 2 Squall Line Thunderstorms Figure 6 3 A Tornado 6 5 ORIGINAL NAVAIR 00 80 112 Waterspouts Figure 6 4 are much the same but waterspouts occur over the ocean and contain much moisture whereas the tornado contains much dust and debris from the surface 6 4 TURBULENCE 6 4 1 Mountain
357. f it requires 2 minutes to fly a 10 bearing change at a TAS of 360 knots you are 120 seconds 12 minutes from the station 10 degrees 360 knots 60 x 12 72 nm from the station 21 21 ORIGINAL NAVAIR 00 80 112 ROLL OUT ON COURSE WITH ESTIMATED WIND DRIFT CORRECTION APPLIED Fat UTC 1142 RAT 19C COMM2 TURN TO REINTERCEPT COURSE CONSIDER THE SAME FACTORS AS IN A NORMAL COURSE INTER S AS C 2 UTC 1142 15 COMM2 UTC 1142 RAT 19C 2 MAINTAIN HEADING UNTIL FIRST INDICATION OF COURSE DEVIATION Figure 21 12 Maintaining Course ORIGINAL 21 22 NAVAIR 00 80 112 The time from the station is easily calculated provided 10 bearing change is flown and the elapsed time for the bearing change is noted in seconds The time from the station in minutes is determined by counting off 1 decimal point from the elapsed time for the bearing change thus if it requires 75 seconds to fly a 10 bearing change the aircraft is 7 5 minutes from the station Determining the TAS in nm per minute can be easily approximated by referring to indicated Mach if available For example Mach 0 6 equals approximately 6 nm per minute Mach 0 7 equals 7 nm per minute etc Figure 21 14 There are several other methods for determining time and distance from a radio station If it is a station to be passed abeam the conventional bow and beam bearing me
358. f they desire to circle they should advise ATC 30 17 5 Sidestep Maneuver Minimums Landing minimums for a sidestep maneuver to the adjacent runway will normally be higher than the minimums to the primary runway 30 17 6 Circling Minimums In some busy terminal areas ATC may not allow circling and circling minimums will not be published Published circling minimums provide obstacle clearance when pilots remain within the appropriate area of protection Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers Circling may require maneuvers at low altitude at low airspeed and in marginal weather conditions Pilots must use sound judgment have an in depth knowledge of their capabilities and fully understand the aircraft performance to determine the exact circling maneuver because weather unique airport design and the aircraft position altitude and airspeed must all be considered The following basic rules apply 1 Maneuver the shortest path to the base or downwind leg as appropriate considering existing weather conditions There is no restriction from passing over the airport or other runways 2 It should be recognized that circling maneuvers may be made while VFR or other flying is in progress at the airport Standard left turns or specific instruction from the controller f
359. ff performance Check the vertical speed indicator and altimeter for positive climb indications and comply with the applicable NATOPS flight manual for specific aircraft before retracting the gear and wing flaps While the gear and flaps are being retracted maintain or adjust the pitch attitude as necessary to ensure the desired climb Note Some attitude indicators are susceptible to precession errors due to aircraft acceleration This phenomenon causes the horizon bar to lower slightly and appears as an increased pitch attitude To avoid lowering the nose prematurely the pilot must cross check the vertical speed angle of attack indicator and altimeter throughout this phase of flight to ensure proper climb performance After the gear and flaps are retracted the pitch attitude should be controlled to provide an increase in airspeed while climbing until the normal climb schedule is reached ORIGINAL 18 2 NAVAIR 00 80 112 Figure 18 2 Instrument Takeoff 18 2 1 2 Rotary Wing ITO If visibility will permit establish a normal hover to perform the safety checks of flight controls engines and automatic stabilization equipment When a normal hover is not possible the helicopter may be flown off the deck and into a normal climb without any outside reference In the event of full instrument takeoff when outside visual reference cannot be maintained at hover altitudes use the hover indicator when available to determine a pos
360. fix the pilot notes the time is 12 04 and there are 3 minutes to lose in order to leave the fix at the assigned time Since the time remaining is more than 2 minutes the pilot plans to fly a racetrack pattern rather than a 360 degree turn which would use up 2 minutes The turns at the ends of the racetrack pattern will consume approximately 2 minutes Three minutes to go minus 2 minutes required for the turns leaves 1 minute for level flight Since two portions of level flight will be required to get back to the fix inbound the pilot halves the 1 minute remaining and plans to fly level for 30 seconds outbound before starting the turn back to the fix on final approach If the winds were negligible at flight altitude this procedure would bring the pilot inbound across the fix precisely at the specified time of 12 07 however if expecting headwind on final approach the pilot should shorten the 30 second outbound course somewhat knowing the wind will carry the aircraft away from the fix faster while outbound and decrease the groundspeed while returning to the fix On the other hand compensating for a tailwind on final approach the pilot should lengthen the calculated 30 second outbound heading somewhat knowing the wind would tend to hold the aircraft closer to the fix while outbound and increase the groundspeed while returning to the fix 30 10 RADAR APPROACHES The only airborne radio equipment required for radar approaches is a functioning radio tr
361. flights 8 10 CE 26 5 Sensation of reversal of motion 11 2 Operations idees e E etr roe 26 11 Sensation of rotation 8 2 ORIGINAL Index 4 NAVAIR 00 80 112 Page Page No No Sensations of tilting to right or left 11 2 Flight s Vertical and horizontal 8 9 Along direct route 29 3 Fast moving cold 4 3 Along airways 29 3 File the appropriate equipment suffix 26 10 Director system 8 16 12 Final In a radar environment 29 4 Approach 26 13 Outside the 5 27 10 ME Flicker vertigo 8 12 6 8 Flight evaluation grade determination 31 6 Axel 6 8 Flight evaluation grading criteria 31 3 Frontal sons iss usce w dds urs 6 8 ADF MDF orientation 314 Radiation xci dcos caedit aeta ox 6 7 Basic instrument flying part one Follow IFR procedures even when grading 31 3 operating VFR 27 4 Clearance compliance 31 5 Formation 9 2 Climbing descending and timed turns 31 3 In night or 12
362. ft of objects interpreted as a nosedown aircraft attitude The pilot may react by pulling back on the stick and enter an unperceived climb 8 1 2 Visual Illusions and Problems The aircraft instruments are extensions of the pilot s senses As long as the pilot correctly interprets and uses the instruments when deprived of external visual references orientation will remain however there are certain conditions encountered during VFR and formation flight that may cause confusion illusions and spatial disorientation 8 1 2 1 Confusion of Ground Lights with Stars Confusion of ground lights with stars is a common problem associated with night flying Figure 8 10 Incidents have been recorded where pilots have put their aircraft into very unusual attitudes to keep some ground lights above because they believed the lights were stars Sometimes pilots have mistaken certain geometric patterns of ground lights such as freeway lights with runway and approach lights or assumed a line of ground lights represented the horizon In doing so the possibility exists of flying into the ground because the perceived horizon is below the actual one Sometimes pilots confuse unlighted areas of the Earth with an overcast night sky They are likely to perceive certain ground features such as a seashore as the horizon and fly into the unlighted water or the terrain above it 8 1 2 2 False Vertical and Horizontal Cues False vertical and horizontal cues can occur whil
363. g is determined Then turn in the shortest direction to that heading utilizing a timed turn if all compass cards are inoperative 21 3 4 Outbound Procedures Immediately After Station Passage Intercepting courses immediately after station passage does not require large intercept angles Because of radial convergence actual aircraft displacement from course is relatively small compared to bearing pointer or CDI indications For example a 30 off course indication when 2 nm from the station represents approximately 1 nm off course Paralleling the desired outbound course while allowing the bearing pointer or CDI to stabilize is acceptable If this method is utilized proceed as outlined below for outboard course interceptions Continuing to turn to intercept the outbound course may be preferred in order to expedite the intercept This method is described in Figure 21 8 Utilize the RMI or CDI as available Use an angle or intercept equal to the number of degrees of radial change desired however to prevent overshooting do not turn more than 45 beyond the heading required to parallel course ORIGINAL 21 6 COM e 120 37 134 85 e 117 80 116 25 e _ 0437 RPLY a HEADING NAVAIR 00 80 112 N L GY gt INTER ANGLE ORIGINAL NAVAIR 00 80 112 COMPLETED Tune
364. g upon the type instrument the airspeed depicted may be either in terms of indicated true or displayed as a Mach number Figure 15 3 15 3 VERTICAL SPEED INDICATOR VSI VVI The Vertical Speed Indicator VSI or Vertical Velocity Indicator VVI Figure 15 4 measures change of aircraft altitude in feet per minute fpm It indicates the rate of climb or descent by measuring the rate of change in atmospheric pressure This information is valuable in maintaining specific rates of descent during instrument approaches or for maintaining and correcting to a desired altitude 15 3 1 VSI Error Vertical speed indicators are subject to two types of error lag and reversal After entering or completing an altitude change approximately 6 seconds is required for the pressure differential within the instrument itself to equalize This time delay is an inherent error called lag The vertical speed indicator is also subject to reversal error This error is caused by inducing false static pressure in the static system and normally occurs during sudden or abrupt pitch changes The reversal error is not synonymous with lag error however both may occur simultaneously The magnitude of this error varies with the aircraft and the abruptness of pitch changes The reversal error can be minimized by making small and or smooth pitch changes 15 3 2 Dial Calibration The vertical speed indicator uses a single pointer to indicate rate of altitude change on a fixed cir
365. ghts may be vectored if necessary for control purposes or on pilot request Note The pilot is responsible for obstacle or terrain clearance 28 3 ORIGINAL NAVAIR 00 80 112 Special VFR clearances are effective within Class B Class C Class D and Class E surface areas only does not provide separation after an aircraft leaves the Class B Class C Class D or Class E surface area on a special VFR clearance Special VFR operations by fixed wing aircraft are prohibited in some Class B and Class C surface areas due to the volume of IFR traffic A list of these Class B and Class C surface areas is contained in 14 CFR Part 91 Appendix D Section 3 They are also depicted on sectional aeronautical charts ATC provides separation between Special VFR flights and between these flights and other IFR flights Special VFR operations by fixed wing aircraft are prohibited between sunset and sunrise unless the pilot is instrument rated and the aircraft is equipped for IFR flight Pilots arriving or departing an uncontrolled airport that has automated weather broadcast capability Automated Surface Observing System Automated Weather Observing System ASOS AWOS should monitor the broadcast frequency advise the controller that they have the one minute weather and state intentions prior to operating within the Class B Class C Class D or Class E surface areas 28 6 PILOT RESPONSIBILITY UPON CLEARANCE ISSUANCE 28 6 1 Record ATC Clearance Whe
366. given in and surface temperatures are given in F This information is useful for but not limited to determining true airspeed true altitude power required and power available ORIGINAL 15 8 NAVAIR 00 80 112 IFM F045 Figure 15 7 Angle of Attack Indicator 046 Figure 15 8 Hover Indicator 15 9 15 10 blank ORIGINAL NAVAIR 00 80 112 16 Position Instruments 16 1 ALTIMETERS An altimeter is a flight instrument that measures the height of the aircraft above a given reference and displays it on a calibrated dial Figures 16 1 and 16 2 The reference may either be barometric pressure altimeters or absolute radio radar altimeters 16 1 1 Pressure Altimeter Atmospheric pressure decreases with altitude causing the pressure altimeter which is a simple barometer measuring the weight of the air above it to indicate altitude in feet above the preset reference altimeter setting 16 1 1 1 The Altimeter Setting The altimeter setting is a correction for nonstandard surface pressure only Atmospheric pressure is measured at each ground station and the value obtained is corrected to sea level according to the surveyed field elevation The altimeter setting then is a computed sea level pressure and should be considered valid only in close proximity to the station and the surface It does not reflect nonstandard temperatures Figure 16 3 nor distortion of atmospheric pressure at high
367. greater problem when a drug is used over a period of several days weeks or even longer Never take medication before flying except on the advice of a flight surgeon 10 2 NUTRITION flight and ground support personnel shall be provided a positive program of information for the establishment and maintenance of good dietary habits Failure to eat within 12 hours preceding end of flight may impair performance and ability to control aircraft adequately Reducing diets should be under strict supervision of a flight surgeon 10 3 EXERCISE Planned physical fitness programs promote health levels of command are encouraged to establish approved physical fitness programs for all personnel in accordance with OPNAVINST 6110 1 Due consideration must be given to avoiding contact sports skiing etc Adequate rest periods must be provided for aviators before flying following participation in competitive or particularly tiring sports activity Twelve hours should normally be adequate 10 4 DRUGS Drugs are defined as any chemical that when taken into the body causes a physiological response flight and support personnel shall be provided appropriate information by a command drug abuse education program 1 Legal drugs are those medically prescribed or legally purchased for treatment of illness a Prescription drugs Taking drugs prescribed by competent medical authority shall be considered sufficient cause for recommendation of grounding u
368. gtip If the wind is blowing the aircraft toward the station the reference point is behind the wingtip While proceeding around the arc the drift correction will constantly be changing for a constant wind direction and velocity As a guide correct approximately 10 to 20 for each 1 2 mile deviation from the desired arc For example under no wind conditions if the aircraft is 1 2 mile outside the arc and the bearing pointer is on the wingtip the aircraft should be turned approximately 20 toward the station to return to the arc The actual amount of correction required for a given error varies Factors to consider are the size of the arc groundspeed of the aircraft whether the aircraft is inside or outside of the arc etc These variables are seen by the pilot as rates of deviation Establish a correction according to the rate of deviation and adjust as necessary according to the rate of correction Remember that the curve of small arcs is relatively sharp and corrections from the inside are assisted by the arc curving toward the aircraft Conversely the aircraft outside small arc requires larger corrections because of the curvature away from the aircraft Large arcs are easier to fly because of their flatter curve High groundspeeds require more pilot attention to maintain an arc because of higher rates of deviation and correction Figure 22 11 22 2 3 7 Intercepting a Radial from an Arc To intercept a radial from an arc set the desired course i
369. h a Crosswind Condition 21 24 lime Distance Check 2 544 E ew sede 21 25 Bow to Beam Bearing Time Distance Check 21 26 Double the Angle on Bow Time Distance Check 21 26 30 Turn Method of Time Distance 21 27 Typical Procedure on an ILS Outer Marker 21 28 Typical Procedure at Intersection of Radio Range Courses 21 28 Typical Procedure at Intersection of VOR Radials 21 29 Typical Procedure at DME Fix 21 29 Descriptive Terms rue dcr Oe eu Ea Edo d eases 21 30 Standard eura be does P ege exo p eie ea d 21 30 DME Holding Aiea delet owed oie eek Gee wet UU re diria d 21 31 VOR Non DME Teardrop High Altitude Approach 21 35 Dual VOR High Altitude Approach 21 37 VOR Low Altitude Straight in Approach 21 38 VOR Low Altitude Approach Procedure Turn Type 21 40 VOR Low Altitude Approach Teardrop Required 21 41 VOR Low Altitude Approach Holding Type 21 43 28 Figure 22 1 Figure 22 2 Figure 22 3 Figur
370. h fix inbound nonprecision approach or passing the outer marker or fix used in lieu of the outer marker inbound precision approach Note Parallel approach operations demand heightened pilot situational awareness A thorough approach procedure chart review should be conducted with as a minimum emphasis on the following approach chart information name and number of the approach localizer frequency inbound localizer azimuth course glideslope intercept altitude decision height missed approach instructions special notes procedures and the assigned runway location proximity to adjacent runways Pilots will be advised that simultaneous ILS MLS or simultaneous close parallel ILS Precision Runway Monitor PRM approaches are in use This information may be provided through the ATIS 2 The close proximity of adjacent aircraft conducting simultaneous parallel ILS MLS and simultaneous close parallel ILS PRM approaches mandates strict pilot compliance with all ATC clearances ATC assigned airspeeds altitudes and headings must be complied with in a timely manner Autopilot coupled ILS MLS approaches require pilot knowledge of procedures necessary to comply with ATC instructions Simultaneous parallel ILS MLS and simultaneous close parallel ILS PRM approaches necessitate precise localizer tracking to minimize final monitor controller intervention and unwanted No Transgression Zone NTZ penetration In the unlikely event of a breakout ATC will not
371. h parallel runway configurations Each parallel runway may be served by its own IAF IF and FAF combination resulting in parallel final approach courses Figure 30 4 Common IAFs may serve both runways however only the intermediate and final approach segments for the landing runway will be shown on the approach chart Figures 30 5 and 30 6 ORIGINAL 30 6 00 80 112 Plan View 20 IF IAF 5 3 to 6 nautical miles 3 to 6 nautical miles Initial Segment Initial Segment Intermediate Segment 5 nautical miles FAF gt Final Segment 5 nautical miles Missed Approach Holding Fix Figure 30 1 Basic T Design 30 7 ORIGINAL 00 80 112 Plan View Missed Approach Holding Fix LLL ERBEN IF IAF 3 to 6 nautical miles IAF 3 to 6 nautical miles Initial Segment Initial Segment termediate Segment In 5 nautical miles EX Final Segment 5 nautical miles Figure 30 2 Basic T Design 30 8 ORIGINAL 00 80 112 Plan View IF IAF m 4 IAF PT required for aircraft Initial Segment approaching from this side due to descent gradient Intermediate Segment FAF Final Segment MAP Runway Figure 30 3 Modified Basic 30 9 ORIGINAL 00 80 112 Plan View ra BAKER CURLY ALPHA IAF Initial Segment IF IAF IF IAF initial segment B
372. hat permits continuous visual scanning of the airspace about them 28 9 ORIGINAL 00 80 112 28 14 3 Straight and Level Sustained periods of straight and level flight in conditions that permit visual detection of other traffic should be broken at intervals with appropriate clearing procedures to provide effective visual scanning 28 14 4 Traffic Pattern Entries into traffic patterns while descending create specific collision hazards and should be avoided 28 14 5 Traffic at VHF Omnidirectional Range VOR Sites operators should emphasize the need for sustained vigilance in the vicinity of VORs and airway intersections due to the convergence of traffic 28 14 6 Training Operations Operators of pilot training programs are urged to adopt the following practices 1 Pilots undergoing flight instruction at all levels should be requested to verbalize clearing procedures call out clear left right above or below to instill and sustain the habit of vigilance during maneuvering 2 High wing airplane Momentarily raise the wing in the direction of the intended turn and look 3 Low wing airplane Momentarily lower the wing in the direction of the intended turn and look 4 Appropriate clearing procedures should precede the execution of all turns including chandelles lazy eights stalls slow flight climbs straight and level spins and other combination maneuvers 28 15 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM TCAS
373. he approach in a similar manner at the IAF if the IAF for the procedure is located along the route of flight to the holding fix If a route of flight directly to the initial approach fix is desired it should be so stated by the controller with phraseology to include the words direct proceed direct or a similar phrase that the pilot can interpret without question When uncertain of the clearance immediately query ATC as to what route of flight is desired The name of an instrument approach as published is used to identify the approach even though a component of the approach aid such as the glideslope on an instrument landing system is inoperative or unreliable The controller will use the name of the approach as published but must advise the aircraft at the time an approach clearance is issued that the inoperative or unreliable approach aid component is unusable 30 7 INSTRUMENT APPROACH PROCEDURES Minimums are specified for various aircraft approach categories based upon a value 1 3 times the stalling speed of the aircraft in the landing configuration at maximum certified gross landing weight In 14 CFR Section 97 3 b categories are listed as follows 1 Category A Speed less than 91 knots Category B Speed 91 knots or more but less than 121 knots Category C Speed 121 knots or more but less than 141 knots 2 3 4 Category D Speed 141 knots or more but less than 166 knots 2 Category E Speed 166 knots or mor
374. he final approach course and execute the missed approach via the route and altitudes specified in the published missed approach procedure or comply with ATC instructions 26 5 7 3 Performing the Published Missed Approach Procedure 26 5 7 3 1 Missed Approach Point MAP The designated MAP will vary depending on the type of approach minimums selected The MAP for LNAV will be the runway threshold or a named waypoint The MAP for LNAV VNAV will be at the published DA 26 5 7 3 2 Select Missed Approach Mode At the MAP most equipment will not automatically sequence to the next required waypoint therefore the pilot must manually sequence the GPS equipment to the next waypoint refer to specific aircraft NATOPS 26 5 7 3 3 Performing the Missed Approach If the missed approach is initiated prior to the proceed to the MAP along the final approach course and then via the route and altitudes specified in the published missed approach procedure or comply with ATC instructions If the missed approach procedure includes a turn do not begin the turn prior to the MAP The obstacle clearance area provided for the missed approach is predicated upon the missed approach being started at the MAP 26 13 ORIGINAL NAVAIR 00 80 112 Note The GPS FMS may or may not provide proper guidance along the missed approach path therefore it is imperative to review the missed approach procedure fully prior to flying it 26 5 7 3 4 Missed Approach Climb Grad
375. he outside air temperature gauge 2 Increase airspeed when climbing or descending through icing conditions This accomplishes a threefold purpose It decreases the length of time spent in icing conditions the decreased angle of attack reduces ice accumulation on the underside of the airfoils control surfaces and fuselage and the increased speed is necessary during approach and landing due to the increased stall speed caused by an ice buildup 3 Do not lower flaps or landing gear until needed Ice collects rapidly on flaps and landing gear This adds to the weight of the aircraft and can possibly cause structural damage if the flaps or landing gear are retracted when covered with ice 4 Keep controls moving to keep ice from jamming the control surfaces This is also true of trim tabs and governors Both should be cycled occasionally to ensure they remain free 5 Climb to escape freezing rain 6 Sleet particles are frozen raindrops that indicate a layer of freezing rain above In sleet it it best to maintain altitude as sleet will not adhere to the aircraft 7 After takeoff from a slush or snow covered runway either leave the landing gear extended or recycle them to alleviate the possibility of the landing gear freezing in the wheel wells 6 7 5 Aircraft Engine Icing 6 7 5 1 Turbine Icing Turbine engines whether prop or pure jet are subject to structural ice that obstructs engine air intakes This reduces the volume of air avail
376. he pilot is expected to hold as depicted on the appropriate chart When the pattern is charted the controller may omit all holding instructions except the charted holding direction and the statement AS PUBLISHED e g HOLD EAST AS PUBLISHED Controllers shall always issue complete holding instructions when pilots request them ORIGINAL 29 8 NAVAIR 00 80 112 If no holding pattern is charted and holding instructions have not been issued the pilot should ask for holding instructions prior to reaching the fix This procedure will eliminate the possibility of an aircraft entering a holding pattern other than that desired by ATC If unable to obtain holding instructions prior to reaching the fix due to frequency congestion stuck microphone etc enter a standard pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible In this event the altitude flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received the pilot is expected to start a speed reduction so that the aircraft will cross the fix initially at or below the maximum holding airspeed When no delay is expected the controller should issue a clearance beyond the fix as soon as possible and whenever possible at least 5 minutes before the air
377. he pilot may level off at any intermediate altitude within this block of airspace Climb descent within the block is to be made at the discretion of the pilot however once the pilot starts descent and verbally reports leaving an altitude in the block the pilot may not return to that altitude without additional ATC clearance 28 3 5 Holding Instructions Whenever an aircraft has been cleared to a fix other than the destination airport and delay is expected it is the responsibility of the ATC controller to issue complete holding instructions unless the pattern is charted an Expected Further Clearance Time EFC and a best estimate of any additional en route terminal delay If the holding pattern is charted and the controller does not issue complete holding instructions the pilot is expected to hold as depicted on the appropriate chart When the pattern is charted the controller may omit all holding instructions except the charted holding direction and the statement 5 PUBLISHED e g HOLD EAST AS PUBLISHED Controllers shall always issue complete holding instructions when pilots request them Note Only those holding patterns depicted on U S government or commercially produced charts that meet Federal Aviation Administration FAA requirements should be used If no holding pattern is charted and holding instructions have not been issued the pilot should ask ATC for holding instructions prior to reaching the fix This procedure will
378. heading The BDHI compass card can be operated in various slaved and nonslaved DG modes The heading marker if incorporated may be positioned on the compass card by use of the heading set knob Once positioned the marker remains fixed relative to the compass card When the aircraft is on the selected heading the heading marker is aligned beneath the top index Bearing pointer and range information function identically as described under range indicator and Radio Magnetic Indicator RMI Figure 16 9 16 3 3 Horizontal Situation Indicator HSI The HSI displays navigation information to the pilot as though the pilot were above the aircraft looking down It is essentially a combination of a rotating compass card actuated by the aircraft master compass system a radio magnetic indicator course indicator and range indicator Figure 16 10 ORIGINAL 16 6 NAVAIR 00 80 112 11 d 5 400 600 P EVE OFF 66 ADAR 0 NOS 2000 9 ALTITUDE x FEET gt 50 9000 Figure 16 6 Typical Radar Altimeter DISTANCE NAUTICAL MILES Figure 16 7 Range Indicator 16 7 ORIGINAL NAVAIR 00 80 112 2 VOR TOP INDEX RANGE INDICATOR AND WARNING FLAG BEARING POINTER BEARING POINTER ROTATING COMPASS CARD IFM F055 Figure 16 8 Bearing Distance Heading Indicator BEARING POINTER ROTATING COMPASS CARD BEARING POINTER TOP INDEX IFM F054
379. hed although actual azimuth unlock is prevented by the memory circuit until after the aircraft is into the cone After the cone is crossed and usable signals are regained the search cycle function 22 seconds for a full cycle prior to regaining lock on extends the unusable area beyond the actual cone 22 2 2 3 DME Cone of Confusion The DME cone is much narrower and is actually insignificant to TACAN operation as DME unlock should never occur when crossing the station except for hovering or very slow aircraft Faster aircraft should get through the DME cone area regardless of altitude before unlock occurs On crossing a TACAN station the DME should decrease until the center of the cone is reached stop then begin to show an increase as the signal is regained 22 2 2 4 Range Indicator Fluctuations Slight oscillations up to approximately 1 4 nm are normal for range indicator operation due to the pulses generated by the transmit receive function When a usable signal is lost the memory circuit maintains the indicated range for approximately 10 seconds after which unlock will occur unless usable signals are regained 22 2 2 5 Erroneous TACAN Indications Several forms of malfunction of airborne equipment or interference between ground stations can give false or erroneous TACAN information to a pilot These discrepancies are easier to recognize and guard against if the pilot is aware they can occur 22 2 2 5 1 40 Azimuth Error Lock On As prev
380. her review the approach chart and obtain clearance for the approach An IAF may be approached from directions not favorable to intercepting the initial approach course upon arrival at the fix When this occurs and prior approach clearance has been received the pilot must maneuver to intercept the initial approach course Preapproach intercept maneuvers should be accomplished as follows 1 Turn at the IAF in the shortest direction to intercept the initial approach course 2 Begin descent from the Initial Penetration Altitude IPA when established on a segment of the published approach 3 If holding is not required reduce to penetration airspeed or below before crossing the IAF 22 2 4 2 High Altitude Penetration and Approach When over the turn in the shorter direction toward the penetration course Descent may be started when established on a segment of the published approach Crossing the arc forming the IAF is considered abeam Intercept the initial penetration course and fly the approach as depicted At or before reaching the FAF configure the aircraft for landing in accordance with the NATOPS flight manual At the FAF report to the controlling agency Descend to the Minimum Descent Altitude MDA to acquire visual references for landing as soon as practical Comply with any published altitude restriction between the FAF and missed approach point The descent to the MDA should be completed before reaching the missed approach po
381. his section Since most ADF receivers do not have a flag to warn the pilot when erroneous bearing information is being displayed the pilot should continuously monitor the Non Directional Beacon NDB identification refer to specific aircraft NATOPS Note See the appropriate Flight Information Publications FLIP en route for the procedures peculiar to tuning foreign low frequency stations ADF tuning 1 Interphone control panel and radio compass filter switch as required 2 Obtain control of the set 3 Function switch ANT position 4 VOICE CW switch VOICE 5 Select the frequency band 6 Tune to the desired frequency for best audible signal Under conditions of static and or interferences a weak station can sometimes be tuned by using the LOOP position When tuning an increase in volume will generally be required 7 Identify the station 8 Function switch COMP ADF position 9 Retune for maximum needle deflection on the tuning meter Tuning with the nonmetered radio control compass panel As this control panel does not incorporate a tuning meter do fine tuning for ADF with the function switch in the ANT position and the VOICE CW switch in the CW position Tune for minimum or zero modulated tone return the VOICE CW switch to VOICE and the function switch to ADF and reidentify the station ORIGINAL 23 2 NAVAIR 00 80 112 Note Tuning for zero modulation is an accurate method of obtaini
382. hown when radar vectoring to the final approach course is provided when conducting a timed approach or when the procedure turn is not authorized The hold in lieu of procedure turn is not required when radar vectoring to the final approach course is provided or when is shown The altitude prescribed for the procedure turn is a minimum altitude until the aircraft is established on the inbound course The maneuver must be completed within the distance specified in the profile view ORIGINAL 30 28 NAVAIR 00 80 112 U S Government charts a barbed arrow indicates the direction or side of the outbound course which the procedure turn is made Headings are provided for course reversal using the 45 degree type procedure turn however the point at which the turn may be commenced and the type and rate of turn is left to the discretion of the pilot Some of the options are the 45 degree procedure turn the racetrack pattern the teardrop procedure turn or the 80 degree lt gt 260 degree course reversal Some procedure turns are specified by procedural track These turns must be flown exactly as depicted When the approach procedure involves a procedure turn a maximum speed of not greater than 200 knots Indicated Airspeed IAS should be observed from first overhead the course reversal IAF through the procedure turn maneuver to ensure containment within the obstruction clearance area Pilots should begin the outbound turn immediate
383. ht progresses from one sector to another the pilot is requested to change to the appropriate sector discrete frequency 29 1 2 Air Traffic Control ATC Frequency Change Procedures The following phraseology will be used by controllers to effect a frequency change Example Aircraft identification contact facility name or location name and terminal function frequency at time fix or altitude Note Pilots are expected to maintain a listening watch on the transferring controller frequency until the time fix or altitude specified ATC will omit frequency change restrictions whenever pilot compliance is expected upon receipt The following phraseology should be utilized by pilots for establishing contact with the designated facility 1 When operating in a radar environment a On initial contact the pilot should inform the controller of the aircraft assigned altitude preceded by the words LEVEL or CLIMBING or DESCENDING TO as appropriate and the aircraft present vacating altitude 1f applicable Examples Name CENTER aircraft identification LEVEL altitude or flight level Name CENTER aircraft identification LEAVING exact altitude or flight level CLIMBING TO or DESCENDING altitude of flight level 29 1 ORIGINAL NAVAIR 00 80 112 Note Exact altitude or flight level means to the nearest 100 foot increment Exact altitude or flight level reports on initial contact provide ATC
384. ht to intercept holding course c Direct entry procedure Turn right and fly the pattern Also called right turn Note Text and illustration are standard pattern turns are opposite for nonstandard pattern 21 31 ORIGINAL NAVAIR 00 80 112 4 Timing Note The initial outbound leg should be flown for 1 minute or 1 1 2 minutes appropriate to altitude Timing for subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg time a Outbound timing begins over or abeam the fix whichever occurs later If the abeam position cannot be determined start timing when turn to outbound is completed 5 Distance Measuring Equipment DME a DME holding is subject to the same entry and holding procedures except that distances nm are used in lieu of time values The outbound course of a DME holding pattern is called the outbound leg of the pattern The length of the outbound leg will be specified by the controller The end of the outbound leg is determined by the DME reading 6 Pilot action a Cross holding fix initially at or below maximum holding airspeed Effect speed reduction within 3 minutes prior to estimated initial time over the holding fix b Make all turns during entry and while holding at 1 3 per second 2 30 bank angle or 3 25 bank angle provided a flight director system is used whichever requires the least bank angle c Compensate for known effect of wind except
385. ials on an unscheduled basis They are valid for 1 to 2 hours It should be noted that although Air Route Traffic Control Centers ARTCCs may not give the content of SIGMETS they do alert traffic that one is being broadcast and provide the identification of the NAVAID to monitor 27 2 3 3 3 Nonconvective SIGMETs The criteria for issuing nonconvective SIGMETS are as follows 1 Severe and extreme turbulence 2 Severe icing 3 Widespread duststorms sandstorms that lower visibility to less than 3 miles 27 3 ORIGINAL NAVAIR 00 80 112 27 2 3 3 4 AIRMETs These advisories will only be issued to amend an Aviation Area Forecast FA and relate to weather phenomena that may be potentially hazardous to aircraft concerning the following 1 A N Moderate icing Moderate turbulence Sustained winds of 30 knots or more at the surface Widespread areas of ceilings less than 1 000 feet and or visibility less than 3 miles Extensive mountain obscurement It should be noted that if the above phenomena are adequately forecast in the FA an AIRMET will not be issued Applicable NOTAMs must be checked before every flight for your departure field destination possible alternates and the airspace in between NOTAM information is available from the U S NOTAM System USNS via the Defense Internet NOTAM Distribution System DINS Further explanation and definitions for all seven types of can be
386. ich PROS ML ELM diu Clearance 28 4 Approach 4222 20 5 Operations to high altitude destinations 27 9 Separation standards 28 7 Integrity warning after the 26 13 nr Mm 10 2 Integrity warning prior to FAF 26 13 Illusion s Is a new form of flying 26 12 8 2 Not in the title 26 9 Elevator 8 6 Overlay approaches 26 9 Inversion 8 6 Segments Dm 26 1 Of attitude change somatogravic Stand alone approaches 26 9 il sion fos bogus Seda dd RU bie era 8 4 Graveyard Of banking E 8 10 Spin 8 2 Of deviation ovo ex reeds 8 11 Spiral PR aaa 8 2 Of nosedown 8 6 Ground equipment 22 2 24 1 Of 8 4 Of pivoting on longitudinal axis 8 11 Of vertical flight 8 12 H Primarily inner 8 1 Half Cuban eight 19 11 Hand flown breakouts 30 39 Heading indicator failure 18 17 Heads up display HUD 14 1 Radar vectors AA 24 10 Simplified directional facility SDF 24 10 Conventiona
387. icular satellite deselected is not used for the navigation solution RAIM calculations or RAIM prediction Receiver manufacturers and or database suppliers may supply NOTAM type information concerning database errors Pilots should check these sources when available to ensure that they have the most current information concerning their electronic database 26 5 1 2 File the Appropriate Equipment Suffix Aircraft navigating using GPS are considered to be RNAV equipped aircraft and the appropriate equipment suffix should be included on the flight plan 26 5 1 3 GPS Equipment Checks Check GPS ground equipment by following the specific startup and self test procedures for the GPS receiver or FMS as outlined in the aircraft NATOPS manual Check the currency of your database and predicted RAIM available status for the approach you plan to fly at your Estimated Time of Arrival ETA 26 5 2 Terminal Area Operations and Departure 26 5 2 1 Load SID If a SID is to be flown load the appropriate SID by retrieving the route from the navigation database If the SID cannot be retrieved from the database then you may not use RNAV procedures to fly it prior to the SID termination point ORIGINAL 26 10 NAVAIR 00 80 112 26 5 2 2 Terminal Sensitivity When flying a SID using GPS the pilot must ensure the terminal sensitivity mode is selected to ensure the correct scaling of the CDI 1 nm 26 5 3 En Route Operations 26 5 3 1 Use of Predi
388. ied fix used as a reference point in establishment of and maintaining the position of an aircraft while holding holding procedure that keeps an aircraft within a specified airspace A predetermined maneuver while awaiting further clearance IFR aircraft aircraft conducting flights in accordance with the instrument flight rules IFR flight instrument flight rules Flight conducted in accordance with the immediately Used by or pilots when such action compliance is required to avoid an imminent situation indicated airspeed The airspeed displayed by the airspeed indicator 43 NAVAIR 00 80T 112 indicated altitude Altitude as shown by a pressure or barometric altimeter uncorrected for instrument error and uncompensated for variations from standard atmospheric conditions indicated Mach number on the Mach indicator Mach number displayed initial approach That part of an instrument approach procedure consisting of the first approach to the first navigational facility associated with the procedure or to a predetermined fix instrument approach procedure series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing or to a point from which a landing may be made visually It is prescribed and approved for a specific airport by competent authority instrument landing system precision i
389. ient Regardless of the method used to navigate the missed approach procedure the pilot is still responsible for terrain and obstacle avoidance as well as any ATC required climb gradients In order to avoid obstacles pilots must plan to climb at a minimum gradient of 200 feet per nm unless a higher gradient is published 26 6 GPS NAVIGATION TRAINING 26 6 1 General Aircrew should practice GPS approaches under Visual Flight Rules VFR until thoroughly proficient with all aspects of their equipment receiver and installation prior to attempting flight under IFR in IMC Many GPS receivers provide a simulation mode that can be used to become familiar with receiver operations prior to actual flight operations Proper training of GPS navigation in controlled airspace will enhance safety and awareness when using PPS for combat operations GPS training will be developed with assistance from Naval Air Systems Command 170 by the respective 5 Wing 26 6 2 Ground Instruction The use of GPS for flight in controlled airspace requires a thorough knowledge of the terms and nomenclature used to describe and depict GPS navigation processes The charting of GPS procedures does not follow the convention described by previous training Some of the areas that GPS training should cover are 1 The meaning and proper use of Aircraft Equipment Navigation Suffixes 2 Procedure characteristics as determined from chart depiction and textual d
390. if it moves away from the top index the drift correction is too small Figure 23 7 For ease of computation it is desirable to use 10 of bearing change When the bearing pointer shows the desired bearing change again note the exact time Turn immediately to place the bearing pointer under the top index and maintain that course to the station Determine the time to the station by applying the following formula Time in seconds between bearings Minutes to station Degrees of bearing change For example if it requires 2 minutes 120 seconds to fly a bearing change of 10 the aircraft is 14 12 minutes to the station The time from the station may also be calculated by using a short method based on the above formula provided a 10 bearing change is flown If the elapsed time for the bearing change is noted in seconds and a 10 bearing change is made the time from the station in minutes is determined by counting off 1 decimal point thus if it requires 75 seconds to fly a 10 bearing change the aircraft is 7 5 minutes from the station When the bearing pointer is moving rapidly or when several corrections are required to place the pointer on the wingtip position the aircraft is very close to the station For all practical purposes this can be considered station passage The distance from the station may be computed by multiplying True Airspeed TAS or groundspeed in miles per minute by the previously determined time in
391. ification Zone An ADIZ within the United States along an international boundary of the United States 2 Coastal Air Defense Identification Zone ADIZ over the coastal waters of the United States 3 Distant Early Warning Identification Zone DEWIZ An ADIZ over the coastal waters of the state of Alaska air route traffic control center facility established to provide traffic control service to Instrument Flight Rules IFR flights operating within controlled airspace and principally during the en route phase of flight air traffic clearance authorization by air traffic control for the purpose of preventing collision between known aircraft for an aircraft to proceed under specified traffic conditions within controlled 36 airspace The pilot in command of an aircraft may not deviate from the provisions of a Visual Flight Rules VFR or Instrument Flight Rules IFR air traffic clearance except in an emergency or unless an amended clearance has been obtained Additionally the pilot may request a different clearance from that issued by Air Traffic Control ATC if information available to the pilot makes another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued Pilots may also request clarification or amendment as appropriate any time a clearance is not fully understood or considered unacceptable because of safety of flight Con
392. igation BARO VNAV The LPV section of the minimums designates the Decision Altitude for equipment performing to the level of Wide Area Augmentation System WAAS specifications The GLS section of the minimums is currently designated N A as a placeholder for the GLS is the only system authorized to occupy the GLS line 26 4 4 RNAV RNP Approaches The latest addition to the GPS approach family is the RNAV RNP approach also known as Special Aircraft and Aircrew Authorization Required SAAAR These approaches are commonly used to avoid prohibited areas terrain and noise sensitive areas that require certified aircraft and specific aircrew training The RNP level required varies from RNP 0 11 to RNP 0 15 to RNP 0 3 The Naval Flight Information Group is developing SAAAR approaches on a limited basis for Navy and Marine Corps installations 26 5 AIRCREW ACTIONS 26 5 1 Preflight In addition to being intimately familiar with operation of their GPS equipment pilots need to accomplish several additional actions prior to flight using GPS 26 5 1 1 Check NOTAMs Review Notices to Airmen 5 by referring to the installation NOTAMs for your destination and any alternates GPS satellite outages are issued as GPS using Pseudo Random Noise PRN number or Satellite Vehicle Number SVN and can be accessed using the identifier KGPS It is important to deselect the affected satellite on your FMS GPS This ensures the part
393. ight 18 1 ORIGINAL NAVAIR 00 80 112 18 2 INSTRUMENT TAKEOFF ITO 18 2 1 Pretakeoff Procedures The ITO procedures and techniques are an invaluable aid during takeoffs at night toward and over water or deserted areas and during periods of reduced visibility These takeoffs are accomplished by combined use of outside visual reference and the flight instruments The amount of attention given to each ITO varies with the individual the type of aircraft and existing weather As the ITO is a composite visual instrument takeoff it should not be confused nor used interchangeably with hooded takeoffs Prior to commencing an instrument flight the pilot shall check the flight and navigation instruments and the required publications This check will be made in accordance with the NATOPS flight manual and must include all control performance and position instruments Many airdromes display navigational data on a sign near the end of the runway for checking the navigational equipment and altimeter After this pretakeoff check is complete select the navigational aids to be used for the departure and set the navigational instruments and switches as required The air traffic control clearance and departure procedures must be thoroughly understood prior to takeoff The appropriate instrument approach charts shall be readily available in the event that an instrument approach becomes necessary immediately after takeoff 18 2 1 1 ITO Procedures Fixed W
394. ights or changing direction may help reduce flicker vertigo 8 1 3 6 Preventive Measures The study and awareness of illusions by flight personnel have definite value in prevention flight personnel should be acquainted during flight briefings with the flight conditions and the possibility of false perceptions arising during one or another portion of the flight If the pilot would be aware beforehand of what might be encountered this could help forestall illusions A strict regime of work and rest should be observed When fatigued during a flight the pilot should pass the control to the copilot Instruments should be trusted and the aircraft flown to make them read correctly 8 2 SPATIAL MISORIENTATION Unlike spatial disorientation spatial misorientation occurs unrecognized by the pilots and aircrew Spatial misorientation mishaps are characterized by controlled 1 G collisions with the ground or obstacles on the ground Terms that have been used to describe symptoms of spatial misorientation include unrecognized spatial disorientation task overload task saturation loss of situational awareness fixation distraction or preoccupation Typically a pilot who experiences spatial misorientation is mistakenly comfortable with the attitude or flightpath of the aircraft or is distracted from monitoring flight instrument cross checks The pilot unconsciously accepts peripheral visual cues such as outside horizons cloud banks etc for attitude flyi
395. igure 17 8 Trim Technique iive oe p pear Ra 17 9 CHAPTER 18 INSTRUMENT FLIGHT MANEUVERS Figure 18 1 Typical Instrument Flight 222552222254 epe ki exe 18 1 Figure 18 2 Instr ment TakeoH 18 3 Figure 18 3 Adjusting the Attitude Indicator 18 5 Figure 18 4 Correcting to the Desired Altitude 18 7 Figure 18 5 Leading the Level Off 2 7 18 7 Figure 18 6 For Turns 30 or Less Limit the Angle of Bank to the Number of Degrees to b Turned ooo dosed i Sa tweak e Reed EP erga db reg rs 18 8 Figure 18 7 Effects of Precession on Attitude Indicators 18 9 Figure 18 8 Usc oL POWER 18 10 Figure 18 9 Leading the 18 11 Figure 18 10 General Turning Performance Constant Altitude Steady Turn 18 13 Figure 18 11 Constant Airspeed Maneuver 18 14 Figure 18 12 Constant Rate Maneuver 1 18 15 Figure 18 13 Performing the Timed Turn 18 17 Figure 18 14 Function of Instruments Partial Panel 18 18 CHA
396. il Then on the compass card look from the tail in the short direction to the desired course Any heading beyond the desired course is a no wind intercept heading Normally 45 beyond the desired course is a good intercept heading as it also forms a 45 or average angle of intercept however as in inbound intercepts consider the known factors of groundspeed and distance from the station when selecting an intercept heading Outbound procedures are essentially identical with those for VHF Omnidirectional Range VOR Radio Magnetic Indicator RMI only Figure 21 9 23 1 1 4 2 Completing the Intercept After the intercept heading has been established adjustments may be required to achieve a more desirable angle or rate of intercept As the aircraft approaches course it is necessary to determine a lead point for turning because of the radius of turn The lead point will depend upon the rate of movement of the bearing pointer and the time required to complete the turn to course Factors affecting the lead point are groundspeed distance from the station intercept angle and rate of turn Complete the turn to course simultaneously applying a correction for known wind 23 1 1 5 Time Distance Check It is possible to calculate the time and distance from the station using ADF 23 1 1 5 1 ADF Procedures After tuning the radio compass for note the position of the bearing pointer The number of degrees the bearing pointer is deflected f
397. illance Radar ASW Antisubmarine Warfare Traffic Control ATCRBS Air System Traffic Control Radar Beacon ATCT Airport Traffic Control Tower ATD Along Track Distance ATIS Automatic Terminal Information Service ATS Traffic Service AWOS Automated Weather Observing System broadcasts AZ EL Azimuth Elevation Scope Presentation B BARO VNAV Barometric Vertical altitude Navigation BDHI Bearing Distance Heading Indicator BRC Base Recovery Course C C A Coarse Acquisition GPS CAS Calibrated Airspeed CAT Clear Air Turbulence CDI Course Deviation Indicator CERAP Center Radar Approach Control CF Course to Fix GPS CFIT Controlled Flight Into Terrain CFR Code of Federal Regulations CONUS Continental United States ORIGINAL NAVAIR 00 80 112 Changeover Point CTAF Common Traffic Advisory Frequency CV Aircraft Carrier CVFP Charted Visual Flight Procedure D DA Decision Altitude DEWIZ Distant Early Warning Identification Zone DF Direct to Fix GPS DG Directional Gyro DH Decision Height DINS Defense System Internet NOTAM Distribution DME Distance Measuring Equipment DoD Department of Defense DP Departure Procedure DVFR Defense VFR E EAS Equivalent Airspeed EFAS En Route Flight Advisory Service EFC Expected Further Clearance Time EGT Exhaust Gas Temperature ESA Emergency Safe Altitude ETA Estimated Time
398. ilot in command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft If ATC issues a clearance that would cause a pilot to deviate from a rule or regulation or in the pilot s opinion would place the aircraft in jeopardy IT IS THE PILOT S RESPONSIBILITY TO REQUEST AN AMENDED CLEARANCE Similarly if a pilot prefers to follow a different course of action such as make a 360 degree turn for spacing to follow traffic when established in a landing or approach sequence land on a different runway take off from a different intersection take off from the threshold instead of an intersection or delay operation THE PILOT IS EXPECTED TO INFORM ATC ACCORDINGLY When the pilot requests a different course of action however the pilot is expected to cooperate so as to preclude disruption of traffic flow or creation of conflicting patterns The pilot is also expected to use the appropriate aircraft call sign to acknowledge all ATC clearances frequency changes or advisory information Each pilot who deviates from an ATC clearance in response to a Traffic Alert and Collision Avoidance System resolution advisory shall notify ATC of that deviation as soon as possible When weather conditions permit during the time an Instrument Flight Rules IFR flight is operating it is the direct responsibility of the pilot to avoid other aircraft as Visual Flight Rules VFR flights may be operating in the same area with
399. in appropriate NATOPS flight manuals ORIGINAL 16 12 NAVAIR 00 80 112 Attitude Instrument Flight Chapter 17 Attitude Instrument Flying Chapter 18 Instrument Flight Maneuvers Chapter 19 Instrument Patterns and Confidence Maneuvers Chapter 20 Unusual Attitudes 75 76 blank ORIGINAL NAVAIR 00 80 112 17 Attitude Instrument Flying 17 1 GENERAL Attitude instrument flying Figure 17 1 like visual flying uses reference points to determine the attitude of the aircraft When flying by visual reference to the Earth s surface the attitude of the aircraft is determined by observing the relationship between the nose and wings of the aircraft and the natural horizon When flying by reference to flight instruments the attitude of the aircraft is determined by observing indications on the instruments These indications give essentially the same information as obtained by visual reference to the Earth s surface The same control techniques are employed during attitude instrument flying that are used in visual flying The largest learning factor in attitude instrument flying is correctly interpreting the indications of the various instruments to determine the attitude of the aircraft 17 22 AIRCRAFT CONTROL Aircraft control consists of controlling the aircraft about its three axes pitch roll and yaw and maintaining the power thrust at the desired level Pitch is the movement of the airc
400. in safe limits of altitude airspeed attitude and heading 31 4 1 6 2 Unqualified Exhibits poor or unsafe control Exceeds safe limits of altitude airspeed attitude or heading 31 4 1 7 ADF MDF Orientation 31 4 1 7 1 Qualified Demonstrates proper procedures for aural null ADF orientation 31 4 1 7 2 Unqualified Not familiar with proper procedures for aural null ADF orientation 31 4 2 Instrument Flight in Controlled Airspace Part Two Grading Criteria 31 4 2 1 Flight Planning 31 4 2 1 1 Qualified Flight plan and clearance executed in accordance with LOCAL Flight Information Publications FLIP OPNAV and other governing instructions Special factors as required by the mission or aircraft configuration are computed and recorded where applicable Completes flight planning log for route without major errors Fuel consumption is properly computed based upon available planning factors and recorded on the flight log Ensures that maps and charts for route destination and alternate are available and are current Weather factors temperatures and winds aloft information and Notices to Airmen 5 are used in planning the mission Standard Instrument Departure SID IFR departure procedures and routes are obtained if required and takeoff climb planned accordingly ORIGINAL 31 4 NAVAIR 00 80 112 31 4 2 1 2 Unqualified Flight planning was incomplete or resulted in discrepancies that could possibly prevent successful comp
401. ination of angular acceleration but under conditions of inner ear dominance and high task loading nystagmus and blurring of vision can persist much longer long enough to prevent recovery ORIGINAL 8 2 NAVAIR 00 80 112 SPIN PERCEIVED PILOT THINKS SPIN HAS CEASED SPIN TERMINATED AIRCRAFT PILOT PERCEIVES SPIN REENTERS IN OPPOSITE DIRECTION ORIGINAL SPIN IFM F026 Figure 8 2 The Graveyard Spin 8 3 ORIGINAL NAVAIR 00 80 112 8 1 1 5 Pressure Vertigo This condition is also of inner ear origin although the exact mechanism is not understood Symptoms include blurring of vision nystagmus and illusory sensations of turning These symptoms occur more commonly and more severely when there is an explosive increase in middle ear pressure e g with the Valsalva maneuver although they can occur with gradual increases in middle ear pressure such as with aircraft ascent Pressure vertigo usually occurs when there is some difficulty or hesitation in clearing the ears especially if the individual has a cold or flu 8 1 1 6 Illusion of Attitude Change Somatogravic Illusion This illusion can occur when the otolith organs are abnormally stimulated by linear acceleration Examples include the following 8 1 1 6 1 Illusion of Noseup This illusion can occur when an aircraft accelerates forward while in level flight and gives the pilot the sensation of being in a noseup attitude This may occur as a result of a
402. ind flow such as the Intertropical Convergence Zone ITCZ 5 2 TROPICAL WAVES A tropical wave more commonly known as an easterly wave is defined as a wavelike disturbance that moves from east to west in the tropical easterlies Northern Hemisphere When viewed in a vertical plane the wave appears as an inverted trough that will slope to the east west or be nearly vertical no slope The slope of a wave may change with time Adverse weather associated with a tropical wave is an indication of the slope of the wave Weather associated with waves is showery precipitation and thunderstorms Cloud patterns usually consist of cumulus congestus and cumulonimbus arranged in parallel bands with layers of altocumulus and altostratus clouds along with higher layers of cirrus clouds associated with convective activity Embedded thunderstorms may also be present in areas of extensive cloud precipitation areas Tropical waves also support the development of haze conditions this haze normally reduces visibility and will be present in advance of the wave There are three types of tropical waves stable neutral and unstable 5 2 1 Stable Wave This type of wave slopes to the east with height To the west of the trough line winds at the surface and aloft are predominantly northeasterly This area experiences falling pressures but because of divergence at all levels fair weather prevails East of the trough line the surface and upper air winds veer to the
403. indicators jet routes high altitude route system 18 000 feet MSL to flight level 450 inclusive Jet routes are predicated on high altitude navigational aids joint military civil airport airport owned by the military or a community or both where an agreement exists for joint civil military fixed based aviation operations joint use restricted area area wherein an aircraft may operate if prior permission has been granted by either the restricted area using agency or the controlling agency 1 The using agency organization or military command whose activity within a restricted area necessitated the area being so designated except that in the case of those restricted area military climb corridors that do not have a designated controlling agency the using agency is a military air traffic control facility that may be contacted for transit through the climb corridor The using agency notifies the controlling agency whenever permission may be granted by the controlling agency for transit of or flight within a restricted area 2 The controlling agency is a ORIGINAL designated ATC facility that may authorize transit of a restricted area K knot One nautical mile 6 076 1033 feet per hour L land and hold short operations Operations that include simultaneous takeoffs and landings and or simultaneous landings when a landing aircraft 1 able and is instructed by the controller to hold shor
404. ine Physiology and Human Factors Tri Med Books Limited London 1978 p 405 467 Hying Training Instrument Flying AF Manual 51 37 15 October 1982 Chapter 7 Spatial Disorientation p 7 1 to 7 14 Gillingham K K and Krutz R W Effects of the Abnormal Acceleratory Environment of Flight Aeromedical Review 10 74 SAM TR 74 57 p 55 82 Lawrence H and Dully F E Jr Aviators Guide to Self Destruction Approach May 1979 Malcolm Pilot Disorientation and the Use of a Peripheral Vision Display The 1983 Annual Harry Armstrong Lecture Aviat Space Environ Med 1984 55 3 231 38 Malov I S False Perceptions in Flyers During Helicopter Flights J Milit Med Vol 9 Moscow 1964 Medication and Alcohol Flying Safety December 1981 NAVTOPS Instrument Flight Manual Department of the Navy Office of Naval Operations 15 June 1972 OPNAV INSTRUCTION 3710 75 15 Nov 2001 Spence AERONAUTICAL INFORMATION MANUAL 2002 U S Naval Aerospace Physiologist s Manual NAVAIR 00 80T 99 Bio Technology Inc September 1972 U S Naval Flight Surgeon s Manual 2nd ed Bio Technology Inc 1978 Voge V M Aha It s the tonic water after all Approach October 1981 Weight Loss and Decongestants Weekly Summary of Aircraft Mishaps No 40 81 27 September 3 October 1981 33 34 blank ORIGINAL 00 80 112 GLOSSARY A absolute altitude The al
405. information and the latest altimeter setting While transitioning to final at NAS the pilot is advised to perform a prelanding cockpit check Perform the check and review approach minimums lost communications procedures final approach airspeed and approximate initial rate of descent desired consider glideslope angle and groundspeed of the aircraft In addition use all navigational receivers to remain position oriented and or ready to comply with lost communications procedures Throughout this segment the controller will periodically advise you of the aircraft position relative to the airfield Do not hesitate to request additional information 25 3 1 2 Precision Final Approach The precision final approach starts when the aircraft is within range of the precision radar and contact is established with the final controller A precision approach radar system includes two antennas one scanning vertically and the other scanning horizontally The range is limited to 10 miles azimuth to 20 degrees and elevation to 7 degrees The initial call to the final controller should include the last assigned heading altitude and the current status of the gear if applicable The required final approach airspeed and configuration should be set prior to glideslope interception and the landing checklist completed in accordance with the appropriate NATOPS flight manual The controller will advise the pilot of any change in lost communications procedures These pr
406. ing The ITO for specific aircraft is discussed in the applicable NATOPS flight manual Use pitot heat and other anti ice equipment as appropriate When cleared align the aircraft with the runway centerline and complete any remaining checklists Pay special attention to the heading and attitude indicators for any errors induced by turning while taxiing When directed select the assigned departure frequency and monitor Guard frequency during takeoff When cleared for takeoff release the brakes simultaneously to minimize initial directional control difficulties Directional control immediately following brake release should be accomplished predominantly by outside visual references Figure 18 2 As the takeoff progresses the pilot s scan should transition from outside references to the heading airspeed angle of attack and attitude indicators The rate of transition is directly proportional to the rate at which the outside reference deteriorates It is essential that the pilot establish his her instrument scan prior to losing all visual reference The takeoff attitude will normally be established on the attitude indicator at rotation or just prior to reaching takeoff airspeeds Pilots should know the takeoff attitude indicator picture required for their aircraft The takeoff attitude should be maintained as the aircraft leaves the ground If available the angle of attack indicator should be used to cross check the attitude indicator for optimum takeo
407. ing analysis and intelligence briefings and as source for navigational filmstrips special purpose and cockpit visual display products Tactical Pilotage Chart TPC The TPC is the standard worldwide medium scale aeronautical chart series 1 500 000 produced by NGA The TPC is designed to provide an intermediate scale translation of cultural and terrain features for pilots navigators flying at very low altitudes below 500 feet above ground level through medium altitudes or low altitude high speed operations TPCs provide essential cartographic data appropriate to scale and are overprinted with stable aeronautical information such as contour lines aerodromes obstructions special use air space navigational aids and related data Cartographic data with aeronautical overprint depicting obstructions MEFs special use airspace navigational aids and related data Because of scale some features including obstructions are generalized in developed regions A Military Grid is overprinted for interoperability Designed for very low altitude through medium altitude high speed visual and radar navigation TPCs are also used for mission planning analysis and intelligence briefings and are source for navigational filmstrips special purpose and cockpit visual display products Joint Operations Graphic JOG The JOGisa standard large scale series modified aeronautical use 1 250 000 The JOG displays topographic data and aeronau
408. ing a change or errata into this publication you should page check and record its entry on the Record of Changes page within this publication CHANGE SYMBOLS Revised text is indicated by a black vertical line in the outside margin of the page like the one printed next to this paragraph The change symbol shows where there has been a change The change might be material added or information restated A change symbol in the margin by the chapter number and title indicates a new or completely revised chapter 63 ORIGINAL NAVAIR 00 80 112 NATOPS TACTICAL CHANGE RECOMMENDATION 3710 6 4 90 S N 0107 LF 009 7900 DATE TO BE FILLED IN BY ORIGINATOR AND FORWARDED TO MODEL MANAGER FROM Originator Unit TO Model Manager Unit Complete Name of Manual Checklist Revision Date Change Date Section Chapter Page Paragraph Recommendation Be specific O CHECK IF CONTINUED ON BACK Justification Address of Unit or Command TO BE FILLED IN BY MODEL MANAGER Return to Originator FROM DATE TO REFERENCE a Your Change Recommendation Dated Your change recommendation dated _ is acknowledged It will be held for action of the review conference planned for to be held at Your change recommendation is reclassified URGENT and forwarded for approval to by my DTG wie 5 MODEL MANAGER Form 3710 6 ORIGINAL 64 NAVAIR 00 80 112 SPECIAL TER
409. ing adapter equipment and the appropriate needle on the course indicator or RMI As the relationship between the navigation equipment and the communications equipment will vary between types of aircraft the pilot should refer to the applicable NATOPS flight manual for more specific procedures WHEN BEARING POINTER SHOWS DESIRED BEARING CHANGE STOP TIME AND COMPUTE TIME DISTANCE FROM THE STATION AFTER COMPLETING TURN NOTE TIME MAINTAIN A CONSTANT HEADING NOTE NUMBER OF DEGREES BEARING POINTER IS DISPLACED FROM NEAREST WING TIP INDEX TURN TO PLACE BEARING POINTER UNDER THAT INDEX Figure 23 5 Time Distance Check 23 11 ORIGINAL NAVAIR 00 80 112 DRIFTING TURN TO REINTERCEPT COURSE CONSIDER THE SAME FACTORS AS IN AN INBOUND COURSE INTERCEPTION DRIFTING CN COURSE N N KAJ d WITH IF POINTER MOVES IF POINTER MOVES DRIFT TOWARD TOP INDEX AWAY FROM TOP INDEX CORRECTION AR CORRECTION DRIFT CORRECTION a IS TOO SMALL IS TOO LARGE 9 TOP INDEX Figure 23 6 Maintaining Course Inbound DRIFTING TURN TO REINTERCEPT LP CER THE SAME FACTORS AS IN AI OUTBOUND COURSE INTERCEPTION ON 960 DRIFTING DRIFT WITH CORRECTION IF TAIL OF BEARING IF TAIL OF BEARING POINTER MOVES POINTER MOVES AWAY FROM TOWARD TOP INDEX INDEX DRIFT DRIFT CORRECTION CORRECTION IS IS TOO LARGE TOO SMALL Figure 23 7 Maintaining Course Outbound ORIGINAL 23 12
410. ing environment the pilot may not be able to differentiate or recognize the difference between the solid climb lines from the identical but dashed dive lines in the flightpath scale Any confusion or delay in initiating proper recovery inputs may make recovery impossible WARNING Unless your HUD is endorsed as a PFR do not use it when spatially disoriented for recovery from an unusual attitude or during lost wingman situations use the heads down display anytime an immediate attitude reference is required Typically heads down displays are inherently easier to use in these situations because of the larger attitude coverage color asymmetry between the solid ground and sky and reduced interference from the outside visual scene glare optical illusions etc 14 1 ORIGINAL NAVAIR 00 80 112 FMS1 ALTS pe TAS 250 SAT 12 C FORMAT gt ISA 5 C ORIGINAL Figure 14 1 Attitude Indicator NAVAIR 00 80 112 14 2 3 HUD Field of View HUD symbology may also obscure objects within the HUD field of view When nonessential HUD information is displayed or when the HUD brightness level is excessive the probability of obscuration is dramatically increased Proper HUD settings including elimination of non task essential information and adjusting the brightness to the proper level are imperative to prevent potential hazards to safe flight 14 2 4 Conventional Cross Check Pilots should remain
411. ing in all other areas from 060 clockwise to 360 bearing to the IF IAF need not perform the course reversal and the term NoPT will be annotated on the TAA boundary of the icon in these areas 9 When an airway does not cross the lateral TAA boundaries a feeder route will be established to provide a transition from the en route structure to the appropriate Each feeder route will terminate at the TAA boundary and will be aligned along a path pointing to the associated IAF Pilots should descend to the TAA altitude after crossing the TAA boundary and cleared by air traffic control Figure 30 12 30 5 3 Minimum Vectoring Altitude MVA The Minimum Vectoring Altitude MVA is established for use by ATC when radar ATC is exercised MVA charts are prepared by air traffic facilities at locations where there are numerous different minimum IFR altitudes Each MVA chart has sectors large enough to accommodate vectoring of aircraft within the sector at the MVA Each sector boundary within 40 miles of the radar is at least 3 miles from the obstruction determining the MVA Each sector boundary 40 miles more from the radar is at least 5 miles from the obstruction determining the MVA To avoid large sector with an excessively high MVA due to an isolated prominent obstruction the obstruction may be enclosed in a buffer area This is done to facilitate vectoring around the obstruction Figure 30 13 1 The minimum vectoring altitude i
412. ing is relative to the 30 nm fix rather than the TACAN station The direction of turn is not included for standard holding patterns While in the holding pattern turns are initiated at the indicated range as published or issued by the controller To meet the expected approach time the pattern may be shortened but never lengthened The inbound course to the holding fix should be set in the course selector window As the holding pattern may be a considerable distance from the TACAN station course corrections to intercept course prior to reaching the holding fix will be larger than those normally used in VOR or ADF holding For example 6 off course at 30 miles is a 3 mile course error whereas 6 off course at 10 miles is only a 1 mile course error DESIRED lt 2 approx dL pv Collins Figure 22 13 Visualize Problem after Turning to Computed Heading 22 15 ORIGINAL NAVAIR 00 80 112 STATION 090 30 ovs 11 42 15 COMM2 DESIRED RADIAL UTC 11 42 15 2 Figure 22 14 The Technique of Proceeding Direct Between Fixes ORIGINAL 22 16 NAVAIR 00 80 112 HOLDING NORTHEAST THE TACAN HOLDING FIX HOLDING FIX RADIAL DISTANCE HOLDING SOUTHWEST OF THE TACAN HOLDING TACAN STATION l IFM F0145 Figure 22 15 The Direction of TACAN Holding is R
413. inimums when circling to land The categories are as follows 1 Category A Speed less than 91 knots 2 Category B Speed 91 knots or more but less than 121 knots 3 Category C Speed 121 knots or more but less than 141 knots 4 Category D Speed 141 knots or more but less than 166 knots 5 Category E Speed 166 knots or more aircraft classes For the purposes of Wake Turbulence Separation Minimums ATC classifies aircraft as Heavy Large and Small as follows 1 Heavy Aircraft capable of takeoff weights of more than 255 000 pounds whether or not they are operating at this weight during a particular phase of flight 2 Large Aircraft of more than 41 000 pounds maximum certificated takeoff weight up to 255 000 pounds 3 Small Aircraft of 41 000 pounds or less maximum certificated takeoff weight AIRMET advisory AIRMETs WAs are issued separately by the National Weather Service to amend relevant portions of Aviation Area Forecasts FAs whenever the phenomena are not adequately forecast in the FA The purpose of this service is to notify en route pilots of weather phenomena that may be potentially hazardous to aircraft Although the criteria for AIRMETS see Chapter 27 are not as hazardous as that used for SIGMETS they are still worthy of evaluation by the pilot in regard to the operational limits of his her aircraft airport defined area on land or water including any buildings installations an
414. int Descent below MDA is authorized when visual reference with the runway environment is sufficient to complete the landing and the Visual Descent Point VDP has been reached There are a few approaches that have the final approach course along an arc On these approaches the FAF and missed approach point are designated by radials rather than range Perform the missed approach when 1 Visual reference with the runway environment at the missed approach point is insufficient to complete the landing 2 Instructed by the controlling agency 3 Asafe landing is not possible ORIGINAL 22 18 11 INITIAL APPROACH FIX 18 NM INITIAL APPROACH X FIX 36 NM NAVAIR 00 80 112 x 12 NM 15 ARC INITIAL APPROACH FIXIBONM INITIAL APPROACH V 26 NM IFM F0146 Figure 22 16 Typical TACAN Approaches 22 19 ORIGINAL NAVAIR 00 80 112 Example Figure 22 17 illustrates straight in TACAN approach to RWY 34R S TAC 34R that combines arc and radial segments to arrive at the missed approach point The published weather approach minimums are 300 feet and 3 4 of a mile Approach control will assign an initial approach fix altitude After passing the initial approach fix call DEPARTING THE INITIAL APPROACH FIX Also call LEAVING THE ASSIGNED ALTITUDE unless you will be maintaining altitude until the 130 radial Use a lead point based on aircraft turn radius to intercept the 23 nm arc and
415. ion an airmass is a large body of air whose physical properties particularly temperature and moisture distribution are nearly homogeneous level for level Forecasting is largely a matter of recognizing various airmasses determining their characteristics predicting their behavior modification and identifying their boundaries 3 1 1 Airmass Classification Airmasses are classified geographically and thermodynamically The geographical classification which refers to the source region of the airmass is divided into four basic categories these are arctic or antarctic A polar P tropical T and equatorial E The first three of these are further subdivided into maritime m and continental c An airmass is considered to be maritime if its source of origin is over an oceanic surface If the airmass originates over a land surface it is considered to be continental It should be noted that maritime arctic antarctic airmasses are rare because there is a predominance of landmass or icefields in the polar regions On the other hand virtually all equatorial airmasses are considered to be maritime in origin Additionally there is one other airmass classification that is sometimes used in addition to the four basic categories mentioned above This airmass is called a superior S airmass A superior airmass is extremely dry and is generally found aloft over the southwestern United States On occasion this airmass does appear at or near the surface
416. ion Altitude IPA when established on a segment of the published approach 3 If holding is not required reduce to penetration airspeed or below before crossing the IAF 21 3 12 4 High Altitude Approach Procedures 21 3 12 4 1 Non DME Teardrop Approach After crossing the IAF turn in the shorter direction toward the penetration course Set the altimeter in accordance with FLIP procedures Start descent when the aircraft is over or abeam the fix headed in the direction of the penetration course Correct to course using immediately after station passage interception procedures described in paragraph 21 3 4 Some penetrations include altitude restrictions for a specified number of miles In these cases intercept the outbound course and descend as depicted on the approach chart Before reaching the penetration turn altitude set the inbound course in the course selector window Recheck the altimeter and the minimum altitude for completion of the penetration turn Perform the penetration turn as published If it appears the course will not be intercepted upon completion of the penetration turn roll out with an intercept to the inbound course Normally a 30 to 45 intercept angle is sufficient however vary the angle as necessary depending upon groundspeed displacement from course and range from the station Descend from the altitude specified for completion of penetration turn when on the inbound course Before reaching the Final Approach Fix F
417. ion in February and its southernmost position in August In the Atlantic and Eastern Pacific oceans the ITCZ normally remains north of the equator year round whereas in the Indian Ocean and Western Pacific the zone will lie south of the equator during the Northern Hemisphere winter The intensity of the weather within the ITCZ depends on the level of instability and the extent of convergence that is present Weather within the zone may vary between an area of solid cumulonimbus clouds with many thick cloud layers at several levels and an area of broken to overcast cloud layers with little or no convective activity Figure 5 2 At times fractures along the zone will occur In some cases these fracture zones may spawn a hurricane or typhoon 5 4 CONVERGENCE ZONES On occasion converging windflow in areas other than the ITCZ will produce cloud conditions that would not be present under normal conditions Although convective activity is not normally encountered in convergence zones unless they are associated with major features such as tropical waves the presence of clouds above the freezing level or convergence zones of intensities within a relatively shallow layer within the atmosphere will produce icing or turbulence respectively ORIGINAL 5 2 NAVAIR 00 80 112 CLOUDY SKIES MULTIPLE CLOUD LAYERS LOW CEILINGS AND VISIBILITY NUMEROUS THUNDERSHOWERS Figure 5 2 Weather Conditions in an Active Portion of the ITCZ 5 5 SHEAR LINES
418. iously explained the construction of the TACAN ground antenna is such that it transmits a series of nine signal lobes eight auxiliary and one main reference pulse 40 apart With the airborne receiver working correctly these pulses lock on the airborne equipment with the main reference at 909 With a weak airborne receiver the main reference pulse may slide over or miss the 90 slot and lock on at one of the auxiliary positions When this occurs azimuth indications will be 40 or some multiple of 40 in error Rechanneling the airborne receiver to deliberately cause unlock gives the set another chance to lock on properly When VOR or ADF bearing information is available use it to verify the existence of suspected TACAN errors 22 2 2 5 2 Adjacent Channel Interference Adjacent channel interference occurs when an aircraft is in a position to receive TACAN signals from more than one ground station on the same frequency Normally this occurs only at high altitudes when distance separation between like frequencies is inadequate DME azimuth or identification from either ground station may be received This is not a malfunction of either air or ground equipment but a result of ground equipment location and aircraft position 22 2 2 5 3 False or Incorrect Lock On False or incorrect lock on indications in the aircraft can be caused by misalignment or excessive wear of the airborne crystal selector assembly Selection of a numbered TACAN channel activa
419. ircraft heading and turn in the shortest direction to the computed intercept heading Start the clock Maintain the intercept heading until a lead point is reached then complete the intercept Lead points depend on the No 2 needle rate of movement Figure 23 2 Inbound Course Interception Less Than 45 ORIGINAL 23 4 00 80 112 INITIAL INTERCEPT HEADING 350 DESIRED COURSE 90 LEFT TURN BRT 3 COM IDENT 120 37 134 85 NAV1 117 80 116 25 te ATC ADF E SJ Figure 23 3 Inbound Course Interception Greater Than 45 Timed Distance Method Sheet 1 of 2 23 5 ORIGINAL NAVAIR 00 80 112 N INTERCEPT COMPLETED Z16 WN Th P gt lt Wy fe 1 Tune and identify the station 2 Determine the bearing from the radio beacon you are on 240 by looking at the tail of the No 2 needle 3 Determine an intercept heading Determine the bearing from the radio beacon you desire to intercept 330 Visualize this on the heading indicator Measure the angular difference 90 Since it is greater than 45 compute your initial heading based on the present course to the station 060 and the figure 70 Since the shortest direction to the bearing is to the left subtract 70 from the present course to the station The computed initial Magnetic Heading MH is 350 Turn in the short
420. is achieved by control of nose attitude Except for minor airspeed corrections an adjustment of collective pitch will be necessary to maintain altitude rate of climb or descent during the change ORIGINAL 18 16 00 80 112 18 6 PARTIAL PANEL FLIGHT 18 6 1 Heading Indicator Failure Heading indicator failure may require use of the magnetic compass for heading information Remember that this instrument provides reliable information only during straight and level unaccelerated flight Due to this limitation timed turns are recommended when making heading changes by reference to the magnetic compass This is an emergency condition and should be treated as such A timed turn is accomplished by establishing a bank attitude on the attitude indicator that will result in a desired rate of turn as shown by the turn needle If the attitude indicator has failed following paragraph the rate of turn should be maintained by proper positioning of the turn needle In order to turn to a particular heading divide the number of degrees to turn by the rate of turn 1 1 2 per second 1 2 standard rate turn or 3 per second standard rate turn and turn for the required number of seconds Roll in and rollout should be commenced on time In this case 30 seconds should lapse from the time control pressures were applied to enter the turn until control pressures are applied when rolling out of the turn Figure 18 13 Although timed turns are prefe
421. is the most dangerous of development in that all hazards may be found in this stage 6 1 ORIGINAL 00 80 112 FREEZING _ LI Centered on converging surface winds an updraft drives warm moist air past condensation levels where Cumulus clouds form Vertical development is aided by air entering from sides heat energy released by condensing water vapor and outflow aloft Rain and snow begin to fall within the cloud and an ice phase appears in the towers The formation and precipitation of solid liquid particles marks the thunderstorm s mature stage when a downdraft joins the updraft and lightning begins Eventually the downdraft destroys the parent cell As surface winds shift from convergent to divergent the updraft is cut off from its source of energy precipitation weakens stops and the downdraft ceases Figure 6 1 Thunderstorm Development 6 1 1 3 Dissipating Stage Also known as the anvil stage the dissipating stage is characterized by the gradual spreading of the downdrafts as they take the place of dissipating updrafts As this process continues the entire lower portion of the cell becomes an area of downdrafts At this point the high winds aloft have now carried the upper section of the cloud into an anvil form thus indicating that gradual dissipation is occurring Thunderstorms have been accurately measured as high as 67 000 feet In some cases the tops of some severe thunde
422. ispatcher A communication facility established to enable pilots to transmit non ATC information e g servicing maintenance VIP information etc to base operations pilot s discretion When used in conjunction with altitude assignments means that ATC has offered the pilot the option of starting climb or descent whenever he she wishes and conducting the climb or descent at any rate he she wishes He she may temporarily level off at any intermediate altitude however once he she has vacated an altitude he she may not return to that altitude precision approach radar Radar equipment in some ATC facilities operated by the FAA and or the military services at joint use civil military locations and separate military installations to detect and display azimuth elevation and range of aircraft on the final approach course to a runway This equipment may be used to monitor certain nonradar approaches but is primarily used to conduct a precision instrument approach PAR wherein the controller issues guidance instructions to the pilot based on the position of the aircraft in relation to the final approach course azimuth the glidepath ORIGINAL 48 elevation and the distance range from the touchdown point on the runway as displayed on the radarscope Note The abbreviation PAR is also used to denote preferential arrival routes in Air Route Traffic Control ARTCC computers pressure altitude The altitude above the standard
423. itions They may also be installed to indicate the location of an intersecting taxiway during periods of darkness Clearance bars consist of three in pavement steady burning yellow lights 30 32 4 Runway Guard Lights Runway guard lights are installed at taxiway runway intersections They are primarily used to enhance the conspicuity of taxiway runway intersections during low visibility conditions but may be used in all weather conditions Runway guard lights consist of either a pair of elevated flashing yellow lights installed on either side of the taxiway or a row of in pavement yellow lights installed across the entire taxiway at the runway holding position marking Note Some airports may have a row of three or five in pavement yellow lights installed at taxiway runway intersections They should not be confused with clearance bar lights described in paragraph 30 32 3 30 32 5 Stop Bar Lights Stop bar lights when installed are used to confirm the ATC clearance to enter or cross the active runway in low visibility conditions below 1 200 feet runway visual range A stop bar consists of a row of red unidirectional steady burning in pavement lights installed across the entire taxiway at the runway holding position and elevated steady burning red lights on each side A controlled stop bar is operated in conjunction with the taxiway centerline lead on lights which extend from the stop bar toward the runway Following the ATC clearance to procee
424. itive rate of climb indicate sideward drift and indicate fore and aft groundspeed prior to reliable airspeed indications Heading control may be maintained with the yaw stabilization channel of the automatic stabilization equipment Steadily increase collective as the helicopter lifts off Maintain level attitude on the attitude indicator Note To maintain a stable hover with no sideward drift it may be necessary in some helicopters to hover with a slight wing down attitude As altitude increases through approximately 15 feet use the radar altimeter and lower the nose to approximately 5 below hover attitude See applicable NATOPS flight manuals for variations Simultaneously increase the collective to the best climb setting and adjust the nose attitude to accelerate to the recommended climbing airspeed Note When passing through translational lift the nose attitude may require readjustment to maintain the attitude desired 18 2 1 3 Night Instrument Catapult Launch The night instrument launch from a carrier deck differs considerably from an ITO in that it is a demanding maneuver performed entirely on instruments Prior to taxiing from a deck spot to the catapult it is absolutely essential that all aircraft systems communication and navigation equipment be checked for proper operation and set on the desired 18 3 ORIGINAL NAVAIR 00 80 112 frequency At night the exterior lights should be set up in accordance with the CV NATO
425. itor controllers will not advise pilots when radar monitoring is terminated ORIGINAL 30 36 NAVAIR 00 80 112 30 14 SIMULTANEOUS CLOSE PARALLEL ILS APPROACHES INDEPENDENT 30 14 1 System This approach system permits simultaneous ILS PRM approaches Figure 30 18 to dual runways with centerlines separated by less than 4 300 feet and equipped with final monitor controllers To qualify for reduced lateral runway separation final monitor controllers must be equipped with high update radar and high resolution ATC radar displays collectively called a PRM system The PRM system displays almost instantaneous radar information Automated tracking software provides monitor controllers with aircraft identification position a 10 second projected position as well as visual and aural controller alerts The PRM system is a supplemental requirement for simultaneous close parallel approaches in addition to the system requirements for simultaneous parallel ILS MLS approaches described in paragraph 30 13 Simultaneous close parallel ILS PRM approaches are identified by a separate approach procedure chart named ILS PRM Simultaneous Close Parallel The name ILS PRM is derived from the Precision Runway Monitor System PRMS which provides a means for simplifying the name of the simultaneous close parallel ILS approach 30 14 2 Requirements The following requirements must be met in order to fly an ILS PRM approach 1 Air carrier pilots including Par
426. itude and between 97 degrees and 120 degrees west longitude or ORIGINAL 27 10 00 80 112 b The Gulf of Mexico and Atlantic Coasts from a foreign place in the Western Hemisphere south of 30 degrees north latitude shall furnish a notice of arrival to the Customs service at the nearest designated airport This notice may be furnished directly to Customs by 1 Radio through the appropriate FAA Flight Service Station 2 Normal FAA flight plan notification procedures a flight plan filed in Mexico does not meet this requirement due to unreliable relay of data or 3 Directly to the district Director of Customs or other Customs officer at place of first intended landing but must be furnished at least 1 hour prior to crossing the U S Mexican border or the U S coastline i This notice will be valid as long as actual arrival is within 15 minutes of the original Estimated Time of Arrival ETA otherwise a new notice must be given to Customs Notices will be accepted up to 23 hours in advance Unless an exemption has been granted by Customs private aircraft are required to make first landing in the U S at one of the following designated airports nearest to the point of border of coastline crossing 27 6 CHANGE IN FLIGHT PLAN In addition to altitude or flight level destination and or route changes increasing or decreasing the speed of an aircraft constitutes a change in a flight plan therefore at any time the average
427. izontal distance of the mountain range along with the angle of the front along the mountain range are the influencing factors The effect of mountain ranges differs in regard to cold fronts and warm fronts As a cold front approaches a mountain range the lower portion of the front is retarded as the upper portion pushes up and over the mountain On the windward side of the mountain precipitation is increased due to the additional lift as the warm air is pushed up along the mountain slope After the front reaches the crest of the mountain the air behind the front commences to flow down the leeward side of the range If the air on the leeward side of the mountain is warmer than the air in the rear of the cold front the warmer air is forced away and replaced by the colder airmass As the cold air descends the lee side of mountain the air warms adiabatically Figure 4 8 and clearing occurs within it however because the cold air is displacing warm air typical cold frontal clouds and precipitation may occur within the warm air if the warm air is sufficiently moist and conditionally unstable In some cases maritime polar air that has crossed the Rockies is less dense then maritime tropical air from the Gulf of Mexico which may lie just east of 4 7 ORIGINAL 00 80 112 the mountains If the maritime polar air is moving with strong westerly wind current the maritime polar air is moving with a strong westerly wind current and the ma
428. l cross check 14 3 ILS display t ea 16 11 14 1 ILS procedures HUD field of view 14 3 Localizer LOC back course HUD limitations 14 1 approach 24 11 Headwind or tailwind corrections 21 33 Localizer approaches 24 10 High altitude Performing the ILS approach 24 5 Approach procedures 21 34 Radar vectors 24 10 Penetration and 22 18 Simplified directional facility SDF 24 10 ORIGINAL Index 6 NAVAIR 00 80 112 Page Page No No Immelman 22 55 55855 E ns 19 11 Visual portion of the final segment 30 21 Immunization injections 10 2 Instrument approach procedures 30 27 In runway lighting 30 54 Instrument evaluation final grade Land and hold short lights 30 55 determination 31 6 Runway centerline lighting Instrument flight in controlled airspace system RCLS 30 54 part two grading criteria 31 4 Taxiway lead off lights 30 54 Clearance compliance 31 5 Touchdown zone lights TDZL 30 54 Communication and navigation 23 7 29 12 Te T PEE EE 29 12 Pmergeney procedures ats
429. l the last 3 000 feet of the runway The white lights begin to alternate with red for the next 2 000 feet and for the last 1 000 feet of the runway all centerline lights are red 30 28 2 Touchdown Zone Lights TDZL Touchdown zone lights are installed on some precision approach runways to indicate the touchdown zone when landing under adverse visibility conditions They consist of two rows of transverse light bars disposed symmetrically about the runway centerline The system consists of steady burning white lights that start 100 feet beyond the landing threshold and extend to 3 000 feet beyond the landing threshold or to the midpoint of the runway whichever is less 30 28 3 Taxiway Lead Off Lights Taxiway lead off lights extend from the runway centerline to a point on an exit taxiway to expedite movement of aircraft from the runway These lights alternate green and yellow from the runway centerline to the runway holding position or the ILS MLS critical area as appropriate ORIGINAL 30 54 NAVAIR 00 80 112 30 28 4 Land Hold Short Lights Land and hold short lights are used to indicate the hold short point on certain runways that are approved for Land and Hold Short Operations LAHSO Land and hold short lights consist of a row of pulsing white lights installed across the runway at the hold short point Where installed the lights will be on anytime LAHSO is in effect These lights will be off when LAHSO is not in effect Reference
430. ld be aware that what is seen outside the aircraft may be confusing and can potentially lead to sensory conflicts One must maintain visual dominance solely by reference to aircraft instruments Chief among those instruments is the attitude indicator which provides a representation of aircraft attitude in relation to the Farth Other instruments give valuable supporting information Instrument proficiency with an efficient instrument cross check will make it possible for a pilot to maintain visual dominance and to ignore potentially disorienting sensory data Figure 7 6 7 5 ORIGINAL NAVAIR 00 80 112 THE PILOT MUST RELY ON THE SENSE OF SIGHT TO INTERPRET FLIGHT INSTRUMENTS PROPERLY IFM F024 Figure 7 6 The Sense of Sight ORIGINAL 7 6 NAVAIR 00 80 112 8 Spatial Disorientation 8 1 FALSE PERCEPTION GENERAL 8 1 1 Illusions Primarily Inner Ear Illusions related to the inner ear can result from semicircular canal stimulation angular motion and from otolith organ stimulation linear motion 8 1 1 1 The Leans This is a common illusion and is caused by rolling or banking the aircraft after the pilot establishes a false impression of the true vertical In a prolonged turn the semicircular canals may perceive a roll to wings level as a turn in the opposite direction This causes pilots to lean in an attempt to assume what they think is a true vertical posture Should a pilot establish a very subtle ro
431. lding pattern template has been applied for altitudes above 6 000 feet The airspeed limitations in 14 CFR Section 91 117 Aircraft Speed still apply The following phraseology may be used by an ATCS to advise a pilot of the maximum holding airspeed for a holding pattern airspace area PHRASEOLOGY AIRCRAFT IDENTIFICATION holding instructions when needed MAXIMUM HOLDING AIRSPEED IS speed in knots 29 8 3 Entry Procedures Figure 29 4 29 8 3 1 Parallel Procedure When approaching the holding fix from anywhere in sector a the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for 1 minute turn in the direction of the holding pattern through more than 180 degrees and return to the holding fix or intercept the holding course inbound 29 8 3 2 Teardrop Procedure When approaching the holding fix from anywhere in sector b the teardrop entry procedure would be to fly to the fix turn outbound to a heading for a 30 degree teardrop entry within the pattern on the holding side for a period of 1 minute then turn in the direction of the holding pattern to intercept the inbound holding course 29 8 3 3 Direct Entry Procedure When approaching the holding fix from anywhere in sector c the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern Although other entry procedures may enable the aircraft to enter the holding pa
432. ler radar to measure automatically continuously and accurately horizontal and vertical components of the helicopter velocity Output of the Doppler radar is fed to the hover indicator and is displayed as deflection of horizontal and vertical bars as well as a vertical pointer To indicate fore and aft flight the horizontal bar will move opposite to the direction of flight to indicate drift the vertical bar will move in a direction opposite to the direction of drift therefore the pilot flies toward the bars for correction to a hover The vertical pointer indicates vertical velocity in either direction and is centered in level flight hover indicator provides information in terms of Groundspeed GS drift and rate of climb or descent It is used by HS HC aircraft for instrument takeoffs and to determine zero groundspeed for rescue or Antisubmarine Warfare ASW sonar operations 15 7 CLOCK A mechanical clock is installed in the instrument presentation and hours minutes and seconds can be read from the dial Some aircraft are equipped with clocks that have an elapsed time counter feature 15 8 OUTSIDE AIR TEMPERATURE GAUGE Outside Air Temperature OAT free air temperature is indicated in the cockpit of many aircraft The temperature of the airmass surrounding the aircraft is shown in either degrees Celsius C or Fahrenheit F Regardless of the scale used a conversion table will frequently be necessary as temperatures aloft are
433. lerate or decelerate to compensate for the change in forces Low level wind shear is categorized into two types convective and nonconvective 6 8 1 Convective Windshear This phenomena is produced by downdrafts spreading outward from the bottom of a cumulonimbus cloud The most common type of this windshear is the first gust front associated with thunderstorms which will normally extend outward to 10 to 15 miles The speed of the first gust is normally the highest gust recorded during storm passage The wind direction in a first gust can vary as much as 180 from the previously prevailing surface wind First gust windspeeds in excess of 75 knots have been recorded In nearly all cases forecasters are readily capable of accurately forecasting this phenomena however there are other types of convective windshear such as microbursts and downbursts which are less frequent nearly impossible to forecast yet are capable of producing far more severe conditions These phenomena are discussed in paragraph 6 9 6 8 2 Nonconvective Windshear Development of this type of shear is related to synoptic patterns major topographical features or local terrain Examples of situations that produce nonconvective windshear are 1 frontal shear 2 low level jets caused by radiation inversions 3 funnelling which may be induced by local terrain or in some cases surface obstructions such as large hangars 4 land and sea breezes and 5 mountain waves As th
434. less than the basic weather minimums standard instrument departure A preplanned coded air traffic control IFR departure routing preprinted for pilot use in graphic and textual or textual form only standard rate turn A turn in an aircraft in which the heading changes at the rate of 3 per second standard terminal arrival route preplanned coded air traffic control IFR arrival routing preprinted for pilot use in graphic and textual or textual form only surveillance approach An instrument approach conducted in accordance with directions issued by a controller referring only to the surveillance radar display T TACAN ultrahigh frequency tactical navigation system combining the functions of the omnidirectional radio range and distance measuring equipment to indicate the distance and bearing of an aircraft from a transmitting station air TACAN only aircraft aircraft possessing TACAN but no VOR navigational system capability ORIGINAL NAVAIR 00 80 112 terminal radar X service area Airspace surrounding designated airports wherein provides radar vectoring sequencing and separation on a full time basis for all IFR and participating VER aircraft The AIM contains an explanation of Terminal Radar Service Area TRSA TRSAs are depicted on aeronautical charts Pilot participation is urged but is not mandatory terminal VFR radar service national program instituted to exten
435. let you fly the approach Your equipment will flag and GPS navigation guidance will not be provided beyond the FAF 26 5 7 1 5 GPS Integrity Warning Prior to FAF If a GPS integrity warning occurs prior to the FAF the pilot should not descend to the MDA but should proceed to the MAP via the FAF perform a missed approach and notify ATC as soon as practical Alternatively the pilot may continue provided a backup approach is available using another approved source of navigation 26 5 7 2 Final Approach The inbound course displayed on the GPS between the FAF and the MAP may be slightly different than that printed on the approach chart and should not affect approach performance This is due to the way the GPS connects the approach waypoints 26 5 7 2 1 Stepdown Waypoints Stepdown waypoints in the final approach segment of RNAV GPS approaches are named in addition to being identified by Along Track Distance ATD Most RNAV avionics currently do not accommodate waypoints between the FAF and MAP Stepdown waypoints may not appear in the sequence of waypoints in the navigation database Aircrew can determine the location of stepdown waypoints and visual descent points if published by using ATD 26 5 7 2 2 GPS Integrity Warning After the FAF A GPS integrity warning occurring after the FAF is a serious situation and pilots must be prepared to take immediate action Transition to your backup approach if available or proceed to the MAP along t
436. leted this form shall be retained in the individual s flight training record In addition an entry shall be made in the pilot s NFO s flight log book under Qualifications and Achievements as follows QUALIFICATION Standard or special instrument rating Exp expiration date DATE Date issued SIGNATURE Authenticating signature Unit issuing rating 31 7 MAINTAINING ALL WEATHER READINESS NATOPS instrument evaluations combined with a unit training syllabus that includes periodic flights to maintain these skills will help each unit prepare for and remain ready to safely and successfully meet its all weather commitments ORIGINAL 31 6 NAVAIR 00 80 112 References PURPOSE As discussed in Chapter 1 this appendix lists publication series that contain additional information related to instrument flight These publications are listed in Figure A 1 below Pub Number or Author Pub Title and Other Significant Information AFM 11 217V1 USAF Instrument Flight Manual BUMEDINST 6410 9 Medical Monitoring Flight Personnel in Locations Where Flight Surgeons are not Available FAA Order 7110 65 Air Traffic Control MIL DTL 85025 AS Draft NATOPS Program Technical Publications and Products Style Format and Common Technical Content NAVAIR 00 80T 105 CV NATOPS Manual NAVAIR 00 80T 106 LHA LHD NATOPS Manual NAVAIR 00 80T 111 V STOL Shipboard and Landing Signal Officer NATOPS Manual NAVAIR 00 80
437. letion of the mission 31 4 2 2 Clearance Compliance 31 4 2 2 1 Qualified Maintains heading track airspeed and altitude as briefed or cleared by controlling agency Observes good radio discipline Gives required reports clearly and in proper sequence 31 4 2 2 2 Unqualified Does not maintain heading track airspeed or altitude as cleared Little or no radio discipline Unable to communicate without excessive words and time Reports incomplete requiring repeated transmissions 31 4 2 3 Instrument Approaches 31 4 2 3 1 Qualified Executes approaches as published or instructed Completes prelanding checks and executes smooth safe aircraft configuration transitions Adheres to all altitude restrictions A successful straight in or circling approach to landing can be made 31 4 2 3 2 Unqualified Deviations from procedures restrictions instructions or errors in technique jeopardize flight safety 31 4 2 4 Communication and Navigation Equipment 31 4 2 4 1 Qualified Executes prompt proper procedures for activating tuning and utilizing installed communication and navigation Im equipment 31 4 2 4 2 Unqualified Not familiar with operation and use of installed communication and navigation equipment 31 4 2 5 Emergency Procedures 31 4 2 5 1 Qualified Properly analyzes the emergency situation and takes appropriate action without deviation error or omission 31 4 2 5 2 Unqualified Improperly analyzes or takes inappropriate actio
438. lic stick 2 13 15000 Ex T m TO TRIM APPLY CONTROL PRESSURE TO MAINTAIN DESIRED ATTITUDE ADJUST TRIM UNTIL THE CONTROL PRESSURE IS RELIEVED E Figure 17 8 Trim Technique 17 9 ORIGINAL NAVAIR 00 80 112 17 5 INSTRUMENT HOVERING Many Search and Rescue SAR and Antisubmarine Warfare ASW helicopters are equipped with Doppler radar hover instruments as described in paragraph 15 6 which allows the pilots to accomplish a hover without visual reference to the surface As with all instrument flight this is a full panel maneuver and must include a scan of all flight instruments The primary scan instrument should be the attitude gyro while the hover indicator should be used as the nose and wing attitude cross checks The demanding nature of this maneuver particularly in an uncoupled environment requires a very rapid scan Every effort should be made to determine a stable hover reference position on the attitude gyro and all hover corrections should be made back to this position The hover indicator is commonly mistaken for the primary scan instrument but because of the inherent lag of this indicating system it is better used as a cross check instrument For specific flight procedures consult the applicable aircraft NATOPS manuals ORIGINAL 17 10 NAVAIR 00 80 112 18 Instrument Flight Maneuvers 18 1 APPLICATION The maneuvers described in this chap
439. light surgeon Where a flight surgeon is not available clearance notices shall be handled in accordance with BUMEDINST 6410 5 Flight personnel who are hospitalized shall be evaluated in accordance with BUMED directives and a clearance notice issued prior to flight Ground support personnel should be similarly monitored Aircrew shall not fly for at least 48 hours after general spinal or epidural anesthetic Return to flying status thereafter shall be upon the recommendation of a flight surgeon and at the discretion of the commanding officer 10 6 DENTAL CARE Dental procedures that involve the use of injectable drugs e g novocaine shall be cause for grounding for a period of 24 hours 10 7 IMMUNIZATION INJECTIONS Flight personnel shall not participate in flight duties for 12 hours after receiving an immunization or injection unless cleared sooner by a flight surgeon Those showing protracted or delayed reaction shall be grounded until cleared by a flight surgeon 10 8 BLOOD DONATION Although blood donated in small quantities is quickly replaced and does not adversely affect ground activities the hazards of hypoxia and reduced barometric pressure make it desirable to limit such donations by flight personnel in accordance with the following 1 Hlight personnel shall not be regular blood donors 2 Flight personnel in combat or flying in a shipboard environment shall not donate blood within 4 weeks prior to such flying 3 Flight pe
440. ll to the left that does not stimulate the semicircular canals and then roll rapidly to level flight the pilot may retain the false impression of only having rolled to the right Again the pilot may fly adequately in spite of this illusion although the pilot may lean to assume a false vertical posture Figure 8 1 PERCEIVED ATTITUDE Eo V N TRUE ALTITUDE AUS GRAVITATIONAL v VERTICAL PILOT ALLOWS WINGS PILOT DETECTS PILOT ALIGNS TO DROP AT A SUB ATTITUDE ERROR HEAD AND TRUNK THRESHOLD RATE FROM INSTRUMENTS WITH PERCEIVED AND RETURNS TO A VERTICAL WINGS LEVEL POSI TION AT A SUPRA THRESHOLD RATE PERCEIVED VERTICAL IFM F025 Figure 8 1 The Leans 8 1 ORIGINAL NAVAIR 00 80 112 8 1 1 2 False Sensation of Rotation Somatogyral Illusion This condition can occur when the semicircular canals are abnormally stimulated by certain turning maneuvers and the resulting angular acceleration Examples include the following 8 1 1 2 1 Graveyard Spin When the semicircular canals are stimulated by the angular acceleration produced by the spin entry the first impression of the pilot is accurate i e a spin is perceived After approximately 10 to 20 seconds the fluid in the canals reaches a constant speed and the sensing mechanism returns to the resting position whereupon the sensation of spinning is replaced by one of no rotary motion despite the fact the spin continues If the spin is then terminated an a
441. lly consists of a single light unit projecting a three color visual approach path into the final approach area of the runway upon which the system is installed In all of these systems a below glidepath indication is red or amber and the on path indication green true airspeed Equivalent airspeed corrected for air density error true altitude Calibrated altitude corrected for nonstandard atmospheric conditions Actual height above mean sea level true Mach number Mach corrected for installation error U united states standard for terminal instrument procedures The approved criteria formulating instrument approach procedures for urgency condition of being concerned about safety and of requiring timely but not immediate assistance a potential distress condition V vertical speed indicator flight instrument that indicates the rate of climb or rate of descent of an aircraft in any convenient unit e g feet per minute VFR aircraft aircraft conducting flight in accordance with visual flight rules VFR conditions Weather conditions equal to or better than the minimum for flight under visual flight rules The term may be used as an ATC clearance instruction only when 1 An aircraft requests a climb descent in VFR conditions 2 The clearance will result in noise abatement benefits where part of the IFR departure route does not conform to an FA A approved noise abatement route or altitu
442. long Track Distance ATD from the IF IAF The right left base areas can only be subdivided using arcs based on RNAV distances from the IAF for those areas Minimum Mean Sea Level MSL altitudes are charted within each of these defined areas subdivisions that provide at least 1 000 feet of obstacle clearance or more as necessary in mountainous areas a Prior to arriving at the TAA boundary the pilot can determine which area of the TAA the aircraft will enter by selecting the IF IAF to determine the magnetic bearing to the IF That bearing should then be compared with the published bearings that define the lateral boundaries of the TAA areas This is critical when approaching the TAA near the extended boundary between the left and right base areas especially where these areas contain different minimum altitude requirements b Pilots entering the TAA and cleared by air traffic control are expected to proceed directly to the IAF associated with that area of the TAA at the altitude depicted unless otherwise cleared by air traffic control Pilots entering the TAA with two way radio communications failure 14 CFR Section 91 185 IFR Operations Two Way Radio Communications Failure must maintain the highest altitude prescribed by Section 91 185 c 2 until arriving at the appropriate IAF c Depiction of the TAA on U S Government charts will be through the use of icons located in the plan view outside the depiction of the actual approa
443. lot may become so engrossed with pitch attitude control that he she fails to observe an error in the aircraft heading A 4 heading change is not as eye catching as a 300 to 400 fpm change on the vertical speed indicator Through deliberate effort and proper habit the pilot must ensure all the instruments are included in his her scan Continuous analysis of a pilot s scan technique will assist in early recognition and correction of errors or omissions and will result in improved aircraft control 17 3 8 Use of Angle of Attack Angle of attack information is most valuable during an instrument approach In the event of airspeed indicator failure angle of attack information can be used throughout a flight if equivalent values are known As with the other flight instruments the angle of attack indicator and components should be checked for proper alignment and calibration and freedom of movement prior to takeoff During takeoff the airspeed indicator may be used to determine acceleration speed takeoff speed minimum control speed etc however the angle of attack indicator should be used in conjunction with the attitude indicator to establish the proper angle of attack for takeoff Angle of attack information may also be used to varying degrees to establish best climb angles maximum endurance long range cruise glides and other flight maneuvers The final approach airspeed given in the NATOPS flight manual is based on a given constant angle of att
444. lot to report The break point will be specified if nonstandard Pilots may be requested to report break if required for traffic or other reasons 30 24 APPROACH LIGHT SYSTEM ALS The ALS provides the basic means to transition from instrument flight to visual flight for landing Operational requirements dictate the sophistication and configuration of the approach light system for a particular runway The ALS is a configuration of signal lights starting at the landing threshold and extending into the approach area a distance of 2 400 to 3 000 feet for precision instrument runways and 1 400 to 1 500 feet for nonprecision instrument runways Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling toward the runway at high speed twice a second Figure 30 23 INITIAL APPROACH 4 4 3 5 BREAK POINT P d 180 TURN gt gt N ROLL OUT INITIAL POINT X 180 TURN IFM F0199 Figure 30 22 Overhead Maneuver 30 47 ORIGINAL NAVAIR 00 80 112 ALSF 2 A Flashing Light Steady Burning Light NOTE Civil ALSF 2 may be operated as SSALR during favorable weather conditions LANDING APPROACH ALSF 1 OOO00000000000000000 Flashing Light Steady Burning Light MALSF Flashing Light Steady Burning Light 000
445. ltitude loss that is most efficient for the majority of aircraft being served This will generally result in a descent gradient window of 250 to 350 feet per nautical mile When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart ATC will expect the pilot to descend first to the crossing altitude and then reduce speed Verbal clearances for descent will normally permit an uninterrupted descent in accordance with the procedure as described above Acceptance of a charted fuel efficient descent Runway Profile Descent clearance requires the pilot to adhere to the altitudes speeds and headings depicted on the charts unless otherwise instructed by ATC Note Pilots receiving a clearance for a fuel efficient descent are expected to advise ATC if they do not have runway profile descent charts published for that airport or are unable to comply with the clearance 30 3 APPROACH CONTROL Approach control is responsible for controlling all instrument flight operating within its area of responsibility Approach control may serve one or more airfields and control is exercised primarily by direct pilot and controller communications Prior to arriving at the destination radio facility instructions will be received from the Air Route Traffic Control Center ARTCC to contact approach control on a specified frequency 30 3 1 Radar Approach Control 1 Where radar is approved for approach control service it is used not on
446. luding each intermediate fix turn point and the arrival fix for the destination airport in terms of latitude longitude coordinates plotted to the nearest minute The arrival fix must be identified by both the latitude longitude coordinates and a fix identifier 6 Record latitude longitude coordinates by four figures describing latitude in degrees and minutes followed by a solidus and five figures describing longitude in degrees and minutes 7 File at FL 390 or above for the random RNAV portion of the flight 8 Fly all routes route segments on great circle tracks 9 Make any in flight requests for random RNAV clearances or route amendments to an en route ATC facility Note Use NAVAIDs or waypoints to define direct routes and radials bearings to define other unpublished routes A description of the International Flight Plan Form is contained in the FLIP or the International Flight Information Manual IFIM 27 4 IFR OPERATIONS TO HIGH ALTITUDE DESTINATIONS Pilots planning IFR flights to airports located in mountainous terrain are cautioned to consider the necessity for an alternate airport even when the forecast weather conditions would technically relieve them from the requirement to file one The FAA has identified three possible situations where the failure to plan for an alternate airport when flying IFR to such a destination airport could result in a critical situation if the weather is less than forecast and sufficient fuel is no
447. lution System AIRS which may be accessed online at https airworthiness navair navy mil or on SIPRNET at https airworthiness navair navy smil mil for classified or otherwise sensitive change recommendations AIRS provides the fastest and most efficient means of processing and resolving NATOPS change recommendations It expedites distribution of the URGENT and PRIORITY change recommendations to those who need to act on them and compiles the ROUTINE change recommendations into their respective review conference agenda packages ORIGINAL 62 NAVAIR 00 80 112 In the event that a worldwide web connection to AIRS is not available PRIORITY change recommendations may be submitted via Naval message in accordance with OPNAVINST 3710 7 series When AIRS is not accessible ROUTINE change recommendations may be submitted on a NATOPS Tactical Change Recommendation Form OPNAV 3710 6 a copy of which is contained within the preface of this manual The completed change recommendation forms for changes to this manual should be sent by U S Mail to the NATOPS Model Manager of this publication at Message PLAD TRARON THREE ONE CORPUS CHRISTI TX UC Address Commanding Officer Training Squadron 31 ATTN IFM NATOPS Evaluator 501 Bataan St Suite B NAS Corpus Christi Texas 78419 Telephone Commercial 361 961 2876 DSN 861 2876 Email v31_co xo navy mil ISSUING UPDATES TO NATOPS PUBLICATIONS Interim Changes Approved NATOPS urgent an
448. ly after passing the procedure turn fix The procedure turn maneuver must be executed within the distance specified in the profile view The normal procedure turn distance is 10 miles This may be reduced to a minimum of 5 miles where only Category A or helicopter aircraft are to be operated or increased to as much as 15 miles to accommodate high performance aircraft A teardrop procedure or penetration turn may be specified in some procedures for a required course reversal The teardrop procedure consists of departure from an initial approach fix on an outbound course followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point Its purpose is to permit an aircraft to reverse direction and lose considerable altitude within reasonably limited airspace Where no fix is available to mark the beginning of the intermediate segment it shall be assumed to commence at a point 10 miles prior to the final approach fix When the facility is located on the airport an aircraft is considered to be on final approach upon completion of the penetration turn however the final approach segment begins on the final approach course 10 miles from the facility A holding pattern in lieu of procedure turn may be specified for course reversal in some procedures In such cases the holding pattern is established over an intermediate fix or a final approach fix The holding pattern distance or time specified in the profile view must be
449. ly course and range information and is classified as a nonprecision approach Both the precision and nonprecision approaches are divided 25 3 ORIGINAL NAVAIR 00 80 112 into two segments transition to final and the final approach segment ACLS approach is discussed in the appropriate NATOPS manual 25 3 1 1 Transition to Final The transition to final segment of the approach is controlled by surveillance radar equipment This segment includes all maneuvering up to a point where the aircraft is inbound on the final approach course and approximately 8 nm from touchdown During the transition to final the radar controller directs heading and altitude changes as required to position the aircraft on final approach Turns and descents should be initiated immediately after instructions are received Perform turns by establishing an angle of bank on the attitude indicator which will approximate a standard rate turn for the True Airspeed TAS flown not to exceed 30 of bank When the aircraft or mission characteristics dictate very low turn rates it is advisable to inform the controller The controller uses this information to assist in determining lead points for turns and or corrections As lost communication instructions must be noted and understood and they are not generally available to the pilot in published form the controller transmits them In addition the controller gives changes in current weather direction of landing runway
450. ly for radar approaches Airport Surveillance Radar ASR and Precision Approach Radar PAR but is also used to provide vectors in conjunction with published nonradar approaches based on radio Navigation Aids NAVAIDs Instrument Landing System ILS Microwave Landing System MLS VHF Omnidirectional Range VOR Non Directional Beacon NDB Tactical Air Navigation TACAN Radar vectors can provide course guidance and expedite traffic to the final approach course of any established Instrument Approach Procedure IAP or to the traffic pattern for a visual approach Approach control facilities that provide this radar service will operate in the following manner a Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with vertical separation and if required given holding information or when radar handoffs are effected between the ARTCC and approach control or between two approach control facilities aircraft are cleared to the airport or to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix When radar handoffs are utilized successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation ORIGINAL 30 2 NAVAIR 00 80 112 b After release to approach control aircraft are vectored to the final approach course ILS MLS etc Radar vectors and altitude or flight levels will be issue
451. m a climb into level flight Figure 8 8 The abrupt aircraft attitude change and consequent negative g force acting on the otolith organs cause a sensation of being inverted Reflex action can cause the pilot to correct for this illusion by pushing the nose of the aircraft abruptly downward thus intensifying the illusion 8 1 1 8 Elevator Illusion Elevator illusion results from stimulation of otolith organs by an increase in gravity Figure 8 9 If an upward linear acceleration occurs while the aircraft wings are level as in a sudden updraft the pilot s eyes reflexly move downward The illusory upward motion of the immediate surroundings can give the pilot the impression that the aircraft is climbing and cause the pilot to reflexly place the aircraft into a dive AIRCRAFT MOTION PERCEPTION PILOT S PERCEPTION AND ATTITUDE OF PILOT OF AIRCRAFT IFM F029 Figure 8 5 Deceleration Illusion of Nosedown ORIGINAL 8 6 NAVAIR 00 80 112 IFM F030 Figure 8 6 False Perception of Attitude During Flat Turn IFM F031 Figure 8 7 False Perception of Attitude During Coordinated Turn 8 7 ORIGINAL NAVAIR 00 80 112 IFM F032 Figure 8 8 The Inversion Illusion IFM F033 Figure 8 9 The Elevator Illusion ORIGINAL 8 8 NAVAIR 00 80 112 The opposite of the elevator illusion oculoagravic illusion can occur during a sudden downdraft The eyes will react with an upward shift resulting in apparent downward shi
452. maintain the airspeed constant at the new power setting The airspeed indicator must be cross checked to determine the need for subsequent pitch adjustments When making a pitch adjustment to correct for an airspeed deviation the airspeed indicator will not reflect an immediate change The results of pitch attitude changes can often be determined more quickly by referring to the vertical speed indicator For example while climbing a pilot notes that the airspeed is remaining slightly high and realizes that a small pitch adjustment is required If the pitch adjustment results in a small increase of vertical speed the pilot knows even though the airspeed may not yet show a change that the pitch correction was approximately correct In a similar manner the vertical speed indication will help a pilot note that an inadvertent change in pitch attitude has been made For example assume that the desired airspeed and the vertical speed have been remaining constant but then inadvertently the pitch attitude is allowed to change The vertical speed indicator will generally show the result of this inadvertent pitch change more quickly than the airspeed indicator therefore the vertical speed indicator is an excellent aid in maintaining the airspeed constant ORIGINAL 18 12 NAVAIR 00 80 112 UN K 5222 22 ix D 2 3 UO d AE V TRUE AIRSPEED KNOTS IFM F075 Figure 18 10 General Turning Performance Constant Altitud
453. making course changes This is consistent with the intent of 14 CFR Section 91 181 which requires pilots to operate along the centerline of an airway and along the direct course between navigational aids or fixes Turns that begin at or after fix passage may exceed airway or route boundaries Figure 29 1 contains an example flight track depicting this together with an example of an early turn Without such actions as leading a turn aircraft operating in excess of 290 knots True Airspeed TAS can exceed the normal airway or route boundaries depending on the amount of course change required wind direction and velocity EARLY TURN TURN AT OR PASSAGE Airway Route Airway Route Boundary Turning Fix Figure 29 1 Adhering to Airways or Routes 29 7 ORIGINAL NAVAIR 00 80 112 the character of the turn fix overhead navigation aid or intersection and the pilot technique in making course change For example a flight operating at 17 000 feet MSL with a TAS of 400 knots a 25 degree bank and a course change of more than 40 degrees would exceed the width of the airway or route e g 4 nautical miles each side of centerline however in the airspace below 18 000 feet MSL operations in excess of 290 knots TAS are not prevalent and the provision of additional IFR separation in all course change situations for the occasional aircraft making a turn in excess of 290 knots TAS creates an unacceptable waste of airspace and impos
454. me instances higher up to but not including 18 000 feet Mean Sea Level MSL These airways are depicted on en route low altitude charts Note The altitude limits of a Victor airway should not be exceeded except to effect transition within or between route structures a Except in Alaska and coastal North Carolina the VOR airways are predicated solely on VOR or VORTAC navigation aids are depicted in blue on aeronautical charts and are identified by a V Victor followed by the airway number e g V12 Note Segments of VOR airways in Alaska and North Carolina V56 V290 are based on L MF navigation aids and charted in brown instead of blue on en route charts 1 A segment of an airway that is common to two or more routes carries the numbers of all the airways that coincide for that segment When such is the case pilots filing a flight plan need to indicate only that airway number for the route filed 29 5 ORIGINAL NAVAIR 00 80 112 2 With respect to position reporting reporting points are designated for VOR Airway Systems Flights using Victor airways will report over these points unless advised otherwise by ATC b The L MF airways colored airways are predicated solely on L MF navigation aids are depicted in brown on aeronautical charts and are identified by color name and number e g Amber One Green and red airways are plotted east and west Amber and blue airways are plotted north and south Note Except for
455. ment flying and Part Two covers the planning and conduct of a flight under actual or simulated instrument conditions in controlled airspace Flight evaluations may be in an aircraft or an approved flight simulator Instrument flight checks under actual instrument conditions are encouraged 31 3 3 1 Basic Instrument Flying Part One Part One of the instrument flight evaluation shall consist of 1 Instrument takeoff optional 2 Climbing descending and timed turns 3 Steep turns 4 Recovery from unusual attitudes 5 Positioning aircraft on predetermined VHF Omnidirectional Range VOR Tactical Air Navigation TACAN radial 6 Partial panel airwork 7 ADF orientation a ADF Manual Direction Finder MDF for pilots operating in areas where radio beacons are the primary or secondary means of instrument navigation b Ultrahigh Frequency UHF ADF for jet aircraft Note Asterisked items above are not required when the evaluation is conducted under actual instrument conditions 31 3 3 2 Instrument Flight in Controlled Airspace Part Two Part Two of the instrument evaluation shall consist of 1 Airways flight The pilot shall be required to take off and proceed to a destination in accordance with an Air Traffic Control ATC clearance and execute an appropriate published instrument approach utilizing the available and pertinent navigation facilities If weather and other conditions permit the pilot shall be required to
456. ment flying are the most frequent cause of false perceptions especially during flights with limited visibility and few definite clouds when the pilot is distracted from instrument flying and tries to orient him herself visually Illusions develop under conditions hampering orientation in space such as flights over the sea on moonless starry nights in calm twilight or when caught in thickly falling snow Other factors contributing to illusions are poor rest before flight fatigue during lengthy flights indulgence in alcohol on the eve of the flight and poor adjustment to instrument flight 8 1 3 1 Illusion of Banking This illusion is connected with the persistent tendency of helicopters to bank during flight The inhibitory processes in the pilot s brain are intensified under the influence of noise and vibration especially if the pilot has had insufficient preflight rest use of alcohol on the eve of flight or recent cold or flu The false perception can hold for a few seconds or as long as 15 minutes ORIGINAL 8 10 NAVAIR 00 80 112 IFM F036 Figure 8 12 Visual Autokinesis When this illusion develops the pilot should concentrate all attention on the instruments If the false perception does not pass it is necessary to transfer the control to the copilot and rest awhile After this the illusion generally disappears In certain instances the illusion ceases after the helicopter is positioned by the second pilot 8 1 3 2 Illusio
457. minute Commence 1 2 SRT for 180 Level off at one half starting altitude Straight and level 1 minute Commence 1 2 SRT 45 Assume landing configuration straight and level 1 minute Commence SRT 180 Transition to desired approach speed straight and level 30 seconds Commence recommended rate of descent 2 minutes 10 Wave off ORIGINAL 19 6 00 80 112 IFM F085 Figure 19 7 YANKEE Pattern High Performance Aircraft 19 3 CONFIDENCE MANEUVERS Note The following maneuvers are not applicable to rotary wing aircraft 19 3 1 Wingover The wingover is a combination climbing and diving turn with approximately 180 of heading change Figure 19 8 The maneuver is commenced from straight and level flight after obtaining the desired airspeed Start a steep climbing turn in either direction so that the heading of the aircraft has changed approximately 90 as the aircraft approaches 90 angle of bank When the angle of bank reaches 90 allow the nose of the aircraft to start down As the nose of the aircraft passes through the horizon smoothly decrease the angle of bank to a wings level attitude The rate of roll during the recovery should be the same as the rate of roll used during the entry 19 3 2 Barrel Roll The barrel roll is a combination climbing and diving maneuver that is accomplished by smoothly rolling the aircraft about a point 45 off the aircraft heading on the horizon The maneuv
458. minutes For example if the aircraft is 4 minutes from the station flying at a TAS of 300 knots or 5 nm per minute the distance from the station is 5 x 4 20 nm The preceding are methods of computing approximate time and distance For increased accuracy use only a small amount of bearing change about 10 and correct for existing winds By flying a constant heading and checking the time and bearing progression closely you can determine the estimated time of arrival over the station or the position and distance from a station not directly on the flightpath 23 1 1 7 Homing Homing is essentially keeping the nose of the aircraft pointed at the station while proceeding inbound As homing in a crosswind will result in a curved flightpath to the station use it only for short distances 1 transition from one radio facility to another in the immediate area Figure 23 8 Note Homing is not an accepted instrument procedure 23 1 1 7 1 ADF Homing Procedures Observe the position of the radio compass bearing pointer and turn in the shorter direction to place the head of the bearing pointer under the top index of the compass card Maintain this indication while proceeding to the station ORIGINAL 23 10 NAVAIR 00 80 112 23 1 2 Nondirectional Radio Beacon Homer The Ultrahigh Frequency UHF homer ground station transmits a continuous carrier in the frequency range of 275 to 287 MHz modulated with a 1020 cycle tone for
459. missed approach or during takeoff The chest to spine acceleration experienced by the pilot is vectored with gravity and the combined gravitational inertial acceleration vector is increased in length and rotated as the acceleration continues Figure 8 3 This can generate both visual and postural illusions The visual illusion causes objects to appear to rise above their true physical positions and the postural illusion causes the pilot to feel that his her body is being tilted backwards Because of these illusions the pilot can become disoriented the entire array of cockpit instruments may appear to rise and the pilot may feel that his her aircraft is climbing in an excessively high noseup attitude If a pilot were to correct for this illusion he she might inadvertently dive the aircraft AIRCRAFT MOTION PERCEPTION PILOT S PERCEPTION AND ATTITUDE OF PILOT OF AIRCRAFT d IFM F027 Figure 8 3 Forward Acceleration Illusion of Noseup ORIGINAL 8 4 00 80 112 This type of illusion can be extremely dangerous during catapult launching of carrier based aircraft and deserves special mention here When an aircraft is launched from the deck of a carrier the pilot is exposed to a sudden and dramatic change in the accelerative forces acting on his her body The pilot is pushed sharply back into his her seat as the aircraft hurtles forward accelerating rapidly to attain adequate airspeed Although the acceleration is of
460. move to the inside of the turn Correcting to coordinated flight requires decreasing the angle of bank or increasing the rate of turn using more rudder or a combination of both ORIGINAL 15 6 NAVAIR 00 80 112 TURN AND SLIP d Figure 15 5 Coordinated Single Needle Width Turn Indicator TURN AND SLIP TURN AND SLIP Figure 15 6 Unbalanced Flight 15 7 ORIGINAL NAVAIR 00 80 112 15 5 ANGLE OF ATTACK INDICATOR Angle of attack is the angle between the mean aerodynamic chord of the wing of a moving aircraft and the relative wind The angle of attack instrument is a visual indication of aircraft performance If the angle of attack is used to set the aircraft up for a phase of flight e g maximum range cruise best rate of climb optimum landing speed many airspeed calculations can be saved Optimum angle of attack for any phase of flight does not vary with gross weight bank angle or density altitude as does airspeed Angle of attack is measured by a sensor on the outside of the aircraft The sensor aligns itself with the relative wind and transmits an electric signal to the cockpit instrument Figure 15 7 which is a pointer needle against a fixed dial The instrument displays the angle of attack in numerical units degrees or symbols 15 6 HOVER INDICATOR The hover indicator Figure 15 8 operates on information provided from a Doppler radar unit The Doppler radar employs continuous wave Dopp
461. n approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced provided the approach threshold of that runway or approach lights or other markings identifiable with the approach end of that runway are ORIGINAL 54 visual visual separation wake turbulence waypoint clearly visible to the aircrew Aircrew should not descend below the MDA prior to reaching the VDP and acquiring the necessary visual reference meteorological conditions Basic weather conditions prescribed for flight under visual flight rules A means of separating IFR and where special programs are in effect aircraft in terminal areas wherein either of the following methods is applied 1 The tower controller sees the aircraft involved and issues information and instructions as necessary to ensure the aircraft avoid each other 2 The pilot sees the other aircraft involved and upon instructions from the controller provides his her own separation by maneuvering his her aircraft as necessary to avoid it This may involve following in trail behind another aircraft or keeping it in sight until it is no longer a factor A pilot s acceptance of traffic information and instructions to follow another aircraft or provide visual separation from it is considered to constitute acknowledgement that he she sees the other aircraft and will avoid it Phenomena resulting from the passage o
462. n runway and glide e extended SS SS 3 000 to 6 000 SS from threshold 90 Hz Glide slope modulation frequency Middle Marker Indicates approximate decision height point Modulation 1 300 Hz 95 Keying 95 alternate dot amp dash combinations minute Flag indicates if facility not on the air or receiver malfunctioning Outer Marker Provides final approach fix for non precision approach Modulation 400 Hz 95 Keying Two dashes second Amber Light Localizer modulation frequency 90 Hz 150 Hz 150Hz from end of runway where glide slope intersects the procedure turn minimum holding altitude 50 vertically Rate of Descent Chart feet per minute ORIGINAL Compass locators rated at 25 watts output 190 to 535 KHz are installed at many outer and some middle markers A 400 Hz or a 1020 Hz tone modulating the carrier about 95 is keyed with the first two letters of the ILS identification on the outer locator and the last two letters on the middle locator At some locations simule taneous voice transmissions from the control tower are provided with appropriate reduction in identification percentage All marker transmitters approximately 2 watts of 75 MHz modulated about 95 Figures marked with asterisk are typical Actual figures vary with deviations in distances to markers glide angles and localizer widths Figure 24 1
463. n very cold air blows over warmer water in the presence of an inversion aloft Moisture evaporating from the water is immediately condensed by the cold air and it takes on the appearance of wisps of smoke Sea smoke can become quite dense and reach altitudes as high as 500 feet The principal hazard to aviation caused by sea smoke occurs when it is formed in the vicinity of carrier operations or near a land area where it can be advected over an airfield Ice fogs form in the regions of the Arctic and Antarctic ice cap under very cold temperatures They are caused by moisture changing directly into ice crystals and remaining suspended in the atmosphere Many ice fogs form around ORIGINAL 6 8 NAVAIR 00 80 112 regions of human habitation during periods of very light winds when the products of combustion and melted snow act as a moisture source Ice fogs can also form as a result of moist air being advected into an arctic region These fogs can cover a large geographic region and have been known to extend to altitudes as high as 8 000 feet 6 6 AIRCRAFT ICING Aircraft icing creates many hazards to the safe operation of aircraft Ice on the airframe can alter or destroy the effectiveness of airfoils load an aircraft beyond its weight carrying ability reduce the effectiveness of communications antennae create serious cockpit visibility problems and introduce large errors in pressure actuated flight instruments Structural icing occurs only in
464. n Approach Radar PFR Primary Flight Reference PIREP Pilot Report PMSV Pilot to Metro Service PPS Precise Position Service GPS PRM Precision Runway Monitor PRMS Precision Runway Monitor System PRN Pseudo Random Noise PT Procedure Turn PTD Pilot to Dispatcher Q QFE ICAO A pressure type altimeter with a OFE Setting indicates altitude above the aerodrome providing the setting Absolute Altitude QNE ICAO The ONE Setting is the Standard Altimeter Setting of 29 92 inches It shows the altitude above the Standard Datum Plane Pressure Altitude QNH ICAO A pressure type altimeter with a ONH Setting indicates altitude above mean sea level true altitude R RA Resolution Advisory TCAS II RAIM Receiver Autonomous Integrity Monitoring GPS RCAG Remote Center Air Ground ARTCC RCLS Runway Centerline Lighting System RCR Runway Condition Reading REIL Runway End Identifier Lights REILL Low Intensity REIL RF Radio Frequency Radius to Fix GPS RMI Radio Magnetic Indicator RNAW Area Navigation RNP Required Navigation Performance RPM Revolutions Per Minute RVR Runway Visual Range NAVAIR 00 80 112 RVSM Reduced Vertical Separation Minimums RVV Runway Visibility Value S SA Selective Availability GPS SAAAR Special Aircraft and Authorization Required Aircrew SAR Search and Rescue SCAT 1 Special Category 1 Differential GPS SDF Simplified Dir
465. n X1 Figure 22 4 22 2 1 2 Distance Measuring Equipment DME Distance is determined with TACAN equipment by measuring the elapsed time between transmission of interrogating pulses of the airborne set and reception of corresponding reply pulses of the ground station The aircraft transmitter starts the process by sending out the distance interrogation pulse signals Receipt of these signals by the ground station receiver triggers its transmitter which sends out the distance reply pulse signals These pulses require approximately 12 microseconds round trip travel time per nm of distance from the ground beacon The range indicator displays distance to the TACAN beacon in nm Figure 22 5 22 3 ORIGINAL NAVAIR 00 80 112 As large number of aircraft could be interrogating the same beacon the airborne set must sort out only the pulses that are replies to its own interrogations Interrogation pulses are transmitted on an irregular random basis by the airborne set which then searches for replies synchronized to its own interrogations If the signals are interrupted a memory circuit maintains the last distance indication on the range indicator for approximately 10 seconds to prevent the search operation from recurring The searching process starts automatically whenever the airborne set is tuned to a new beacon or when there is a major interruption in beacon signals Depending upon the aircraft actual distance from the beacon at the time the
466. n an aircraft commander of a state operated aircraft assumes responsibility to separate his her aircraft from all other aircraft E emergency safe altitude altitude expressed in 100 foot increments providing 1 000 feet of clearance 2 000 feet in designated mountainous areas over all obstructions terrain within 100 miles of the navigational aid on which the instrument approach AL JAL chart is centered equivalent airspeed Calibrated airspeed corrected for compressibility error expected further clearance time The time at which it is expected that additional clearance will be issued to an aircraft expedite Used by ATC when prompt compliance is required to avoid the development of an imminent situation Expedite climb descent normally indicates to a pilot that the approximate best rate of climb descent should be used without requiring an exceptional change aircraft handling characteristics F federal airway Airspace of defined dimensions in which certain additional rules apply described in ORIGINAL NAVAIR 00 80 112 FAR Part 71 and depicted as colored or VOR airway that extends upward from 700 or 1 200 feet AGL to but not including 18 000 feet MSL except that Federal airways for Hawaii have no upper limit final approach IFR The flightpath of an aircraft that is inbound to the airport on an approved final instrument approach course beginning at the point of interception of that course and
467. n arc soon after takeoff to transition to a departure radial Arc instructions are given as VIA NUMBER OF MILES MILE ARC DIRECTION OF NAME OF NAVAID Direction will be given as ARC SOUTH or ARC EAST etc ORIGINAL 22 8 00 80 112 Atter 2 minutes have elapsed again note coal T B EXAMPLE 2 2 60 12 x 360 KNOTS n ed Note TIME and RANGE INDICATION BENDIX KING N 1 Figure 22 8 Groundspeed Check DISTANCE DISTANCE DISTANCE NAUTICAL MILES NAUTICAL MILES NAUTICAL MILES STATION PASSAGE INDICATED WHEN RANGE INDICATOR STOPS DECREASING STATION Figure 22 9 Indication of Station Passage 22 9 ORIGINAL NAVAIR 00 80 112 22 2 3 5 Arc Interceptions To intercept an arc from a radial a turn of approximately 90 is required to place the bearing pointer on the wingtip with a range indication equal to the desired arc Determine the direction to turn and the desired lead point Lead point will equal 0 5 percent of groundspeed 200 knots x 005 1 nm Rollout heading is based on determining if the aircraft is inside or outside of desired arc track Detailed techniques for correcting to the arc are discussed under paragraph 22 2 3 6 22 2 3 5 1 Techniques for Determining Lead When using 30 of bank an approximate lead point for the arc may be determined from the aircraft Groundspeed GS or Mach Groundspeed in nm per minute mi
468. n can be effected During the transition from launch to cruise configuration the angle of attack should be checked to ensure optimum attitude performance is being maintained Normal Case II or III departure procedures should be complied with during climb to en route operating altitude WARNING The standby attitude gyro should be illuminated with a flashlight during catapult launch Failure to do so could result in the loss of attitude information in the event of a generator failure and cause subsequent loss of the aircraft Radio frequency changes should not be attempted until above 2 500 feet unless level flight for an extended period of time is planned 18 2 1 4 Rotary Wing Night Instrument Shipboard Takeoffs During night shipboard operations instrument takeoffs should be utilized any time weather is less than 1 000 feet ceiling and 3 miles visibility or there is no visible horizon When flight deck conditions permit takeoffs should be made utilizing available flight deck during transition to forward flight Both pilots must closely monitor initial rate of climb utilizing both radar altimeter and Vertical Speed Indicator VSI Descent or lack of climb during takeoff requires immediate corrective action Heading radio frequency and control changes should not be initiated prior to 200 feet 18 3 STRAIGHT AND LEVEL FLIGHT Straight and level unaccelerated flight consists of maintaining a constant altitude heading and airspeed Bank is
469. n conducting an IFR operation make a written record of your clearance The specified conditions that are a part of your air traffic clearance may be somewhat different from those included in your flight plan Additionally ATC may find it necessary to ADD conditions such as particular departure route The very fact that ATC specifies different or additional conditions means that other aircraft are involved in the traffic situation 28 6 2 ATC Clearance Instruction Readback Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments or vectors as a means of mutual verification The readback of the numbers serves as a double check between pilots and controllers and reduces the kinds of communications errors that occur when a number is either misheard or is incorrect 1 Include the aircraft identification in all readbacks and acknowledgments This aids controllers in determining that the correct aircraft received the clearance or instruction The requirement to include aircraft identification in all readbacks and acknowledgements becomes more important as frequency congestion increases and when aircraft with similar call signs are on the same frequency 2 Read back altitudes altitude restrictions and vectors in the same sequence as they are given in the clearance or instruction 3 Altitudes contained in charted procedures such as DPs instrument approaches etc should not be read ba
470. n each sector provides 1 000 feet above the highest obstacle in nonmountainous areas and 2 000 feet above the highest obstacle in designated mountainous areas Where lower MVA are required in designated mountainous areas to achieve compatibility with terminal routes or to permit vectoring to an IAP 1 000 feet of obstacle clearance may be authorized with the use of Airport Surveillance Radar ASR The minimum vectoring altitude will provide at least 300 feet above the floor of controlled airspace Note The Off Route Obstruction Clearance Altitude OROCA is an off route altitude that provides obstruction clearance with a 1 000 foot buffer in nonmountainous terrain areas and a 2 000 foot buffer in designated mountainous areas within the U S This altitude may not provide signal coverage from ground based navigational aids air traffic control radar or communications coverage 2 Because of differences in the areas considered for MVA those applied to other minimum altitudes and the ability to isolate specific obstacles some MVA may be lower than the nonradar MEAs Minimum Obstruction Clearance Altitudes MOCAs or other minimum altitudes depicted on charts for a given location While being radar vectored IFR altitude assignments by ATC will be at or above MVA ORIGINAL 30 16 Plan View NoPT approaching the IF IAF from anywhere within this area 4100 IF IAF Navigating to this fix PT required approaching the
471. n for emergency situations that jeopardizes the mission or flight safety 31 4 2 6 Voice Procedures 31 4 2 6 1 Qualified Complies with procedures prescribed by military and Federal Aviation Administration FAA regulations Transmissions are made and received correctly on the proper frequency in minimum time and without interruption of other transmission Monitored frequencies and or facilities at appropriate time Utilizes backup facilities without hesitation 31 5 ORIGINAL NAVAIR 00 80 112 31 4 2 6 2 Unqualified Fails to transmit or receive mandatory reports through omission or lack of familiarity with procedures Any violation of military FAA regulations Any violation of safety 31 4 3 Flight Evaluation Grade Determination areas on the instrument flight evaluation are critical An unsatisfactory grade in any area shall result in an unsatisfactory grade for the flight 31 5 INSTRUMENT EVALUATION FINAL GRADE DETERMINATION The final NATOPS instrument evaluation grade shall be the same as the grade assigned for the flight evaluation An evaluee who receives an Unqualified grade on the ground or flight evaluation shall be placed an Unqualified instrument flight status until the evaluee achieves a grade of Qualified on a reevaluation 31 6 RECORDS AND REPORTS A NATOPS Instrument Rating Request OPNAV Form 3710 2 shall be completed for each evaluation and forwarded to the evaluee s commanding officer When comp
472. n of Deviation During entry into clouds or during a flight through occasional clouds pilots can experience the illusion that the helicopter deviates from its course This can occur if the pilot has not completely switched to instrument flying Oncoming clouds flowing around the helicopter swerve to the side creating the impression that the helicopter is deviating from the course As the pilots are seated at the sides of the helicopter they only see the part of the oncoming cloud flow that bypasses at their side thus in pilots sitting at the left an illusion develops that the helicopter is diverging to the right and in the pilots sitting at the right this deviation seems to be to the left The illusion can last from 1 to 1 5 minutes and disappears as soon as the pilot completely switches to instruments 8 1 3 3 Illusion of Pivoting on Longitudinal Axis Weak instrument technique causes this illusion which can appear in dense masses of homogeneous clouds The motion of an approaching mass of clouds is least marked but instead a downward flow directed by the shape of the supporting structure is distinctly apparent This creates the impression that the front portion of the helicopter is rising and the tail girder dropping The helicopter seems to pivot on its longitudinal axis The pilot feels as if he she were not sitting but lying on his her spine This illusion lasts for a few seconds to 1 minute Switching attention completely to instruments
473. n the course selector window as soon as practical Monitor the rate of bearing pointer movement while flying the arc and remember that the interception angle will be approximately 90 Changing the lead point used for the arc interception from nautical miles to degrees is a technique that can be used to determine an approximate lead point Use the relationship that 1 is 1 nm wide at 60 nm from the station and its width increases or decreases in proportion to the distance For example with a 200 knot groundspeed using a 3 per second rate of turn a 1 nm lead point was used to intercept the 10 nm arc Because 1 of travel along the 10 nm arc represents 1 6 nm the lead point when intercepting a radial from the arc no wind would be 6 Figure 22 12 ORIGINAL 22 10 00 80 112 ARC INSTRUCTIONS CLEARED VIA 30 MILE Rote of turn 14 sec Groundspeed 300 knots 196 X 300 3NM lead or 5NM min 2 3 NM lead if using 30 bank Right turn EAST 2 UTC 1142 15 C 2 STE 1 STATION Figure 22 10 Intercepting an Arc a Radial 22 11 ORIGINAL NAVAIR 00 80 112 4559 3 Collins CORRECT 5 10 DEGREES FOR EACH 1 2 MILE DEVIATION FROM ARC 2 N le en lt Collins VARY THE AMOUNT OF CORRECTION ACCORDING TO THE RATE OF OEVIATION AND ADJUST AS NECESSARY ACCORDING TO THE RATE OF CORRECTION REFERENCE POINT b gt
474. n to Instrument Flight Physiology Chapter 8 Spatial Disorientation Im Chapter 9 Factors That Increase the Potential for Spatial Disorientation Chapter 10 Medications Alcohol and Nutrition Chapter 11 Prevention of Spatial Disorientation Chapter 12 Overcoming Spatial Disorientation 71 72 blank ORIGINAL NAVAIR 00 80 112 7 Introduction to Instrument Flight Physiology 7 1 GENERAL Spatial disorientation is a condition that exists when a pilot does not correctly perceive his her position attitude or motion relative to the Earth During flight the sense of sight is used to determine the aircraft attitude in relation to the surface of the Earth In visual flight conditions aircraft attitude is determined by reference to the horizon of the Earth and flight instruments During instrument flight conditions when the horizon is not visible aircraft attitude must be determined by reference to the aircraft attitude indicator and other flight instruments Under instrument flight conditions the visual sense may disagree with supporting senses resulting in a conflict between what the pilot sees on his her flight instruments and what he she feels his her attitude in space to be It is this conflict that may lead to spatial disorientation and loss of aircraft control Sensory illusions can occur regardless of the pilot s experience or proficiency however the effects of spatial disorientation may be decrea
475. n waiting for the first indication of a loss in airspeed Accomplish changes of airspeed during a turn as described under straight and level flight paragraph 18 3 18 11 ORIGINAL NAVAIR 00 80 112 18 3 2 4 Turning Performance When an aircraft is flown in a steady coordinated turn at specific values of bank angle and velocity the turn rate and turn radius are fixed and independent of aircraft type As an example an aircraft in a steady coordinated turn at abank angle of 30 anda velocity of 300 knots TAS would have a rate of turn of 2 10 per second and a turn radius of 13 800 feet or approximately 2 1 4 nm It is desirable for pilots to learn the approximate turning performance for the normal operating airspeeds and angles of bank of their aircraft A desired rate of turn is best flown by establishing a specific angle of bank on the attitude indicator therefore itis desirable to know the approximate angle of bank required Also a knowledge of turn radius will aid in planning turns requiring accurate aircraft positioning Figure 18 10 18 4 CLIMBS AND DESCENT Climbing and descending maneuvers are classified into two general types constant airspeed or constant rate The constant airspeed maneuver is accomplished by maintaining a constant power indication and varying the nose attitude as required to maintain a specific airspeed Figure 18 11 The constant rate maneuver is accomplished by varying power as required to maintain constant v
476. navigational equipment The underlying instrument approach procedure is an Area Navigation RNAV procedure described in paragraph 30 5 8 The TAA provides the pilot and air traffic controller with a very efficient method for routing traffic into the terminal environment with little required air traffic control interface and with minimum altitudes depicted that provide standard obstacle clearance compatible with the instrument procedure associated with it The TAA will not be found on all RNAV procedures particularly in areas of heavy concentration of air traffic When the TAA is published it replaces the MSA for that approach procedure 2 The RNAV procedure underlying the TAA will be the T design also called the Basic T or a modification of the T The design incorporates from one to three Initial Approach Fixes IAFs an Intermediate Fix IF that serves as a dual purpose IF IAF a Final Approach Fix FAF and a Missed Approach Point MAP usually located at the runway threshold The three IAFs are normally aligned in a straight line perpendicular to the intermediate course which is an extension of the final course leading to the runway forming a The initial segment is normally from 3 to 6 nm in length the intermediate 5 to 7 nm and the final segment 5 nm Specific segment length may be varied to accommodate specific aircraft categories for which the procedure is designed however the published segment lengths will refl
477. nce and a letter e g VOR A More than one navigational system separated by a slash indicates more than one type of equipment must be used to execute the final approach e g VOR Distance Measuring Equipment DME RWY 31 More than one navigational system separated by the word indicates either type of equipment may be used to execute the final approach e g VOR or GPS RWY 15 In some cases other types of navigation systems may be required to execute other portions of the approach e g an NDB procedure turn to an ILS or an NDB in the missed approach Pilots should ensure the aircraft is equipped with the required NAVAID s in order to execute the approach including the missed approach The FAA will initiate a program to provide a new notation for Localizer LOC approaches when charted on an ILS approach requiring other navigational aids to fly the final approach course The LOC minimums will be annotated with the NAVAID required e g DME Required or RADAR Required During the transition period ILS approaches will still exist without the annotation The naming of multiple approaches of the same type to the same runway is also changing New approaches with the same guidance will be annotated with an alphabetical suffix beginning at the end of the alphabet and working backward for subsequent procedures ILS Z RWY 28 ILS Y RWY 28 etc The existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be phased out and e
478. ncing of VFR arrivals to the primary airport 4 Class B service This service provides in addition to basic radar service approved ORIGINAL 52 separation of aircraft based on IFR VFR and or weight and sequencing of VFR arrivals to the primary airport s track The projection on the surface of the Earth of the path of an aircraft the direction of which at any point is usually expressed in degrees from North true or magnetic transition 1 The general term that describes the change from one phase of flight or flight condition to another e g transition from en route flight to the approach or transition from instrument flight to visual flight 2 A published procedure DP Transition used to connect the basic DP to one of several en route airways jet routes or a published procedure STAR Transition used to connect one of several en route airways jet routes to the basic STAR Refer to DP STAR charts transitional airspace That portion of controlled airspace wherein aircraft change from one phase of flight or flight condition to another transponder Airborne radar beacon receiver transmitter that automatically receives radio signals from all interrogators on the ground and selectively replies with a specific reply pulse or pulse group only to those interrogations being received on the mode to which it is set to respond tricolor visual approach slope indicator tricolor approach slope indicator norma
479. ncountered just before passing over the VOR station As the width of the cone varies with altitude the actual time spent in the cone varies according to altitude and groundspeed As the aircraft enters the cone of confusion the bearing pointer may swing from side to side the CDI will reflect the bearing pointer movement the TO FROM indicator may fluctuate between TO and FROM and the course warning flag may appear For timing purposes station passage occurs when the TO FROM indicator makes the first positive change to FROM After the bearing pointer stabilizes the CDI resumes its normal indications When making course changes over a VORTAC and range is available the pilot may begin the turn just before station passage so as to roll out on the desired outbound course 21 23 ORIGINAL NAVAIR 00 80 112 THE GREATER THE TIME TO THE STATION AND THE STRONGER THE WIND THE GREATER THE DISTANCE OFF COURSE HOMING 005 Figure 21 13 Curved Flightpath as a Result of Homing with a Crosswind Condition ORIGINAL 21 24 NAVAIR 00 80 112 DISTANCE CHECK MADE WITH HSI USING THE SAME TECHNIQUE WHEN CDI CENTERS STOP TIME AND COMPUTE TIME DISTANCE FROM THE STATION UTC 11 42 RAT 16 2 WHEN CDI DISPLACES FROM CENTER POSITION SET 10 BEARING CHANGE INTO COURSE SELECTOR WINDOW CHECK THAT CDI HAS MOVED OVER THE HEADING POINTER 2 1 UTC 1142 15 C 2 AFTER COMPLETI
480. nd controlled Visual Flight Rules VFR flights are permitted Low level airspace means an airspace designated and defined as such in the Designated Airspace Handbook ORIGINAL 29 6 NAVAIR 00 80 112 b Regardless of the weather conditions the height of the terrain no person shall operate an aircraft under VFR conditions within Class B airspace except in accordance with a clearance for VFR flight issued by ATC c The requirement for entry into Class B airspace is a student pilot permit under the guidance or control of a flight instructor d VFR flight requires visual contact with the ground or water at all times 2 Segments of VOR airways and high level routes in Canada are based on L MF navigation aids and are charted in brown color instead of blue on en route charts 29 5 AIRWAY OR ROUTE COURSE CHANGES Pilots of aircraft are required to adhere to airways or routes being flown Special attention must be given to this requirement during course changes Each course change consists of variables that make the technique applicable in each case a matter only the pilot can resolve Some variables that must be considered are turn radius wind effect airspeed degree of turn and cockpit instrumentation An early turn as illustrated in Figure 29 1 is one method of adhering to airways or routes The use of any available cockpit instrumentation such as Distance Measuring Equipment DME may be used by the pilot to lead the turn when
481. nd wing in partial panel will consist of one instrument for the primary nose attitude indication and another for wing attitude Figure 18 14 shows the function of the instruments in a scan pattern with the attitude gyro inoperative The table is applicable to all Navy aircraft for general instrumentation When flying under partial panel conditions the pilot should anticipate the desired indications on the performance instruments due to the slight lag inherent in these instruments Failure to do so will usually result in overcontrol of the aircraft Primary Attitude Attitude Cross Check Performance Supporting Maneuver Instrument Instrument Instruments Instruments level Magnetic Win Needle ball Heading VSI Heading indicator Magnetic and descents VSI Magnetic Win Needle ball Heading descending VSI Magnetic turns Needle ball D Heading indicator Compass Figure 18 14 Function of Instruments Partial Panel ORIGINAL 18 18 NAVAIR 00 80 112 19 Instrument Patterns and Confidence Maneuvers 19 1 PURPOSE Present missions require some aircraft to be flown at all attitudes under instrument conditions Instrument patterns incorporate fundamental airwork into a sequence wherein the pilot is faced with continuous changes of attitude and speed Confidence maneuvers are basic aerobatic maneuvers developed for increasing confidence in the use of attitude indicators in attitudes of extreme pitch and bank Practice of the
482. nder its influence As the lower portion of the frontal surface approaches the range the underlying cold wedge is cut off forming a more or less stationary front on the windward side of the range The inclination of the frontal surface above the range decreases and becomes more horizontal near the mountain surfaces but the frontal surface maintains its original slope at higher altitudes Whereas the stationary front on the windward side of the range may be accompanied by prolonged precipitation the absence of ascending air on the leeward side of the range causes little or no precipitation The warm air descending the leeward side of the range causes the cloud system to dissipate and the warm front to travel as an upper front 11 000 AN H gt Dissipating Clouds Loss of Moisture ROCKY MOUNTAINS 1 000 10 Figure 4 8 Effect of Adiabatic Heating ORIGINAL 4 8 NAVAIR 00 80 112 Frontogenesis the formation of a new front or the regeneration of an old front may occur in the pressure trough area that accompanies the front The frontal surface then gradually forms downward as the frontal system moves away from the mountain and it extends to the surface of the Earth again therefore the effect of the mountain range on a warm front is to widen and prolong the precipitation on the windward side of the range while on the leeward side the precipitation band is narrowed and weakened or dissolv
483. ndicate if weather conditions are IFR or VFR At some locations with operating control towers ATC personnel turn the beacon on or off when controllers are in the tower At many airports the airport beacon is turned on by a photoelectric cell or time clocks and ATC personnel cannot control them There is no regulatory requirement for daylight operation and it is the pilot s responsibility to comply with proper preflight planning as required by 14 CFR Section 91 103 30 32 TAXIWAY LIGHTS 30 32 1 Taxiway Edge Lights Taxiway edge lights are used to outline the edges of taxiways during periods of darkness or restricted visibility conditions These fixtures emit blue light 30 57 ORIGINAL NAVAIR 00 80 112 At most major airports these lights have variable intensity settings and may be adjusted at pilot request or when deemed necessary by the controller 30 32 2 Taxiway Centerline Lights Taxiway centerline lights are used to facilitate ground traffic under low visibility conditions They are located along the taxiway centerline in a straight line on straight portions on the centerline of curved portions and along designated taxiing paths in portions of runways ramps and apron areas Taxiway centerline lights are steady burning and emit green light 30 32 3 Clearance Bar Lights Clearance bar lights are installed at holding positions on taxiways in order to increase the conspicuity of the holding position in low visibility cond
484. nformed that not all of the precision runway requirements are met by the notation GLS without the letters PA on the first line of minimums In this latter case the airborne WAAS receiver may be operating in the most capable mode but because the landing environment does not support the low visibility operations minimums no lower than 300 foot HAT and 3 4 SM visibility will be published Since computed glidepath guidance is provided to the pilot procedure minimum altitude will be published as a Decision Altitude DA b LNAV VNAV identifies minimums developed to accommodate an RNAV IAP with vertical guidance but with integrity limits larger than a precision approach LNAV stands for Lateral Navigation VNAV stands for Vertical Navigation Aircraft using LNAV VNAV minimums will descend to landing via an internally generated descent path based on satellite or other approach approved VNAV systems WAAS equipment may revert to this mode of operation when the signal does not support the highest level of accuracy and integrity Since electronic vertical guidance is provided the minimums will be published as a DA Other navigation systems may be specifically authorized to use this line of minimums see Section A Terms Landing Minimums Data of the U S Terminal Procedures books for a more detailed explanation c LNAV This minimum is for lateral navigation only and the approach minimum altitude will be published as an MDA because vertical guidance is not
485. ng instead of central visual cues such as cockpit instruments Factors that prevent or distract a pilot from utilizing central visual cues for cross checking flight attitude instruments are numerous but are especially present during times of high pilot workload fatigue and night flying Preflight considerations should take into account the type of mission anticipated workloads time of day etc which might distract a pilot from using visual cues for cross checking flight attitude instruments ORIGINAL 8 12 NAVAIR 00 80 112 9 Factors That Increase the Potential for Spatial Disorientation 9 1 GENERAL There are a number of factors that will increase the potential for spatial disorientation Some of these are personal in nature whereas others are external and related to the flying environment and various phases of flight Pilot and supervisor awareness may reduce the risks associated with these factors The key to success in instrument flying is an efficient instrument cross check Any situation or factor that interferes with this flow of information will increase the potential for disorientation 9 2 PERSONAL FACTORS A pilot who is mentally stressed preoccupied with personal problems fatigued ill or taking unprescribed medication is at increased risk A pilot preoccupied with significant family problems may not be able to fully concentrate on the tasks related to flying duties Any of these factors may be detrimental
486. ng flights under instrument conditions as well as the procedures for countering their effects It addresses aircraft instrumentation and communications and navigation equipment and use It discusses aircraft attitude instrument flying aircraft navigational aids Air Traffic Control ATC facilities and the procedures for using them It also describes the procedures for planning filing and executing an IFR flight from takeoff through landing within the air traffic control system The last part in this manual complements OPNAVINST 3710 7 series instrument flight evaluation policy and requirements by providing standards for content conduct and grading criteria or instrument flight evaluations This manual shall be used in the renewal of instrument ratings by and for designated Naval Aviators only Initial instrument ratings shall only be granted by authority of Commander Navy Air Training Command 1 3 GENERAL If conflicts develop between the contents in this manual and OPNAVINST 3710 7 series the requirements in OPNAVINST 3710 7 series shall take precedence 1 44 RESPONSIBILITIES 1 4 1 NATOPS Advisory Group NATOPS Advisory Group member relationships responsibilities and procedures are contained in OPNAVINST 3710 7 series In accordance with OPNAVINST 3710 7 series each commander shall designate his NATOPS Advisory Group representative in writing and forward copies of this correspondence to NAVAIR AIR 4 0P and CNAF N455 and CNATRA N7
487. ng maximum signal strength and can be used if difficulty is experienced determining maximum needle deflection on the tuning meter See Figure 23 1 for volume effects on null width 23 1 1 2 Course Interceptions Inbound course interceptions may be done identically to those described in paragraph 21 3 3 1 An alternate method To determine the intercept heading locate the bearing from the station that you are presently on the bearing that you want to intercept and measure the angular difference If the angular difference is less than 452 turn toward the desired bearing in the shortest direction with an angle of intercept equal to the computed angular difference The time to the station will be approximately equal to the time necessary to complete the intercept Figure 23 2 If the angular difference is greater than 452 a series of time distance check maneuvers discussed under paragraph 23 1 1 5 may be performed if distance time to the station is unknown The pilot may select any angular interception if timing is not essential 30 to 45 being generally sufficient Figure 23 3 23 1 1 3 Station Passage 23 1 1 3 1 ADF Procedure When close to the station the bearing pointer becomes unsteady and erratic due to the area of signal confusion This characteristic increases with altitude Also a small lateral displacement from the desired course causes a large off course bearing indication A bearing pointer deflection of 5 when the aircraft is 1
488. nges of any magnitude can readily be accomplished 17 2 1 1 Pitch Control Pitch changes are accomplished by changing the pitch attitude of the miniature aircraft or fuselage dot definite amounts in relation to the horizon bar The fuselage dot is generally referred to as the pipper and pitch changes are referred to as pipper widths or fractions thereof and or degrees depending upon the type of attitude indicator Figure 17 3 17 2 1 2 Bank Control Bank changes are accomplished by changing the bank attitude or bank pointer s definite amounts in relation to the bank scale The bank scale is graduated at 0 10 20 30 60 and 90 This scale is located at the bottom of some attitude director indicators Figure 17 4 17 2 1 3 Yaw Control Yaw changes are made with the rudder pedals Yaw control in conjunction with bank control is used to maintain the aircraft in balanced flight centered ball on the turn and slip indicator ORIGINAL 17 2 NAVAIR 00 80 112 20 CLIMB 10 DIVE Figure 17 3 Pitch Attitude Indications 30 LEFT BANK 30 RIGHT BANK Figure 17 4 Bank Attitude Indications 17 3 ORIGINAL NAVAIR 00 80 112 17 3 INSTRUMENT GROUPINGS 17 3 1 Control Instruments Power and attitude indicators are termed control instruments A proper combination of pitch roll yaw and power control will achieve the desired aircraft performance Figure 17 5 17 3 2 Performance Instruments The performanc
489. ngular deceleration is produced which acts upon the semicircular canals to cause a sensation of spinning the opposite direction Suffering from the illusion of spinning in the opposite direction the pilot may try to correct for this false impression by putting the aircraft back into the original spin Figure 8 2 8 1 1 2 2 Graveyard Spiral This maneuver is similar to the graveyard spin except the aircraft is in a descending turn rather than a stalled condition The constant rate of turn causes one to lose the sensation of turning after a period of time The pilot noting the loss of altitude may pull back on the stick or perhaps add power in an attempt to gain the lost altitude Unless the sink attitude is first corrected such actions can only serve to tighten a downward spiral Once the spiral has been established the pilot will suffer the illusion of turning in the opposite direction after the turning motion of the aircraft stops Under these circumstances the wrong corrective action may be taken which will result in reestablishment of the spiral 8 1 1 3 Coriolis Illusion The coriolis illusion is perhaps the most dangerous of the inner ear illusions because it causes an overwhelming disorientation of the pilot which can be extremely dangerous at low altitudes This reaction is most apt to occur when a pilot is in a constant rate turn such as in a penetration turn or holding pattern When the body is in a prolonged turn the fluid in those c
490. nless their use is specifically approved by a flight surgeon or a waiver of specific drug use has been granted by Chief of Naval Personnel or the Commandant of the Marine Corps Consideration shall be given to the removal of ground support personnel from critical duties for the duration of the drug effects if appropriate Medicines such as antihistamines antibiotics tranquilizers sleeping pills etc obtained by prescription shall be discarded if all are not used during the period of medication b Over the counter drugs Because of the possibility of adverse side effects and unpredictable reactions the use of over the counter drugs by flight personnel is prohibited unless specifically approved by a flight surgeon Ground support personnel shall be briefed on the hazards of self medication and should be discouraged from using such drugs 10 1 ORIGINAL NAVAIR 00 80 112 c Alcohol The well recognized effects 1 intoxication and hangover are detrimental to safe operations Consumption of any type of alcohol is prohibited within 12 hours of flight planning Adherence to the letter of this rule does not guarantee a crewmember will be free from the effects of alcohol after a period of 12 hours Alcohol can adversely affect the vestibular system for as long as 48 hours after consuming even when blood alcohol content is zero Special caution should be exercised when flying at night over water or in Instrument Meteorological Conditions
491. ns in instrument weather conditions 31 2 REQUIREMENTS FOR INSTRUMENT FLIGHT EVALUATIONS Together OPNAVINST 3710 7 and this manual contain the elements that compose the NATOPS evaluation program The requirements and administrative procedures for NATOPS instrument flight evaluations are contained in OPNAVINST 3710 7 series The conduct content and grading criteria for these instrument evaluations which compliment the information contained OPNAVINST 3710 7 are contained in this chapter If conflicts develop between the contents in this manual and OPNAVINST 3710 7 series the requirements in OPNAVINST 3710 7 series shall take precedence 31 3 THE INSTRUMENT FLIGHT EVALUATION PROCESS The instrument flight evaluation process requires completion of a formal TY COM approved ground training syllabus if available a ground evaluation and a flight evaluation 31 3 1 Instrument Ground Training OPNAVINST 3710 7 series requires that all pilots and Naval Flight Officers NFOs in DIFOPS status shall complete a formal TYCOM approved ground training syllabus if one is available In addition to the subjects normally addressed during the instrument ground and flight evaluations and listed below the ground training syllabus shall include any additional ground training subjects listed in OPNAVINST 3710 7 series 31 3 2 Instrument Ground Evaluation Incident to the completion of instrument ground training if utilized and prior to the evaluation flight
492. nsity available 5 times within 5 seconds Medium or lower intensity Lower REIL or REIL off 3 times within 5 seconds Lowest intensity available Lower REIL or REIL off For all public use airports with FAA standard systems the Airport Facility Directory contains the types of lighting runway and the frequency that is used to activate the system Airports with IAPs include data on the approach chart identifying the light system the runway on which they are installed and the frequency that is used to activate the system ORIGINAL 30 56 NAVAIR 00 80 112 Note Although the CTAF is used to activate the lights at many airports other frequencies may also be used The appropriate frequency for activating the lights on the airport is provided in the Airport Facility Directory and the standard instrument approach procedures publications It is not identified on the sectional charts Where the airport is not served by an IAP it may have either the standard FAA approved control system or an independent type system of different specification installed by the airport sponsor The Airport Facility Directory contains descriptions of pilot controlled lighting systems for each airport having other than FAA approved systems and explains the type lights method of control and operating frequency in clear text 30 31 AIRPORT HELIPORT BEACONS Airport and heliport beacons have a vertical light distribution to make them most effective from 1 to 10 degrees ab
493. nstrument back to the attitude indicator then a glance at another performance instrument back to the attitude indicator and so on It is often necessary to compare the indications of one performance instrument against another before knowing when or how much to change the attitude or power An effective scan technique may require that the attitude indicator be scanned between glances at the performance instruments being compared Figure 17 7 17 3 7 Scan Analysis An incorrect scan technique may be recognized by analyzing certain symptoms If the correct attitude and power indications are not established and maintained and other instrument indications fluctuate erratically the pilot is probably fixating on a single instrument or not scanning the control instruments often enough This is usually accompanied by lack of precise aircraft control Too much attention being devoted to the control instruments although rarely encountered is normally caused by a pilot s desire to maintain performance indications within close tolerances If the pilot has a smooth positive and continuous control over the indications of the control instruments but large deviations are observed to occur on the performance instruments a more frequent scan of the performance instruments is required An incorrect scan can result in the omission of or insufficient reference to one or more instruments during the scanning process For example during a climb or descent a pi
494. nstrument approach charts The approach minimums for unaugmented GPS the present GPS approaches and augmented GPS WAAS and LAAS when they become operational will be published on the same approach chart The approach chart will be titled RNAV GPS RWY XX The first RNAV approach charts may appear as stand alone GPS procedures prior to WAAS becoming operational Accordingly the minimums line associated with WAAS may be marked NA until the navigation system is operational The chart may contain as many as four lines of approach minimums Global Navigation Satellite System GNSS Landing System GLS LPV Lateral Navigation Vertical Navigation LNAV VNAV LNAV and CIRCLING GLS includes WAAS and LAAS is a new type of instrument approach with lateral and vertical navigation During a transition period when GPS procedures are undergoing revision the new title RNAV GPS approach charts and formats will be published ATC clearance for the RNAV procedure will authorize a properly certified pilot to utilize any landing minimums for which the aircraft is certified The RNAV GPS chart will include formatted information required for quick pilot or flightcrew reference located at the top of the chart This portion of the chart developed based on a study by the Department of Transportation Volpe National Transportation Systems Center is commonly referred to as the pilot briefing or EZ Brief 1 New minimums lines will be a GLS
495. nstrument approach system that normally consists of the following electronic components and visual aids 1 Localizer 2 Glideslope 3 Outer marker 4 Middle marker 5 Approach lights instrument meteorological conditions Meteorological conditions expressed in terms of visibility distance from clouds and ceiling less than the minimums specified for visual meteorological conditions Instrument Meteorological Conditions IMC exist anytime a visible horizon is not distinguishable international civil aviation organization A specialized agency of the United Nations whose objective is to develop the principles and techniques of international air navigation and to foster planning and development of international civil air transport ORIGINAL NAVAIR 00 80 112 There seven ICAO regions that are described in the DoD FLIP General Planning and Area Planning publications international flight information manual A publication designed primarily as a pilot s preflight planning guide for flights into foreign airspace and for flights returning to the U S from foreign locations interrogator ground based surveillance radar beacon transmitter receiver that scans synchronism with a primary radar transmitting discrete radio signals that repetitiously request all transponders on the mode being used to reply The replies received are then mixed with the primary radar video to be displayed on the plan position
496. nt 21 3 12 5 Low Altitude Approach Procedures The reduction of airspace and the predominant use of the procedure turn are two factors that distinguish the Low AL from the High Altitude Approach JAL Pilots of high performance aircraft that have an operational requirement to use the low altitude charts AL should maneuver at airspeeds compatible with the depicted procedure Category E will be depicted on low altitude AL procedures only where an operational requirement exists Procedure turns are discussed under paragraph 21 3 12 6 Some low altitude VOR or ADF approaches do not use the procedure turn Figure 21 27 The guidance concerning transition found preceding high altitude approach procedures also applies to low altitude approach procedures 21 3 12 5 1 Straight In Approaches A straight in approach is an instrument approach conducted by proceeding over the FAF at the prescribed altitude and continuing inbound on the final approach course to the airport without making a Procedure Turn PT When issued a clearance for a straight in approach while conducting a timed approach from a holding fix when the initial approach published on the Instrument Approach Procedure IAP is designated NoPT procedure turn not required or when ATC radar vectors to a final approach position are provided the pilot shall not make a procedure turn unless the pilot so advises ATC and an appropriate clearance is received Some instrument approach procedures
497. nt approach procedures be developed for each converging runway included Missed approach points must be at least 3 miles apart and missed approach procedures ensure missed approach protected airspace does not overlap Other requirements are radar availability nonintersecting final approach courses precision ILS MLS approach systems on each runway and if runways intersect controllers must be able to apply visual separation as well as intersecting runway separation criteria Intersecting runways also require minimums of at least 700 foot ceilings and 2 miles visibility Straight in approaches and landings must be made Whenever simultaneous converging approaches are in progress aircraft will be informed by the controller as soon as feasible after initial contact or via ATIS Additionally the radar controller will have direct communications capability with the tower controller where separation responsibility has not been delegated to the tower 30 16 SIDESTEP MANEUVER ATC may authorize a nonprecision approach procedure that serves either one of parallel runways that are separated by 1 200 feet or less followed by a straight in landing on the adjacent runway Aircraft that will execute a sidestep maneuver will be cleared for a specified nonprecision approach and landing on the adjacent parallel runway e g cleared ILS runway 7 left approach sidestep to runway 7 right Pilots are expected to commence the sidestep maneuver as soon as possibl
498. nting the compass card is tilted during changes of speed This deflection of the card from the horizontal results in an error that is most apparent on headings of east and west When the aircraft is accelerating or climbing on either of these headings the error is in the form of an indication of a turn to the north when the aircraft is decelerating or descending the error is in the form of an indication of a turn to the south Acceleration error is constantly present during climb and descent 15 1 6 Oscillation Error This error is due to the erratic swinging of the compass card probably the result of rough air or rough pilot technique The fluid serves to reduce this oscillation When the errors and characteristics of the magnetic compass are thoroughly understood it offers a reliable means of determining the direction in which the aircraft is headed When reading the compass to determine direction make certain the aircraft is as steady as possible is not in a turn climb or dive and is flying at a constant airspeed 15 2 AIRSPEED INDICATOR An airspeed indicator is a presentation of the forward velocity in knots of the aircraft through the surrounding airmass Components within the instrument case react to the difference between ram and static pressure inputs causing a mechanically linked pointer to indicate the airspeed on a graduated scale As the ram static pressure differential changes the pointer indicates a change in airspeed Dependin
499. ntries it is particularly important that pilots leave a complete itinerary with someone directly concerned and keep that person advised of the flight progress 27 3 FOLLOW IFR PROCEDURES EVEN WHEN OPERATING VFR To maintain IFR proficiency pilots are urged to practice IFR procedures whenever possible even when operating Simulated flight is recommended under the hood however pilots are cautioned to review and adhere to the requirements specified in 14 CFR Section 91 109 before and during such flight When flying VFR at night in addition to the altitude appropriate for the direction of flight pilots should maintain an altitude that is at or above the Minimum En Route Altitude MEA as shown on charts This is especially true in mountainous terrain where there is usually very little ground reference Do not depend on your eyes alone to avoid rising unlighted terrain or even lighted obstructions such as TV towers ORIGINAL 27 4 NAVAIR 00 80 112 27 3 1 Flight Plan VFR Flights Except for operations in or penetrating a Coastal or Domestic Air Defense Identification Zone ADIZ or Distant Early Warning Identification Zone DEWIZ a flight plan is not required by the FAA for VFR flight Local requirements may differ It is strongly recommended that a flight plan for a VFR flight be filed This will ensure you receive VFR Search and Rescue Protection On pilot s request at a location having an active tower th
500. nts that meets obstruction clearance requirements for the entire route segment and ensures acceptable navigational signal coverage only within 22 nautical miles of a VOR minimum reception altitude The lowest altitude required to receive adequate signals to determine specific VOR VORTAC TACAN fixes minimum safe altitude Altitudes depicted on approach charts that provide at least 1 000 feet of obstacle clearance for emergency use within a specified distance from the navigation facility upon which a procedure is predicated These altitudes will be identified as Minimum Sector Altitudes or Emergency Safe Altitudes and are established as follows 1 Minimum sector altitudes Altitudes depicted on approach charts that provide at least 1 000 feet of obstacle clearance within a 25 mile radius of the navigation facility upon which the procedure is predicated Sectors depicted on approach charts must be at least 90 degrees in scope These altitudes are for emergency use only and do not necessarily ensure acceptable navigational signal coverage 2 Emergency safe altitudes Altitudes depicted on approach charts that provide at least 1 000 feet of obstacle clearance in nonmountainous areas and 2 000 feet of obstacle clearance in designated mountainous areas ORIGINAL 46 within a 100 mile radius of the navigation facility upon which the procedure is predicated and normally used only in military procedures These altitudes are identifie
501. nus 2 represents the approximate lead e g 6 nm per minute use 4 nm lead A Mach indicator may be used in the same manner to determine a no wind lead point because 0 5 Mach is approximately 5 nm per minute 0 6 Mach is 6 nm per minute etc Lead points based on aircraft turn radius may be approximated as follows 1 percent X GS nm lead for 1 1 2 per second rate of turn 1 2 percent GS nm lead for 3 per second rate of turn For groundspeeds below 150 knots 1 2 nm lead point is satisfactory Figure 22 10 22 2 3 6 Maintaining Arcs In theory it is a simple matter to maintain an arc Under no wind conditions the aircraft will fly in an exact circle around the station by maintaining a relative bearing of 90 or 270 In practice a method for maintaining an arc is to fly a series of short legs keeping the bearing pointer on or near the wingtip position while maintaining the desired range With the bearing pointer on the wingtip and the aircraft at the desired range maintain heading and allow the bearing pointer to move 5 to 10 behind the wingtip position This will cause the range to increase slightly Next turn toward the station to place the bearing pointer 5 to 10 ahead of the wingtip and maintain this heading until the bearing pointer is again behind the wingtip During crosswind conditions the reference point wingtip will change If the wind is blowing the aircraft away from the station the reference point is ahead of the win
502. nutes and produce a peak wind in excess of 135 knots There are no set patterns associated with the development or occurrence of microbursts Not all severe thunderstorms produce microbursts likewise some small to moderate thunderstorms have produced this phenomena The most recent theory on how microbursts occur is that the high pressure dome at the center of the downburst is surrounded by a low pressure ring toward which the outward flowing winds are accelerated Figure 6 5 Microbursts may either be wet associated with heavy rainfall or classified as dry when only virga rain evaporating prior to reaching the surface is present ORIGINAL 6 12 NAVAIR 00 80 112 MICROBURST DOWNFLOW 20 TT IAS DECREASES HEADWIND AOA DECREASES IAS DECREASES 1 INCREASES DECREASES ws AOA INCREASES lt m p VT 7 2927 NM 1KM RUNWAY 0 KM IFM FO18 Figure 6 5 Profile of a Microburst Research in the area of microbursts indicates there are some visual indicators that frequently occur when a microburst is taking place These indicators are virga a pronounced rain shaft reaching the ground dust rings circular areas of dust near convective activity or lines of cumulus clouds spreading outward from the convective activity The fact that there are no proven observation or forecasting methods available to predict microbursts cannot be overly stressed In most c
503. o believe he she has entered a descent 11 2 3 False Sensations of Tilting to Right or Left This sensation may be induced from a straight and level attitude with the pilot s eyes closed The supervisory pilot should maintain wings level and use right rudder to produce a slight skid to the left The usual sensation is that of being tilted to the right This false sensation is the effect of side to side accelerative forces on the organs of equilibrium 11 2 3 1 Correlation Under Actual Instrument Conditions If the eyes are momentarily diverted from the instruments as a skid to one side occurs a false sensation of tilting the body to the opposite side may occur 11 2 4 False Sensation of Reversal of Motion This false sensation can be demonstrated in any one of the three planes of motion The pilot should close his her eyes while in straight and level flight The supervisory pilot should roll the aircraft to between 30 and 45 of bank The roll should be stopped abruptly and the bank attitude held The usual reaction is a sense of rapid rotation in the opposite direction After this false sensation is noted the supervisory pilot should have the pilot open his her eyes and observe the attitude of the aircraft The false sensations produced from stopping the roll abruptly may result in a strong urge to apply reverse aileron pressure for recovery 11 2 4 1 Correlation Under Actual Instrument Conditions If the aircraft rolls or yaws with an abrupt
504. ocedures must be noted and understood Upon request the controller will furnish the pilot with the published decision height When the controller advises that the aircraft is intercepting glideslope adjustment of the power and or drag devices is required to establish the predetermined rate of descent Adjust the pitch attitude on the attitude indicator to maintain the final approach speed When the airspeed and glidepath are being maintained note the power attitude and vertical velocity Use the values as guides during the remainder of the approach If the aircraft is observed to deviate above or below the glidepath the pilot is given the relative amount of deviation by use of terms slightly or well and asked to adjust the rate of descent to return to the glidepath Correct these deviations with coordinated pitch and power changes Maintain a constant airspeed during the approach When power changes are required avoid excessive throttle movements Corrections should be made immediately after instructions are given or when deviations from established attitude or performance indications are desired to return the aircraft to the glidepath Accuracy of heading is important for runway alignment during the final approach phase When instructed to make heading changes make them immediately Instructions to turn are preceded by the phrase turn right or turn left To prevent overshooting the angle of bank should approximate the number of
505. of Arrival ETD Estimated Time of Departure ETE Estimated Time En Route F FA Aviation Area Forecast FAA Federal Aviation Administration ORIGINAL FAF Final Approach Fix FAR Federal Aviation Regulation FAWP Final Approach Waypoint GPS FBWP Fly By Waypoint GPS FDC Flight Data Center FAA FDS Flight Director System FIR Flight Information Region FL Flight Level FLIP Flight Information Publications FM Frequency Modulation FM CW Frequency Modulation Continuous Wave FMS Flight Management System FMSP Flight Management System Procedure FOWP Fly Over Waypoint GPS FSDO Flight Standards District Office FSS Flight Service Station G GCA Ground Controlled Approach GEO Geostationary Satellite Government Industry Partnership GPS GLS GNSS Landing System GPS GLS PA GNSS Landing System Precision Approach GPS GNC Global Navigational Chart GNSS Global Navigation Satellite System GPS GP General Planning FLIP GPS Global Positioning System GS Groundspeed GSI Glideslope Indicator GUS Ground Uplink Station GPS H HAA Height Above Airport HAT Height Above Touchdown HDTA High Density Traffic Airport HIRL High Intensity Runway Lighting HIWAS Hazardous In Flight Weather Advisory Service HSI Horizontal Situation Indicator HUD Heads Up Display HWD Horizontal Weather Depiction IAF Initial Approach Fix IAP Instrument Approach Proc
506. of the air decreases hence an increase in density altitude Indicated Altitude Altitude displayed on the altimeter Calibrated Altitude Indicated altitude corrected for installation error If an altimeter correction card is available this definition may include scale error True Altitude Calibrated altitude corrected for nonstandard atmospheric conditions Actual height above mean sea level QNH Flight Level A surface of constant atmospheric pressure related to the standard datum plane In practice a calibrated altitude maintained with a reference of 29 92 inches of mercury on the barometric scale QNE Figure 16 5 Types of Altitude 16 5 ORIGINAL 00 80 112 16 3 BEARING INDICATORS Current typical navigational bearing displays are discussed in the following paragraph 16 3 1 Radio Magnetic Indicator RMI The RMI displays aircraft heading with navigational bearing data It consists of a rotating compass card and two bearing pointers The compass card is actuated by the aircraft compass system so that it continually displays aircraft magnetic heading The aircraft current magnetic heading is displayed on the compass card beneath the top index Figure 16 8 The bearing pointers display Automatic Direction Finder ADF VOR or Tactical Air Navigation TACAN magnetic bearings to the selected navigational station Radial position is displayed under the tail of the bearing pointers Note Bearing pointers do not fun
507. ogical Conditions IMC At night ground lights may add confusion Radio channel or Identification Friend or Foe Selective Identification Feature IFF SIF changes may be directed during a critical phase of flight while close to the ground Unexpected changes in climbout or approach clearances may increase workload and interrupt an efficient instrument cross check An unexpected requirement to make a missed approach or a circling approach at night or in IMC conditions is particularly demanding At a strange field with poor runway lighting this may be especially dangerous 9 1 ORIGINAL NAVAIR 00 80 112 9 4 2 or Air to Ground Ordnance Deliveries A critical phase of flight with a high potential for spatial disorientation is the maneuvering associated with Air Combat Maneuvering ACM or air to ground ordnance deliveries during night or periods of reduced visibility Under such conditions the only reliable information related to aircraft attitude is provided by the flight instruments Because of the nature of the mission the pilot s attention is directed outside the cockpit Potential for distraction is great Failure to scan an important instrument parameter such as bank or pitch attitude airspeed or vertical velocity during a critical phase of the weapons delivery may occur These factors can lead to spatial disorientation or to a lack of situational awareness in which the pilot inadvertently places the aircraft into a position from whi
508. oist air moves over a surface that is cool enough to reduce the temperature in the lower levels of the airmass to the dewpoint This type of fog is often found in coastal regions and can blanket very large geographic areas An example is the winter fogs over the eastern United States formed by Gulf air moving north over progressively cooler land These fogs have at times virtually stopped all aircraft operations east of the Mississippi River Advection fogs are common over land areas during the late winter months along the receding edge of the continental snow cover In these areas the melting of the snow maintains a temperature of 32 F at the surface thus warm air moving northward over the snow is both cooled and saturated forming fog Both the North Atlantic and North Pacific have large areas often covered by advection fogs where warm moist air moves out of the regions of subtropical high pressure across cool Arctic Ocean currents The most common areas for these sea fogs are off the maritime provinces of Canada and near the Aleutian Islands Unlike radiation fog which is normally dispersed by wind greater than 10 knots the density of advection fog will often increase with increasing windspeeds This is especially true of sea fogs which can persist for long periods with winds of 40 knots or greater Another type of advection fog is upslope fog This type of fog is common along the windward slopes of mountain ranges and in some cases can be produ
509. old Front 4 2 Figure 4 3 Vertical Cross Section of Fast Moving Cold Front 4 3 Figure 4 4 Vertical Cross Section of a Warm Front 4 4 Figure 4 5 Vertical Cross Section of a Warm Type Occlusion 4 5 Figure 4 6 Vertical Cross Section of a Cold Type Occlusion 4 6 Figure 4 7 Occlusions the Horizontal and Associated Upper 4 6 Figure 4 8 Effect of Adiabatic Heating ses eee tee ee ee ee ee ete Pee eee ee eee Ew eee 4 8 Figure 4 9 Effect of Mountains on a Cold 4 10 Figure 4 10 Effect of Mountains on a Warm 4 11 CHAPTER 5 TROPICAL METEOROLOGY Figure 5 1 Vertical Cross Section of a Stable Easterly Wave 5 2 Figure 5 2 Weather Conditions in an Active Portion of ITCZ 5 3 CHAPTER 6 WEATHER HAZARDS TO FLIGHT Figure 6 1 Thunderstorm Development 1 6 2 Figure 6 2 Squall Line Thunderstorms 2 5229 6 5 Figure 6 3 A TOT ad MC how et oe ed tea 6 5 Figure 6 4 WaterspOUt yas Cadre repa dba eg eee Re en 6 6 Figure 6 5 Profle of a Miacrob rst 2 ciet e eee c are ee ae oe 6
510. old fronts 4 1 Attitude control 18 16 Fast moving cold fronts 4 3 Attitude stabilization 18 15 Occluded fronts 4 5 Power 18 16 Slow moving cold fronts 4 1 Yaw stabilization 18 16 Stationary fronts 4 5 Rotary Warm fronts 4 3 Wing 18 3 Relation of fronts to cyclones 4 1 Wing night instrument shipboard Required navigation performance RNP 26 2 takeoffs 10 iss ee Sees ees 18 4 RNP 26 2 Route of flight 28 2 Requirements 29 3 30 37 Runway M 26 8 Centerline lighting system RCLS 30 54 for instrument flight evaluations 31 1 Edge light systems 30 53 Position reporting 29 3 End identifier lights REIL 30 53 Responsibilities Guard lights cs ae eas 30 58 Commanding officers 129 Separation 28 8 NATOPS advisory 1 1 Spacing MEE 30 38 NATOPS cognizant command 1 1 NATOPS model manager 1 2 S iine uus ere RR RP RE E 30 45 Scan Restrictions um the use
511. olding fix 30 30 Centerline ees eee Bee EY yas 30 58 d TO 29 12 8 Tornadoes and waterspouts 6 4 Dro ea 30 54 Touchdown zone lights TDZL 30 54 5 30 39 ATACKING lise dne Le ens 23 7 Teardrop procedure 29 12 Traffic Technique s Alert and collision avoidance system For determining lead 22 10 TCASI amp I aiit eR RR 28 10 Of navigating point to point 22 14 At VOR sites 28 10 17 6 Pattern 28 10 Terminal area operations and arrival Training operations 28 10 Maintain situational awareness 26 11 Training Terminal False sensations of reversal of motion 11 2 Approach mode 26 5 False sensations ep tilting in right or left 11 2 Area operations and arrival 26 11 Sensation of climbing dung ides operations and departure 26 10 4 11 2 Arrival area 30 6 Sensation of diving dutine Tecover 8 Sensitivity 26 11 from 11 2 The altimeter setting 16 1 Sensation of diving or rolling beyond The instrument flight evaluation 31 1 31 6 the vertical plane
512. om the final approach course Radar monitoring includes instructions if an aircraft nears or penetrates the prescribed NTZ an area 2 000 feet wide located equidistant between parallel final approach courses This service will be provided as follows 1 During turn onto parallel final approach aircraft will be provided 3 miles radar separation or a minimum of 1 000 feet vertical separation Aircraft will not be vectored to intercept the final approach course at an angle greater than 30 degrees 2 final monitor controller will have the capability of overriding the tower controller on the tower frequency 3 Pilots will be instructed to monitor the tower frequency to receive advisories and instructions 4 Aircraft observed to overshoot the turn on or to continue on a track that will penetrate the NTZ will be instructed to return to the correct final approach course immediately The final monitor controller may also issue missed approach or breakout instructions to the deviating aircraft 5 If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ the aircraft on the adjacent final approach course may be instructed to alter course 6 Radar monitoring will automatically be terminated when visual separation is applied the aircraft reports the approach lights or runway in sight or the aircraft is 1 mile or less from the runway threshold for runway centerlines spaced 4 300 feet or greater Final mon
513. ompatible with the severity of the unusual attitude the characteristics of the aircraft and the altitude available for the recovery The procedures outlined in this chapter are not designed to recover from controlled tactical maneuvers They are applicable to unusual attitudes wherein recovery can be accomplished before entering areas of critical aerodynamics peculiar to a specific type of aircraft 1 Decreasing the angle of bank in a dive should assist pitch control 2 Increasing the angle of bank in a climb may assist pitch control 3 most aircraft a decrease of angle of attack is an acceptable recovery technique near zero g and some aircraft this is the only acceptable technique as an increase of bank will aggravate the recovery refer to applicable NATOPS flight manual 4 Power and drag devices used properly will assist airspeed control Figure 20 1 Unusual Attitude 20 1 ORIGINAL NAVAIR 00 80 112 20 2 ATTITUDE INTERPRETATION Normally an unusual attitude is recognized in one of two ways an unusual attitude picture on the attitude indicator or unusual performance on the performance instruments Regardless of how the attitude is recognized verify an unusual attitude exists by comparing control and performance instrument indications prior to initiating recovery on the attitude indicator This precludes entering an unusual attitude as a result of making control movements to correct for erroneous instrument indica
514. ompleted ORIGINAL 17 4 NAVAIR 00 80 112 ALTITUDE PERFOR MANCE PERFORMANCE HEADING cOMPASS AIRSPEED 32 33 34 PERFORMANCE VERTICAL VELOCITY CONTROL ATTITUDE CONTROL TURN amp SLIP PERFORMANCE CONTROL AND PERFORMANCE CONCEPT Procedural Steps Establish an attitude and or power setting on the control instrument s which should result in the desired performance Trim until control pressures are neutralized Crosscheck the performance instruments to determine if the established attitude and or power setting are providing the desired performance Adjust the attitude and power setting on the control instruments if a correction is necessary Figure 17 5 Position Control and Performance Instrument Groupings 17 5 ORIGINAL NAVAIR 00 80 112 For every full panel maneuver the attitude gyro is the primary reference instrument for both nose and wing attitude however the instruments comprising the performance group are used to verify the desired attitude and performance of an aircraft and to detect any deviation from them Thus the performance instruments also function as attitude cross checks for example in straight and level flight the altimeter and VSI function as nose attitude cross checks and the heading indicator serves as the wing attitude cross check 1 the altimeter and VSI are checked to verify a constant altitude and the heading indicator is che
515. omponent of the Earth s magnetic field is zero and the magnetic compass is not disturbed by this factor As you fly from the magnetic equator to the higher latitudes the effect of the vertical component of the Earth s magnetic field becomes pronounced The tendency is not noticed in straight and level unaccelerated flight because the compass card is mounted in such a way that its center of gravity is below the pivot point and the card is well balanced in the fluid however when the aircraft is banked the compass card banks too as a result of the centrifugal force acting on it While the compass card is in this banked attitude in northern latitudes the vertical component of the Earth s magnetic field causes the north seeking ends of the compass to dip to the low side of the turn giving the pilot an erroneous turn indication This error called northerly turning error is most apparent on headings of north and south In a turn from a heading of north the compass briefly gives an indication of a turn in the opposite direction in a turn from a heading south it gives an indication of a turn in the proper direction but at a more rapid rate than is actually the case In southern latitudes all these errors are reversed and are called southerly turning error 15 3 ORIGINAL NAVAIR 00 80 112 15 1 5 Acceleration Error Acceleration error is also due to the action of the vertical component of the Earth s magnetic field Because of its pendulous type mou
516. on S safety alert safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude that in the controller s judgment places the aircraft in unsafe proximity to terrain obstructions or other aircraft The controller may discontinue the issuance of further alerts if the pilot advises he she is taking action to correct the situation or has the other aircraft in sight 1 Terrain obstruction alert safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude that in the controller s judgment places the aircraft in unsafe proximity to terrain obstructions e g LOW ALTITUDE ALERT CHECK YOUR ALTITUDE IMMEDIATELY 2 Aircraft conflict alert safety alert issued by ATC to aircraft under their control if ATC is aware of an aircraft which is not under their control at an altitude which in the controller s judgment places both aircraft in unsafe proximity to each other With the alert ATC will offer the pilot an alternate course of action when feasible e g TRAFFIC ALERT ADVISE YOU TURN RIGHT HEADING ZERO NINER ORIGINAL ZERO OR CLIMB TO EIGHT THOUSAND IMMEDIATELY SIGMET advisory These advisories are issued by the National Weather Service and are identified as either Nonconvective WS Convective WST These advisories are issued individually and their information may be included in relevant portions of Aviation Area Forec
517. on 91 117 c and d When in communications with the Air Route Traffic Control Center or approach control facility pilots should as a good operating practice state any ATC assigned speed restriction on initial radio contact associated with an ATC communications frequency change 28 12 RUNWAY SEPARATION Tower controllers establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation as necessary to achieve proper spacing They may HOLD an aircraft short of the runway to achieve spacing between it and an arriving aircraft the controller may instruct a pilot to EXTEND DOWNWIND in order to establish spacing from an arriving or departing aircraft At times a clearance may include the word IMMEDIATE e g CLEARED FOR IMMEDIATE TAKEOFF In such cases IMMEDIATE is used for purposes of air traffic separation It is up to the pilot to refuse the clearance if in the pilot s opinion compliance would adversely affect the operation ORIGINAL 28 8 00 80 112 28 13 VISUAL SEPARATION Visual separation is a means employed by ATC to separate aircraft in terminal areas and en route airspace in the NAS There are two methods employed to effect this separation 1 The tower controller sees the aircraft involved and issues instructions as necessary to ensure the aircraft avoid each other 2 A pilot sees the other aircraft involved and upon instructions from the controlle
518. on and expeditious compliance by the pilot is expected and necessary for safety The addition of a VFR or other restriction e g climb or descent point or time crossing altitude etc does not authorize a pilot to deviate from the route of flight or any other provision of the ATC clearance When a heading is assigned or a turn is requested by ATC pilots are expected to initiate the turn promptly complete the turn and maintain the new heading unless issued additional instructions The phrase PILOT S DISCRETION included in the altitude information of an clearance means that has offered the pilot the option to start climb or descent when the pilot wishes and the pilot is authorized to conduct the climb or descent at any rate and to level off temporarily at any intermediate altitude as desired however once the aircraft has vacated an altitude it may not return to that altitude When has not used the phrase PILOT S DISCRETION nor imposed any climb or descent restrictions pilots should initiate climb or descent promptly on acknowledgement of the clearance Descend or climb at an optimum rate consistent with the operating characteristics of the aircraft to 1 000 feet above or below the assigned altitude and then attempt to descend or climb at a rate of between 500 and 1 500 fpm until the assigned altitude is reached If at any time the pilot is unable to climb or descend at a rate of at least 500 fpm advise
519. on approach capabilities to runways within the LAAS coverage area Duplication of equipment solely for the purpose of serving multiple runways can be eliminated Also airports with the need for precise surface area navigation may use the accuracy of LAAS for the position determination of aircraft Using this capability controllers will know the location of all airport service vehicles and taxiing aircraft to assist in the prevention of runway incursions in low visibility conditions Furthermore aircraft operators will benefit from the reduction of expenses associated with purchasing a variety of radio navigation equipment Potentially WAAS and LAAS could use the same aircraft avionics to accomplish both the WAAS and LAAS missions reduce avionics maintenance costs and realize savings in aircrew training The FAA has already successfully demonstrated the feasibility of GPS based Category III precision approaches and has completed the proposed architecture for LAAS This architecture was successfully presented and approved by the International Civil Aviation Organization ICAO Global Navigation Satellite System GNSS Panel in February 1997 To ensure LAAS will be compatible with international standards participation in the International Civil Aviation Organization ICAO Global Navigation Satellite System Panel GNSS P has been ongoing Initial FAA Category I LAAS is scheduled to be operational by September 2003 Federal Category II III development is s
520. on prior to the next programmed waypoint 26 3 6 4 Scaling and Alerting The GPS navigation system used for the approach shall use scaling and alerting criteria no less restrictive than RNP 0 3 prior to continuing past the final approach fix The RNP criteria shall remain for the entire approach 26 3 6 5 Multiple GPS Receivers On aircraft equipped with multiple installed GPS receivers the aircrew shall use the integrity function for the GPS receiver being used for navigation The integrity function of other installed GPS SPS or PPS receivers shall not be used to indicate the integrity of the GPS receiver being used for navigation 26 3 7 Alternate Airport Restrictions When an alternate airport is required it must be served by an approach based on other than GPS navigation the aircraft must have operational equipment capable of using that navigation aid and the required navigation aid must be operational 26 4 GPS APPROACH NOMENCLATURE 26 4 1 GPS Stand Alone Approaches GPS stand alone approaches are constructed specifically for use by GPS and do not have a traditional underlying procedure GPS stand alone approaches are identified by the absence of other NAVAIDs in the approach title e g GPS RWY 35 Current stand alone approaches will be renamed over time as RNAV GPS approaches e g RNAV RWY GPS 35 The Straight In Minimums on current GPS charts correspond to the Lateral Navigation LNAV Minimums on RNAV charts 26 4 2 G
521. on temperature range for the formation of clear ice is between 0 and 8 C Under certain conditions at temperatures below 8 C in unstable clouds a mixture of clear and rime ice will form on the airframe 6 6 1 3 Frost When encountered in flight frost is only considered a hazard in that it restricts visibility by covering the windscreen and windows of the aircraft Frost is somewhat more of a hazard on the ground A light coating of frost though seemingly insignificant can sufficiently disrupt the airflow over wings and control surfaces to alter the takeoff characteristics of an aircraft A takeoff should never be attempted under such conditions 6 9 ORIGINAL NAVAIR 00 80 112 The rate of ice accumulation on an aircraft is dependent on several factors the temperature the liquid moisture content of the air the airspeed and the airfoil shape The relationship between icing rate and liquid water content of the air is obvious The higher the water content the greater the ice accumulation rate The same holds true for airspeed A higher airspeed causes the aircraft to encounter a greater amount of moisture in a given period of time resulting in a greater ice accumulation rate Although the rate of ice accumulation is less at low airspeeds the underside area of the aircraft exposed to moisture particles is greatly increased because of the increased angle of attack required for slow flight thus in very slow flight at high angles of att
522. ontroller specifically authorizes a change 29 1 3 ARTCC Radio Frequency Outage ARTCCS normally have at least one backup radio receiver and transmitter system for each frequency which can usually be placed into service quickly with little or no disruption of ATC service Occasionally technical problems may cause a delay but switchover seldom takes more than 60 seconds When it appears the outage will not be quickly remedied the ARTCC will usually request a nearby aircraft if there is one to switch to the affected frequency to broadcast communications instructions therefore it is important that the pilot wait at least 1 minute before deciding that the ARTCC has actually experienced a radio frequency failure When such an outage does occur the pilot should if workload and equipment capability permit maintain a listening watch on the affected frequency while attempting to comply with the following recommended communications procedures 1 If two way communications cannot be established with the ARTCC after changing frequencies a pilot should attempt to recontact the transferring controller for the assignment of an alternative frequency or other instructions 2 When an ARTCC radio frequency failure occurs after two way communications have been established the pilot should attempt to reestablish contact with the center on any other known ARTCC frequency preferably that of the next responsible sector when practicable and ask for instructions
523. or a light panel indication is used to determine the time passing a reporting point such as a fan marker Z marker cone of silence or intersection of range courses the time should be noted when the signal is first received and again when it ceases The mean of these two times should then be taken as the actual time over the fix If a position is given with respect to distance and direction from a reporting point the distance and direction should be computed as accurately as possible Except for terminal area transition purposes position reports or navigation with reference to aids not established for use in the structure in which flight is being conducted will not normally be required by ATC 29 2 2 Position Reporting Points Code of Federal Regulations CFRs require pilots to maintain a listening watch on the appropriate frequency and unless operating under the provisions of subparagraph c to furnish position reports passing certain reporting points Reporting points are indicated by symbols on en route charts The designated compulsory reporting point symbol is a solid triangle and the request reporting point symbol is an open triangle A Reports passing an on request reporting point are only necessary when requested by ATC 29 2 3 Position Reporting Requirements 29 2 3 1 Flights Along Airways or Routes A position report is required by all flights regardless of altitude including those operating in accordance with an ATC
524. or approach Pilots of aircraft not equipped with a directional gyro or other stabilized compass who desire radar handling may also request a no gyro vector or approach The pilot should make all turns at standard rate and should execute the turn immediately upon receipt of instructions e g TURN RIGHT STOP TURN When a surveillance or precision approach is made the pilot will be advised after the aircraft has been turned onto final approach to make turns at half standard rate 30 11 RADAR MONITORING OF INSTRUMENT APPROACHES PAR facilities operated by the FAA and the military services at some joint use civil and military and military installations monitor aircraft on instrument approaches and issue radar advisories to the pilot when weather is below VFR minimums 1 000 and 3 at night or when requested by a pilot This service is provided only when the PAR final approach course coincides with the final approach of the navigational aid and only during the operational hours of the PAR The radar advisories serve only as a secondary aid since the pilot has selected the navigational aid as the primary aid for the approach Prior to starting final approach the pilot will be advised of the frequency on which the advisories will be transmitted If for any reason radar advisories cannot be furnished the pilot will be so advised Advisory information derived from radar observations includes information on 1 Passing the final approac
525. or frequently to prevent significant heading deviations When a deviation from the desired heading occurs refer to the attitude indicator and smoothly establish a definite angle of bank that will produce a suitable rate of return As a guide the angle of bank change on the attitude indicator should equal the heading deviation in degrees For example if the heading deviation is 109 then 10 of bank on the attitude indicator would produce a suitable rate of correction Figure 18 6 This guide is particularly helpful during instrument approaches at relatively slow airspeeds At higher true airspeeds a larger angle of bank may be required to prevent a prolonged correction Proper pitch and bank attitude control requires the pilot to recognize the effects of gyroscopic precession on attitude indicators This precession is most noticeable following a turn or change of airspeed As a result small altitude and heading deviations may occur when a wings level attitude is established on the attitude indicator following these maneuvers therefore the pilot may have to establish temporarily a pitch or bank attitude other than that ordinarily expected For example to maintain straight and level flight on the performance instruments after completing a normal turn the attitude indicator may depict a slight turn climb or descent or a combination of both The attitude indicator will gradually resume its normal indications as the erection mechanism automatically corre
526. or maneuvering must be considered when circling to land ORIGINAL 30 40 NAVAIR 00 80 112 CIRCLING APPROACH AREA RADII Approach Category Radius Miles RADI r DEFINING SIZE OF AREAS VARY WITH THE APPROACH CATEGORY IFM F0196 Figure 30 19 Final Approach Obstacle Clearance 30 41 ORIGINAL NAVAIR 00 80 112 3 Atairports without a control tower it may be desirable to over the airport to observe wind and turn indicators and other traffic that may be on the runway or flying in the vicinity of the airport 30 17 7 Instrument Approach at a Military Field When instrument approaches are conducted by civil aircraft at military airports they shall be conducted in accordance with the procedures and minimums approved by the military agency having jurisdiction over the airport 30 18 MISSED APPROACH When a landing cannot be accomplished advise ATC and upon reaching the missed approach point defined on the approach procedure chart the pilot must comply with the missed approach instructions for the procedure being used or with an alternate missed approach procedure specified by ATC Protected obstacle clearance areas for missed approach are predicated on the assumption that the missed approach is initiated at the DH or at the missed approach point and not lower than MDA A climb of at least 200 feet per nautical mile is required unless a higher climb gradient is published on the approach chart Reasonable buffers are pro
527. or the appearance of varied density or illumination of the clouds brings about cessation of the illusion 8 11 ORIGINAL NAVAIR 00 80 112 8 1 3 4 Illusion of Vertical Flight This illusion is caused by simultaneous excitation of the receptors of the inner ear and visual analyzers change in body position and simultaneous observations of uniformly moving background in particular the flow of clouds downward from the rotors give rise to false impressions as to the position and direction of the helicopter An impression is created that the helicopter has turned 90 downward on its longitudinal axis and is flying vertically This illusion can appear in pilots at the moment of forward acceleration with the sudden increase in the angle formed by the horizontal and longitudinal axis of the helicopter angle of pitch while the pilot is at the same time watching the downward flow of the cloud stream from the rotors With a change of no more than 5 in the angle formed by the longitudinal axis of the helicopter and the horizontal the illusory perception of angle change may reach 90 The illusion lasts 20 to 30 seconds and disappears completely 8 1 3 5 Flicker Vertigo This term refers to the feelings of dizziness that may be accompanied by nausea caused by intermittently flickering lights Sources of flickering lights include sunlight through rotor blades windshield wipers or reflection of anticollision lights off clouds Turning off distracting l
528. or the purpose of filing the flight plan Note There are several methods of obtaining clearances at nontower non FSS and outlying airports The procedure may vary due to geographical features weather conditions and the complexity of the ATC system To determine the most effective means of receiving an IFR clearance pilots should ask the nearest FSS the most appropriate means of obtaining the IFR clearance When filing an IFR flight plan for a Traffic Alert and Collision Avoidance System TCAS heavy equipped aircraft add the prefix T for TCAS H for heavy or B for both TCAS and heavy to the aircraft type When filing an IFR flight plan for flight in an aircraft equipped with a radar beacon transponder Distance Measuring Equipment DMB Tactical Air Navigation TACAN only equipment Global Navigation Satellite System GNSS or a combination of any of these types of equipment identify the equipment capability by adding a suffix preceded by a slant to the aircraft type It is recommended that pilots file the maximum transponder or navigation capability of their aircraft in the equipment suffix This will provide ATC with the necessary information to utilize all facets of navigational equipment and transponder capabilities available Note The suffix is not to be added to the aircraft identification or be transmitted by radio as part of the aircraft identification 27 3 4 2 Airways and Jet Routes Depiction on Flight Plan
529. ot will not be able to accomplish ORIGINAL 12 2 10 NAVAIR 00 80 112 There two essential requirements for safe formation flight weather First the flight leader must be experienced competent and smooth Second the wingman must be proficient in formation flying The wingman must have total confidence in the lead and concentrate solely on maintaining a proper wing position If the weather encountered during a formation flight is either too dense or turbulent to ensure safe flight the flight leader should separate the aircraft under controlled conditions This would be better than having a wingman initiate lost wingman procedures at a time that may be inopportune or worse yet losing sight of the wingman who may be severely disoriented Flight lead should encourage the wingman to advise when the wingman begins to feel disoriented Early a few words from the lead may reassure the wingman and help the wingman form a mental picture of the wingman s position in space For example TWO WE ARE LEVEL 20 000 FEET IN 30 LEFT TURN AT 300 KNOTS This may be all that is necessary Simply calling ROLLING OUT when rolling out of a turn will help minimize disorientation for a wingman at night or in weather If the wingman continues to have problems lead should bring the flight to straight and level and advise the wingman TWO WE ARE STRAIGHT AND LEVEL AT 20 000 FEET 300 KNOTS Maintain straight
530. ous Terrain Flight in mountainous terrain must take account of altimeter errors turbulence thunderstorm development and frontal modifications over large continental ridges The following factors must also be considered during flight over mountainous terrain 1 Windward approach An aircraft approaching a ridge from windward is lifted over the ridge by the airstream blowing up the slope 2 Leeward approach An aircraft approaching a ridge while flying into the wind will experience difficulty in maintaining altitude in the downdraft and eddies on the leeward slopes 3 Eddy pattern In rough mountainous terrain the complex eddy pattern will cause turbulence The amount of turbulence will increase with the windspeed and the roughness of the terrain Extreme caution should be exercised for the following factors 4 Strong winds Strong winds blowing around and over peaks cause a deflection of the airstream similar to the flow over the leading edge of an airfoil Pressure is locally lowered by this distortion of the airstream 5 Low pressure An aircraft flying in the low pressure caused by the deflected airstream will have an altimeter indication showing the aircraft considerably above the actual height Figure 6 4 A Waterspout ORIGINAL 6 6 NAVAIR 00 80 112 6 4 2 Clear Air Turbulence One of the major hazards to modern high performance aircraft is the problem of Clear Air Turbulence CAT a rough cobbles
531. out the knowledge of ATC Traffic clearances provide standard separation only between IFR flights 28 2 CLEARANCE PREFIX A clearance control information or a response to a request for information originated by an ATC facility and relayed to the pilot through an AG communication station will be prefixed by clears advises or requests 28 3 CLEARANCE ITEMS ATC clearances normally contain the following 28 3 1 Clearance Limit The traffic clearance issued prior to departure will normally authorize flight to the airport of intended landing Under certain conditions at some locations a short range clearance procedure is utilized whereby a clearance is issued to a fix within or just outside of the terminal area and pilots are advised of the frequency on which they will receive the long range clearance direct from the center controller 28 3 2 Departure Procedure Headings to fly and altitude restrictions may be issued to separate a departure from other air traffic in the terminal area Where the volume of traffic warrants DPs have been developed 28 1 ORIGINAL NAVAIR 00 80 112 28 3 3 Route of Flight Clearances are normally issued for the altitude or flight level and route filed by the pilot however due to traffic conditions it is frequently necessary for ATC to specify an altitude or flight level or route different from that requested by the pilot In addition flow patterns have been established in c
532. outes based on area navigation capability between waypoints defined in terms of latitude longitude coordinates degree distance fixes or offsets from established routes airways at a specified distance and direction Radar monitoring by ATC is required on all random RNAV routes Operation above FL 450 may be conducted on a point to point basis Navigational guidance is provided on an area basis utilizing those facilities depicted on the en route high altitude charts 29 4 2 Radar Vectors Controllers may vector aircraft within controlled airspace for separation purposes noise abatement considerations when an operational advantage will be realized by the pilot or the controller or when requested by the pilot Vectors outside of controlled airspace will be provided only on pilot request Pilots will be advised as to what the vector is to achieve when the vector is controller initiated and will take the aircraft off a previously assigned nonradar route To the extent possible aircraft operating on RNAV routes will be allowed to remain on their own navigation When flying in Canadian airspace pilots are cautioned to review Canadian Air Regulations 1 Special attention should be given to the parts that differ from U S CFRs a The Canadian Airways Class B airspace restriction is an example Class B airspace is all controlled low level airspace above 12 500 feet MSL or the Minimum En Route Altitude MEA whichever is higher within which only IFR a
533. ove the horizon however they can be seen well above and below this peak spread The beacon may be an omnidirectional capacitor discharge device or it may rotate at a constant speed which produces the visual effect of flashes at regular intervals Flashes may be one or two colors alternately The total number of flashes are 1 24 to 30 per minute for beacons marking airports landmarks and points on Federal airways 2 30 to 45 per minute for beacons marking heliports The colors and color combinations of beacons are 1 White and green lighted land airport 2 Green alone lighted land airport 3 White and yellow lighted water airport 4 Yellow alone lighted water airport 5 Green yellow and white lighted heliport Note Green alone or yellow alone is used only in connection with a white and green or white and yellow beacon display respectively Military airport beacons flash alternately white and green but are differentiated from civil beacons by dual peaked two quick white flashes between the green flashes In Class B Class C Class D and Class E surface areas operation of the airport beacon during the hours of daylight often indicates the ground visibility is less than 3 miles and or the ceiling is less than 1 000 feet ATC clearance in accordance with 14 CFR Part 91 is required for landing takeoff and flight in the traffic pattern Pilots should not rely solely on the operation of the airport beacon to i
534. pecially those flights that will be conducted on long overwater routes As a minimum in addition to a DD Form 175 1 these packets contain surface and upper air charts a Horizontal Weather Depiction HWD chart and for overwater flights altimeters and ditch headings Additional charts data tailored to meet special mission needs such as D values OPARS data etc are also available When considering the preparation time involved and the amount of data that must be accumulated and reviewed every attempt should be made to give a minimum 2 hours advance notice for this product While en route pilots should make every attempt to validate the data contained in the packet Upon arrival at destination the packet should be provided to the local weather activity for review and forwarding to the forecasting activity that prepared the packet 27 2 3 Severe Weather Restrictions and Products Whenever practical flights shall be planned to circumvent areas of forecasted atmospheric icing and thunderstorm activity 27 2 3 1 Aviation Severe Weather Watch Bulletins WWs The National Weather Service NWS issues unscheduled Severe Weather Watch Bulletins WWs whenever there is a high probability of severe weather These WWs are issued for a designated area and for a specified time period WWS are used by Naval Oceanography Command activities for forecasting hazardous flying conditions Except for operational necessity emergencies and flights involving all w
535. peed Distance flown X 60 Groundspeed elapsed time in minutes For precise computation time for longer periods and solve the problem on a computer To simplify computations use a 2 minute time check and multiply the distance traveled by 30 for a 3 minute time check multiply distance by 20 for a 6 minute time check multiply distance by 10 Figure 22 8 22 2 3 3 Station Passage Because of the azimuth cone of confusion over the TACAN station station passage is determined when the range indicator stops decreasing Flying directly over the station the range indicator will stop decreasing when it indicates the approximate aircraft altitude above the station in nm One nm is equal to approximately 6 000 feet For example an aircraft cruising at FL 300 is at an altitude of approximately 5 nm therefore the range indicator should stop decreasing at approximately 5 nm when directly over a station at sea level If the station elevation is 6 000 feet the indicated range over the station would be approximately 4 nm Figure 22 9 22 2 3 4 TACAN Arcs Sometimes used during approaches and departures a TACAN arc is flown around the station at a specific distance Some approaches require the entire final approach to be flown along an arc using radials to determine the Final Approach Fix FAF and the Missed Approach Point MAP On the other hand an arc may be used to transition to the FAF and the MAP During departures it may be necessary to fly a
536. phone clicks This 3 step control will turn on lighting facilities capable of either 3 step 28 step or 1 step operation The 3 step and 28 step lighting facilities can be altered in intensity whereas the 1 step cannot lighting is illuminated for a period of 15 minutes from the most recent time of activation and may not be extinguished prior to end of the 15 minute period except for 1 step 28 step REILs which may be turned off when desired by keying the mike 5 or 3 times respectively Suggested use is always to key the mike 7 times initially this ensures all controlled lights are turned on to the maximum available intensity If desired adjustment can then be made where the capability is provided to a lower intensity or the REIL turned off by keying 5 and or 3 times Due to the close proximity of airports using the same frequency radio controlled lighting receivers may be set at a low sensitivity requiring the aircraft to be relatively close to activate the system Consequently even when lights are on always key mike as directed when overflying an airport of intended landing or just prior to entering the final segment of an approach This will ensure the aircraft is close enough to activate the system and a full 15 minutes lighting duration is available Approved lighting systems may be activated by keying the mike within 5 seconds as indicated below Radio Control System Key Mike Function 7 times within 5 seconds Highest inte
537. pproach radar monitoring is provided to one half mile beyond the departure end of the runway Final monitor controllers will not notify pilots when radar monitoring is terminated 30 37 ORIGINAL 00 80 112 RUNWAY CENTERLINES SPACED LESS THAN 4300 RADAR MONITORING AND PRM AIRCRAFT MAY BE VECTORED TO EITHER 14L OR 148 ILS FROM OUTER FX MEADOWVIEW INT NW COURSE OHA ILS amp OBK VCR 227 ESTABLISHED WHERE 3200 ALTITUDE INTERCEPTS GLIDE SLOPE RADAR MONITORING PROVIDED TO 5 NM BEYOND RUNWAY DEPARTURE END TO ENSURE SEPARATION BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS RADAR MONITORING INTERCEPT GLIDE PROVIDED TO ENSURE SLOPE AT 2200 SEPARATION BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS IFM F0195 Figure 30 18 ILS PRM Approaches 30 14 4 Differences Between ILS and ILS PRM Approaches of Importance to the Pilot 30 14 4 1 Runway Spacing Prior to ILS PRM approaches most ATC directed breakouts were the result of two aircraft in trail getting too close together Two aircraft going in the same direction did not mandate quick reaction times but two aircraft along side each other separated by less than 4 300 feet and closing at 135 feet per second does constitute the need for quick action A blunder has to be recognized by one controller the information passed on to another controller and breakout instructions issued to the endangered aircraft The pilot will not have any warning that a breakout i
538. pproach is authorized by Air Traffic Control ATC On aircraft without reverse sensing capability selecting the front course on your Course Deviation Indicator CDI will prevent the need to fly away from needle deflection The CDI will deflect in the proper direction whether you are on a back course or outbound on a front course 24 1 ORIGINAL NAVAIR 00 80 112 VHF Localizer Provides horizontal guidance 108 10 to 111 95 MHz Radiates about 100 watts Horizontal polarization Modulation frequencies 90 and 150 Hz Modulation depth on course 20 for each frequency Code identification 1020 Hz 5 and voice communication modulated 5096 provided on same channel Runway length 25 7 000 typical we 250 to 600 from centerline of runway Sited to provide 55 5 runway threshold crossing height UHF Glideeslope Transmitter Provides vertical guidance 329 3 to 335 0 MHz Radiates about 5 watts Horizontal polarization modulation on path 40 for 90 Hz and 150 Hz The standard glidesslope angle is 3 0 degrees It may be higher depending on local terrain Outer marker located 4 to 7 miles ILS approach charts should be consulted to obtain variations of individual systems 1 000 typical Localizer transmitter building is offset 250 minimum from center of antenna array and within 90 30 from approach end Antenna is on centerline and normally is under 50 1 clearance plane Point of intersectio
539. prepared to use traditional NAVAIDs 26 11 CUBES ERR TNR idi Arc interceptions 22 10 Bearing distance heading ATCUCITOP oce ecu vos 6 8 indicator BDHI 16 6 Area navigation 20 0 20 20 Horizontal situation indicator HSI 16 6 Instrument approach charts 30 22 Radio magnetic indicator 16 lk et bee 29 6 Bearing distance heading Area indicator BDHI 16 6 in the terminal 26 8 Bearing distance unlock 22 5 ARTCC communications 29 1 Before 28 9 ARTCC radio frequency outage 29 2 Blood 10 2 ATC frequency change procedures 29 1 BRAVO pattern 19 6 ORIGINAL Index 2 NAVAIR 00 80 112 Page Page No No C Standby magnetic compass 15 1 ed rar ERR EYE na 15 1 Canceling IFR flight plan 27 11 Completing the intercept 2147457 5622525 siur eesi 21 6 Concept Change Airmass classification 3 1 In flight plan 27 11 Airmass development 3 1 In proposed departure time 27 11 Airmass modifica
540. proficient in the conventional instrument cross check for their specific aircraft Regardless of the type HUD you have it is important to fly an instrument approach or accomplish a level off occasionally without using the HUD so you retain your proficiency in the event of a HUD malfunction Using HUD information incorrectly or at the wrong time can actually increase pilot workload but timely proper use of it can help you fly more precise instruments on a routine basis M HEADING BEARING PITCH OPE NES REFERENCE g 1 A e o ALTIMETER AIRSPEED Miu e S STEERING CLIMB DIVE ROLL SIDESLIP CLIMB DIVE BANK SCALE FLIGHT IFM FO38 Figure 14 2 Heads Up Display HUD 14 3 14 4 blank ORIGINAL NAVAIR 00 80 112 15 Performance Instruments 15 1 COMPASSES Compasses provide Magnetic Heading MH information Some magnetic compasses are not gyro stabilized and are subject to some errors whereas the gyro stabilized compasses largely eliminate these errors Only nongyro stabilized standby compasses will be discussed in this section Gyro stabilized compasses are discussed in paragraph 16 3 15 1 1 Standby Magnetic Compass The standby magnetic compass is simple in construction It contains two steel magnetized needles mounted on a float around which is mounted the compass card The needles are parallel with their north seeking ends pointed in the same direction The needle
541. proving combat readiness and achieving a substantial reduction in the aircraft mishap rate Standardization based on professional knowledge and experience provides the basis for development of an efficient and sound operational procedure The standardization program is not planned to stifle individual initiative but rather to aid the Commanding Officer in increasing the unit s combat potential without reducing command prestige or responsibility 2 This manual standardizes ground and flight procedures but does not include tactical doctrine Compliance with the stipulated manual requirements and procedures is mandatory except as authorized herein In order to remain effective NATOPS must be dynamic and stimulate rather than suppress individual thinking Since aviation is a continuing progressive profession it is both desirable and necessary that new ideas and new techniques be expeditiously evaluated and incorporated if proven to be sound To this end Commanding Officers of aviation units are authorized to modify procedures contained herein in accordance with the waiver provisions established by OPNAV Instruction 3710 7 for the purpose of assessing new ideas prior to initiating recommendations for permanent changes This manual is prepared and kept current by the users in order to achieve maximum readiness and safety in the most efficient and economical manner Should conflict exist between the training and operating procedures found in this manual
542. r provides separation by maneuvering the aircraft to avoid it When pilots accept responsibility to maintain visual separation they must maintain constant visual surveillance and not pass the other aircraft until it is no longer a factor Note Traffic is no longer a factor when during approach phase the other aircraft is in the landing phase of flight or executes a missed approach during departure or en route traffic is no longer a factor when the other aircraft turns away or is on a diverging course A pilot acceptance of instructions to follow another aircraft or provide visual separation from it is an acknowledgment that the pilot will maneuver the aircraft as necessary to avoid the other aircraft or to maintain in trail separation In operations conducted behind heavy jet aircraft it is also an acknowledgment that the pilot accepts the responsibility for wake turbulence separation Note When a pilot has been told to follow another aircraft or to provide visual separation from it the pilot should promptly notify the controller if visual contact with the other aircraft is lost or cannot be maintained or if the pilot cannot accept the responsibility for the separation for any reason Scanning the sky for other aircraft is a key factor in collision avoidance Pilots and copilots or the right seat passenger should continuously scan to cover all areas of the sky visible from the cockpit Pilots must develop an effective scanning techniqu
543. r Approach Control is being utilized 28 11 SPEED ADJUSTMENTS ATC will issue speed adjustments to pilots of radar controlled aircraft to achieve or maintain required or desired spacing ATC will express all speed adjustments in terms of knots based on Indicated Airspeed IAS in 10 knot increments except that at or above Flight Level FL 240 speeds may be expressed in terms of Mach numbers in 0 01 Mach increments The use of Mach numbers is restricted to turbojet aircraft with Mach meters Pilots complying with speed adjustments are expected to maintain a speed within plus or minus 10 knots or 0 02 Mach number of the specified speed Unless pilot concurrence is obtained ATC requests for speed adjustments will be in accordance with the following minimums 1 To aircraft operating between FL 280 and 10 000 feet a speed not less than 250 knots or the equivalent Mach number 2 To turbine powered aircraft operating below 10 000 feet a A speed not less than 210 knots except b Within 20 flying miles of the airport of intended landing a speed not less than 170 knots 3 Reciprocating engine or turboprop aircraft within 20 flying miles of the runway threshold of the airport of intended landing a speed not less than 150 knots 4 departing aircraft a Turbine powered aircraft a speed not less than 230 knots b Reciprocating engine aircraft a speed not less than 150 knots 28 7 ORIGINAL NAVAIR 00 80 112
544. r a helicopter point in space approach the prescribed visual reference with the surface is established Also if at any time during the approach the controller considers that safe guidance for the remainder of the approach cannot be provided the controller will terminate guidance and instruct the pilot to execute a missed approach Similarly guidance termination and missed approach will be effected upon pilot request and for civil aircraft only controllers may terminate guidance when the pilot reports the runway airport heliport or visual surface route point in space approach in sight or otherwise indicates continued guidance is not required Radar service is automatically terminated at the completion of a radar approach ORIGINAL 30 32 NAVAIR 00 80 112 Note The published MDA for straight in approaches will be issued to the pilot before beginning descent When a surveillance approach will terminate in a circle to land maneuver the pilot must furnish the aircraft approach category to the controller The controller will then provide the pilot with the appropriate MDA ASR approaches are not available when ATC facility is using Center Radar Approach Control CERAP 3 A no gyro approach is available to a pilot under radar control who experiences circumstances wherein the directional gyro or other stabilized compass is inoperative or inaccurate When this occurs the pilot should so advise ATC and request a no gyro vector
545. r might unknowingly vector an aircraft through areas of intense precipitation so the pilot will be advised of possible flight through precipitation not visible on the radarscope 25 3 RADAR APPROACH PROCEDURES 25 3 1 Radar Approaches Radar control is one of the most precise methods used for accomplishing an instrument approach A radar approach system consists of Airport Surveillance Radar ASR and or Precision Approach Radar PAR controllers and associated communication equipment Controllers interpret radar displays and transmit course and glideslope information to the pilot As directed the pilot maneuvers the aircraft to a position from which it can safely land Information as to radar availability frequencies minimums glideslope angle and type of approach can be found in Flight Information Publications FLIP The FLIP terminal approach charts provide runway and airfield pictorial presentations i e obstructions approach lighting length and width of runways and the relative positions of navigational aids When planning for a radar approach check the en route supplement terminal charts and Notices to Airmen 5 There are three basic types of approaches the precision approach the nonprecision surveillance approach and the Automated Carrier Landing System ACLS automatic approach The precision approach provides the pilot with precise course glideslope and range information The surveillance approach provides on
546. r transmitter transponder Radar pulses transmitted from searching transmitter receiver interrogator site received in the cooperative equipment and used to trigger a distinctive transmission from the transponder This reply transmission rather than a reflected signal is then received back at the transmitter receiver site for processing and display at an air traffic control facility radar advisory Term used to indicate that the provision of advice and information is based on radar observation radar contact term air traffic controllers use to indicate that an aircraft is identified on the radar display and that radar service can be provided until radar identification is lost or radar service is terminated when the aircraft is informed of RADAR CONTACT it automatically discontinues reporting over compulsory reporting points radar flight following The general observation of the progress of identified aircraft targets to retain their identity sufficiently or the observation of the movement of specific radar targets radar handoff That action whereby radar identification of radio communications with and unless otherwise specified control responsibility for an aircraft is transferred from one controller to another without interruption of radar flight following radar identification The process of ascertaining that a radar target is the radar return from a particular aircraft radar service term th
547. raft about its lateral axis Roll is the movement of the aircraft about its longitudinal axis Yaw is the movement of the aircraft about its vertical axis Power control is the adjustment of engine or accessory controls to alter thrust and therefore the thrust drag relationship When necessary the appropriate control is applied by reference to the power indicator s in the cockpit Power is not generally affected by such factors as turbulence improper trim or inadvertent aircraft control pressures Figure 17 2 Figure 17 1 Attitude Instrument Flying 17 1 ORIGINAL NAVAIR 00 80 112 YAW ROTATION ABOUT VERTICAL AXIS ROLL ROTATION ABOUT LONGITUOINAL AXIS N PITCH ROTATION ABOUT LATERAL AXIS IFM F059 Figure 17 2 Control Axes of an Aircraft After interpreting the pitch bank or yaw attitude from the applicable instruments control pressures are exerted to attain the desired attitude 17 2 1 Attitude Control Proper control of aircraft attitude is the result of maintaining a constant attitude smoothly changing the attitude a definite amount and knowing when and how much to change the attitude Aircraft attitude control is accomplished by proper use of the attitude indicator The attitude indicator provides an immediate direct and corresponding indication of any change in aircraft pitch or bank attitude In addition by means of the attitude indicator small pitch or bank changes are easily seen and cha
548. raft should make every effort to circumnavigate or overfly these cells rather than fly through or under the cells The reason for such action is that because the point where the cell will reach the mature stage cannot be predicted aircraft flying through or under these cells could be exposed to unexpected downdrafts that could produce disastrous effects especially when operating at low altitudes or involved in the landing or approach phases of flight 6 1 1 2 Mature Stage The mature stage is often called the precipitation or hail stage This stage begins when precipitation from the cell first reaches the ground The beginning of this surface rain also indicates the presence of both updrafts and downdrafts within and adjacent to the cell Normally a cell that has reached the mature stage will have reached a height of 20 000 feet Above Ground Level AGL or more As raindrops begin to fall within the cell the frictional drag between the drops and the surrounding air causes the air to begin a downward motion The descending saturated air eventually reaches a level where it is colder and denser than the surrounding air Consequently its rate of downward motion is accelerated thus creating a downdraft Shortly after rain initially starts to fall the updraft within the cell will reach its maximum speed The speed of updrafts increases with altitude whereas downdrafts are usually strongest at the middle and lower levels The mature stage of a thunderstorm
549. rd 30 Always read direction from the aircraft position to the desired fix Turn to this heading and apply wind correction As the distance from the center to the edge of the compass card represents 60 nm the diameter of the card provides a 120 nm scale The distance between the aircraft fix and the desired fix may be determined using this scale approximately 65 miles in the example The Estimated Time En Route ETE to the desired fix may then be determined by applying aircraft groundspeed For better accuracy repeat the entire technique occasionally while en route Figure 22 14 ORIGINAL 22 14 NAVAIR 00 80 112 22 2 3 9 Holding Holding is maneuvering an aircraft in relation to a navigational fix while awaiting further clearance Initial entry for TACAN holding is identical to that described earlier for VOR except a TACAN DME fix is substituted for a VOR as the holding fix The standard no wind holding pattern is flown by following a specified holding course inbound to the holding fix making a 180 turn to the right flying a heading outbound to parallel the holding course and making another 180 turn to the right to intercept and follow the holding course to the fix The length of the legs while using TACAN is usually specified in nautical miles Pilots should not confuse TACAN holding fix radial distance with the TACAN station when considering the direction of holding As illustrated in Figure 22 15 the direction of hold
550. re 18 8 If available drag devices may be used for relatively large or rapid airspeed reductions If used it is normally best to reduce the power to the estimated setting that will maintain altitude at the new airspeed and then extend the drag device s Extending or retracting the drag devices may induce a pitch change To overcome this tendency note the nose attitude on the attitude indicator just before operating the drag devices and then maintain that attitude constant as they are extended or retracted When approaching the new airspeed retract the drag devices and adjust power if required 18 3 2 Level Turns Many of the pitch bank and power principles discussed in maintaining straight and level flight apply while performing level turns Performing a level turn requires an understanding of several factors how to enter the turn how to maintain bank altitude and airspeed during the turn and how to recover from the turn ORIGINAL 18 8 NAVAIR 00 80 112 IMMEDIATELY AFTER TURNING It may be necessary to maintain this HEADING COMPASS indication due to precession ATTITUDE ALTITUDE ATTITUDE INDICATION PRIOR TO TURN ATTITUDE _ TURN amp SLIP Figure 18 7 Effects of Precession on Attitude Indicators 18 9 ORIGINAL NAVAIR 00 80 112 REDUCE POWER CORRECT AIRSPEED 1 AIRSPEED 8 KNOTS HIGH PERCENT R P M ATTITUDE VERTICAL VELOCITY TURN amp SLIP Figure 18 8
551. re 21 25 ORIGINAL 21 34 NAVAIR 00 80 112 MAKE A LEVEL TURN TOWARD THE PUBLISHED PENETRATION COURSE SET OUTBOUND COURSE IN COURSE SELECTOR WINDOW OBTAIN APPROACH CLEARANCE REDUCE AIRSPEED TO PENETRATE START DESCENT WHEN AIRSPEED QR LESS ESTABLISHED ON A SEGMENT OF THE APPROACH SET INBOUND COURSE IN COURSE SELECTOR WINDOW 4 DESCEND TO PUBLISHED FINAL APPROACH FIX ALTITUDE PERFORM PENETRATION TURN AS PUBLISHED INTERCEPT AND MAINTAIN NOTE THE TIME PUBLISHED INBOUND COURSE CALL CONTROLLING AGENCY 4 AN MAINTAIN IN TIN BOUND COURSE 5 TOPUBLISHED MINIMUM DESCENT DO NOT hm ALTITUDE _ DESCEND BELOW PENETRATION TURN ALTITUDE UNTIL ON COURSE INBOUND 4358 MAKEDONIA 1675 USN JAL 2229 HAFC THESSALONIKI GREECE ATIS 127 55 MAKEDONIA APP CAUTION Ropidly rising terrain with obstacles opprox 3 3 NM SE VOR MISSED APPROACH qi5 7 1160 Climbing rigi righ w m 8 225 then righ 1 10 4800 1028 1100 4800 p me 4800 Bu 5 1018 4800m Boa 1200 4800 Ox li Yo ircling not authorized of Rwy 10 28 ond E of Rwy 16 34 REIL Rey 10 28 16 34 HIRL Rwy 10 28 16 34 HI VOR RWY 10 409311229387 THESSALONIKI GREECE MAKEDONIA LGTS Figure 21 25 VOR Non DME Teardrop High Altitude Approach 21 35 ORIGINAL 00 80 112 Perform the missed appro
552. rea to another often has a great modifying effect causing the front to be regenerated in some instances and to be dissipated in others Transition affects waves and cyclones as well as fronts When dissipating extratropical cyclones enter regions of frontogenesis and cyclogenesis they are frequently regenerated into active disturbances This is usually caused by an influx of warm moist air to the east and cold air to the west of the center In a situation in which a well defined cyclone associated with a front or fronts moves eastward over the Rocky Mountains the frontal system is usually weakened by the time it descends the eastern slopes If there is an influx of warmer moist air from the Gulf of Mexico the frontal system is regenerated as it moves eastward If the circulation to the east of the mountain range is such that no moist air is drawn into the cyclone or frontal system frontolysis the process of a front weakening or dissolving takes place Frontal systems moving from water to land areas tend to weaken if an influx of moist air is not brought into the situation on the other hand a frontal system moving from land areas to water areas is generally regenerated by the influx of moist air For example a frontal system may become quasi stationary in the vicinity of the east coast of the United States This frontal system is usually oriented in a northeast southwest direction and occurs mostly during the summer and autumn months when outb
553. reaks of continental polar air cP move southeastward over the states These fronts usually lose their intensity over the southern states and movement ceases Frequently stable waves develop and travel along this frontal system causing unfavorable weather conditions When these waves move out to sea and warmer moist air is brought into them they become unstable waves and are regenerated as they move across the ocean 4 9 ORIGINAL NAVAIR 00 80 112 1 Cold Warm m ae Colder VASA nom Stagnant Warm Air IFM F010 Figure 4 9 Effect of Mountains on a Cold Front ORIGINAL 4 10 NAVAIR 00 80 112 IFM F011 Figure 4 10 Effect of Mountains on a Warm Front 4 11 4 12 blank ORIGINAL NAVAIR 00 80 112 5 Tropical Meteorology 5 1 INTRODUCTION With the advent of satellite data and the application of high speed computers the quality of forecasts for tropical regions has improved greatly The most effective rule of thumb used in forecasting in the tropics is to identify areas where a change in the normal weather pattern s is taking place then determining what atmospheric feature is inducing said change When viewing tropical weather in general significant weather may occur over or adjacent to land areas or in areas affected by certain atmospheric features Two significant features that are worthy of discussion are tropical waves and areas of converging w
554. received The marker beacon light s on the course indicator lights to indicate proximity to a 75 MHz marker beacon e g ILS outer or middle marker As the aircraft flies through the marker beacon signal pattern the light flashes in Morse code indicating the type of beacon being overflown The marker beacon light is not used in conjunction with VOR or TACAN 16 11 ORIGINAL NAVAIR 00 80 112 16 5 FLIGHT DIRECTOR SYSTEM Flight Director Systems FDS are essentially practical arrangements or groupings of various flight instruments such as an attitude indicator director a position indicator and a computer The flight director computer receives position information from the navigation systems and attitude information from the attitude gyro Depending upon the modes available and selected the computer supplies pitch and or bank commands to the pitch bank steering bars of the attitude indicator The functions of the computer vary with the systems used and the number of inputs provided Navigation Aids NAVAIDs data link Doppler and may be processed electronically by the system Refer to the appropriate NATOPS flight manual for the specific capabilities of the system installed in your aircraft 16 6 OTHER POSITION INSTRUMENTS Modern naval aircraft are tending toward more sophisticated instruments for determining aircraft position Some of these systems include radar inertial and computerized visual displays These systems are explained
555. received to execute a procedure turn When a teardrop procedure turn is depicted and a course reversal is required this type turn must be executed When a holding pattern replaces a procedure turn the holding pattern must be followed except when radar vectoring is provided or when NoPT is shown on the approach course The recommended entry procedures will ensure the aircraft remains within the holding pattern protected airspace As in the procedure turn the descent from the minimum holding pattern altitude to the final approach fix altitude when lower may not commence until the aircraft is established on the inbound course Where a holding pattern is established in lieu of a procedure turn the maximum holding pattern airspeeds apply The absence of the procedure turn barb in the plan view indicates a procedure turn is not authorized for that procedure 30 29 ORIGINAL NAVAIR 00 80 112 30 9 TIMED APPROACHES FROM HOLDING Timed approaches may be conducted when the following conditions are met 1 A control tower is in operation at the airport where the approaches are conducted 2 Direct communications are maintained between the pilot and the center or approach controller until the pilot is instructed to contact the tower 3 If more than one missed approach procedure is available none require a course reversal 4 If only one missed approach procedure is available the following conditions are met a Course reversal is not
556. related to GPS equipment varies with the mode of operation and the type of equipment Refer to your flight manual Unlike traditional ground based NAVAIDs GPS course sensitivity is normally linear regardless of the distance from the waypoint Typically the following modes provide the indicated CDI scaling ORIGINAL 26 4 NAVAIR 00 80 112 26 2 8 1 En Route Mode En route phase prior to the execution of the instrument approach the display sensitivity full scale deflection is 1 times the RNP value either side of centerline En route obstacle clearance area is based on the RNP value Aircrews shall not assume the primary protected containment for the route of flight en route is 10 nm refer to specific aircraft NATOPS or FMS user s manual 26 2 8 2 Terminal Approach Mode Upon activation of the approach mode the display sensitivity should smoothly transition from a full scale deflection of en route RNP to terminal RNP by 30 nm from the destination airport Aircrew are reminded that the obstacle clearance area reduces as the RNP value transitions from en route to terminal The approach mode must be active to proceed past the final approach fix on a nonprecision approach FLY OVER WP DIRECT TO FIX LEG Figure 26 3 Direct to Fix Leg Type 26 5 ORIGINAL 00 80 112 COURSE 150 Figure 26 4 Course to Fix Leg Type ARC CENTER POINT Figure 26 5 Radius to Fix Leg Type ORIGINAL 26 6 NAVAIR 00 80 11
557. rent aircraft in the same airspace Pilots are urged to observe COPs to the fullest extent 29 7 REDUCED VERTICAL SEPARATION MINIMUMS RVSM Reduced Vertical Separation Minimums RVSM reduce the vertical separation between FL 290 to 410 from 2 000 feet to 1 000 feet and make six additional FLs available for operation The additional FLs enable more aircraft to fly more time fuel efficient profiles and provide the potential for enhanced airspace capacity RVSM operators must receive authorization from the appropriate civil aviation authority RVSM aircraft must meet required equipage and altitude keeping performance standards Operators must operate in accordance with RVSM policies procedures applicable to the airspace where they are flying Additional information is found in the Aeronautical Information Manual Federal Aviation Regulation AIM FAR 29 8 HOLDING Whenever an aircraft is cleared to a fix other than the destination airport and delay is expected it is the responsibility of the ATC controller to issue complete holding instructions unless the pattern is charted an EFC and best estimate of any additional en route terminal delay Note Only those holding patterns depicted on U S government or commercially produced meeting FAA requirements low high altitude en route area or Standard Terminal Arrival STAR charts should be used If the holding pattern is charted and the controller does not issue complete holding instructions t
558. repare to enter the busy environment of the terminal area it is important to maintain a high level of situational awareness using all available means Monitor all ground based NAVAIDs that are available to you bearing pointers etc as GPS approaches are flown point to point With GPS selected the bearing pointer on your HSI and distance measurement DME readout may be to the next waypoint not necessarily to the field 26 5 6 Be Prepared to Use Traditional NAVAIDs Experience has shown situational awareness can deteriorate when flying GPS approaches if the sequence of events does not go as planned Be prepared to go to your backup plan if you become disoriented while flying the GPS approach 26 5 6 1 Be Wary of Heads Down Operating with GPS in the terminal area tends to be more heads down than normal especially when things do not go as planned Being intimately familiar with your GPS equipment and thoroughly preparing for the approach will allow you more time to clear for other traffic 26 11 ORIGINAL NAVAIR 00 80 112 26 5 6 2 GPS is a New Form of Flying Flying GPS approaches involves a new way of flying for most military pilots Setting up a GPS receiver for an approach usually involves many more operations than are required to configure traditional navigation equipment The sequence of events is critical to success Setup routines are not always intuitive requiring pilots to be thoroughly familiar with their equipm
559. required b Reported ceiling and visibility are equal to or greater than the highest prescribed circling minimums for the IAP 5 When cleared for the approach pilots shall not execute a procedure turn 14 CFR Section 91 175 Although the controller will not specifically state that timed approaches are in progress the assigning of a time to depart the final approach fix inbound nonprecision approach or the outer marker or fix used in lieu of the outer marker inbound precision approach is indicative that timed approach procedures are being utilized or in lieu of holding the controller may use radar vectors to the final approach course to establish a mileage interval between aircraft that will ensure the appropriate time sequence between the final approach fix outer marker or fix used in lieu of the outer marker and the airport Each pilot in an approach sequence will be given advance notice as to the time they should leave the holding point on approach to the airport When a time to leave the holding point has been received the pilot should adjust the flight path to leave the fix as closely as possible to the designated time Figure 30 14 Example At 12 03 local time in the example shown a pilot holding receives instructions to leave the fix inbound at 12 07 These instructions are received just as the pilot has completed turn at the outbound end of the holding pattern and is proceeding inbound toward the fix Arriving back over the
560. reviewing and being familiar with weather conditions for the area in which flight is contemplated Before obtaining a flight clearance a pilot must receive a weather briefing where services are available the briefing shall be conducted by a qualified meteorological forecaster These briefings may be conducted in person or when available via weathervision telephone or by autographic means Additionally a DD Form 175 1 Flight Weather Briefing shall be completed for all flights in accordance with OPNAVINST 3710 7 series Due to the perishable nature of meteorological data and in an effort to ensure aviators have the most up to date information all weather briefings will be assigned a briefing void time The briefing void time shall not exceed the weather briefed time by more than 3 hours and it shall never exceed the planned departure time by more than 30 minutes This time may be extended when in the opinion of the meteorologist conditions are such that a review of the initial form and the deletion addition of pertinent data is such that a formal rebriefing is not required When extending void times the rule stated above applies with the exception that the weather rebriefed at time is used as the base time Flights departing after void time expiration are in violation of OPNAVINST 3710 7 series because for record purposes the briefing never took place as the official record of the briefing is no longer valid Requests for ex
561. rfaces Figures 4 5 and 4 6 provide a vertical cross section of warm and cold type occlusions respectively and Figure 4 7 provides occlusions in the horizontal and associated upper front 4 3 4 Stationary Fronts When a front is stationary the cold airmass as a whole does not move either toward or away from the front In terms of wind direction this means that the wind above the friction layer blows neither toward nor away from the front but parallel to it It follows that the isobars too are nearly parallel to a stationary front This characteristic makes it easy to recognize a stationary front on a weather map The frictional inflow of warm air toward a stationary front causes a slow upglide of air on the frontal surface As the air is lifted to and beyond its lifting condensation level clouds form in the warm air above the front If the warm air in a stationary front is stable the clouds are stratiform Drizzle may then fall and as the air is lifted beyond the freezing level icing conditions develop and light rain or snow may fall At very high levels above the top of the front ice clouds are present If the warm air is conditionally unstable and sufficient lifting occurs the clouds are then cumuliform or stratiform with cumuliform protuberances If the energy release is great warm moist unstable air thunderstorms result Rainfall is generally showery WARM AIR COLD AIR COLDER AIR WARM TYPE OCCLUSION IFM F06 Fig
562. ritime tropical air is moving with a strong southerly wind current the maritime polar air may overrun the maritime tropical air This results in extremely heavy showers and violent thunderstorms and is one of the conditions under which tornadoes occur If colder stagnant air lies to the lee side of the mountain range the cold front on passing over the range does not reach the surface and travels as an upper cold front Under this condition frontal activity is at a minimum This situation does not continue indefinitely either the stagnant air mixes with the air above and the surface of separation becomes spread out or the cold front breaks through to the ground with the development of thunderstorms and squalls As a cold front passes a mountain range it may develop a bulge or a wave as a portion of the front is retarded In the case of an occlusion a new and separate cyclone circulation may occur at the peak of the warm sector as the occluded front is retarded by a mountain range In general it may be said that the area of precipitation is widened as the front approaches the range and that there is increased intensity of the precipitation area and cloud system on the windward side of the range and a decrease on the leeward side Figure 4 9 Consider the effect of a mountain range on a warm front When a warm front approaches a mountain range the upper section of the frontal surface is above the effects of the mountain range and does not come u
563. rker During periods of routine or emergency maintenance the coded identification or code and voice where applicable will be removed from ILS localizers but not from Non Directional Beacon NDB compass locators or 75 MHz marker beacons Figure 24 1 Note ILS minimums with all components operative normally establish a DH decision height MSL with a Height Above Touchdown HAT of 200 feet and a visibility of one half statute mile 24 2 2 Airborne Equipment The control panel for tuning the ILS localizer is the same as that used for VHF Omnidirectional Range VOR in most aircraft The glideslope receiver is automatically tuned when the localizer frequency is selected A course indicator is used in this chapter to illustrate procedures for flying ILS The flight director display is illustrated in Figure 24 3 The radio magnetic indicator has no function with ILS frequencies however bearing information to other radio facilities compass locators TACAN etc can be of considerable value available navigation equipment should be used when appropriate during any approach 24 2 2 1 ILS Channel Frequency ILS are being commissioned utilizing all 20 channels allotted to ILS by International Civil Aviation Organization ICAO in Aeronautical Telecommunications Annex 10 Aircraft equipment should be checked to ensure the receiving capability of all channels ORIGINAL 24 4 NAVAIR 00 80 112 24 3 ILS PROCEDURES 24 3 1 Perfo
564. rming the ILS Approach Information for planning an ILS and transitioning to it from other Navigation Aids NAVAIDs is found in the terminal flight information publications Figure 24 2 The approach should be considered in its entirety from en route transition through landing or missed approach Refer to other Flight Information Publications FLIP documents such as Planning and the En Route IFR Supplement Pilots should tune the ILS receiver and identify and monitor the localizer identification signal as soon as practical during the transition procedure The course and glideslope indicators are reliable only when 1 their warning flags are not displayed 2 the localizer identifier is received and 3 the aircraft is within the usable range of the equipment The localizer is considered reliable within 18 miles of the transmitter within 10 or 10 miles within 35 of the course centerline unless the published approach depicts a transition point at a farther distance The glideslope interception point and altitude are designated on the terminal chart the glideslope is considered reliable within 10 miles of the transmitter provided the aircraft is on the localizer course Before localizer interception set the published front course in the course selector window so that the aircraft heading localizer relationship is displayed on the course indicator The transition may require a large turn onto the localizer course e g a teardrop penetration or proc
565. rom other IFR aircraft will be maintained under these circumstances Visual approaches reduce pilot controller workload and expedite traffic by shortening flightpaths to the airport It is the pilot s responsibility to advise ATC as soon as possible if a visual approach is not desired Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan cancellation responsibility Radar service is automatically terminated without advising the pilot when the aircraft is instructed to change to advisory frequency 30 20 CHARTED VISUAL FLIGHT PROCEDURE CVFP CVFPs are charted visual approaches established for environmental noise considerations and or when necessary for the safety and efficiency of air traffic operations The approach charts depict prominent landmarks courses and recommended altitudes to specific runways CVFPs are designed to be used primarily for turbojet aircraft These procedures will be used only at airports with an operating control tower Most approach charts will depict some NAVAID information which is for supplemental navigational guidance only Unless indicating a Class B airspace floor all depicted altitudes are for noise abatement purposes and are recommended only Pilots are not prohibited from flying other than recommended altitudes if operational requirements dictate When landmarks used for navigation are not visible at night the approach will be annotated PROCEDURE NOT
566. rom the wingtip position indicates the magnitude and direction of turn required to place the pointer on the wingtip position Turn to this predetermined heading If the bearing pointer is not within 5 of the wingtip position after you have made the turn make a corrective turn to place it on the wingtip Note the exact time at the completion of this turn and maintain a constant heading until the pointer shows a bearing change of 5 to 20 Figure 23 5 23 1 1 6 Tracking It is possible to maintain a course to or from a station using the radio compass bearing pointer regardless of whether the compass card is working properly or not because the bearing pointer will point to the station and show the relative bearing of the aircraft to the station 23 1 1 6 1 Inbound After completing a turn to course maintain heading until the bearing pointer shows a deflection from the desired course Turn toward the pointer and beyond a sufficient number of degrees to return to course After reintercepting course with the correct wind drift correction applied the pointer will continue to point to the desired course and be displaced from the top index the number of degrees equal to the applied drift correction If the pointer moves toward the top index the correction is too small if it moves away from the top index the correction is too large Figure 23 6 23 7 ORIGINAL NAVAIR 00 80 112 COM e 120 37 134 85 e DME H NAV1 e 117 80
567. roper aircraft heading localizer course relationship set the published front course in the course selector window When inbound on the back course or outbound on the inbound course the heading pointer will be in the bottom half of the course indicator Turning to place it toward the CDI in the lower half of the instrument case will correct the aircraft toward course Back course approaches are flown using techniques similar to those for localizer approaches 24 11 ORIGINAL NAVAIR 00 80 112 PUBLISHED FRONT COURSE SET IN COURSE SELECTOR WINDOW A 1 LOC BACK COURSE ROACH Figure 24 5 Course Indicator Presentations ORIGINAL 24 12 BROWNSVILLE TEXAS LOC I BRO cns Ry 1 7400 Elev 110 3 Chan 40 VALLEY APP CON 119 5 257 6 LOCALIZER 110 3 BRO Chan 40 MATAMOROS 114 3 MAM Chan 90 308 5 1 NM from FAF MIRL Rwy 17 35 HIRL Rwy 13R 31L TAF o 4 4 NM NAVAIR 00 80 112 AL 61 FAA LOC BC RWY 31L BROWNSVILLE SOUTH PADRE ISLAND INTL BRO MISSED APPROACH Climb to 1900 direct BR LOM and hold BROWNSVILLE TOWER 118 9 239 3 GND CON UNICOM 121 9 BROWNS OE 116 3 BR Chan 110 1900 157 5 3 BACK COURSE CALIA INT Remain within 10 NM VGSI and descent angles not coincident Disregard Glide Slope Indications CATEGORY 31L 340 1 320 400 1 580 2 4 24 2 56 2 12 1 46 1 28 TE
568. rpose and they are depicted on the terminal chart by the letters OM and MM Outer Marker and Middle Marker An additional beacon called an Inner Marker IM may also be installed The beacons are identified in the aircraft visually marker beacon light and or aurally depending on aircraft equipment The reception area of the aural signal is larger than that of the visual signal Marker beacons are not installed for navigation purposes but merely to indicate a fix on the localizer course The Outer Marker OM is normally located 4 to 7 miles from the end of the runway Outer marker identification consists of continuous dashes Aurally the dashes are comparatively low pitched 400 Hz The published altitude at the outer marker is what the altimeter should indicate when the aircraft is over the marker and on the glideslope however there are no specific limits The outer marker altitude may also be the procedure turn or glideslope interception altitude 24 3 ORIGINAL NAVAIR 00 80 112 The Middle Marker MM is located approximately 3 500 feet from the runway and is identified by alternating dots and dashes The aural signal is comparatively high pitched 1 300 Hertz and easily distinguished from the outer marker signal This is also the position where an aircraft on glidepath will be at an altitude of approximately 200 feet above the elevation of the touchdown zone The IM where installed will indicate a point at which an aircraft is at a
569. rred when using the magnetic compass as a heading reference an alternate method may be used Turns to headings can be made by applying control pressures to roll out of a turn when reaching a predetermined lead point on the magnetic compass When using the magnetic compass in this manner the aircraft angle of bank should not exceed 15 in order to minimize dip error Dip error must also be considered in computing the lead point at which to begin rolling out of a turn This is particularly noticeable when turning to a heading of north or south For example turns to north require a normal lead point plus a number of degrees equal to the flight latitude Turns to south require turning past the desired heading by a number of degrees equal to the flight latitude minus the normal lead This error is negligible when turning to east or west therefore use the normal amount of lead when turning to either of these headings PUSH HARD TURN AND SLIP DEGREES TO iM aW BE TURNED ww 4 MIN TURN MAINTAIN 1 2 STANDARD RATE TURN INDICATION Figure 18 13 Performing the Timed Turn 18 17 ORIGINAL 00 80 112 18 6 2 Attitude Indicator Failure The attitude indicator is the single most important instrument required for instrument flight Since failures of the attitude gyro do occur all pilots must be proficient at controlling the aircraft under instrument conditions without the use of this instrument The primary attitude control nose a
570. rsonnel shall not participate in flight duties or perform low pressure chamber runs for 4 days following donation of 450 cc of blood 1 pint ORIGINAL 10 2 NAVAIR 00 80 112 11 Prevention of Spatial Disorientation 11 14 GENERAL In the prevention of spatial disorientation there are primarily two aspects training and experience 11 2 TRAINING The training aspect includes lectures and reading material on the unreliability of bodily senses in flight and factors favoring disorientation Most important are the training and qualifications of learning to fly by instruments and maintaining proficiency in instrument flight Training in controlled spatial disorientation situations is also helpful A number of maneuvers can be used to demonstrate spatial disorientation Each maneuver normally creates a specific reaction however any reaction resulting in a false sensation is effective The purpose of these maneuvers is to help pilots understand how susceptible the human system is to disorientation They demonstrate that interpretations of aircraft attitudes from bodily sensations are frequently false and unrealistic and provide a better understanding of how disorientation relates to aircraft motion and head movement They instill in the pilot a greater confidence in flight instrument interpretation by the sense of sight to determine the aircraft attitude The following spatial disorientation maneuvers are selected because of their rela
571. rstorms have attained a height greater than 70 000 feet Normally the maximum height of a thunderstorm will be between 40 000 and 45 000 feet In general airmass thunderstorms extend to greater heights than frontal types 6 1 1 4 Severe Thunderstorms Less frequently encountered but far more dangerous severe thunderstorms are capable of producing surface wind gusts in excess of 50 knots hail three fourths of an inch or greater and in some cases tornadoes They are normally found within squall lines or in airmass situations either singularly or embedded in lines or clusters primarily during the spring and summer in the midwestern and southeastern United States Severe thunderstorms often reach massive proportions covering an area of hundreds of square miles and produce an extensive cirrus shield from their anvil top which may spread over an area of nearly 1 000 square miles A confrontation with a severe thunderstorm should be avoided at all costs WARNING The penetration of a thunderstorm regardless of its stage of development or level of intensity should never be attempted ORIGINAL 6 2 NAVAIR 00 80 112 6 1 2 Thunderstorm Weather 6 1 2 1 Precipitation Liquid precipitation may be ascending if encountered in a strong updraft it may be suspended seemingly without motion yet extremely concentrated or it may be falling to the ground Rain is found in almost every case below the freezing level The greatest incidence of he
572. rtance however the pilot should become familiar with the factors to be considered in dividing attention between instruments properly The pilot should also know the symptoms that enable recognition of correct and incorrect scan technique These factors and symptoms are discussed in the following paragraphs As an example of how improper scanning occurs consider the case of a pilot attempting to reduce the airspeed and hold straight and level flight As the power is reduced the pilot observes the engine performance gauge so closely in order to make the proper adjustments that the pilot neglects to observe the additional instruments that would indicate a deviation from straight and level flight This failure to maintain a systematic and effective instrument scan is one of the major causes of poorly executed flight maneuvers 17 3 5 Functions of Instruments Full Panel Scan The combination of a particular power setting and aircraft attitude will deliver a specific performance In simple terms Power Attitude Performance A thorough understanding of this principle is essential to building an efficient scan pattern Although the Vertical Speed Indicator VSI altimeter heading indicator airspeed indicator and turn needle ball are referred to as the position or performance instruments depending on aircraft maneuver it should be understood that the specific function of these instruments in a full panel scan depends on the maneuver being c
573. s WRSs have been linked to form a U S WAAS network Signals from GPS satellites are received by these precisely surveyed ground reference stations and any errors in the signals are identified Each station in the network relays the data to one of two Wide Area Master Stations WMSs where correction information for specific geographical areas is computed A correction message is prepared and uplinked to a geostationary communications satellite GEO via a Ground Uplink Station GUS This message is broadcast on the same frequency as GPS L1 1575 42 MHz to future GPS WAAS receivers onboard aircraft flying within the broadcast coverage area of WAAS Other modes of transportation also benefit from the increased accuracy availability and integrity that WAAS will deliver The WAAS broadcast message improves GPS signal accuracy from 100 meters to approximately 7 meters Planned expansion of the U S network will include Canada Iceland Mexico and Panama and has the potential to expand to other countries as well Additionally Japan and Europe are building similar systems that are planned to be interoperable with the U S WAAS The merging of these systems will create a worldwide seamless navigation capability similar to GPS but with greater accuracy availability and integrity On March 7 2006 the FAA declared that WAAS was performing to the level necessary to allow approaches to 200 feet DA WAAS has provided coverage to 99 percent of the continental
574. s imminent because the blundering aircraft will probably be on another frequency It is important that when a pilot receives breakout instructions he she assumes that a blundering aircraft is heading into his her approach course and begins the breakout as soon as safety allows 30 14 4 2 Communications To help in avoiding communication problems caused by stuck mikes and two parties talking at the same time two tower frequencies for each runway will be in use during ILS PRM approach operations The tower controller and the monitor controller will be broadcasting on both of the assigned frequencies The monitor controller has the capability of overriding the tower controller The pilots flying the approach will listen to both frequencies and only broadcast on the primary tower frequency If a breakout is initiated by the monitor controller and the primary frequency is blocked by another transmission the breakout instruction will be able to be heard on the second frequency Antiblocking technology installed in VHF radios might remove the requirement for the second VHF communications frequency in the near future ORIGINAL 30 38 NAVAIR 00 80 112 30 14 4 3 Hand Flown Breakouts The use of the autopilot is encouraged while flying an ILS PRM approach but the autopilot must be disengaged in the rare event that a breakout is issued Simulation studies of breakouts have shown that a hand flown breakout is initiated consistently faster than a breakout p
575. s intended to provide a single performance standard that can be used and applied to aircraft and aircraft equipment manufacturers airspace planners aircraft certification and operations pilots and controllers and international aviation authorities RNP can be related to obstacle clearance or aircraft separation requirements to ensure a consistent level of application c An RNP level or type is applicable to a selected airspace route or procedure The applicable RNP is expressed as a value that represents a distance in nautical miles from the intended position to the actual position of an aircraft It is within this distance that an aircraft would normally be expected to operate For general RNAV approach procedures RNP 0 3 is required d Pilots are advised to refer to the TERPS LANDING MINIMUMS DATA Section A of the U S Government Terminal Procedures books for aircraft approach eligibility requirements by specific RNP level requirements Aircraft meeting RNP criteria will have an appropriate entry including special conditions and limitations if any in the Aircraft Flight Manual AFM or its supplement This will only occur when it has been determined that the aircraft complies with the appropriate provisions of certification e Some aircraft have RNP approval in their without a GPS sensor The lowest level of sensors that the FAA will support for RNP service is DME DME however necessary DME NAVAID ground infrastructure may or
576. s react to the Earth s magnetic field and cause the compass card to indicate magnetic heading relative to magnetic north The compass card has letters for cardinal headings and numbers every 30 in between The last zero of the degree indication is omitted Between these numbers the card is graduated for each 5 Figure 15 1 The float assembly comprised of the magnetized needles compass card and float is housed in a bowl filled with acid free white kerosene This liquid dampens out excessive oscillations of the compass card and its buoyancy relieves part of the weight of the float from the bearings Mounted behind the compass glass face is a lubber or reference line by which compass indications are read If the face is broken the fluid is lost and the compass becomes inoperative The standby compass is used for training or cross check purposes and when any kind of failure renders the gyro stabilized compass useless One of the principal reasons for the reduced importance of the standby compass is the large and variable amount of deviation present Variable electrical loads armament and the position of the nose landing gear create deviation errors for which compass correction cards cannot provide sufficient tolerance The gyro stabilized compasses largely eliminate these errors The standby compass is so mounted that when the aircraft is in straight and level unaccelerated flight the vertical component of the Earth s magnetic field has no effe
577. se indicator are scaled in 5 increments up to 45 Airborne and ground VOR checkpoints and VOR test procedures are listed in FLIP Planning Section II TACAN DME checkpoints are normally established on the ground at most airfields Should a position indication error exist in excess of 4 through use of a ground check or 6 using an airborne check the gauge should not be considered as acceptable for IFR flight The TO FROM indicator shows whether the course selected if intercepted and flown will lead the aircraft to or from the selected navigation system The CDI bar displays the position of the selected course relative to the actual path of flight of the aircraft Turning the aircraft until the heading pointer points toward the CDI will correct the aircraft heading toward the selected course The four dots on the course deviation scale are used in conjunction with the course deviation indicator bar to signify a specific number of degrees right or left of the course The exact calibration varies between models of aircraft A course OFF flag will appear at the top of the gauge whenever the course information signal is too weak or unreliable to provide accurate course or course deviation information Should the course deviation information presented on the course indicator vary from that course information presented by the bearing pointers on the RMI BDHI or HSI whichever is in use the bearing pointer should be considered to be more accurate
578. se maneuvers develops good timing precision and smoothness in aircraft control and increases the speed of scanning Mastery of these maneuvers also will aid the pilot in recovery from unusual attitudes Prior to flight the pilot should consult the NATOPS flight manual for additional maneuvers performance characteristics and limitations 19 2 INSTRUMENT PATTERNS 19 2 1 Vertical S 1 S 2 S 3 S 4 The vertical S maneuvers are proficiency maneuvers designed to improve a pilot s cross check and aircraft control There are four types the 1 2 3 and 4 19 2 1 1 Vertical S 1 The vertical S 1 maneuver Figure 19 1 is a continuous series of rate climbs and descents flown on a constant heading The altitude flown between changes of vertical direction and rate of vertical speed must be compatible with aircraft performance The vertical S 1 should be flown at a constant airspeed 19 2 1 2 Vertical S 2 The vertical S 2 is the same as a vertical S 1 except that a 1 2 Standard Rate Turn SRT is maintained during the climb and descent The turn is established simultaneously with the initial climb or descent Figure 19 2 19 2 1 3 Vertical S 3 The vertical S 3 Figure 19 3 is the same as a vertical S 2 except that the direction of turn is reversed at the beginning of each descent Enter the vertical S 3 in the same manner as the vertical S 2 Figure 19 2 19 2 1 4 Vertical S 4 The vertical S 4 Figure 19 3 is the same as the vertical S 3
579. searching process may require up to 22 seconds Figure 22 6 22 2 2 TACAN Characteristics 22 2 2 1 Bearing Distance Unlock TACAN bearing and distance signals are subject to line of sight restrictions Because of the transmission reception principles unlock rotating of bearing pointer and or range indicator will occur if these signals are obstructed Temporary obstruction of TACAN signals can occur in flight when aircraft fuselage wing gear external stores or wingmen get between the ground and aircraft antenna Aircraft receiver memory circuits prevent unlock when signals are obstructed for short periods approximately 10 seconds for DME and 2 seconds for azimuth but beyond this unlock occurs and will persist until the obstruction is removed and search cycles are completed Unlock may occur during procedure or penetration turns or during maneuvers that cause the aircraft antenna to be obstructed for longer than 2 to 10 seconds ACTUAL IFM F0136 Figure 22 6 Slant Range Distance 22 5 ORIGINAL NAVAIR 00 80 112 22 2 2 2 Azimuth Cone of Confusion The structure of the cone of confusion over a TACAN station is considerably different from other navigational aids The azimuth cone can be up to 100 or more in width approximately 15 nm wide at 40 000 feet Indications on the aircraft instruments make it appear even wider to the pilot Approaching the TACAN station usable azimuth information is lost before the actual cone is reac
580. sed provided the pilot believes his her instrument indications and maintains proficiency in instrument flight In addition an understanding of the physiological basis of various illusions the flight conditions where these illusions may be expected and ways to prevent or overcome an episode of spatial disorientation effectively is of great importance 7 2 YOUR SENSES The ability to maintain equilibrium and orientation depends on sensations or signals from three sources These sensations come from the motion sensing organs of the inner ear vestibular system the postural senses of touch pressure and tension proprioceptive system and the sense of sight In the absence of good visual references the ability to maintain equilibrium and orientation based on the other senses is markedly reduced The three sensory systems function adequately for normal earthbound activities but when a person is subjected to the flight environment these organs may relay false information resulting in spatial disorientation or vertigo Figure 7 1 7 2 1 Motion Inner Ear The sense of motion originates in the inner ear The motion sensing organs are the otolith organs and semicircular canals Figure 7 2 7 2 2 Semicircular Canals The semicircular canals register rotational acceleration They can detect turns slips and skids during flight This organ consists of three canals oriented at right angles to each other so that angular accelerations in the pitch
581. service volumes of specified dimensions called class limits or categories An operational service volume has been established for each class in which adequate signal coverage and frequency protection can be assured To facilitate use of VOR VORTAC or TACAN aids consistent with their operational service volume limits pilot use of such aids for defining a direct route of flight in controlled airspace should not exceed the following 1 Operations above FL 450 Use aids not more than 200 nm apart These aids are depicted on en route high altitude charts 2 Operation off established routes from 18 000 feet Mean Sea Level MSL to FL 450 Use aids not more than 260 nm apart These aids are depicted on en route high altitude charts 3 Operation off established airways below 18 000 feet MSL Use aids not more than 80 nm apart These aids are depicted on en route low altitude charts 4 Operation off established airways between 14 500 feet MSL and 17 999 feet MSL in the conterminous U S H facilities not more than 200 nm apart may be used Increasing use of self contained airborne navigational systems that do not rely on the VOR VORTAC TACAN system has resulted in pilot requests for direct routes that exceed NAVAID service volume limits These direct route requests will be approved only in a radar environment with approval based on pilot responsibility for navigation on the authorized direct route Radar flight following will be provi
582. should compensate for wind in order to arrive at an outbound position from which a turn inbound will place the aircraft on the holding course This is normally accomplished by utilizing a larger drift correction on the outbound leg 21 3 12 1 2 Headwind or Tailwind Corrections After completing the first circuit of the holding pattern adjust the time outbound as necessary to provide the desired inbound time For example if the inbound leg was 30 seconds too long subtract 30 seconds from the outbound leg In extreme wind conditions even though the turn inbound is initiated when abeam the station the inbound leg may exceed the 1 or 1 1 2 minute limit In this case only is the pilot authorized to exceed the time limit inbound 21 3 12 1 3 Meeting an Expected Further Clearance Time EFC The holding pattern may be shortened never lengthened as required to meet the Expected Further Clearance Time EFC Planning to meet the EFC should be based on the point of departure from the holding pattern Two factors to consider in planning are the length of time required to make the two turns and the inbound leg time compared to the outbound leg 21 3 12 2 Approaches A limited number of VOR instrument approaches utilizing a VORTAC facility have been approved for use for TACAN equipped aircraft These procedures are identified by the phrase or TACAN printed adjacent to the name of the procedure e g VOR or TACAN Rwy 17 Approaches designated as VORTAC m
583. signed altitude or flight level for a newly assigned altitude or flight level When an altitude change will be made if operating on a clearance specifying VFR on top When unable to climb descend at a rate of at least 500 feet per minute When approach has been missed Request clearance for specific action e g to alternative airport another approach etc Change in the average true airspeed at cruising altitude when it varies by 5 percent or 10 knots whichever is greater from that filed in the flight plan The time and altitude or flight level upon reaching a holding fix or point to which cleared When leaving any assigned holding fix or point Note The reports in steps 6 and 7 may be omitted by pilots of aircraft involved in instrument training at military terminal area facilities when radar service is being provided ORIGINAL 29 4 00 80 112 8 Any loss in controlled airspace of VOR Tactical Air Navigation ADF low frequency navigation receiver capability Global Positioning System GPS anomalies while using installed IFR certified GPS GNSS receivers complete or partial loss of ILS receiver capability or impairment of air ground communications capability Reports should include aircraft identification equipment affected degree to which the capability to operate under IFR in the ATC system is impaired and the nature and extent of assistance desired from ATC Note
584. southeast The intense convergence found in this area produces widespread cloudiness and shower activity This is the most common type of easterly wave Figure 5 1 5 2 2 Neutral Wave With a neutral wave the bad weather is symmetrical around the trough line with the most intense weather occurring along the trough line This type of wave is vertical no slope and is typical of a wave that is intensifying 5 2 3 Unstable Wave This type of wave has the most violent weather and is often associated with the development of typhoons and hurricanes The weather associated with the unstable wave is ahead of the trough line and the wave slopes to the west with height 5 1 ORIGINAL NAVAIR 00 80 112 CONVERGENCE MOSTLY CLEAR WIDESPREAD CLOUDINESS WITH SKIES NUMEROUS SHOWERS AND THUNDERSHOWERS Figure 5 1 Vertical Cross Section of a Stable Easterly Wave 5 3 INTERTROPICAL CONVERGENCE ZONE The ITCZ appears as an extensive band of clouds and weather that is caused by the convergence of the northeast trade winds of the Northern Hemisphere and the southeast trade winds of the Southern Hemisphere In most cases the ITCZ has no sharp frontal discontinuity and its width may vary from 50 to 400 miles As the intensity of the converging wind fields may vary from place to place the extent of the weather associated with the zone will vary correspondingly in width and intensity The ITCZ is a migratory zone that reaches it northernmost posit
585. specifically prohibit use of a procedure turn Figure 21 27 An aircraft cleared to a holding fix other than the IAF then subsequently cleared for a straight in approach even if the aircraft has not yet entered holding is expected by ATC to proceed to the IAF via the holding fix to commence the approach If route of flight directly to the IAF is desired it should be so stated by the controller If doubt exists contact ATC to determine the correct route of flight ORIGINAL 21 36 NAVAIR 00 80 112 RIVERSIDE CALIFORNIA HI VOR RWY 32 Rwy ldg 13 300 VOR HDF APCH CRS 9 1498 113 4 315 j Elev 1535 JAL 348 USAF MARCH KRIV When ALS increase vis to 1 miles MISSED APPROACH Climb on R 315 to 4000 CAT D vis to 14 miles and CAT E vis to 2 miles Crossing the PDZ VORTAC R 080 turn left direct Circling not authorized NE of Rwy 14 32 Ropid rising terrain HDF VOR Climb and maintain 5000 and hold ATIS SOCAL APP CON MARCH TOWER GND CON CLNC DEL 134 75 239 05 134 0 278 3 127 65 EC 5 _ 421 75 335 8 121 75 335 8 PARADISE HEMET RYAN E ARPT CAUTION i Ultralights balloons ARPT parachutists in vicinity of Perris Valley Arpt COMGA INT 5 RADAR Fi CAUTION S Ultralights and 9 gliders in vicinity of Hemet Ryan Arpt OCEANSIDE 115 3 OCN E 257 Chan 100 EMERG SAFE ALT 100 NM 13 800 FROM HDF VOR ELEV 1535 TDZL CL Rwy 32 HIRL Rwy 14
586. speeds should not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes speeds as part of a further clearance 2 Pilots navigating on a STAR FMSP shall maintain last assigned altitude until receiving authorization to descend so as to comply with all published issued restrictions This authorization will contain the phrase DESCEND VIA a A descend via clearance authorizes pilots to navigate vertically and laterally in accordance with the depicted procedure to meet published restrictions Vertical navigation is at pilot discretion however adherence to published altitude crossing restrictions and speeds is mandatory unless otherwise cleared Minimum En Route Altitudes MEAs are not considered restrictions however pilots are expected to remain above MEAs b Pilots cleared for vertical navigation using the phrase descend via shall inform ATC upon initial contact with a new frequency Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance containing a STAR whenever ATC deems it appropriate Use of STARs requires pilot possession of at least the approved chart As with any ATC clearance or portion thereof it is the responsibility of each pilot to accept or refuse an issued STAR Pilots should notify ATC if they do not wish to use a STAR by placing NO STAR in the remarks section of the flight plan or by the less desirable
587. splayed the approach should be flown no lower than the published localizer only altitude or if not published no lower than circling minimum altitude for the aircraft category Localizer only approaches are planned for and flown as a nonprecision approach 24 3 2 Localizer Approaches Most Navy aircraft do not have glideslope capability but may execute an ILS approach as a localizer approach In this case proceed as outlined for a full ILS approach A localizer approach is a nonprecision approach and the pilot should execute a missed approach when he has reached the missed approach point and the runway environment is not in sight Note Many ILS missed approach procedures require the use of VOR hence pilots may have to retune their VOR receiver The Localizer type Directional Aid LDA is of comparable utility and accuracy to a localizer but is not part of a complete ILS The LDA will not be aligned with the runway but the angle of divergence will not exceed 30 24 3 3 Simplified Directional Facility SDF The Simplified Directional Facility SDF provides a final approach that is similar to that of the ILS localizer and LDA however the SDF may have a wider course width of 6 or 12 It does not provide glideslope information The SDF transmits on frequencies 108 10 to 111 95 MHz For the pilot the approach techniques and procedures used in the performance of an SDF instrument approach are essentially identical to those employed in
588. sponder equipped or aircraft with a transponder failure TCAS alone does not ensure safe separation in every case At this time no air traffic service nor handling is predicated on the availability of TCAS equipment in the aircraft ORIGINAL 28 10 NAVAIR 00 80 112 29 En Route Procedures 29 1 AIR ROUTE TRAFFIC CONTROL CENTER ARTCC COMMUNICATIONS 29 1 1 Direct Communications Controllers and Pilots Air Route Traffic Control Centers ARTCCs are capable of direct communications with Instrument Flight Rules IFR air traffic on certain frequencies Maximum communications coverage is possible through the use of Remote Center Air Ground sites comprised of both VHF and Ultrahigh Frequency UHF transmitters and receivers These sites are located throughout the U S Although they may be several hundred miles away from the ARTCC they are remoted to the various ARTCCS by landlines or microwave links Since IFR operations are expedited through the use of direct communications pilots are requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft Flight plan filing en route weather weather forecasts and similar data should be requested through FSSs company radio or appropriate military facilities capable of performing these services An ARTCC is divided into sectors Each sector is handled by one or a team of controllers and has its own sector discrete frequency As a flig
589. ss of the ability to communicate by radio Aircraft are sometimes referred to as NORDO No Radio Standard pilot procedures are specified in 14 CFR Part 91 Radar controllers issue procedures for pilots to follow in the event of lost communications during a radar approach when weather reports indicate an aircraft will likely encounter IFR weather conditions during the approach A number expressing the ratio of the speed of a body or of a point on a body with respect to the surrounding air or other fluid or speed of a flow to the speed of sound in the medium Thus a Mach Number of 1 0 indicates a speed equal to the speed of sound The altitude flight level instructions in an ATC clearance normally require that a pilot maintain the altitude flight level at which the flight will operate when controlled Altitude flight level changes while en route should be requested prior to the time the change is desired airspace altitude instrument approach The MSL altitude vertical to a graphic location that an aircraft must maintain during a portion of an instrument approach The requirement for such may be created by airspace separation criteria or airspace separation criteria in conjunction with obstruction clearance criteria A mandatory altitude will be depicted as an underlined number with a line above it A Maximum Authorized Altitude MAA is the highest altitude at which adequate reception of navigational aid signals Is
590. stimate of the weather producing potential of existing airmasses These advisories are used whenever a WW is not in effect and they are also useful for planning purposes MWWAs are posted in all Naval Weather Offices A MWWA Bulletin that forecasts severe weather does not constitute a WW 27 2 3 3 Significant Meteorological Information SIGMETs and Airmen s Meteorological Information AIRMETs These advisories are prepared by the National Weather Service and broadcast by Flight Service Stations FSSs on VHF Omnidirectional Range VOR facilities 27 2 3 3 1 SIGMETs These advisories include weather phenomena potentially hazardous to all categories of aircraft SIGMETs fall under two categories convective and nonconvective 27 2 3 3 2 Convective SIGMETs Since thunderstorms are the reason for issuing convective SIGMETS severe or greater turbulence severe icing and low level windshear associated with thunderstorm activity are implied The criteria for issuing convective SIGMETs are as follows 1 Tornadoes 2 Line of thunderstorms 3 Embedded thunderstorm s 4 Thunderstorm areas greater than or equal to thunderstorm intensity level 4 with an area coverage of 4 10 40 percent or more 5 Hail equal to or greater than 3 4 inch diameter Three convective SIGMET bulletins specifying Eastern E Central C and Western W U S will be issued when required on a scheduled basis hourly at 55 minutes past the hour and as spec
591. stop while the eyes are diverted from the instruments a sensation of rolling or yawing to the opposite direction may occur therefore the natural response to this false sensation would result in a reentry or an increase of the original roll or yaw This response is a common error in rolls or spins when the visual references are poor The sense of sight is the only sense that should be relied upon for correct recovery techniques 11 2 5 Sensation of Diving or Rolling Beyond the Vertical Plane This maneuver should be started from straight and level flight while the pilot sits normally and either closes his her eyes or lowers his her gaze to the floor The supervisory pilot should start a normal coordinated turn to between 30 and 45 angle of bank As the aircraft is turning have the pilot lean forward and turn his her head to either side then rapidly resume the normal upright position The supervisory pilot should time the maneuver so that the turn is stopped just as the pilot resumes his her normal position 11 2 6 Sensation of Climbing During Straight and Level Flight This maneuver may be demonstrated by starting from straight and level flight at the aircraft normal final approach airspeed While the pilot closes his her eyes the supervisory pilot should increase the airspeed and maintain straight and level flight During the latter part of the airspeed increase the supervisory pilot should ask the pilot whose eyes are still closed what is his h
592. strument approach charts differs according to techniques employed by different chart publishers Prescribed altitudes may be depicted in three different configurations minimum maximum and mandatory The U S Government distributes charts produced by National Geospatial Intelligence Agency NGA and FAA Altitudes are depicted on these charts in the profile view with underscore overscore or both to identify them as minimum maximum or mandatory 1 Minimum altitude will be depicted with the altitude value underscored Aircraft are required to maintain altitude at or above the depicted value Maximum altitude will be depicted with the altitude value overscored Aircraft are required to maintain altitude at or below the depicted value Mandatory altitude will be depicted with the altitude value both underscored and overscored Aircraft are required to maintain altitude at the depicted value Note The underscore and overscore to identify mandatory altitudes and the overscore to identify maximum altitudes are used almost exclusively by NGA for military charts With very few exceptions civil approach charts produced by FAA utilize only the underscore to identify minimum altitudes Pilots are cautioned to adhere to altitudes as prescribed because in certain instances they may be used as the basis for vertical separation of aircraft by ATC When a depicted altitude is specified in the ATC clearance that altitude becomes mandatory as d
593. surface map a front would only be indicated as a line separating the two airmasses Viewing fronts in this manner does not give the true picture because airmasses have vertical extent Figure 4 1 For example a cold airmass being heavier tends to underrun a warm airmass thus the cold air is below and the warm air is above the surface of discontinuity This vertical line of discontinuity is called the frontal slope The average slope of a cold frontal surface is usually 1 50 1 mile vertical for 50 miles horizontal whereas the slope of a warm frontal surface is 1 300 1 mile vertical for 300 miles horizontal The slope of a front is of considerable importance in visualizing and understanding the weather along the front In general all cross sections of fronts as shown in this chapter summarize pictorially all the pertinent features of all types of fronts under average conditions 4 3 1 Cold Fronts A cold front is the line of discontinuity along which a wedge of cold air is underrunning and displacing a warmer airmass There are certain weather characteristics and conditions that are typical of cold fronts In general with the passage of a cold front the temperature and humidity decrease the pressure rises and in the Northern Hemisphere the surface wind usually veers from the southwest to the northwest Visibilities improve considerably and the ceiling increases almost immediately The distribution and type of cloudiness and the intensity
594. t GPS MCA Minimum Crossing Altitude MDA Minimum Descent Altitude MDF Manual Direction Finder MEA Minimum En Route Altitude MEF Maximum Elevation Figure MF Medium Frequency MH Magnetic Heading MHA Minimum Holding Altitude MIA Minimum IFR Altitude MIRL Medium Intensity Runway Lighting MLS Microwave Landing System MN Mach Number MOA Military Operations Area MOCA Minimum Obstruction Clearance Altitude MRA Minimum Reception Altitude MSA Minimum Safe Altitude MSL Mean Sea Level Moving Target Indicator MVA Minimum Vectoring Altitude MWWA Military Weather Warning Advisory N NAS National Airspace System Naval Air Station NATOPS Naval Aviation Training and Operating Procedures Standardization NAVAID Navigation Aid ORIGINAL NAVICP Navy Inventory Control Point Non Directional Beacon NFDC National Flight Data Center NFO Naval Flight Officer NGA National Geospatial Intelligence Agency NM Nautical Mile s NORDO No Radio NOTAM Notice to Airmen NTSB National Transportation Safety Board NTZ No Transgression Zone NWS National Weather Service Outside Air Temperature ODALS Omnidirectional System Approach Lighting ONC Operational Navigation Chart OPARS Optimum Path Aircraft Routing System ORM Operational Risk Management OROCA Off Route Obstruction Clearance Altitude P PAPI Precision Approach Path Indicator PAR Precisio
595. t 121 and Part 135 must complete ILS PRM training which includes viewing one of the FAA videos RDU Precision Runway Monitor A Pilot s Approach or ILS PRM Approaches Information for Pilots Watching one of these videos is strongly recommended for all pilots who wish to fly these approaches 2 ATC directed breakouts a vector off the ILS prior to the DA must be hand flown 3 Ifthe airport has two tower frequencies operating for each runway the aircraft flying the ILS PRM approach must have the capability of enabling the pilot s to listen to two frequencies simultaneously Pilots shall advise air traffic control within 200 miles of the airport of intended landing if the pilot s are not qualified and or the aircraft is not equipped to fly the approach 30 14 3 Radar Monitoring Simultaneous close parallel ILS MLS approaches require final monitor controllers utilize the Precision Runway Monitor System PRMS to ensure prescribed separation standards are met Procedures and communications phraseology are described in paragraph 30 13 To ensure separation is maintained and in order to avoid an imminent situation during simultaneous close parallel ILS MLS approaches pilots must immediately comply with final monitor controller instructions to avoid an imminent situation minimum of 3 miles radar separation or 1 000 feet vertical separation will be provided during the turn onto close parallel final approach courses In the event of a missed a
596. t available to proceed to a suitable airport 1 AnIFR flight to an airport where the Minimum Descent Altitudes MDAs or landing visibility minimums for all instrument approaches are higher than the forecast weather minimums specified in 14 CFR Section 91 167 b For example there are 3 high altitude airports in the U S with approved instrument approach procedures where all of the MDAs are greater than 2 000 feet and or the landing visibility minimums are greater than 3 miles Bishop California South Lake Tahoe California and Aspen Pitkin Co Sardy Field Colorado In the case of these airports it is possible for a pilot to elect on the basis of forecasts not to carry sufficient fuel to get to an alternate when the ceiling and or visibility is actually lower than that necessary to complete the approach 2 A small number of other airports in mountainous terrain have MDAs that are slightly 100 to 300 feet below 2 000 feet AGL In situations where there is an option as to whether to plan for an alternate pilots should bear in mind that just a slight worsening of the weather conditions from those forecast could place the airport below the published IFR landing minimums 3 AnIFR flight to an airport that requires special equipment e g DME glideslope etc in order to make the available approaches to the lowest minimums Pilots should be aware that all other minimums on the approach charts may require weather conditions better than those spe
597. t be checked and set prior to each flight This is accomplished thusly 1 Dial the current altimeter setting into the barometric scale 2 Note the difference between the indicated altitude and the known field elevation 3 If the difference is greater than 75 feet the altimeter is not acceptable for Instrument Flight Rules flight Note IFR flight may be conducted if an aircraft has but one usable pressure altimeter 16 1 1 3 Types of Altitude Figure 16 5 16 1 2 Radio Radar Altimeters Basically both the radio and radar altimeters Figure 16 6 measure altitude electronically by determining how long it takes for a transmitted signal to be reflected back to a receiver antenna Both types are similar in principle of operation and cockpit presentation and measure absolute altitude Radio radar altimeters are FM CW frequency modulation continuous wave type and radar altimeters are of the pulse type Both indicate terrain clearance with increments that vary from small scale at low levels through larger scales at higher levels Pilots should refer to the appropriate NATOPS flight manual for the system used in their type aircraft 16 2 RANGE INDICATOR The range indicator Figure 16 7 the Distance Measuring Equipment DME readout displays slant range distance from the aircraft to a selected ground station in nautical miles The presentation may be separate or integrated with a bearing instrument The aircraft DME transmitter sends
598. t of the intersecting runway taxiway designated hold short point Pilots are expected to inform the controller promptly if the hold short clearance cannot be accepted landing minimums The minimum visibility prescribed for landing a civil aircraft while using an instrument approach procedure The minimum applies with other limitations set forth in 14 CFR 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 MDA visibility or DH and visibility required for a straight in landing on a specified runway 2 Circling minimums A statement of MDA and visibility required for the circle to land maneuver Note Descent below the established MDA or DH 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 localizer The component of an ILS that provides course guidance to the runway localizer type directional aid facility of comparable utility and accuracy to a localizer but which is not part of a complete ILS and will not be aligned with the runway Localizer type Directional Aid LDA is more accurate than SDF lost communications Mach number maintain mandatory maximum authorized altitude Lo
599. t procedure and trim stick and rudder adjustments should be made to keep all flight variables within general specified limits Clearly the pilot s workload during the climbout procedure is high and lapses in performance can hold fatal consequences ACCELERATION INERTIA RESULTANT GRAVITY IFM FO28 Figure 8 4 Noseup Illusion During Catapult Launch 8 5 ORIGINAL NAVAIR 00 80 112 8 1 1 6 2 Illusion of Nosedown The opposite illusion of nosedown attitude may occur as a result of deceleration Figure 8 5 If a pilot were to correct for the illusion of nose low pitch caused by deceleration on final approach the corrective action might result in a low altitude stall Although this type of illusion is of greatest magnitude in high performance aircraft it can occur in all aircraft A pilot can readily overcome the illusion by giving attention to distinct valid references or to flight attitude instruments 8 1 1 6 3 False Perception of Attitude False perception of attitude can also occur during a flat or coordinated turn The pilot can equate the sustained resultant R with the vertical gravity therefore in a flat turn Figure 8 6 the pilot may feel as if rolled out of the turn In a coordinated turn Figure 8 7 the resultant is aligned with the pilot s axis and there will be no sensation of a banked attitude 8 1 1 7 Inversion Illusion Inversion illusion can occur during an abrupt pushover fro
600. tbound end turns are made to the left Entry procedures to a nonstandard pattern are oriented in relation to the 70 degree line on the holding side just as in the standard pattern END OUTBOUND LEG 15 NAVAID og na Figure 29 5 Inbound Leg Toward NAVAID ORIGINAL 29 14 NAVAIR 00 80 112 END OUTBOUND LEG Figure 29 6 Inbound Leg Away from NAVAID When holding at a fix and instructions are received specifying the time of departure from the fix the pilot should adjust the aircraft flightpath within the limits of the established holding pattern in order to leave the fix at the exact time specified After departing the holding fix normal speed is to be resumed with respect to other governing speed requirements such as terminal area speed limits specific ATC requests etc Where the fix is associated with an instrument approach and timed approaches are in effect a procedure turn shall not be executed unless the pilot advises as aircraft holding are expected to proceed inbound on final approach directly from the holding pattern when approach clearance is received Radar surveillance of outer fix holding pattern airspace areas 1 Whenever aircraft are holding at an outer fix ATC will usually provide radar surveillance of the outer fix holding pattern airspace area or any portion of it if it is shown on the controller radar scope 2 The controller will attempt to detect any holding aircraft that stray ou
601. ted by weather or other factors common to ADF With a course indicator it is possible to select and precisely fly any 1 of 360 courses to or from a VOR 21 22 EQUIPMENT AND OPERATION 21 2 1 Equipment The VOR provides 360 courses that radiate from the station like spokes from the hub of a wheel These courses known as radials are identified by their magnetic bearing from the station thus regardless of heading an aircraft on the 90 radial is physically located due east of the station Flying to the station on this radial the magnetic course is 270 As the transmitting equipment is in the VHF band the signals are free of atmospheric disturbances but subject to line of sight reception Reception range varies according to the altitude of the aircraft Figure 21 1 270 MAGNETIC COURSE OUND 270 COURSE INBOUND STATION WHEN FLYING TO THE STATION THE MAGNETIC COURSE THE AIRCRAFT FLIES IS THE RECIPROCAL OF THE RADIAL THE 360 COURSES PROVIDED BY VOR ARE CALLED RADIALS AND ARE IDENTIFIED BY THEIR MAGNETIC BEARING FROM THE STATION Figure 21 1 Radials 21 1 ORIGINAL NAVAIR 00 80 112 21 2 1 1 Principle of Operation The transmission principle of the VOR is based on the creation of a phase difference between two signals One of these signals the reference phase is omnidirectional and radiates from the station in a circular pattern The phase of this signal is constant throughout 360
602. tended flight is not recommended The landing and duration of flight is at the discretion of the pilot in command 65 66 blank ORIGINAL NAVAIR 00 80 112 PARTI Im Introduction Chapter 1 Introduction 67 68 blank ORIGINAL NAVAIR 00 80 112 1 Introduction 11 PURPOSE This manual presents an overview of information required for flying U S Navy and Marine Corps aircraft under Instrument Flight Rules IFR and conditions in various operating environments It has been prepared for use as a reference for U S Navy and Marine Corps Aircrew preparing for their annual instrument flight evaluations especially those unable to attend instrument ground training It also provides guidance and standardization for instrument flight evaluators and aircrews on criteria for evaluating the instrument flying abilities and proficiency of aircrew members and conducting NATOPS Instrument Flight Evaluations 1 22 SCOPE This manual is intended as a general reference for those aviators and evaluators reviewing the information and procedures and preparing for instrument flights and or for aviators receiving and evaluators performing instrument flight evaluations It contains information on the spectrum of subjects that provide the necessary background of information for those planning and executing flights under instrument flight rules This manual includes a review of meteorology and of the physiological factors that may arise duri
603. tensions and proper planning will eliminate this situation As a minimum terminal forecasts entered on the DD Form 175 1 shall be valid for a period of 1 hour before until 1 hour after the planned arrival time at destination s and alternates In the event a pilot is departing from an airfield with no weather briefing facility telephone briefings are available from both military and civilian facilities Telephone numbers for military briefing facilities are listed in the Flight Information Publications FLIP These facilities may be called collect The pilot receiving a weather briefing must ensure all essential weather elements have been included and adequately covered in the briefing Meteorological forecasters serve as advisors to the aviator therefore pilots should not hesitate to request clarification or additional information when doubt exists The ease with which all weather flights are completed successfully is directly proportional to the pilot s preparation and understanding of the environment in which the flight operates 27 2 2 Support Products In addition to the DD Form 175 1 there are other weather related products that are readily available to aviators that actively support safe and successful mission accomplishment 27 1 ORIGINAL NAVAIR 00 80 112 27 2 2 1 Optimum Path Aircraft Routing System 5 Optimum Path Aircraft Routing System OPARS is a service that combines the latest forecast environmental wind data
604. ter use the course indicator for completing intercepts whenever possible If it is obvious that the lead point selected will result in undershooting the desired course reduce the angle of bank or roll out of the turn and resume the intercept If the lead point selected results in an overshoot continue the turn and roll out with an intercept heading Aircraft is on course when CDI is centered and or the bearing pointer points to the desired course Complete turn to course with a correction applied for known wind 21 3 7 Estimating Drift Correction After completing the turn to course with the CDI centered maintain heading until the CDI indicates deviation from the selected course At the first indication of course deviation turn toward the CDI to reintercept course Follow the same procedure used for a normal course interception and consider the same factors i e degrees from course distance from the station True Airspeed TAS and wind After returning to course from a deviation caused by wind reestimate the drift correction and increase or decrease the one previously held To keep the CDI centered make further corrections from this new heading When close to the station the CDI may show a rapid movement from the on course indication because of radial convergence however actual course deviation is probably small especially if wind drift has been solved Avoid overcorrecting in this situation To maintain a course to the station using only
605. ter are those most commonly used during instrument flight Additional maneuvers or some modification of these maneuvers may be required for specific unit training requirements The degree of proficiency attained in accomplishing these maneuvers will assist the pilot in adapting to actual instrument flight An instrument flight regardless of its length or complexity is a series of connected basic instrument flight maneuvers Figure 18 1 Failure to consider each portion of the flight as a basic instrument maneuver often leads to erratic aircraft control 18 1 1 Planning The information received from the navigational instruments or an air traffic controller should be considered as advising the pilot what maneuver to perform when to perform it or what adjustments if any are required Terminal approach charts and similar publications should be considered as pictorial presentations of a series of connected instrument flight maneuvers Keeping these considerations in mind and calling upon previous practice the pilot will find that he she is always performing a familiar maneuver By visualizing the next maneuver the pilot can plan ahead and know exactly what cross check and aircraft control techniques to employ at the time of entry into the maneuver CONSTANT AIRSPEED DESCENT ANY INSTRUMENT FLIGHT REGARDLESS OF HOW LONG OR COMPLEX IS SIMPLY A SERIES OF CONNECTED BASIC INSTRUMENT FLIGHT MANEUVERS Figure 18 1 Typical Instrument Fl
606. ter than the speed adjustment Note In such cases pilots are expected to advise ATC of the speed that will be used Pilots are reminded that they are responsible for rejecting the application of speed adjustment by ATC if in their opinion it will cause them to exceed the maximum indicated airspeed prescribed by 14 CFR Section 91 117 c d IN SUCH CASES THE PILOT IS EXPECTED TO SO INFORM Pilots operating at or above 10 000 feet MSL who are issued speed adjustments that exceed 250 knots IAS and are subsequently cleared below 10 000 feet MSL are expected to comply with 14 CFR Section 91 117 a Speed restrictions of 250 knots do not apply to U S registered aircraft operating beyond 12 nautical miles from the coastline within the U S Flight Information Region in Class E airspace below 10 000 feet MSL however in airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such as a Class B airspace area pilots are expected to comply with the 200 knot speed limit specified in 14 CFR Section 91 117 c For operations in a Class C and Class D surface area ATC is authorized to request or approve a speed greater than the maximum indicated airspeeds prescribed for operation within that airspace 14 CFR Section 91 117 b Note Pilots are expected to comply with the maximum speed of 200 knots when operating beneath Class B airspace or in a Class B VFR corridor 14 CFR Secti
607. tes a drum and wiper arrangement in the aircraft black box which rotates until the wiper contacts the proper crystal on the drum These crystal contact points are very small pinhead size and close together Wear of this assembly or misalignment can cause the wiper to miss the proper crystal and contact the wrong one resulting in the wrong TACAN being tuned in or the wiper can miss contact entirely resulting in constant unlock When this occurs rechanneling from the selected channel number and back preferably from the opposite direction than the original setting sometimes results in proper channelization This is an airborne equipment malfunction ORIGINAL 22 6 NAVAIR 00 80 112 22 2 2 5 4 Precautionary Actions Several precautionary actions should be taken by pilots to guard against in flight use of erroneous navigation signals 1 Always check the identification of any navigational aid station and monitor it during flight Always utilize all suitable navigation equipment aboard the aircraft and cross check heading and bearing information 2 Never overfly preplanned Estimated Times of Arrival ETAs without careful cross check of navigational aids and ground checkpoints 3 Check Notices to Airmen NOTAMs and Flight Information Publications FLIP before flight for possible malfunctions or limitations on navigational aids to be used 4 Discontinue use of any suspected navigational aid and if necessary confirm aircraft position wi
608. th any consideration to where the aircraft must begin descent to execute a safe landing It is developed based on terrain obstructions NAVAID location and possibly air traffic considerations Because the MAP may be located anywhere from well prior to the runway threshold to past the 30 21 ORIGINAL NAVAIR 00 80 112 opposite end of the runway the descent from the MDA to the runway threshold cannot be determined based on the MAP location Descent from MDA at the MAP when the MAP is located close to the threshold would require an excessively steep descent gradient to land in the normal touchdown zone Any turn from the final approach course to the runway heading may also be a factor in when to begin the descent 1 Pilots are cautioned that descent to a straight in landing from the MDA at the MAP may be inadvisable or impossible on a nonprecision approach even if current weather conditions meet the published ceiling and visibility Aircraft speed height above the runway descent rate amount of turn and runway length are some of the factors that must be considered by the pilot to determine if a landing can be accomplished 2 Visual Descent Points VDPs provide pilots with a reference for the optimal location to begin descent from the MDA based on the designed VDA for the approach procedure assuming required visual references are available Approaches without VDPs have not been assessed for terrain clearance below the MDA and may not provi
609. th radar or other equipment Note If there is a malfunction of the compass system or card consider the TACAN bearing information unreliable and merely advisory until verified by radar or other navigational equipment 22 2 3 TACAN Procedures As TACAN presents bearing information in the same manner as VOR use the same homing proceeding direct course interception and maintaining course procedures explained in Part 1 VOR Navigation however with the addition of range information additional procedures have been devised to use TACAN to its full advantage The remainder of this chapter is devoted to those procedures that differ from VOR 22 2 3 1 Tuning The TACAN control panel Figure 22 7 consists of a power switch volume control and channel selector The power switch has four positions OFF REC T R and A A Selecting either the REC or T R position turns on the set As some TACAN sets require a warmup period in the REC position before selecting the T R position refer to the appropriate aircraft flight manual for instructions In the REC position only bearing information and station identification are available In the T R position bearing distance information and station identification are available After turning on the equipment select the desired channel adjust the volume and identify the station After identifying the TACAN station an unreliable signal can be identified on the instrument refer to specific aircraft NATOPS
610. the surface and a very light breeze to stir the saturated air fog will form A wind of more than 8 knots will stir the air to a greater depth and inhibit the formation of fog although it may lead to the formation of low stratus clouds Cloud cover will also inhibit radiation fog formation by acting as a blanket and keeping the heat of the Earth in the lower layers of the atmosphere This usually prevents the temperature from approaching the dewpoint Theoretically the relative humidity should be 100 percent for the formation of fog but in actuality it is normally something less due to impurities in the atmosphere that absorb moisture at humidities less than saturation Visibility will start to deteriorate at temperature dewpoint spreads of 5 to 8 F In industrial areas fog can form at even greater temperature dewpoint spreads because of large amounts of the products of combustion in the air which have a strong affinity for moisture In this case the visibility reduction is actually because of a combination of smoke and fog and is called smog a familiar term in many large cities 6 7 ORIGINAL NAVAIR 00 80 112 Radiation fog normally reaches its greatest intensity shortly after sunrise which is because of the increased mixing in the lowest layers of the atmosphere by the initial heating of the sun This same heating will normally dissipate the fog within 1 to 4 hours after sunrise 6 5 2 Advection Fog Advection fog is formed when m
611. the RMI maintain heading until the bearing pointer shows a deviation from the desired course To return to course use normal course interception procedures The aircraft is back on course when the desired course is again shown under the head of the bearing pointer If you have applied the correct wind drift the pointer should continue to point to the desired course If the pointer moves toward the top index the drift correction is too small if it moves away from the top index it is too large To maintain an outbound course use outbound course interception procedures Apply corrections to keep the desired course under the tail of the bearing pointer After applying a wind drift correction outbound and the tail of the pointer moves toward the top index the drift correction is too large if it moves away from the top index the drift correction is too small Figure 21 12 21 3 8 Homing After the VOR station is tuned the VOR bearing pointer will point to the magnetic bearing of the selected station To home to the station turn the aircraft to place the head of the bearing pointer under the top index By keeping the bearing pointer under the index the station will always be directly ahead of the aircraft As homing does not incorporate wind drift correction in a crosswind the aircraft follows a curved path to the station Homing is not an approved IFR procedure and therefore should be used only when close to the station Figure 21 13 21 17
612. the VASI but are installed in a single row of either two or four light units These systems have an effective visual range of approximately 5 miles during the day and up to 20 miles at night The row of light units is normally installed on the left side of the runway and the glidepath indications are as depicted Figure 30 27 30 25 3 Tricolor Systems Tricolor visual approach slope indicators normally consist of a single light unit projecting a three color visual approach path into the final approach area of the runway upon which the indicator is installed The below glidepath indication is red the above glidepath indication is amber and the on glidepath indication is green These types of indicators have a useful range of approximately one half to 1 mile during the day and up to 5 miles at night depending upon the visibility conditions Figure 30 28 30 49 ORIGINAL 00 80 112 Below Glide Path Far Bar Middle Bar Near Bar Below Both Glide Paths ORIGINAL On Glide Path Figure 30 24 28 VASI E A On Lower Glide Path A Glide Path Figure 30 25 3 Bar VASI 30 50 Above Glide Path IFM F0201 A LL A Above Both Glide Paths IFM F0202 2 2 2 Light Units 12 Light Units On Glide Path On Glide Path Figure 30 26 VASI Variations 16 Light Units
613. the coverage of station referenced navigation signals or within the limits of self contained system capability automatic direction finder type of radio compass that when properly tuned to a transmitting station automatically indicates the direction of the station in relation to the heading of the aircraft automatic terminal information service The continuous broadcast of recorded noncontrol information in selected high activity terminal areas Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information back taxi term used by air traffic controllers to taxi an aircraft on the runway opposite to the traffic flow The aircraft may be instructed to back taxi to the beginning of the runway or at some point before reaching the runway end for the purpose of departure or to exit the runway braking action good fair poor or nil A report of conditions on the airport movement area providing a pilot with a degree quality of braking that he she might expect Braking action is reported in terms of good fair poor or nil calibrated airspeed Airspeed corrected installation error calibrated altitude Indicated altitude corrected for static pressure error installation error and instrument error ceiling The height above the surface of the Earth of the lowest layer of clouds or obscuration phenomena that is
614. the temperature of the air at higher levels is increased while the surface temperature remains the same Stability tends to be reduced if the surface temperature remains the same and the temperature aloft is lowered An airmass that has a cyclonic trajectory will be predominantly unstable in the lower layers whereas an airmass with an anticyclonic trajectory will be stable in the lower layers Smooth stratiform clouds are associated with stable air whereas convective clouds and thunderstorms are associated with unstable air ORIGINAL 3 2 NAVAIR 00 80 112 4 Fronts 4 1 INTRODUCTION Because most major changes in the weather are associated with fronts it is essential that aviators be totally familiar with them This requires a thorough understanding of the relationship of fronts to cyclones and airmasses their characteristics and the weather phenomena associated with the various types of fronts 4 2 RELATION OF FRONTS CYCLONES A cyclone is defined as a low pressure system around which the air flows in a counterclockwise motion in the Northern Hemisphere In most cases frontal activity is associated with low pressure systems Normally low pressure systems are associated with bad weather and the fronts branching out from the system are also zones of bad weather 4 3 RELATION OF FRONTS AIRMASSES A front is defined as a boundary or line of discontinuity separating two different airmasses When viewing a
615. thod utilized for visible bearings in navigation may be used Figure 21 15 The double the angle on the bow method similar to the same system discussed for intercepting a bearing may also be used Figure 21 16 More often however the pilot will be in a situation where the pilot desires time distance from a station that is the destination If no specific course or bearing is required for the approach it is suggested one be selected suitable for the double the angle on the bow interception or one 10 off your inbound track for the 30 turn method explained in paragraph 21 3 10 and request clearance to approach on that bearing The 30 turn method of time distance check is preferable because it requires very little alteration of heading however it may or may not be accurate in an unknown wind situation 21 3 10 30 Method This method Figure 21 17 is begun when tracking toward station To start the check turn 30 right or left and note the time to 1 second Hold this new heading If the VOR had read zero before the turn it should now read 330 or 30 relative If drift correction was being held it should now read 330 or 30 relative plus or minus that correction This heading should be maintained on the remote compass or RMI until the needle of the VOR has moved 10 toward the wingtip position Note the exact time turn toward the station and track to the station The time from this second turn to the station will be three times the tim
616. tical overprint depicting obstructions aerodromes special use airspace navigational aids and related data The JOG supports tactical and other air activities including low altitude visual navigation ORIGINAL helicopter operations tactical and close air support Elevation values are given in feet 13 Jet Navigational Chart JNC The JNC is a standard worldwide small scale aeronautical chart series published by NGA These charts are on a scale of 1 2 000 000 and intended for high altitude high speed extended long range navigation and bombing by strategic aircraft pre flight mission and operational planning The charts show principal towns drainage primary roads and railroads prominent culture shaded relief and spot elevations The series comprises complete world coverage at 122 charts 14 Global Navigational Chart GNC The GNC is a worldwide series of aeronautical charts produced by NGA These charts are on a scale of 1 5 000 000 and intended for high altitude high speed extended long range navigation and flight planning The charts show principal towns drainage primary roads and railroads prominent culture shaded relief and spot elevations air defense identification zone area of airspace over land or water extending upward from the surface within which the ready identification the location and the control of aircraft are required in the interest of national security 1 Domestic Air Defense Ident
617. tion 3 1 Changeover point COP 29 8 Airmass weather 3 2 Characteristics Confidence maneuvers TACAN cate 22 5 Aileronroll 19 9 CHARLIE pattern 19 5 Barrelaoll god means Die gal 19 7 Charts Half Cuban eight 19 11 Area navigation RNAV instrument Immelmann 19 11 approach Ru Roos 30 22 I E 19 9 Instrument approach procedure 30 4 Wingover 19 7 Check NOTAMS 26 10 Confusion of ground lights with stars 8 9 Cleat i silere e a wade a ds eda 6 9 Constant Clear air turbulence 6 7 Airspeed climbs and descents 18 12 Clearance i sc into bitte e Ree ER as 28 1 Rate climbs and descents 18 14 Bar lights 30 58 Contact approach 30 46 E MNT EE ETT 28 1 Control Pie NN 28 1 17 1 Clearance items 28 1 b Altitude 18 16 Altitude data 28 2 20 Approach 30 2 Clearance 28 1 Attitude 17 2 Departure procedure 28 1 Bank oos beer
618. tion with 1 An airport clearance limit at locations with an approved prescribed instrument approach procedure The FARs require that if an instrument letdown to an airport is necessary the pilot shall make the letdown in accordance with an approved prescribed instrument approach procedure for that airport or 2 An airport clearance limit at locations that are within below outside controlled airspace and without an approved prescribed instrument approach procedure Such a clearance is not authorization for the pilot to descend under IFR conditions below applicable MEA MOCA nor does it imply ATC is exercising control over aircraft in uncontrolled airspace however it provides a means for the aircraft to proceed to destination airport and descend and land in accordance with applicable FARs governing VFR flight operations Also this provides search and rescue protection until such time as the IFR flight plan is closed D decision height height specified in MSL above the highest runway elevation in the touchdown zone at which a missed approach shall be initiated if the required visual reference has not been established This term is used only in procedures where an electronic glideslope provides the reference for descent as in ILS or Precision Approach Radar PAR defense visual flight rules Special visual flight rules applicable to those flights that operate within or penetrate an ADIZ density altitude Pressur
619. tions During this process the attitude must correctly be interpreted Additional attitude indicating sources standby attitude indicator copilot attitude indicator etc should be used If there is any doubt as to proper attitude indicator operation recovery should be made using attitude indicator inoperative procedures The following techniques will aid aircraft attitude interpretation on the attitude indicator 1 For attitude indicators with a single bank pointer and bank scale at the top the bank pointer can be considered a Sky pointer It always points up and should be in the upper half of the case Rolling toward the bank pointer to place it in the upper half of the case will correct an inverted attitude 2 For those attitude indicators with the bank scale at the bottom rolling in the direction that will place the pitch reference scale right side up will correct an inverted attitude Figure 20 2 Ease of pitch interpretation varies with the type of attitude indicator installed Attitude indicators having pitch reference scales in degrees and grey black attitude spheres can easily be interpreted for climb or dive indications For those aircraft not so equipped the airspeed indicator altimeter or vertical speed indicator generally present the most easily interpreted indications of a climb or a dive Attitude interpretation is a skill that must be highly developed by practice in flight or on the ground in simulators or with mockups 20
620. tions of the airspace classes refer to 14 CFR Part 71 3 Controlled airspace in the United States is designated as follows a Class A Generally that airspace from 18 000 feet MSL up to and including FL 600 including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous states and Alaska Unless otherwise authorized all persons must operate their aircraft under IFR ORIGINAL NAVAIR 00 80 112 b Class Generally that airspace from the surface to 10 000 feet MSL surrounding the busiest airports of the nation in terms of airport operations or passenger enplanements The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers some Class B airspace areas resemble upside down wedding cakes 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 that are so cleared receive separation services within the airspace The cloud clearance requirement for VFR operations is clear of clouds c Class Generally that airspace from the surface to 4 000 feet above the airport elevation charted in MSL surrounding those airports that have an operational control tower are serviced by a radar approach control and have a certain number of IFR operations passenger enplanements Although
621. tionship with normal instrument and or turbulent flight Other maneuvers more violent and prolonged may have a disorienting effect however they are not the type of maneuver or situation likely to be inadvertently encountered Note The following maneuvers should be simulated and practiced only under direct supervision They should not be accomplished in single place aircraft 11 2 1 Sensation of Climbing During a Turn This sensation can be induced by having the pilot close his her eyes while the aircraft is in a straight and level attitude The supervisory pilot should execute with a relatively slow entry a well coordinated 90 turn using approximately 1 1 2 positive g s While the aircraft is turning under the effect of positive g and with the pilot s eyes still closed the supervisory pilot should ask the pilot his her version of the aircraft attitude The usual sensation is that of a climb When the pilot responds have him her open his her eyes The pilot can then see that a slowly established coordinated turn produces a climb sensation from the action of centrifugal force on the equilibrium organs 11 2 1 1 Correlation Under Actual Instrument Conditions If the aircraft enters a slight coordinated turn in either direction while the eyes are diverted away from the instruments the sensation of a noseup attitude may occur The instantaneous application of similar forces may create this same illusion without the aircraft actually turning
622. titude above the terrain directly below the aircraft aeronautical chart map used in air navigation containing all or part of the following topographic features hazards and obstructions navigation aids navigation routes designated airspace and airports Commonly used aeronautical charts are 1 Sectional aeronautical charts 1 500 000 Designed for visual navigation of slow or medium speed aircraft Topographic information on these charts features the portrayal of relief and a judicious selection of visual checkpoints for VFR flight Aeronautical information includes visual and radio aids to navigation airports controlled airspace restricted areas obstructions and related data 2 VFR terminal area charts 1 250 000 Depict Class B airspace which provides for the control or segregation of all the aircraft within Class B airspace The charts depict topographic information and aeronautical information which includes visual and radio aids to navigation airports controlled airspace restricted areas obstructions and related data 3 World Aeronautical Charts WACs 1 1 000 000 Provide a standard series of aeronautical charts covering land areas of the world at a size and scale convenient for navigation by moderate speed aircraft Topographic information includes cities and towns principal roads railroads distinctive landmarks drainage and relief Aeronautical information includes visual and radio aids to n
623. titude penetration and approach procedure turn and approach and missed approach are the same as those for VOR refer to Chapter 21 except that normal ADF interception procedures are used Remember dip error in turns causes erroneous bearing indications therefore make all turns to predetermined headings Figures 23 10 and 23 11 23 2 MARKER BEACONS Marker beacons serve to identify a particular location in space along an airway or on the approach to an instrument runway This is done by means of a 75 MHz transmitter that transmits a directional signal to be received by aircraft flying overhead These markers are generally used in conjunction with low frequency radio ranges and the Instrument Landing System ILS as point designators Four classes of markers are now in general use Frequency Modulation FM Low Power Fan Marker LFM station location or Z markers and the ILS marker beacons ORIGINAL 23 14 NAVAIR 00 80 112 FM fan markers keyed to indicate which radio range course they are located The radio range courses are numbered clockwise beginning at true north with the north or near north course being designated No 1 Fan markers located on course number one are keyed to emit single dashes those on course two two dashes etc When two fan markers are located on the same radio range course the identification of the outermost marker is preceded by two dots thus the identification of the outermost mark
624. titude that will permit a normal descent on the inbound course 29 9 UPDATING OF WEATHER DATA Pilots shall periodically determine that their intended route of flight remains clear of aviation Severe Weather Watch Bulletins WWs and that weather forecasts for each successive intermediate destination and alternate when required continue to satisfy the minimums established for the aircraft and the filing status IFR VFR These updates are readily available from U S Navy Marine Corps and Air Force weather activities through use of the Pilot to Metro Service PMSV Automatic Terminal Information Service ATIS broadcasts selected VOR and low frequency NAVAIDs and data provided by Air Route Traffic Control Centers ARTCCs and Flight Service Stations FSSs in the form of weather advisory broadcasts and Hazardous In Flight Weather Advisory Services HIWAS When dealing with situations where adverse weather is involved such as weather associated with Significant Meteorological Information SIGMETs or WWs pilots need to obtain more specific guidance or further technical evaluation of meteorological conditions that could affect the flight When faced with this situation the pilot should initiate communications with one of the activities listed below in order of preference 1 Military Pilot to Metro Service PMSV 2 FAA En Route Flight Advisory Service EFAS 3 The nearest FSS When utilizing full service PMSV or EFAS the pilot will have a
625. titudes each mile Recommended altitudes decrease 300 feet per mile approximates a 3 glideslope The pilot should establish a rate of descent that will ensure reaching the Minimum Descent Altitude MDA at or before the Missed Approach Point MAP If the MDA is reached before the missed approach point fly the aircraft at this altitude until the controller advises the pilot the aircraft has reached the missed approach point Perform the missed approach when 1 Visual reference with the runway environment at the MAP is insufficient for landing 2 Instructed by the controller when the runway is not in sight 3 safe landing is not possible 4 Directed by the tower Note The DH MDA and weather minimums for the PAR and ASR approach are published in the FLIP Terminal Publication When available use the Runway Visual Range RVR as the visibility value for straight in approaches Prevailing Visibility PV is always used as the visibility value for circling approaches 25 3 1 4 No Gyro Approach Heading Indicator Inoperative If the heading indicator should fail during flight advise the radar controller and request no gyro approach Perform turns during the transition to final by establishing an angle of bank on the attitude indicator that will approximate a standard rate turn not to exceed 30 of bank Perform turns on final approach by establishing an angle of bank on the attitude indicator that will approximate a 1 2 standard rate t
626. tly as described in paragraph 21 3 5 1 with the additional aid of using the CDI in the final phase 21 3 5 3 CDI Only Outbound radial interceptions utilizing the CDI only are described in detail in Figure 21 11 The essential element is to visualize the problem on an RMI or on any compass card and then proceed as under RMI and CDI Some CDIs do not have a heading pointer and some VOR sets do not employ a bearing pointer In these cases it is essential to disregard aircraft heading until the intercept heading is determined Then turn in the shortest direction to that heading utilizing a timed turn if all compass cards are inoperative ORIGINAL 21 16 NAVAIR 00 80 112 21 3 6 Completing the Intercept After the intercept heading has been established adjustments may be required to achieve a more desirable angle or rate of intercept As the aircraft approaches course determine a lead point for turning because of turn radius A properly selected lead point will result in the turn being completed as the course is intercepted Lead point is determined by comparing bearing pointer CDI movement rate of intercept to the time required to turn to course Whenever the CDI is fully deflected monitor the bearing pointer to detect unusually slow or fast rates of intercept Remember that the CDI remains fully deflected until the aircraft is within 10 of course As CDI movement can be accurately compared with angle of intercept displayed by the heading poin
627. to accommodate this angle 1 The VDA provides the pilot with information not previously available on nonprecision approaches It provides the means for the pilot to establish a stabilized approach descent from the FAF or stepdown fix to the TCH Stabilized descent along this path is a key factor in the reduction of Controlled Flight Into Terrain CFIT incidents Pilots can use the published angle and estimated actual groundspeed to find a target rate of descent from a rate of descent table published with the instrument approach procedures 2 Normally the VDA will first appear on the nonprecision approach chart as the procedure is amended through the normal process however in some cases pilots can expect to see this data provided via NOTAM D 3 Pilots should be aware that the published angle is for information only it is strictly advisory in nature There is no implicit additional obstacle protection below the MDA Pilots must still respect the published MDA unless the visual cues stated in 14 CFR Section 91 175 are present In rare cases the published procedure descent angle will not coincide with the Visual Glideslope Indicator VGSI Visual Approach Slope Indicator VASI or Precision Approach Path Indicator PAPI In these cases the procedure will be annotated VGSI and descent angle not coincident 30 5 7 Pilot Operational Considerations When Flying Nonprecision Approaches The MAP on a nonprecision approach is not designed wi
628. to cloud 3 cloud discharges lightning that takes place within the cloud and 4 air discharges discharges that pass from the cloud to the air but do not strike the ground or reach to another cloud Lightning will occur in near or over the top of a storm area and has been known to strike objects as far as 35 miles from the convective cell 6 1 3 Thunderstorm Classification thunderstorms are similar in their physical makeup Their classification is based on the type of weather situation that generates them therefore there are two basic classifications of thunderstorms airmass or frontal 6 1 3 1 Airmass Thunderstorms These thunderstorms are subdivided into several types 6 1 3 1 1 Convective Thunderstorms Convective thunderstorms are a form of airmass thunderstorm that may occur over land or water almost anywhere in the world They are generated within a large airmass of moist unstable air Their formation is caused by solar heating of various areas of the land or sea which in turn provides heat to the air above The type of convective thunderstorms that forms over land normally develops during the afternoon hours and usually begins to dissipate during the early evening hours These thunderstorms are usually scattered over a broad area however these thunderstorms have been known to form in large groups clusters especially where a unique topographical feature is present Convective thunderstorms also form over bodies of water in
629. to concentrate on their flight instruments and may be distracted during a critical phase of an instrument flight The cockpit chores and workload associated with single seat fighter aircraft are particularly significant for the recent pilot graduate or pilots new to these systems A second crewmember is not available to change radio channels set up navigational aids and share other cockpit chores The potential for spatial disorientation during the transition phase into these new aircraft is great Total flying time does not protect an experienced pilot from spatial disorientation More important is current proficiency and the number of flying hours or sorties in the past 30 days Aircraft mishaps due to spatial disorientation almost always involve a pilot who has very few flying hours in the past 30 days Instrument flying proficiency is directly related to overall general flying proficiency Flying proficiency deteriorates rapidly after 3 or 4 weeks out of the cockpit Vulnerability to spatial disorientation is high for the first couple of flights following a significant break in flying duties 11 3 11 4 blank ORIGINAL 12 1 NAVAIR 00 80 112 12 Overcoming Spatial Disorientation GENERAL Some general suggestions for overcoming an episode of spatial disorientation include 1 2 Get on instruments They are supplying correct information about the aircraft position Believe the instrument indications The pilot must
630. to continue inbound on the final approach course and complete the approach or effect the missed approach procedure published for that airport 2 ARTCCS are approved for and may provide approach control services to specific airports The radar systems used by these centers do not provide the same precision as an ASR PAR used by approach control facilities and towers and the update rate is not as fast therefore pilots may be requested to report established on the final approach course 3 Whether aircraft are vectored to the appropriate final approach course or provide their own navigation on published routes to it radar service is automatically terminated when the landing is completed or when instructed to change to advisory frequency at uncontrolled airports whichever occurs first 30 4 ADVANCE INFORMATION ON INSTRUMENT APPROACH When landing at airports with approach control services and where two or more IAPs are published pilots will be provided in advance of their arrival with the type of approach to expect or informed that they may be vectored for a visual approach This information will be broadcast either by a controller or on Automatic Terminal Information Service ATIS It will not be furnished when the visibility is 3 miles or better and the ceiling is at or above the highest initial approach altitude established for any low altitude IAP for the airport The purpose of this information is to aid the pilot in planning arrival actions
631. to proceeding outbound on the procedure turn or teardrop course Figure 21 29 ORIGINAL 21 42 REDUCE MANEUVERING AIRSPEED OBTAIN APPROACH CLEARANCE MAINTAIN MINIMUM DEPICTED HOLDING PATTERN ALTITUDE TURN TO INTERCEPT INBOUND COURSE START TIME FOR HOLDING PATTERN SET INBOUND COURSE IN SELECTOR WINDOW Note ATC MAY RADAR VECTOR AN AIRCRAFT FOR A STRAIGHT IN VERSION OF THIS APPROACH NORMALLY THIS WOULD BE VIA THE CRP 138 RADIAL INBOUND TO THE FAF NAVAIR 00 80 112 CALL CONTROLLING AGENCY BEGIN DESCENT COMMENCE TURN TO OUTBOUND HEADING NOTE TIME INTERCEPT FINAL APPROACH COURSE CALL CONTROLLING AGENCY DESCEND TO MINIMUM DESCENT ALTITUDE EXECUTE MISSED APPROACH IF NECESSARY AL 5274 FAA VOR RWY 32 SINTON SAN PATRICIO COUNTY T69 v Use Corpus Christi Intl altimeter setting MISSED APPROACH Climbing left turn to 2000 NA vio CRP R 305 to SINTO Int CORPUS APP CON UNICOM 120 9 348 725 122 8 Rwy 14 idg 4073 Rwy 32 3995 One Minute VORTAC folem 138 2000 VGSI ond descent ongles not coincident 8 860 1 812 9004 812 900 14 860 1 860 14 hom Far 318 9 3 NM CIRCUNG 812 900 14 DME MINIMUMS 640 1 592 600 1 MIRL Rwy 14 32 0 REIL Rwys 14 ond 32 FAF to 9 3 _ 640 1 6801 Knots 60 90 120 150 180 592 632 700 1 5 32 CIRCUNG SINTON TEXAS SINTON SAN
632. tone type of bumpiness experienced in cloudless portions of the sky This bumpiness occurring without visual warning may be violent enough to disrupt tactical operations and possibly cause serious aircraft stresses The turbulent areas are both patchy in space and variable in time Most cases of pronounced clear air turbulence can be associated with the jetstream or more specifically with abrupt vertical windshears increases or decreases of wind velocity with altitude and are experienced more frequently during the winter months when jetstream winds are strongest Statistically this type of turbulence usually occurs with windshears in excess of 8 knots per 1 000 feet Because of its random and transient nature exact locations of clear air turbulence are extremely difficult to forecast 6 5 Fog is restriction to visibility caused by moisture condensing the atmosphere and forming a cloud at the surface of the Earth Fog is reported when the horizontal visibility at an air terminal is reduced to less than 5 8 mile 1 kilometer Fog is formed when the atmosphere is saturated by the air being cooled to the dewpoint temperature or the addition of sufficient moisture to raise the dewpoint to the temperature of the atmosphere Radiation and advection fogs are examples of the former frontal steam and arctic ice fogs are examples of the latter means of saturating the air Being formed by different conditions the various types of fog are
633. trollers should in such instances and to the extent of operational practicality and safety honor the pilot s request 14 CFR Part 91 3 a states pilot in command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft THE PILOT IS RESPONSIBLE REQUEST AN AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation or in the pilot s opinion would place the aircraft in jeopardy air traffic control clearance Authorization by air traffic control for the purpose of preventing collision between known aircraft for an aircraft to proceed under specified traffic conditions within controlled airspace air traffic control service A service provided for the purpose of promoting the safe orderly and expeditious plan of air traffic including airport approach and en route air traffic control service aircraft approach category grouping of aircraft based on a speed of 1 3 times the stall speed in the landing configuration at maximum gross landing weight An aircraft shall fit in only one category If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category the minimums for the next higher category should be used For example an aircraft that falls in Category A but is circling to land at a speed in excess of 9 knots should use the approach Category B NAVAIR 00 80T 112 m
634. tructed by the controlling agency 3 A safe landing is not possible ORIGINAL 22 20 NAVAIR 00 80 112 LEAD TURN TO 23NM ARC CALL DEPARTING ALTITUDE IF 3 APPROPRIATE AND LEAVING ALTITUDE 7 EXECUTE M A 2 IF REQUIRED OBTAIN APPROACH CLEARANCE REDUCE SPEED AND COMPLETE PENETRATION CHECK CROSS eur 1 6 MANDATORY VOICE REPORT ix ESTABLISH FINAL lt 300 5 APPROACH CONFIGURATION AND AIRSPEED LEAD TURN TO 4 1579 RADIAL RWY 5 FAIRFORD v When ALS inop increase CAT RVR to 1830m vis to 2000m r MISSED APPROACH Climb to 2400 trock 267 vis 2400m CAT E vis to 2800 wetil pessing 1100 then tern right to intercept 9 Circling not outhorized of RWY 09 27 FFA R 333 ovt to 10 DME ond hold 157 Mex hold 265 KIAS Max holding FL170 Min holding FL150 TENET ae ake 740 1830m STAC 27 NOT AUTHORIZED 500 1500 2000 7 2400m 840 am 10404400 HIRL Rwy 09 27 5002400 603200 80074400 FAIRFORD ENGLAND 519 AV N O1 A7 W Orig 06159 HI TACAN RWY 27 FAIRFORD EGVA Figure 22 17 TACAN Approach 22 21 ORIGINAL NAVAIR 00 80 112 PENSACOLA FLORIDA TACAN RWY 25L APCH crs Rwy dg 8001 AL 736 USN o gt 22 263 Arpt Elev 28 PENSACOLA NAS FORREST SHERMAN FLD MISSED APPROACH Climbing left turn to 2200 141 to CHAPE and hold ATIS PENSACOLA APP CON SH
635. true airspeed at cruising altitude between reporting points varies or is expected to vary from that given in the flight plan by plus or minus 5 percent or 10 knots whichever is greater ATC should be advised 27 7 CHANGE IN PROPOSED DEPARTURE TIME To prevent computer saturation in the en route environment parameters have been established to delete proposed departure flight plans that have not been activated Most centers have this parameter set so as to delete these flight plans a minimum of 1 hour after the proposed departure time To ensure a flight plan remains active pilots whose actual departure time will be delayed 1 hour or more beyond their filed departure time are requested to notify ATC of their departure time Due to traffic saturation control personnel frequently will be unable to accept these revisions via radio It is recommended that you forward these revisions to the nearest FSS 27 8 CLOSING VFR DVFR FLIGHT PLANS A pilot is responsible for ensuring that his her VFR or DVFR flight plan is canceled You should close your flight plan with the nearest FSS or if one is not available you may request any ATC facility to relay your cancellation to the FSS Control towers do not automatically close VFR or DVFR flight plans because they do not know if a particular VFR aircraft is on a flight plan If you fail to report or cancel your flight plan within 1 2 hour after your ETA search and rescue procedures are started 27 9 CANCELING
636. trument landing system contact approach An approach wherein an aircraft on an IFR flight plan having an air traffic control authorization operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport in those conditions may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface This approach will only be authorized when requested by the pilot and the reported ground visibility at the destination airport is at least 1 statute mile 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 1 Controlled airspace is a generic term that covers Class A Class B Class C Class D and Class E airspace 2 Controlled airspace is also that airspace within which all aircraft operators are subject to certain pilot qualifications operating rules and equipment requirements in 14 CFR Part 91 for specific operating requirements refer to 14 CFR Part 91 For IFR operations in any class of controlled airspace a pilot must file an IFR flight plan and receive an appropriate ATC clearance Each Class B Class C and Class D airspace area designated for an airport contains at least one primary airport around which the airspace is designated for specific designations and descrip
637. trument runway and is reported in hundreds of feet RVR is used in lieu of RVV and or prevailing visibility determining minimums for a particular runway a Touchdown The visibility readout values obtained from RVR equipment serving the runway touchdown zone b Mid RVR The readout values obtained from equipment located midfield of the runway c Rollout RVR The RVR readout values obtained from equipment located nearest the rollout end of the runway visual approach approach wherein an aircraft on an IFR flight plan operating in VFR conditions and having received an air traffic control authorization may deviate from the prescribed instrument approach procedures and proceed to the airport of destination by visual reference to the surface visual approach slope indicator lighting system usable at night or in limited visibility that aids the pilot in maintaining a predetermined glidepath on final approach The lights are visible up to 15 miles at night and 5 miles by day Each unit is equipped with a high beam white light and a low beam red filter that enables the pilot when on the proper glidepath to see the front row of lights as white and the back row of lights as red on both sides of the runway If glidepath is too high both rows of lights show white if too low they show red visual descent point A defined point on the final approach course of nonprecision straight i
638. ts etc Where the fix is associated with an instrument approach and timed approaches are in effect a procedure turn shall not be executed unless the pilot advises ATC as aircraft holding is expected to proceed inbound on final approach directly from the holding pattern when approach clearance is received ORIGINAL 21 32 NAVAIR 00 80 112 6 Radar surveillance of outer fix holding pattern airspace areas a Whenever aircraft are holding at an outer fix ATC will usually provide radar surveillance of the outer fix holding pattern airspace area or any portion of it if it is shown on the controller s radarscope b The controller will attempt to detect any holding aircraft that stray outside the holding pattern airspace area and will assist any detected aircraft to return to the assigned airspace area c Many factors could prevent ATC from providing this additional service such as workload number of targets precipitation ground clutter and radar system capability These circumstances may make it unfeasible to maintain radar identification of aircraft or to detect aircraft straying from the holding pattern The provision of this service depends entirely upon whether the controller believes to be in a position to provide it and does not relieve a pilot of the pilot s responsibility to adhere to an accepted ATC clearance 21 3 12 1 Wind Correction Techniques 21 3 12 1 1 Crosswind Correction After entering the holding pattern the pilot
639. ts and is being operated by only one pilot who meets the requirements of the NATOPS manual for that model aircraft Skid sidewise movement of an aircraft toward the outside of the turn slip sidewise movement of an aircraft toward the inside of the turn special use airspace Airspace of defined dimensions identified by an area on the surface of the Earth wherein activities must be confined because of their nature and or wherein limitations may be imposed upon aircraft operations that are not a part of those activities Types of special use airspace are 1 Alert area Airspace that may contain a high volume of pilot training activities or an unusual type of aerial activity neither of which is hazardous to aircraft Alert areas are depicted on aeronautical charts for the information of nonparticipating pilots All activities within an alert area are conducted in accordance with Federal aviation regulations and pilots of participating aircraft as well as pilots transiting the area are equally responsible for collision avoidance 2 Controlled firing area Airspace wherein activities are conducted under conditions so controlled as to eliminate hazards to nonparticipating aircraft and to ensure the safety of persons and property on the ground 3 Military Operations Area MOA A MOA is airspace established outside of Class A airspace area to separate segregate certain nonhazardous military activities from IFR traffic
640. tside the holding pattern airspace area and will assist any detected aircraft to return to the assigned airspace area Note Many factors could prevent ATC from providing this additional service such as workload number of targets precipitation ground clutter and radar system capability These circumstances may make it unfeasible to maintain radar identification of aircraft to detect aircraft straying from the holding pattern The provision of this service depends entirely upon whether controllers believe they are in a position to provide it and does not relieve pilots of their responsibility to adhere to an accepted ATC clearance 29 15 ORIGINAL NAVAIR 00 80 112 3 If an aircraft is established in a published holding pattern at an assigned altitude above the published Minimum Holding Altitude and subsequently cleared for the approach the pilot may descend to the published minimum holding altitude The holding pattern would only be a segment of the IAP if it is published on the instrument procedure chart and is used in lieu of a procedure turn For those holding patterns where there are no published minimum holding altitudes the pilot upon receiving an approach clearance must maintain the last assigned altitude until leaving the holding pattern and established on the inbound course thereafter the published minimum altitude of the route segment being flown will apply It is expected that the pilot will be assigned a holding al
641. ttern and remain within protected airspace the parallel teardrop and direct entries are the procedures for entry and holding recommended by the FAA 29 8 4 Timing 29 8 4 1 Inbound Leg 1 At or below 14 000 feet MSL 1 minute 2 Above 14 000 feet MSL 1 1 2 minutes ORIGINAL 29 12 NAVAIR 00 80 112 Note The initial outbound leg should be flown for 1 minute or 1 1 2 minutes appropriate to altitude Timing for subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg time Pilots may use any navigational means available e g DME RNAV etc to ensure the appropriate inbound leg times 29 8 4 2 Outbound Leg Timing begins over or abeam the fix whichever occurs later If the abeam position cannot be determined start timing when turn to outbound is completed 29 8 5 Distance Measuring Equipment DME DME holding is subject to the same entry and holding procedures except that distances nautical miles are used in lieu of time values The outbound course of a DME holding pattern is called the outbound leg of the pattern The length of the outbound leg will be specified by the controller The end of the outbound leg is determined by the odometer reading Figures 29 5 and 29 6 Note When the inbound course is toward the Navigation Aid NAVAID the fix distance is 10 nm and the leg length is 5 nm the end of the outbound leg will be reached when the DME reads 15 nm When the inboun
642. ttitude Figure 19 10 The entire maneuver should be accomplished by reference to the attitude indicator The rate of roll should be constant and continuous throughout the maneuver 19 3 4 Loops Advance the power and lower the nose to attain a desired entry airspeed compatible with aircraft performance Refer to the attitude indicator and smoothly raise the nose to the horizon with the wings level Upon reaching the horizon increase back pressure ensuring sufficient g s are applied to pull the aircraft up through the vertical and over the top of the loop without exceeding aircraft limitations Figure 19 11 Bear in mind that some attitude indicators reverse themselves by controlled precession as the aircraft passes through a vertical attitude It is essential that the aircraft wings are level prior to and after this reversal An easy method of keeping the wings level is to keep the bank pointer centered at the top of the attitude indicator prior to reversal and then keeping it centered at the bottom after reversal Be alert to recognize and then disregard the attitude indications during this short period of controlled precession As the airspeed decreases in the pullup pitch control may become less effective and further backpressure may be required to maintain constant g force As the airspeed drops to the point where the g can no longer be maintained in the control region without stalling release some backpressure rum P A BEG
643. tude on the altimeter The small pitch corrections required to maintain a desired altitude are made in fractions of pippers or in degrees The pilot should become familiar with the vertical speed changes that result when specific pitch adjustments are made at various airspeeds and configurations thus the pilot can determine what nose attitude adjustment is required to produce the desired rate of correction when an altitude deviation is observed When the pilot makes these pitch adjustments the altimeter and vertical speed indications will lag behind changes of pitch attitude on the attitude indicator This lag should be recognized and accepted as an inherent error in the differential pressure instruments The error is even more pronounced at supersonic airspeeds Because of this error the pilot must maintain the adjusted pitch attitude on the attitude indicator while waiting for changes on the altimeter and vertical speed to occur The pilot must not make a snap decision that the adjusted pitch change is ineffective and be lured into overcontrolling the nose attitude With experience the pilot can usually estimate the suitability of a pitch adjustment by noting the initial rate of movement of the vertical speed indicator For example assume a pitch adjustment has been made that is expected to result in a 200 to 300 feet per minute rate of climb If the initial rate of movement on the vertical speed indicator is rapid and obviously will stabilize at
644. ty is used to deviate from provisions of an ATC clearance the pilot in command shall notify ATC as soon as possible and obtain an amended clearance In an emergency situation that does not result in a deviation from the rules prescribed in 14 CFR Part 91 but requires ATC to give priority to an aircraft the pilot of such aircraft shall when requested by ATC make a report within 48 hours of such emergency situation to the manager of that ATC facility The guiding principle is that the last ATC clearance has precedence over the previous ATC clearance When the route or altitude in a previously issued clearance is amended the controller will restate applicable altitude restrictions If altitude to maintain is changed or restated whether prior to departure or while airborne and previously issued altitude restrictions are omitted those altitude restrictions are canceled including departure procedures and Standard Terminal Arrival STAR altitude restrictions Pilots of turbojet aircraft equipped with afterburner engines should advise ATC prior to takeoff if they intend to use afterburning during their climb to the en route altitude Often the controller may be able to plan traffic to accommodate a high performance climb and allow the aircraft to climb to the planned altitude without restriction ORIGINAL 28 6 00 80 112 If an expedite climb or descent clearance is issued and the altitude to maintain is subsequently chang
645. ty to the surface Figure 17 6 Function of Instruments Full Panel 17 3 6 Scan Technique A major factor influencing scan technique is the characteristic manner in which instruments respond to attitude and power changes The control instruments provide a direct and immediate indication of attitude and power changes but indications on the performance instruments lag and must be accepted as an inherent factor Lag will not appreciably affect the tolerances within which the pilot controls the aircraft however at times a slight unavoidable delay in knowing the results of attitude and or power changes will occur When the attitude and power are smoothly controlled the lag factor is negligible and the indications on the performance instruments will stabilize or change smoothly Do not make abrupt control movements in response to the lagging indications on the performance instruments without first checking the control instruments Failure to do so leads to erratic aircraft maneuvers which will cause additional fluctuations and lag in the performance instruments Frequent scanning of the control instruments assists in maintaining smooth aircraft control ORIGINAL 17 6 NAVAIR 00 80 112 The attitude indicator is the instrument that should be used to develop all maneuvering attitudes and should be scanned most frequently This is shown by the following description of a normal scan A pilot glances from the attitude indicator to a performance i
646. ual for detailed operation of a particular system Figure 14 1 14 2 HEADS UP DISPLAY Heads Up Displays HUDs are electronic instruments with a centralized means of displaying a large amount of information They can be used for display of attitude performance and position depending on the aircraft and its technology Figure 14 2 shows a typical HUD configuration and some of the terms for its symbology The pilot should refer to the appropriate NATOPS flight manual for detailed operation of a particular system 14 2 1 HUD Limitations HUDs not endorsed as a Primary Flight Reference may be integrated into the normal instrument cross check but concerns about insidious failures and its use in maintaining attitude awareness and recovering from unusual attitudes preclude its use as a sole source instrument reference Improvements in information integrity and failure indications have increased confidence in the reliability of HUDs however the combination of symbology and mechanization enabling their use as a sole source attitude reference has not been incorporated into all HUDs 14 2 2 Global Orientation Many are incapable of providing intuitive global orientation information because of the small sections of space that they represent Also because many HUDs provide only a partial picture of the aircraft attitude a pilot who tries to use the HUD to confirm an unusual attitude may see only a blur of lines and numbers In a fast mov
647. ulties The filing of a flight plan always good practice takes on added significance for extended flights outside U S airspace and is in fact usually required by the laws of the countries being visited or overflown It is also particularly important in the case of such flights that pilots leave a complete itinerary and schedule of the flight with someone directly concerned and keep that person advised of the flight progress If serious doubt arises as to the safety of the flight that person should first contact the appropriate FSS Round Robin flight plans to Mexico are not accepted pilots should review the foreign airspace and entry restrictions published in the IFIM FLIP and Foreign Clearance Guide during the flight planning process Foreign airspace penetration without official authorization can involve both danger to the aircraft and the imposition of severe penalties and inconvenience to both passengers and crew A flight plan on file with ATC authorities does not necessarily constitute the prior permission required by certain other authorities The possibility of fatal consequences cannot be ignored in some areas of the world Current NOTAMs for foreign locations must also be reviewed The publication Notices to Airmen Domestic International published biweekly contains considerable information pertinent to foreign flight Current foreign NOTAMS are also available from the U S International NOTAM Office in Washington D C through
648. ure 4 5 Vertical Cross Section of a Warm Type Occlusion 4 5 ORIGINAL NAVAIR 00 80 112 WARM AIR COLDER AIR COLD AIR gt gt COLD OCCLUSION IFM F07 Figure 4 6 Vertical Cross Section of a Cold Type Occlusion Upper Warm Front A WARM TYPE OCCLUSION B COLD TYPE OCCLUSION IFM F08 Figure 4 7 Occlusions in the Horizontal and Associated Upper Front ORIGINAL 4 6 00 80 112 Within the cold airmass extensive fog and low ceiling may result where the cold air is saturated by warm or drizzle falling through it from the warm airmass above If the temperature is below 32 F icing may occur but generally is light The width of the band of precipitation and low ceiling varies from 50 miles to approximately 200 miles depending upon the slope of the front and the temperatures of the airmasses One of the most annoying characteristics of a stationary front is that it may greatly hamper and delay air operations by persisting in the area for several days 4 4 PRESSURE AT FRONTS One of the important characteristics of all fronts is that on both sides of a front the pressure is higher than at the front This is true even though one of the airmasses is relatively warm and the other is relatively cold hence there is always a net movement of air upward in the region of a front This is another important characteristic of fronts as the lifting of the air causes condensation clouds and w
649. uring prolonged turns to assist in aircraft control To roll out of a turn on a desired heading a lead point must be used The amount of lead required depends upon the amount of bank used for the turn the rate the aircraft is turning and the rate at which the pilot rolls out As a guide a lead point on the heading indicator equal to approximately one third the angle of bank may be used With experience and practice a consistent rate of rollout can be developed A lead point can then accurately be estimated for any combination of angle of bank and rate of turn Make a note of the rate of movement of the heading indicator during the turn Estimate the lead required by comparing this rate of movement with angle of bank being used and the rate of rollout Figure 18 9 ORIGINAL 18 10 NAVAIR 00 80 112 HEADING 55 LEAD ROLLOUT HEADING BY 1 3 ANGLE OF BANK 8 Figure 18 9 Leading the Rollout 18 3 2 2 Altitude Control The techniques for maintaining a constant altitude during a turn are similar to those used in maintaining straight and level flight During the initial part of the roll in hold the same pitch attitude as was used to maintain altitude with the wings level As the bank is increased the pilot should anticipate a tendency for the aircraft to lose altitude because of the loss of vertical lift Adjust the nose attitude as necessary by reference to the pipper of the miniature aircraft relative to the
650. urn If unable to comply with these turn rates advise the controller so that the controller may determine lead points for turns and heading corrections Execute turns immediately upon hearing the words turn right or turn left Stop the turn on receipt of the words stop turn 25 3 1 5 Voice Procedures The radar approach is predicated entirely upon voice instructions from the controller During an approach repeat all headings altitudes and altimeter settings acknowledge all other instructions unless otherwise advised During high density radar operations a limiting factor is the communication time available Keep transmissions brief and specific commensurate with safety of flight Never sacrifice aircraft control to acknowledge receipt of instructions ORIGINAL 25 6 AS THE AIRCRAFT COMES WITHIN THE NINE MILE SCOPE LIMIT THE OPERATOR CHANGES FROM FULL SCAN TO SECTOR SCAN AND USES THE ETCHED SCOPE OVERLAY TO POSITION THE AIRCRAFT NAVAIR 00 80 112 THE RADAR OPERATOR CANNOT OBSERVE YOUR ELEVATION DURING THE APPROACH THE CONTROLLER IS ABLE TO ALIGH THE AIRCRAFT 500 FEET TO THE LEFT OR RIGHT AT MILE FROM THE END OF THE RUNWAY IFM F0171 Figure 25 4 Surveillance Approach 25 7 25 8 blank ORIGINAL NAVAIR 00 80 112 26 Global Positioning System GPS 26 1 INTRODUCTION The Global Positioning System GPS is a space based navigation system that provides highly accurate three
651. use an intercept angle greater than 452 Note On some aircraft the RMI Bearing Distance Heading Indicator bearing pointer does not have a tail In this case turn to the magnetic heading of the desired course Continue on the outbound magnetic heading of the desired course until the bearing pointer stabilizes Note the number of degrees the bearing pointer is off the tail of the aircraft This is the number of degrees off course Any heading change in the direction toward the head of the bearing pointer is a no wind intercept heading Turn in the direction of the head of the bearing pointer an amount approximately equal to the number of degrees off course Normally to avoid overshooting the course do not use an intercept angle greater than 45 5 Turn to an intercept heading if not previously accomplished 6 Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on bearing pointer rate of movement and the time required to turn on course Figure 23 4 Course Interception Immediately After Station Passage Sheet 2 of 2 23 9 ORIGINAL NAVAIR 00 80 112 23 1 1 6 2 Outbound To maintain an outbound course use outbound course interception procedures Apply corrections to keep the desired course under the tail of the bearing pointer After applying a wind drift correction outbound and the tail of the pointer moves toward the top index the drift correction is too large
652. ust to achieve the most desirable rate of intercept When selecting an intercept heading the key factor is the relationship between distance from the station and degrees from the course Each degree or radial is 1 nm wide at a distance of 60 nm from the station Width increases or decreases in proportion to the 60 nm distance For example 1 is 2 nm wide at 120 nm and 1 2 nm wide at 30 nm For a given groundspeed and angle of intercept the resultant rate of intercept varies according to the distance from the station ORIGINAL 21 4 00 80 112 MAINTAIN COURSE INBOUND TO THE STATION UTC 1142 15 C COMM2 COMI UTC 11 42 15 C COMM2 ROTATE COURSE SET KNOB TO CENTER THE CDI TURN TO PLACE BEARING POINTER UNDER TOP INDEX 1142 RAT 15 C COMM2 TUNE TO NEW FREQUENCY 120 37 134 85 117 80 0437 Figure 21 4 Proceeding Direct to Station 21 5 ORIGINAL NAVAIR 00 80 112 When selecting an intercept heading to form angle of intercept consider the following factors 1 Degrees from course 2 Distance from the station 3 True airspeed and wind groundspeed 21 3 3 Inbound Procedures To intercept a radial while flying to a station a number of varying methods may be employed Generally setting up a 45 angle of intercept is recommended 30 angle of intercept is equally correct as is the double the angle off the bow method if the number
653. ventually replaced with the new designation Category II and III ILS procedures are not subject to this naming convention Wide Area Augmentation System WAAS Lateral Navigation Vertical Navigation LNAV VNAV and Global Positioning System GPS approach procedures will be charted as RWY Number e g RNAV RWY 21 VOR DME Area Navigation RNAV approaches will continue to be identified as VOR DME RNAV RWY Number e g VOR DME RNAV RWY 21 4 Approach minimums are based on the local altimeter setting for that airport unless annotated otherwise e g Oklahoma City Will Rogers World approaches are based on having a Will Rogers World altimeter setting When a different altimeter source is required or more than one source is authorized it will be annotated on the approach chart e g use Sidney altimeter setting if not received use Scottsbluff altimeter setting Approach minimums may be raised when a nonlocal altimeter source is authorized When more than one altimeter source is authorized and the minimums are different they will be shown by separate lines in the approach minimums box or a note e g use Manhattan altimeter setting when not available use Salina altimeter setting and increase all Minimum Descent Altitudes MDAs 40 feet When the altimeter must be obtained from a source other than air traffic a note will indicate the source e g obtain local altimeter setting on Common Traffic Advisory Frequency CTAF When th
654. ver until just before the fuselage dot of the miniature aircraft passes through the horizon bar Release backpressure upon approaching the horizon and roll to an upright level attitude Do not reduce power until the maneuver is completed 19 3 6 Half Cuban Eight The Half Cuban Eight is the first half of a loop with a rollout from the inverted nosedown attitude resulting in a 180 heading change It differs from the Immelmann turn in that the rollout is in a nose low attitude rather than a level attitude This maneuver is practiced to develop the pilot s confidence in the attitude indicator Figure 19 13 19 11 ORIGINAL NAVAIR 00 80 112 T3A313SON H3AOO3H 39NVHO 081 eit e 1H9N4 13441 p ceu 2o CASE NE 1noTioH Em Q31H3ANI d auno Figure 19 13 Half Cuban Eight 19 12 ORIGINAL NAVAIR 00 80 112 20 Unusual Attitudes 20 1 INTRODUCTION An unusual attitude is an aircraft attitude occurring inadvertently Figure 20 1 It may result from one factor or a combination of several factors such as turbulence distraction of cockpit duties instrument failure inattention spatial disorientation etc In most instances these attitudes are mild enough for the pilot to recover by reestablishing the proper attitude for the desired flight condition and resuming a normal cross check Techniques of recovery should be c
655. vided for normal maneuvers but no consideration is given to an abnormally early turn therefore when an early missed approach is executed pilots should unless otherwise cleared by ATC fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver If visual reference is lost while circling to land from an instrument approach the missed approach specified for that particular procedure must be followed unless an alternate missed approach procedure is specified by ATC To become established on the prescribed missed approach course the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course Inasmuch as the circling maneuver may be accomplished in more than one direction different patterns will be required to become established on the prescribed missed approach course depending on the aircraft position at the time visual reference is lost Adherence to the procedure will ensure an aircraft will remain within the circling and missed approach obstruction clearance areas Figure 30 20 At locations where ATC radar service is provided the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure Figure 30 21 When approach has been missed request clearance for specific action e g to alternative airport another approach etc 30 19 V
656. ving system anti jam performance When GPS is not available due to mountain shadowing of satellites jamming or high dynamic maneuvers the improved INS will provide the integrated navigation system with accurate position information until the satellites are back in view or the jamming is over GPS can also provide in flight alignment capability for the INS 26 2 4 Flight Management System FMS An FMS is an integrated suite of sensors receivers and computers coupled with a navigation database These systems generally provide performance and Area Navigation RNAV guidance to displays and automatic flight control systems Inputs can be accepted from multiple sources such as GPS Distance Measuring Equipment DME VHF Omnidirectional Range VOR Localizer LOC and Inertial Reference Unit IRU These inputs may be applied to a navigation solution one at a time or in combination Some FMSs provide for the detection and isolation of faulty navigation information When appropriate navigation signals are available FMSs will normally rely on GPS and or DME DME 1 the use of distance information from two or more DME stations for position updates Other inputs may also be incorporated based on FMS system architecture and navigation source geometry 26 2 5 Required Navigation Performance RNP RNP is intended to provide a single performance standard for aircraft manufacturers airspace designers pilots controllers and international aviation
657. w radial Determine and set in the new course 4 Turn to the intercept heading in the direction determined in step 2 Set up a 45 degree 30 degree or double the angle off the bow intercept Maintain the intercept heading until a lead point is reached then complete the intercept Lead point depends on bearing pointer rate of movement and the time required to turn on course Figure 21 9 Outbound Course Interception Away from the Station RMI Only Sheet 2 of 2 21 3 5 Outbound Procedures To intercept a radial while flying from a station several methods may be employed Whereas a 45 angle of intercept is recommended a 30 angle of intercept or the double the angle off the bow as described in Figure 21 16 may be used 21 3 5 1 RMI Only Outbound radial interceptions utilizing only the RMI are described in detail in Figure 21 9 The essential element is to visualize the problem utilizing the RMI center as the station and the tail of the bearing pointer as the present aircraft position Then a pilot can visualize the new radial that the pilot wants to intercept as is done in TACAN point to point As distances are not known the pilot can picture the aircraft at the middle of the bearing pointer with the desired point of interception at the outer edge of the compass card 21 3 5 2 RMI and CDI Outbound radial interception utilizing RMI and CDI are described in detail in Figure 21 10 Essentially these can be accomplished exac
658. when turning d Determine entry turn from aircraft heading upon arrival at the holding fix Plus or minus 5 in heading is considered to be within allowable good operating limits for determining entry e Advise ATC immediately if any increased airspeed is necessary due to turbulence icing etc or if unable to accomplish any part of the holding procedures After such higher speeds are no longer necessary operate according to the appropriate published holding speed and notify ATC Note Airspace protection for turbulent air holding is based on a maximum of 280 Knots Indicated Airspeed KIAS or Mach 0 8 whichever is lower Considerable impact on traffic flow will result when turbulent air holding patterns are used thus pilot discretion will ensure their use is limited to bona fide conditions requirements 7 Nonstandard holding pattern Fix end and outbound end turns are made to the left Entry procedures to a nonstandard pattern are oriented in relation to the 70 line on the holding side just as in the standard pattern 5 When holding at a fix and instructions are received specifying the time of departure from the fix the pilot should adjust the flightpath within the limits of the established holding pattern in order to leave the fix at the exact time specified After departing the holding fix normal speed is to be resumed with respect to other governing speed requirements such as terminal area speed limits specific ATC reques
659. which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night 2 Ground visibility Prevailing horizontal visibility near the surface of the Earth as reported by the United States National Weather Service or an accredited observer 3 Prevailing visibility greatest horizontal visibility equaled or exceeded throughout at least half the horizon circle which need not necessarily be continuous 4 Runway Visibility Value RVV The visibility determined for a particular runway by a transmissometer A meter provides a continuous indication of the visibility reported in miles or fractions of miles for the runway RVV is used in lieu of prevailing visibility in determining minimums for a particular runway 5 Runway Visual Range An instrumentally derived value based on standard calibrations that represents the horizontal distance a pilot will see down the runway from the approach end It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range RVR in contrast to prevailing or runway visibility is based on what a pilot in a moving aircraft should see looking down the runway RVR is horizontal visual range not slant visual range It is based on the ORIGINAL NAVAIR 00 80 112 measurement of a transmissometer made near the touchdown point of the ins
660. ximately 3 nm prior to the FAF your equipment will alert you that display sensitivity is about to change again At 3 nm if you still have not armed the approach mode it will give you another warning 26 5 7 1 3 Ramp Down Beginning 2 nm prior to the FAF your equipment will if previously armed automatically scale from terminal integrity performance 1 nm to approach integrity performance 0 3 nm This change in sensitivity is called ramping down and depending on your equipment will occur between 2 nm prior to the FAF and the FAF After ramping down the equipment is considered to be in approach mode WARNING Aircrew must ensure the equipment has switched from the armed mode to the active mode by the time the aircraft reaches the FAF Aircrew shall not descend below the FAF altitude unless the equipment is in approach mode The aircraft may not remain within primary obstacle clearance area of the instrument approach procedure Transition to your backup approach if available or proceed to the MAP along the final approach course and execute the missed approach or comply with ATC instructions ORIGINAL 26 12 NAVAIR 00 80 112 CAUTION Failure to ramp down to approach mode may be an indication of integrity failure failure to arm the aircraft did not enter the capture gate or some other type of failure 26 5 7 1 4 Two Nautical Mile 2 nm Lockout At 2 nm if you still have not armed the approach mode your equipment will not
661. xists The relatively short length of many low altitude approaches may require you to establish the final approach configuration during the transition to the When operating on an unpublished route or while being radar vectored when an approach clearance is received the pilot shall maintain the last assigned altitude unless a different altitude is assigned by ATC or until the aircraft is established on a segment of a published route or instrument approach procedure If in holding commence descent as described previously under VOR Descend from the IAF altitude when established on the initial approach course If there is insufficient time to intercept course and comply with the first altitude restriction before starting the approach request ATC clearance to maneuver for a favorable alignment with the initial approach course At or before reaching the final approach fix configure the aircraft for landing in accordance with the NATOPS flight manual Descend to the MDA on the approach chart to acquire visual reference for landing as soon as practical Comply with any published altitude restriction between the FAF and missed approach point Descent below MDA is authorized when visual reference with the runway environment is sufficient to complete the landing and the Visual Descent Point VDP has been reached Perform the missed approach when 1 Visual reference with runway environment at missed approach is insufficient to complete the landing 2 Ins
662. y E 21 17 21 3 9 Time Distance Check ssec e re em Re Genes Dae 21 21 21 3 10 Method seres morier eneret uiri eE 21 23 21 3 11 Station Passage eaa a a 21 23 21 3 12 ee E ee ae A ees 21 27 CHAPTER 22 TACTICAL AIR NAVIGATION TACAN 22 1 INTRODUCHON 22 1 22 2 EQUIPMENT AND TRANSMISSION PRINCIPLES 22 1 22 2 1 Ground Equipment oo e bee ace Racer diee c ea iet ON 22 2 22 2 2 TACAN CharacteriStlC8 2 s ey sr erede th ne RR EROR m UR m URL e 22 5 22 2 3 TACAN Proced res i eat RD ER xat Ru d a eu Y ERE RE x E 22 7 22 2 4 TACAN PIOODOdUIBS 5 2455 22 18 CHAPTER 23 ADF UHF ADF MARKER BEACONS 23 1 AUTOMATIC DIRECTION FINDING ADF 23 1 23 1 1 Automatic Direction Finding ADF Procedures 23 1 23 1 2 UHF Nondirectional Radio Beacon Homer 23 11 23 2 MARKER BEACONS Ee ea 23 14 CHAPTER 24 INSTRUMENT LANDING SYSTEM ILS 24 1 INTRODUCTION 2e o DER e 24 1 24 2 EQUIPMENT AND OPERATION or Re x So dor x uc ead eo Socr 24 1 24 2 1 Ground Equipment ds 24 1 24 2 2 Airbotn Equipment cae d adc ace n co cce E acit 24 4 24 3

Instrument Flight Manual (00-80T-112)

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