Instrument Intro Briefs I0101:GPS/Radio Instrument Procedures (The

Instrument Intro Briefs I0101:GPS/Radio Instrument Procedures (The brief you are getting right now) I0102:T44C GPS/FMS I0103:T44C Flight Director Operation I0104-I0106: Self-paced laptop trainer covering; Weather Radar, Flight Guidance Panel, Messages and Annunciations 01 Dec 2020

I0101 OVERVIEW Introduction Stage Review Reference Materials Local Operations Communications Takeoff/Departure Enroute Arrival/Approach Brief Example CRM Callouts Airfield Lights and signs Common Mistakes RNAV/GPS Approaches Extras Conclusion

STAGE REVIEW I2100 Block BI Sims - 4 events I2200 Block RI Sims - 2 events I3100 Block RI Sims - 6 events I4100 Block Flights - 4 events - Instrument Intro with emphasis on the different types of approaches I3200 Block - 6 Emergency Instrument Sims I4200 Block - 4 Emergency Instrument Flights I3390 - Midstage Instrument Check (sim) IP will act as CP I4300 Block - 4 Cross Country Flights I3400 Sim - 1 Advanced Emergency Instrument Approaches Scenario based event after Cross Country I4400 Block - 3 Advanced Emergency Instrument Flights that will have homework! I4403: BRING INSTRUMENT RATING REQUEST, FILLED OUT! After I4402 get with logs/records to ask them to pull your Wingstats to help fill out the rating request. I3500 Block - Instrument EP Sim scenario based, anytime after I4201 I3600 Block - CRM Simulator scenario based, after I3501 I4590 - NATOPS Instrument Check ride I4601—Solo Cross Country

REFERENCE MATERIAL Instrument Stage Material FTI FAR AIM (to include Advisory Circulars) CNAF M-3710.7 FAA Instrument Flying Handbook FAA Instrument Procedures Handbook NATOPS Instrument Flight Manual General Planning and FLIP publications TERPS Manual 8260.3C Wing and Squadron SOPs

REFERENCE MATERIAL FTI Details standard procedures for maneuvers, approaches, and operations not specifically addressed in NATOPS FAR AIM and AC’S Provides Aviation Community with basic flight information and ATC procedures for use in the National Airspace System Should be the primary source for general flight procedures Advisory Circulars provide guidance for compliance with airworthiness regulations, pilot certification, operational standards, training standards, and any other rules within the 14 CFR.

REFERENCE MATERIAL CNAF M-3710.7 Provides (along with FAR part 91) specific rules and regs for operating Naval aircraft FAA Instrument Flying Handbook Designed for use by pilots preparing for an instrument rating test FAA Instrument Procedures Handbook Designed as a technical reference for all pilots who operate under IFR in the National Airspace System NATOPS IFM Contains important basic flight information and IFR procedures One of the best places to read about needle only characteristics of different NAVAIDS

REFERENCE MATERIAL General Planning and FLIP Publications GP contains information on flight planning and filing requirements. Chapter 4 specifically references DD1801 filing procedures. TERPS Manual Explains the construction of instrument procedures and obstacle clearances in and around the terminal area. SOPs Contain all of the local guidance that may be more limiting than the CNAF 3710. By Review Stage, you must be intimately familiar with FLIP publications, AIM/FTI procedures and CNAF/FAR material

ELECTRONIC PUBS Electronic flight bags (EFB) are allowed but are not a substitute for paper pubs. Reference Squadron SOP for restrictions on electron flight bags. Students not in compliance with regulations will receive an OLQ Pink sheet with UNSAT left up to the discretion of the instructor.

LOCAL OPERATIONS (CONT.) Tango-3 (Should be put on with clearance from the AC) KNGP TAC, VOR, ILS, GPS KCRP VOR, TAC, ILS, GPS KT69 VOR, GPS KTFP GPS KRKP VOR/TAC, GPS

LOCAL OPERATIONS (CONT.) GCA-1 (Should be put on with clearance from the AC) For KNGP PAR or ASR Reference TW-4 Local Use Procedures (Blue Brains) for all coded flight plans. All coded flight plans and 1801’s should be filed with Base OPS. Pick up gouged app clips from supply.

LOCAL OPERATIONS (CONT.) WHAT YOU BRING TO THE BRIEF Each student must bring a flight plan (1801) for their planned profile The plan should accomplish ungraded items in block (3 approaches for you, 1 for IP) Shall call or text the IP the night prior Students must either bring a local canned wx brief or file one on FWB. Notams, TAF’s, BASH, ect.

DD-1801 Reference GP for guidance

BLOCK 19

1801-C Use 1801-C for stop over flight plans where aircraft information will remain the same.

PUBS BAG Always ensure you pubs bag is up to date and includes all required app plates and charts for the flight. Any pubs not in MX should be located in the duty office.

COMMUNICATIONS Standard phraseology AIM chapter 4, Section 2 “Radio Communications Phraseology and Techniques”—Pilot/Controller Glossary Approach will usually ask “how the approach will terminate?”. This is them asking what you want after that approach.

COMMUNICATIONS General Rules Always read back specific instructions and clearances when applicable (CRAFT or DRAFT for initial clearance with clearance delivery) Read back assigned headings, altitudes, airspeeds, frequencies, transponder codes and altimeter settings ASK ATC TO REPEAT ANYTHING YOU DIDN’T GET

REQUIRED COMMS V – VFR on top altitude change A – Leaving assigned Alt for another Alt C – Can’t climb/descend at 500 fpm A – Missed Approach T – TAS changes by 5% or 10kts whichever is greater E – Entering (time and alt) or leaving holding fix (Corpus Approach/Valley Approach does not require this call) R – Radio or NAVAID degradation S – Safety of flight issues (un-forecast WX is included)

COMMUNICATIONS Unicom/CTAF Speak to the lowest common denominator, the VFR pilot with no approach plates They don’t know what “Procedure turn VOR 32 Circle 14” means. Sample calls for 10 and 5 miles: “Aransas County traffic, Navy King Air 16, 10 miles northwest, 1600 feet, inbound for a straight in 14, Aransas County.” “Alice Traffic, Navy King Air 16, 5 miles to the west. Will overfly the field at 1100 feet to enter left downwind Rwy 13, touch and go, and depart to the east, Alice.”

TAKEOFF/DEPARTURE Instrument Departure—critical phase of flight (low, slow, and heavy) Focus on solid, specific briefing Ensure copilot is onboard with all aspects of brief Instrument Departure Brief items Instrument Departure Procedures/Trouble T Instrument Recovery-Emergency Return (Sim IMC) Recovery-Emergency Return (Actual Conditions)

TAKEOFF/DEPARTURE Trouble T The Trouble T applies on the departure as well as the approach if conducting a touch and go. You must brief the Trouble T for both See FTI / AIM for discussions on the 4 types of Instrument Departures. Non-standard alternate WX Mins do not apply to DOD, use OPNAV requirements. A-NA does apply, and is not available for use a alternate.

TROUBLE T TERPS Assume one engine inoperative 200 ft/nm is the standard TERPS climb gradient TERPS OIS (Obstacle Identification Surface) 152 ft/nm 48 ft/nm obstacle clearance Can’t make the climb gradient? Decrease gross weight-Fuel, payload, etc Wait for better weather-Cooler, headwind, etc Pick a different runway-Away from obstacle VCOA where available

TROUBLE T Departure end crossing height of zero feet at USAF/USN fields, all others 35 feet. 200 ft/nm 3.3% 200 ft/nm 3.3% 48 ft/nm ROC 48 ft/nm ROC 40:1 OIS 152 ft/nm 2.5% 40:1 OIS 152 ft/nm 2.5% Civil & Army 35 ft 2nm 25 2nm 26

TAKEOFF/DEPARTURE Weather minimums for takeoff-CNAF M-3710.7 Standard instrument rating — Published minimums for the available NPA, but not less than 300-foot ceiling and 1-statute mile visibility. When a precision approach compatible with installed and operable aircraft equipment is available, takeoff is authorized provided the weather is at least equal to the precision approach minimums for the landing runway in use, but in no case when the weather is less than 200-foot ceiling and 1/2-statute-mile visibility/2,400-foot runway visual range (RVR).

TAKEOFF/DEPARTURE Aviate, Navigate, Communicate Climb at 150 kts (NATOPS climb speeds are located in chapter 7) Contact Departure “OFF Report” Who you are, passing altitude off whatever airport, flying whatever departure Checklist (1,000 ft AGL)

ENROUTE Least busy but possibly most critical part Use this time to ‘get ahead’ Get ATIS early (You can get ATIS FOR ALL fields) Brief approach as soon as you have the weather Always be aware of position and situation Utilized the MFD or MAP mode on the PFD Pull out a low chart if time permits Look at approach plate for extra SA (ex. Alice VOR-A), you “live” on the tail of the needle.

ENROUTE Prepare for Arrival Review NOTAMS/IFR Supp Restrictions and Airport Info Review Charts Familiarize with local airspace, airports and terrain Review STARS (As Required) If a STAR is published, file it. Review Approach Plates Review approaches and diagrams, including airport diagram to forecast a taxi plan. Technique: 30 Min out, begin to get WX and review airport info (Notams, ATIS, etc). Initiate checklist once briefed and setup for the approach.

ARRIVAL ABCs Technique: ATIS (or ASOS, AWOS) Check plate for altimeter setting notes Brief the Approach FTI requirements Circling plan Things that are different, ex. arresting gear at KNQI T&G brief Checklist Full vs. Abbreviated

ARRIVAL ABBCs Technique: ATIS (or ASOS, AWOS) Check plate for altimeter setting notes Build the approach/cockpit setup FMS/NAVAIDS/Minimums/Presentation Cockpit flow to check Brief the Approach FTI requirements Don’t forget T&G brief Checklist Full vs. Abbreviated

APPROACH BRIEF ATIS (WAR – wx, altimeter, duty runway) Approach What plate you are using (amendment and date) Name and Location “ILS Z 13R at NGP” Frequencies Final Approach Course GSIA or FAF DH/MDA and MAP TDZE/ Runway Missed Approach Terrain (MSA) Specials – Touch and Go, SSE full stop, Circling intentions How will the approach be flown?

EXAMPLE APPROACH BRIEF

EXAMPLE APPROACH BRIEF

CRM

MANDATORY CRM CALLOUTS Autoflight Manual Flight Chapter 22 of the NATOPS describes the call outs and responsibilities of the crew and needs to be read thoroughly. General Callouts Calls made in all situations. The PF provides the manual input to the flight controls and the flight director may or may not be in use. Again Chapter 22 of the NATOPS gives guidance and should be read thoroughly. This chapter will serve you well for the rest of your training. It discusses ORM/TEM, levels of automation and CRM. READ IT!!!

CRM The PF shall fly the aircraft and maintain a dedicated headsup lookout. If the PF wishes to be heads-down for an EXTENDED period of time, aircraft control shall be transferred to the PM who shall remain heads-up. If the PM must divert attention away from normal clearing and monitoring duties for an EXTENDED period of time, he shall state, “heads-down”. Verbal acknowledgment from the PF is necessary to prevent both pilots from being headsdown at the same time.

CRM DATA ENTRY Taxi – Data entry, while the aircraft is in motion, shall be made by the PM. Either pilot may make entries if the aircraft is stopped with the parking brake set. In-Flight – Data entry shall be made by the PM. Any crewmember that observes both pilots “heads-down” at the same time shall alert the PF without delay.

APPROACH LIGHTING SYSTEMS Centerline guidance Adequate length Roll guidance Sequenced flashers Fixed/Variable intensity

PILOT CONTROLLED LIGHTING

Touch Down Zone Lights: First 3000’ of rwy 36 ft from centerline 100 foot spacing Centerline Lighting: 50 feet Runway Edge Lights: 200 feet 36’ 50 ’ ’ 10 0’ 0 20 36’

1000’ 2000’ 2000’ 3000’

Taxiway to Runway

USE ME – ABUSE ME IPs and Copilots can: Switch approach plates Tune NAVAIDs Check Trouble T’s, NOTAMS, ASR/PAR Mins Take controls for the approach brief We are training Crew Pilots with CRM Skills Be assertive Use your crew wisely to ease your workload Communicate! Ask Questions and LEARN SOMETHING. Don’t be shy, we’re here to teach you.

USE ME – ABUSE ME A good technique for flow . Complete the climb checklist passing 1000’ AGL then pass the controls. This allows you to set up and get everything the way you want it. Once complete setting up for the approach go ahead and brief it. Once briefed pass the controls to the IP and ask for the approach checklist. Feel free to ask the IP to set anything while you are at the controls. You should never be at the controls and setting everything up.

USE ME – ABUSE ME IP’s will NOT INTENTIONALLY do something incorrectly if you have directed them to do it to see if you catch it. (setting wrong frequency, or giving you a wrong MDA if you ask for it while you are flying the approach) This would defeat the purpose of using your CP!!

DESCENT POINTS When can you descend? (IAF/Inbound) IAF Outbound/Abeam and on a Parallel or Intercept heading to the outbound course Inbound on approach VOR/TAC – within 5 radials (1 dot on CDI) GPS – ½ scale (1 dot) NDB – within 5 bearings LOC – CDI off the wall

DESCENT POINTS When are you ‘abeam’ a station (for timing descending/timing outbound on a PT or timing in holding)? Your needle off the wing is only true IF your heading matches the outbound course If your heading doesn’t match the outbound course, you must add/subtract 90 Then watch for the needle to pass that value Try 100, -10 or -100, 10 Abeam is determined by the PT course. 90 degrees from that course is abeam.

TIMING Timing outbound on a PT is a technique to keep you within the ‘remain within’ distance Don’t rely solely on timing! Use the DME, if available, to keep your SA up Ex – if you have a strong tail wind outbound, you don’t want to time for a full minute Any method of course reversal is ok – just brief it So what the remain within distance TheisIAF that you are turning based off of? around.

REMAIN WITHIN Here your remain within distance is 10NM Since the IAF is also the VORTAC, you can go out to 10DME (no matter what the timing)

OVERFLY OR LEAD? Heading within 90 degrees of outbound course – you may lead the turn. This includes procedure turns; not just procedure tracks Example: Leading an arc 0.8 nm prior Heading not within 90 degrees – you must cross the fix and turn in the shorter direction, unless you are entering a published holding pattern

DESCENT RATES Descend at 800 – 1200 vvi for Nonprecision. If not, you won’t reach MDA by MAP, which is an unsuccessful approach. SSE requires the same but will be harder to reach with the gear up.

CIRCLING 4 Techniques 45 degrees, 30 seconds (good) 30 degrees, 45 seconds (not as good) 90 degrees, 15 seconds (T-bone the runway) TLAR (that looks about right) Circling Categories At 120 kts, we’re Cat B

NON-TOWERED CIRCLING AC 90-66B 03/13/18 9.6 Instrument Flight Rules (IFR) Traffic. Pilots conducting instrument approaches should be particularly alert for other aircraft in the pattern so as to avoid interrupting the flow of traffic, and should bear in mind they do not have priority over other VFR traffic. Pilots are reminded that circling approaches require lefthand turns unless the approach procedure explicitly states otherwise. This has been upheld by prior FAA legal interpretations of § 91.126(b). The FAR/AIM mentions shortest path to base or downwind leg, just keep in mind that at non-towered fields they want you in left traffic unless the IFR procedure tells you otherwise.

CIRCLING MISSED APPROACH Comply with the intent of the missed approach. This requires a climbing LEFT, not a climbing right!

CIRCLING MISSED APPROACH Initiate a CLIMBING turn towards the runway, and CONTINUE the turn to comply with the intent of the missed approach. Does not always mean you will get on the dotted line.

RNAV APPROACHES 1. CDI scale 2. Inflight 3. Types of approaches 4. How to fly them 5. Warnings 6. CRM 7. Extras

CDI SCALE 3 Modes of Operation Enroute Terminal Approach

CDI SCALE 2.0 NM

CDI SCALE Enroute Mode CDI /-2NM Enroute mode is active: Until 2nm prior to 30 nm from arrival airport

Terminal Mode CDI SCALE Once within 30 nm of the arrival field, CDI sensitivity improves to /-1NM T-44C “TERM” message on PFD VERBAL RESPONSE REQUIRED “Terminal Mode Armed” However, understand that you are in terminal mode. Terminal mode is not armed.

APPROACH MODE CDI SCALE Once within 2 nm of FAWP, CDI sensitivity improves to /-.3NM T-44C – “GPS APPROACH” Message on PFD VERBAL RESPONSE REQUIRED “APPROACH MODE ACTIVE”

IN FLIGHT Fly-over versus Fly-by WP, and dangers associated

RNAV/GPS

TAA ENTRY SECTORS TAA – The TAA incorporates separate entry sectors with MSAs for each sector. They also act as part of the approach; Once inside the sector DME, you can descend to the depicted altitude once cleared for the approach. NO DESCENT CLEARANCE NEEDED IF YOU ARE CLEARED FOR THE APPROACH!

TAAS

RNP Note the curved path on final. This requires RNP of 0.11, listed in the mins section. No GPS in the title WE CAN NOT FLY AN RNP APPROACH Uses different RNAV Equipment (not GPS)

BEFORE APPROACH Within 30 nm of airport, CDI will enter terminal mode. OBSTACLE CLEARANCE DEPENDS ON THIS Requires a verbal response “Terminal Mode Armed”

WHEN TO DESCEND ESTABLISHED AT IAF: CDI ½ scale & In Terminal Mode ESTABLISHED AT FAF: CDI ½ scale IN Approach Mode (“APPROACH ACTIVE”)

RADAR VECTORS Load the approach Extend out along the final approach course Blue/Green Method

MISSED APPROACH MAP: 2 Choices 1 – Go-Around button Auto sequences and puts you in Active Legs page 2 – Manual Sequencing At MAP, manually sequence to the MAWP

AFTER APPROACH Staying at the same airport? For another approach, simply select another one Going somewhere else? Change arrival airport or load Secondary flight plan.

WARNINGS INTEG Light (NAV “OFF” FLAG) RAIM is not available NO RAIM Can’t use GPS for guidance for approaches Will get a NAV flag if past FAF and no RAIM (signal may be good, but GPS can not check it’s signal) Can use for SIDS/STARS with no RAIM (enroute/term mode)

WARNINGS If no RAIM: PRIOR TO FAWP Transition to a ground-based navaid approach or get vectors. DO NOT DESCEND TO MDA and go Missed at the MAWP AFTER FAWP Climb to alt prior to FAF and proceed to MAWP

GPS EXTRAS You cannot create any IAPs, nor alter them. You may only pull them directly from the database. You may not alter any thing from the final approach fix inbound. Pink needle will remain on WPT until abeam, then will cycle to next WPT When in Holding, the pink needle remains pointed at the holding WPT

ADS-B ADS-B provides altitude, aircraft flight ID and vertical air speed. ADS-B reports two kinds of altitudes: barometric and geometric. Geometric altitude is calculated by GPS. ADS-B does not report horizontal airspeed. Instead, ADS-B reports horizontal velocity relative to the Earth.

CROSS COUNTRY Destination is IPs choice, but skeds does try to match Find who you like to fly with, talk to your on-wing and start calling around. Check the CCX board in ops

CROSS COUNTRY Considerations Weather Contract Gas Ramp Fees Rental Car Access Study all brief items beforehand. You probably will brief the entire block on the first leg of the trip. BRING A FUEL PLAN TO THE BRIEF!!! (It’s in the FTI) Use OPARS brief on multi-engine university for fuel plan.

CONCLUSION Focus of Maritime Advanced Program Study! NATOPS FTI AIM/FAR AIGT workbook NATOPS Instrument Flight Manual (IFM) CNAF 3710.7 Be familiar with Local Operations Chair fly Approaches, Briefs and Eps Arrive Prepared