I0101 BRIEF

Overview Introduction Stage Review Reference Material Local Operations Communications Takeoff/Departure Enroute Arrival/Approach Brief Example CRM Callouts Common Mistakes RNAV/GPS Approaches Conclusion

Introduction Welcome to the Instrument Stage!! Extensive and intense, and the primary focus of VT-31’s advanced syllabus 29 RI flights and sims. STUDY, and arrive prepared Technique vs. Procedure Have fun! This slide highlights some topics to get things rolling. Discuss the fact that this phase of training is extensive and difficult, but ultimately is the most rewarding, culminating in an instrument rating and Gold/Silver wings! Talk about the need to study and show prepared (with an understanding of the weather, notams, and event requirements—i.e. training deficiencies or items not yet completed). Cover the difference between technique and procedure and remind them to try to have some fun with their final phase of training.

Stage Review Navy, USMC, USCG BI Sims—4 events I3200 Block Sims—5 Instrument Sims I4100 Block—Instrument Intro I3300 Block—Instrument Emergency Sims I4200 Block—Instrument Emergency Flights I4390—Midphase Checkride I4400 Block—USAF Right Seat I4500 Block—Cross Country Events I4600 Block—Advanced Instrument EPs I4604: BRING INSTRUMENT RATING REQUEST, FILLED OUT! I4790—Final Checkride I4801—Solo Cross Country Discuss the specifics of each block while students follow along with their Master Curriculum Guides.

Stage Review (cont.) E2/C2 Intermediate Instrument Syllabus BI Sims—3 events I3200 Block Sims—4 Instrument Sims I3300 Block—Instrument Emergency Sims I4200 Block—Instrument Emergency Flights I4390—Midphase Checkride I4600 Block—Advanced Instrument EPs Talk about the specifics of the E2/C2 Syllabus. Discuss the various stages as well as the MIF expectations associated with each.

Cross Country If no request submitted, destination is at IP’s choice (like San Antonio, yuck) Find who you like to fly with, look at the IP preference list and start calling around. Submit request to CDO NLT I4201 earlier better Skeds DOES TRY TO MATCH! Encourage students to actively pursue a satisfying cross country with someone they feel comfortable learning from. Nobody wants to go on the road with the A-hole.

Cross Country Make logical choices; Maine = too far, North East during winter = bad idea Hard schedule released Wednesday prior Call IP assigned for cross country as soon as list is released Study all brief items beforehand. You may brief the entire block on the first leg of the trip.

Reference Material Multitude of information during Instruments Numerous sources of information 6 key publications for instrument reference NATOPS FTI AIM/FAR AIGT workbook NATOPS Instrument Flight Manual (???) OPNAVINST 3710.7 Discuss the importance of referencing all material to prepare for discuss items. Talk about the specifics of each publication and where to locate them. Stress the importance of having an intimate knowledge of all publications by the Review Stage. Also show them the quick reference guide at the back of the handout.

Reference Material (cont.) NATOPS Procedures and limitations for aircraft ops FTI Details procedures for maneuvers, approaches and operations not specifically addressed in NATOPS AIM 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

Reference Material (cont.) AIGT workbook Good reference guide for specific instrument subjects IFM Contains important basic flight information and IFR procedures OPNAVINST 3710.7 Provides (along with FAR part 91) specific rules and regs for operating Naval aircraft By Review Stage, you must be intimately familiar with FLIP publications, AIM/FTI procedures and OPNAVINST/FAR material

Local Operations Local airfields Coded flight plans Traffic conflicts Approach instructions

Local Operations (cont.) Local airfields KNGP TAC, VOR, PAR, ASR, ILS, GPS KCRP (Corpus International) VOR, TAC, ILS, GPS KT69 (Sinton) VOR, GPS KRKP (Rockport) TAC, NDB, GPS Discuss the local outlying airfields and their specific approaches they can expect. Also mention that the NDBs are getting closed down except at airfields with only NDBs available. Draw the local area and the routes/corridors to transition between them. Students should follow along with the L19/20.

Local Operations (cont.) Local airfields KNQI (NAS Kingsville) TAC, PAR, ASR, ILS KALI (Alice) VOR, LOC, GPS KIKG (Kleberg) NDB, GPS KBKS (Brooks/Falfurrias) Discuss the local outlying airfields and their specific approaches they can expect. Also mention that the NDBs are getting closed down except at airfields with only NDBs available. Draw the local area and the routes/corridors to transition between them. Students should follow along with the L19/20.

Local Operations (cont.) Reference L19/20 CRP Airspace NGP, CRP, RKP, T69 NQI Airspace ALI, NQI, IKG, BKS

Local Operations (cont.) Each student must bring a DD175 Call the IP the night prior for CCX and Review Stage hops. Each crew must have a DD175-1 (Dash 1) Have a plan to complete your own training. DO NOT take current pubs from VT-31 Terrible things will result.

Local Operations (cont.) IFG, Letters of Agreement Gouge your approach clip (Arrow 4, Bay 5) GCA-1: Radar approaches at NGP Tango-3: Multiple approaches in CRP’s airspace Alice-1, etc.: Leaving CRP’s airspace without filing DD-175 Practical application After ATIS on Ch.1, switch Ch.2 and put GCA-1 or Tango-3 on request If using any other coded plan, you must call Base Ops prior to walking to the plane at 961-2505 At Radios/Navaids, switch Ch.2 and call to copy clearance Discuss the departures and coded flight plans for the local area. Talk about when each applies. Address the normal flow from calling base ops, to pulling out of the line, to calling clearance in the run up, to briefing an instrument departure.

Local Operations (cont.) Traffic conflicts Airline arrivals from Dallas, San Antonio, Houston, Mexico Parallel runway Ops (130 vs 125/135) Club 1 departure off CRP Shamrock / Sunrise / Nueces Transitions T45s buzzing in and out of Kingsville Parallel runway ops Local altitude restrictions Reference the board drawing or chart to highlight possible traffic conflicts that may arise during local operations. The slide has the big ones listed…….

Local Operations (cont.) Approach instructions Be alert for restrictions/instructions given by ATC Always acknowledge and read back specific clearances. “Roger” or “Wilco” may be used for non-clearance related transmissions. Answer quickly and concisely

Local Operations (cont.) Typical local examples At Bubba Thomas (KT69) “Navy 1G450, track the approach profile and maintain 3000, expect approach clearance in 3 minutes.” Happens because company traffic or a Southwest 737 is passing under you. CRP’s ATC handles 1000 arrivals and departures daily, which rivals Chicago O’hare Intl. This drives the need for last minute instructions and rapid changes in what ATC needs from you.

Communications Always use standard radio communications! AIM chapter 4, Section 2 “Radio Communications Phraseology and Techniques”—Pilot/Controller Glossary http://www.faa.gov/ATpubs/PCG/index.htm AIM 5-3-3, Additional Reports Speak clearly and concisely Think before you talk Reference the AIM for student radio call verbiage. The website for the pilot/controller glossary is provided. All students should pick up an AIM prior to instrument flying. Remind them to think before they talk and to be clear and concise.

Communications: Sample Calls Initial call to Tower for takeoff: “Navy Corpus Tower, N1G450, holding short Rnwy 13L, IFR release.” Initial call to Departure: “Corpus Departure, N1G450 off Navy Corpus passing 500 for 1600, Arrow 3.” Initial contact with Approach: “Corpus Approach, N1G450, 3000, CRP Information A, request.” TELL THEM EXACTLY WHAT YOU WANT EX – “N1G450, request the TAC 17 at CRP, full procedure, followed by radar vectors for the ILS 13 at CRP.” Initial call to Tower on final: “Navy Corpus Twr, N1G456, 8mi final, ILS13R, 3 down and locked.” Initial call to Ground once clear: “Navy Corpus Ground, N1G456, clear 13L at 4/22, taxi to my line.” Reminders: -Call to ground: tell ground where you are and where you want to taxi with ATIS -Call to twr for takeoff: Always read back hold short/position and hold instructions -Call to departure: use full call sign—if ATC abbreviates, then you may follow -Call to approach: Add request if you have a specific request—remember to tell them the next approach. -Call to twr on final: Let tower know where you are—always read back tower instructions (not just roger)

Communications (cont.) General Rules Aim to say call sign then the required info—not vice versa Always read back specific instructions and clearances when applicable Read back assigned headings, altitudes, airspeeds, frequencies, and transponder codes Wilco is only applicable to non-clearance items ASK ATC TO REPEAT ANYTHING YOU DIDN’T GET FORGET WILCO. Make them repeat this. It’s better to ask for a repeat instruction than to offer an incomplete/incorrect read back.

Communications (cont.) 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: “Aransas County traffic, Navy King Air 450, 10 miles southwest, 1600 feet, inbound for a straight in 30, Aransas County.” “Alice Traffic, Navy King Air 450, 7 miles west maneuvering toward the field. Will overfly the field at 1100 feet to enter left downwind Rwy 13, touch and go, and depart to the east, Alice Traffic.” Cover what Unicom and CTAF are and the difference between the two. Go over the sample calls.

Takeoff/Departure Instrument Departure—critical phase of flight 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) Aircraft Performance Runway Length/Width, Condition Weather/Vis, Winds Surrounding Terrain Traffic Discuss the items included in a good Takeoff brief. Give examples of each item. Also, talk about practical emergency returns if weather is VMC. If actual IMC exits, then execute the briefed IFR emergency return. Otherwise, consideration should be given to returning VFR in order to expedite. Students, however need to always brief/plan for the IFR return.

Takeoff/Departure Trouble T The Trouble T applies on the departure as well as the approach. You must brief the Trouble T for both See FTI / AIM for discussions on the 4 types of Instrument Departures. Not allowed to use Alternate WX Mins in Trouble T section. Explain that briefing the Trouble T on an approach is in the event of an Missed Approach, during which and aircraft may not climb until the DER from a very low altitude, which is essentially similar to a take off.

Takeoff/Departure NAVAID Setup (Technique) Joining an Airway, set up CDI for the course and Hdg Bug on a logical heading Multiple local approaches, have an emergency back up readily available. RADALT: DH or MDA for recovery approach Use TCN channel for a VORTAC recovery Allows quick switchover to recovery approach Check DME with TCN/VOR switchover Technique: CDI on runway heading to ensure departure from correct runway, as well as compass operation. Hdg Bug on departure turnout, such as (040 on Bay 5) Talk about NAVAID setup as well. Students should have a NAVAID up and available for their IFR return. However, if they are going to the valley, they may put in 115.5 in the nav1 and nav2 systems as long as they have 87X in the TAC so they can immediately switch over for IFR return to NGP.

Takeoff/Departure Aviate, Navigate, Communicate Climb at 150 kts Contact Departure Who you are, passing altitude off whatever airport, flying whatever departure Checklist No delay between Climb and Approach checklists Talk about techniques for cockpit flow while doing multiple local approaches in a busy airspace. Example: Gear up, Props 1900 – “Switch my approach plate, Tune Identify and Monitor CRP’s navaids. Passing 1000 ft let’s do the Climb Checklist.” Stress that students will not overload the IP with tasks – working the NCS 35, UHF radio, switching plates, reviewing Notams/Trouble Ts, etc.

Takeoff/Departure Weather minimums Current weather is at or above the mins for the return approach. (3710.7T) Among other items in OPNAV 3710, this must be studied until immediate recall is easy.

Enroute Least busy but possibly most critical part No enroute time between NGP and CRP, but some when you go to Alice, Victoria, or Brownsville. Use time to ‘get ahead’ Get ATIS early Brief approach as soon as you have the weather Always be aware of position and situation Look at approach plate for extra SA (ex. Alice VOR-A), you “live” on the tail of the needle. Expect CRP to rapid-fire read ATIS when you check in, they don’t want to release you off frequency – you’re probably less than 5 min from IAF. When going to Victoria or the Valley, use time during Radios/Navaids to preset all buttons on the NSC 31. Also discuss the abnormality with obtaining weather in the local area. Most ATC operators will not recite the weather, and the pilot must check on frequency and report the current weather identifier. This is a habit of the local controllers to keep pilots on frequency.

Use Alice as an example of position awareness Use Alice as an example of position awareness. Pick a radial, and go through an exercise of finding where you are on the approach plate, and how that might relate to direction of turn. Can you lead the turn (within 90)? Review using ALI’s Loc frequency (109.3) for dme hold, and Use-Using 114.5.

Enroute Monitor + Update Torque drops and ITT rises in the climb Opposite in descent – Watch limits!! Check fuel burn and balance to avoid landing with a split. Fuel planning: Use GPS to find ETE (or a whiz wheel if GPS is inop), multiply fuel burn in lbs/hr, and subtract from totals. Update regularly. Fuel planning is most applicable to long CCX legs. GPS Progress 3/3 (A-mod) or Index / Progress (C-Mod).

Enroute Prepare for Arrival Review NOTAMS/IFR Supp Review Charts 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). Have all checklists complete and plans made 30 NM from destination if possible.

Arrival Time Management and Preparation Flying the approach is the easy part Ensure NAVAIDs are properly set D-U-D or Use-Use for VORs (or DME-H for C-mod) TCN Selected, correct station for TACAN NDB must be constantly monitored Use the Observer! Both pilots must be up LOC inside FAF for ILS Technique: Keep something (NDB or VOR) up for SA until FAF Ensure marker beacons turned up for ILS Don’t forget the LIDS check – outside ATC agencies are less forgiving than CRP.

Arrival ABCs Technique: ATIS Brief the Approach Checklist Descent Check plate for altimeter setting notes Brief the Approach Checklist Descent Maintain SA on a chart or a plate Expect Vectors IAF or final

Example Approach Brief NGP TCN Z 13R

Example Approach Brief RKP VOR/DME-A

Mandatory Callouts

Mandatory Callouts T-44A (AP Off) ATC: N1G401 turn left heading 310, climb and maintain 3000 PM: N1G401, Left 310, leaving 1500 for 3000 PF: Heading set 310, 3000. PM: Heading set 310, 3000.

Mandatory Callouts T-44C (AP Off) ATC: N1G401 turn left heading 310, climb and maintain 3000 PF: N1G401 Left 310, leaving 1500 for 3000 PF: Set heading 310, set 3000. PM: Heading set 310, 3000 set.

Mandatory Callouts Appendix J FTI – Explanation of Deviations

T-44A Non Precision Instrument Approach Autopilot on/off OM/FAF/FAP PF: “Conor, 1700, 480” PM: “Minimums 480” 100 FEET TO MINIMUMS PM: “100 to minimums” PF: “Checks” MDA PM: “Minimums” PF: “Checks” RUNWAY IN SIGHT PM: “Runway in sight, (clock position)” PF: “Landing” OM/FAF/FAP 100 TO MINS MDA MAP

T-44A Precision Instrument Approach Autopilot off OM/FAF/FAP PF: “Conor, 1647, 243” PM: “Minimums 243” 100 FEET TO MINIMUMS PM: “100 to minimums” PF: “Checks” At MINIMUMS PM: “Minimums, approach lights in sight” PF: “Continue” or “Go around” OM/FAF/FAP 100 TO MINS DA/MAP

Mandatory Callouts The information exchange outlined in these sections is required, but these are not “boldface” statements. We’re promoting a useful exchange of information. Just get the information in there, and don’t focus on the clumsy phrasing.

Common Student Mistakes! Under-utilizing the Copilot When to descend at an IAF/inbound/FAF When are you ‘abeam’ a point? PT timing is technique! Overfly the point or Lead the turn? Descend at 800-1000 fpm. If you don’t get down in time, you can’t land. Circling – everything about it!

Approach CRM IPs will (more accurately, should): Run the NCS 31 or RTU Switch approach plates Check Trouble Ts, 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. Run your crew.

Approach CRM A good technique for flow….. After gear up, props 1900: “Switch my approach plate, Tune ID and Monitor Waypoint 2. At 1000’ start the abbreviated climb checklist.” On circling app, when done with hdg bug: “The circling missed approach will begin at 400’ AGL and bring us West bound. Bug West, and give me a hack at 400 on the Radalt.” Get creative. If something needs doing, tell us to do it. Stay ahead at every opportunity. Fly with your hands on the steering wheel and power, and crack the whip on the right seat guy.

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) NDB – within 5 bearings LOC/GPS – Half-Scale deflection of CDI (1 dot)

Descent Points cont. 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. Computing the Abeam point: It’s 90 degrees off the outbound radial or inbound course. Technique: + 100, - 10. For example, at ALI, outbound is the 264. Plus 100 Minus 10 gives 354, the Abeam radial. Minus 100 Plus 10 gives 174, also an abeam radial. As long as the head or tail is swinging through one of these, the aircraft is Abeam.

The Correct Abeam Crossing through the redline is the point pilots may begin timing outbound. A descent is permitted as long as both conditions are met – 1. through the red line, 2. on a parallel or intercept heading.

Wind Effect Outbound Abeam or Needle Through the 90 is not the right answer! You’ll start timing too early.

Another Example of wind effect, causing a late timing or descent point Wind Effect cont. Another Example of wind effect, causing a late timing or descent point

Timing on Approaches 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 Technique: if you’re not done with outbound timing and you see 5 nm, it’s time to turn. Consider that 150 kts = 2.5 nm / min……

Timing Outbound 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 for a turn in holding to get aligned.

Descent Rates Descend at 800 – 1000 vvi. SSE requires the same Technique: Try 300 ft-lbs configured. If not, you won’t reach MDA by MAP, which is an unsuccessful approach. Don’t blow a good check ride by descending at 300 vvi and never getting out of the simulated weather. SSE requires the same Technique: Listen to the horn. If not, you’ll come down at 150 kts, 300 vvi. The horn is the sound of sweet Single Engine Jazz.

Circling 4 Techniques 45 degrees, 30 seconds (good) 30 degrees, 45 seconds (not as good) 45 seconds at 120 kts is 9000 ft. How often do you have more than 9000 ft of runway? 90 degrees, 15 seconds (T-bone the runway) TLAR (pulling into the downwind) Fly Left traffic, unless Right traffic is established or published.

Circling 45 degrees, 30 seconds Start timing from extended centerline Set CDI to Rwy Hdg, and turn until the CDI is on the 45 deg bench mark. This gives 1 nm spacing at the 180. This is a timing back up to a visual maneuver. Draw a picture and illustrate how timing prior to passing extended centerline may result an excessively tight downwind.

Circling The T-Bone Overfly midfield perpendicular to the runway, time 15 seconds, then turn into the downwind This gives 1 nm spacing at the 180. Midfield to DER is ideal – if you cut it tight you’ll arrive past the 180. Give yourself some downwind to adjust spacing. Set CDI to Runway Heading Why? Look at Brownsville VOR-A. It’s easy to land 17, even if cleared for 13R If the CDI isn’t up and down, GO AROUND! 120 kts = .5 nm each 15 seconds. Turn radius at 120 kts = .5 nm. That gives 1 nm spacing. Draw a picture and illustrate how turning between Approach End and Midfield will result in overshooting the 180.

Circling TLAR – That looks about right Calibrate your eyeballs for spacing Use known runway dimensions and pick a matching geographic point Use DME from Field or Navaid to approximate 1.5 nm maneuvering circle (for Cat B). Consider position of the Navaid – this is just an estimate! Set CDI to Runway Heading Consider at ALI, VOR-A Circle 31. Draw a picture of a FAC setting the pilot up for a downwind entry.

Circling Circling Categories At 120 kts, we’re Cat B 121 kts or greater, we’re Cat C Ensure you can comply with Cat B mins, or brief any changes otherwise. At Sinton, the VOR 32 is not Terps’d beyond Cat B……… Draw a picture of a FAC setting the pilot up for a downwind entry.

Circling Alt While circling at Victoria, what is the correct altitude? At that altitude, when do you want to descend to land? If we are SE, when are we allowed to configure? This is a good time to discuss SSE Circling, and where reconfiguration comes into the approach.

Circling Missed Approach Comply with the intent On a Circle, fly the “Wormtrack.” Comply with Troube T, if applicable Sinton/Bubba T, Rwy 14 – Climb 800 ft before turning East For Diverse Departure, reference Radalt, not Barometric ALI field elevation is 178 ft – turning at 400 MSL is not safe. You’ll crash or get an Unsat. Task CP to verbally call out 400 AGL. Draw a picture of a FAC setting the pilot up for a downwind entry.

Circling Missed Approach Draw a picture of a FAC setting the pilot up for a downwind entry. This requires a climbing LEFT, not a climbing right!

Circling Missed Approach Don’t get Violated, Crash, or Unsat…. Initiate a CLIMBING turn towards the runway, and CONTINUE the turn until established on the missed approach course. In other words: Get on the dotted line while continuing your climb-out and following the missed approach instructions Draw a picture of a FAC setting the pilot up for a downwind entry.

RNAV and GPS Approaches And now for something completely different…… This will be general info only. I0102 will be A-Mod / C-mod specific.

RNAV and GPS Approaches Preflight and ground ops CDI scale Inflight Types of approaches How to fly them Warnings CRM Extras

1. Preflight and Gnd Ops NOTAMS Database Load the FMS

2 New NOTAMS to check 1. Preflight and Gnd Ops GPS Database We need to check 2 new types of NOTAMs flying FMS equipped aircraft: Database NOTAMs: Is the database accurate? This is where we see if JEPP fat-fingered any inputs. GPS NOTAMS: This is where we see if the individual satellites (called SVs for Satellite Vehicles)

KGPS - GET THE GPS NOTAMS!!! 1. Preflight and Gnd Ops KGPS - GET THE GPS NOTAMS!!! Pseudo Random Noise 15 Unreliable 16 When you check KGPS, you could see two different things: PRN (pseudo random noise) – this doesn’t mean you can’t use this satellite, but it might have ‘noise’ in the signal. If you deselect a satellite with PRN, the GPS will cycle through the good satellites faster. Unreliable – The satellite is down. The FMS will automatically disregard this satellite, as long as it is receiving enough satellites, but we deselect it anyways.

1. Type ‘KGPS’ along with the airport identifiers.

Check Jeppesen Database NOTAMS 1. Preflight and Gnd Ops Database notams are located through the JEPP website and are in 2 parts: 1. Alerts – Alerts are up-to-the-minute notices of problems. When they find a problem, they stick it here first. 2. NOTAMs – this page is a PDF file that gets published every 28 days; so, when they send out their monthly database updates for our FMS systems, they publish the problems they found in those databases. This isn’t updated daily or hourly; only every 28 days. In the Alerts and NOTAMs you may find information of NAVAID outages. Why is this in there? Well, JEPP couldn’t tell us why, but this is our best guess. In newer aircraft (T-44C), the FMS will auto-tune various NAVAIDs. These FMS use a blended solution, not solely GPS. When flying an ILS/LOC approach using one of these newer FMS, once established on final, the FMS will actually switch to the LOC for it’s guidance. Since it does this, JEPP feels they should let you know if there is a problem with certain NAVAIDs that might be used with the FMS. For the T-44A and TC-12B, we are primarily looking for problems with the procedures, not the navaids, because the FMS in these planes doesn’t auto-tune.

The link for Jeppesen database notams is under the “flight related links” on the right side, about midway down. The Jeppesen database notams are for the data that was entered by Jeppesen. They have nothing to do with the actual approach procedure. When Jeppesen finds a mistake in entered data, they put it on this website. We are required to review these prior to using the FMS for guidance. Jepp releases a new database every 28 days, but only releases new NOTAMS every second cycle. This is why it is important to review the ALERTS and NOTAMS.

Check that you have a current database 1. Preflight and Gnd Ops Check that you have a current database LOAD THE FMS - SID through destination and approach Student loads – IP verifies and executes Check RAIM for destination at ETA (For IPs, you might want to have your students check the database during the preflight, so that if the database is expired, they can call mx. It can take a while to load up a new database.) Also for IPs: *** You cannot fly using the FMS for guidance if the database is expired. NO, not even VMC!! *** If you have a working GPS (and current), get some GPS approaches done!! The students next flight may not have a working FMS. Load as much of the flight as you can in the runup area. The FMS only will let you select an approach from where you have listed as your destination, so keep that in mind when choosing approaches. You may also have an ‘on-deck’ flight plan saved with a secondary destination/approach loaded. This can also be done in the runup. Check the predictive RAIM for the destination. (will we have a good signal?)

1. Preflight and Gnd Ops Determine that the waypoints and transition names coincide with names found on the procedure chart. Determine that the waypoints are logical in location, in the correct order, and that their orientation to each other is as found on the procedure chart, both laterally and vertically

1. Preflight and Gnd Ops There is no specific requirement to check each waypoint latitude and longitude, type of waypoint and/or altitude constraint. If you suspect an error in the loaded flight plan or approach, do not use the procedure or waypoint until a verification is made with the published data.

2. CDI SCALE CDI Displacement 3 Modes of Operation Enroute Terminal Approach Flying off the FMS is different than off land-based NAVAIDs. DME is always counting down to the next point, not the field/NAVAID. Your CDI is always supposed to be centered on a course. You cannot center it by lining it up with the needle. You are always using it. Your CDI changes scales based on distance from your Departure field and Arrival field.

2. CDI SCALE At takeoff, the CDI scale is +/- 1nm until you reach 30 nm away from your Departure field. At 30nm, the CDI scale smoothly (it takes 5-10 seconds so that the CDI doesn’t jump) moves from +/- 1 nm to +/- 5 nm. It stays at +/- 5 nm until reaching 30 nm from you Arrival field, at which time it goes back to +/- 1 nm. Once within 2 nm of the FAF (assuming an approach is loaded), the CDI once again changes; this time from +/- 1nm to +/- .3 nm. It will stay this way until you go missed approach, at which time it will go back to +/- 1 nm.

2. CDI SCALE Enroute Mode Enroute mode is active: CDI = +/-5NM Once reaching 30 nm from the departure airport Until within 30 nm of arrival airport

2. CDI SCALE Terminal Mode Once within 30 nm of the arrival field, CDI sensitivity improves to +/-1NM T-44A - APPR light on annunciator panel T-44C “TERM” message on PFD VERBAL RESPONSE REQUIRED “APPROACH MODE ARMED” *** We must verify that the CDI scale has transitioned from +/- 5 nm to +/- 1 nm. If it doesn’t, you are not legal to descend on the approach. This is called the “Approach Mode” being “Armed”. We verify this in one of 2 ways: T-44A/TC-12B – Green APPR light on your FMS annunciator lights. T-44C – “TERM” message on your PFD 2. Verify your CDI displacement in the FMS.

2. CDI SCALE APPROACH MODE Once withing 2 nm of FAWP, CDI sensitivity improves to +/-.3NM T-44A – Short message in scratchpad (if you miss it, check CDI displacement on Progress 3-3) T-44C – “GPS APPROACH” Message on PFD VERBAL RESPONSE REQUIRED “APPROACH MODE ACTIVE” *** We must verify that the CDI scale has transitioned from +/- 1 nm to +/- .3 nm. If it doesn’t, you are not legal to descend past the FAF. This is called the “Approach Mode” being “Active”. We verify this in one of 2 ways: T-44A/TC-12B – No lights appear!! You must verify on the FMS. T-44C – “GPS APPROACH” message on your PFD 2. Verify your CDI displacement in the FMS.

2. CDI SCALE “Approach Armed / Approach Active” are MANDATORY calls. Technique – Sandwich the landing checklist: “At 2 nm, verify approach mode Active. Speed checks, gear down, landing checklist.” Do the checklist, and after you hear “Checklist Complete” say, “Verify approach mode Active.”

FMS SETUP BUTTON BY BUTTON WON’T BE COVERED HERE You will see the FMS Demonstrator in I0102 *** T-44A/TC-12B – You should have received a disk from pubs-issue with an FMS-GPS CBT on it. If you didn’t, get it. The FMS simulator on it doesn’t work, but the CBT is pretty good at getting you up to speed on the FMS.

3. On Deck Set up On Deck Flight Plan (if not set already) Check predictive RAIM Is RAIM going to be available at the destination? Check on the ground and again enroute Do you need to switch approaches? Check FMS against pubs Always check predictive RAIM for the destination, unless you already did for the immediate area (e.x. you checked it going into CRP and now you are going into SINTON) If there is a discrepancy between the FMS and the paper pubs, the pubs win. However, the course can be up to 3 degrees off and it’s still OK. In fact, the FMS is probably more correct.

3. INFLIGHT Fly-over versus Fly-by WP, and dangers associated FLY BY WP – Not circled – the FMS will calculate a turn radius based on your angle to the following leg and speed. FLY OVER WP – Circled – the FMS will take you directly over the WP. Watch out for large angles of intercept to fly-by points. This is usually seen when sent direct to the IAF and not aligned for the next leg. As shown, the FMS will ‘fly-by’, or lead the turn to the next leg based on groundspeed and angle of intercept. *** If your intercept angle is greater than 90 degrees, the FMS will cycle you VERY early; possibly placing out of protected airspace. In this case, you need to keep the FMS from cycling to the next WP, until crossing over the fix. T-44A/TC-12B procedures differ from T-44C to do this; see your IP. *** The same approach rules apply at GPS IAFs; within 90 degrees of the next course, you may lead the turn; not within 90 degrees, cross over and turn in the shorter direction.

4. TYPES OF APPROACHES RNAV/GPS TAA OVERLAY RNP or SAAAR (SPECIAL AIRCREW & AIRCRAFT AUTHORIZATION REQUIRED) 1. These are all GPS approaches, just with subtle differences.

RNAV/GPS Example of Standard RNAV/GPS IAP. Many GPS approaches have multiple IAFs. *** Make sure and check out any notes. They are usually in the same box as the Trouble-T (GPS or RNP-0.3 required) or on the plan view (Procedure NA for arrival….). *** The BARO VNAV note applies to the T-44C, since it is capable of flying a GPS-based electronic glidepath.

L Example of Standard RNAV/GPS IAP.

Y Example of Standard RNAV/GPS IAP.

STANDARD - T Example of Standard RNAV/GPS IAP. Have students/IPs take a good look at this IAP and compare to the next one.

TAAs Almost the same as the T-shaped RNAV/GPS approach, except for the TAA areas. You know a Terminal Arrival Area (TAA) approach based on the segmented areas. The following slide puts it into words.

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! You will only know it is a TAA because of the MSA sectors. It will not say TAA anywhere else.

OVERLAY

OVERLAY It isn’t an overlay approach simply because it’s in the database It’s an overlay only if the title includes ‘OR GPS’ If it isn’t an overlay, you can still use the box display for SA, but you must have the appropriate navaid selected as the primary source of navigation. This isn’t so important in the T-44A/C-12, because the only approaches loaded in the box are GPS approaches. However, in the T-44C, the FMS has many approaches listed, even if they aren’t GPS approaches. When this is the case, you can use the FMS based approach for SA, but you SHALL have the NAVAID the approach is based on up on one side. *** T-44A/TC-12B – DO NOT fly arcing overlay approaches. 3710 says we can’t create nor alter waypoints after the IAF and you would have to do just that. *** T-44C – Just because the IAP is in your database doesn’t mean you can use the FMS as your primary Navigation for an approach. You may ONLY do so if the IAP says GPS in the title.

RNP Note the curved path on final. This requires RNP of 0.11, listed in the mins section. Example of an RNP approach. Also known as SAAAR (SPECIAL AIRCRAFT & AIRCREW AUTHORIZATION REQUIRED). I.E. We can’t fly them. Notice the curved path final. The airlines fly these coupled to the autopilot and using auto-throttles.

RNP WE CAN NOT FLY AN RNP APPROACH Approaches we can fly will dictate an RNP of 0.3 or greater.

5. HOW TO FLY THEM Before approach begins During approach FAF (FAWP) MAP (MAWP) After approach Holding On Deck flight plan WARNINGS Now a general overview/review of everything. Putting it all together.

BEFORE APPROACH Check RAIM enroute Withing 30 nm of airport, APPR light must illuminate, or TERM on T-44C PFD. OBSTACLE CLEARANCE DEPENDS ON THIS

BEFORE APPROACH APPR light requires a verbal response “APPR MODE ARMED” Check points from FMS with the procedure Check names and that the procedure looks logical on your display (T-44C)

BEFORE APPROACH Proceed to IAF Check for large intercept angle and be prepared for early transition? When can you descend?

WHEN TO DESCEND ESTABLISHED AT IAF: ESTABLISHED AT FAF: Established on the Approach & In Terminal Mode (“APPROACH MODE ARMED”) ESTABLISHED AT FAF: In Approach Mode (“APPROACH MODE ACTIVE”)

WHAT MINS TO FLY: A OR C-MODEL A-model can only fly LNAV mins. (Lateral Navigation) C-model can fly LNAV or LNAV/VNAV. (Lateral/Vertical Navigation) Don’t confuse this (LNAV/VNAV with a DA) with a precision approach. It isn’t.

WHAT MINS TO FLY: C-MODEL ONLY

Missed Approach Waypiont: MAWP MAP: 2 Choices 1 – Go-Around button Auto sequences and puts you in Mod-Legs (A-mod) / Active Legs (C-mod) page, but doesn’t become active yet Push EXECUTE and the needles/CDI will go to the next point (Not required in C-mod – it removes Inhibiting). 2 – Manual Sequencing At MAP, manually sequence to the MAWP ** REMEMBER, THE A-MODEL BOX WON’T TELL YOU EVERYTHING, YOU MUST FOLLOW THE PAPER *** DO NOT change the FMS settings prior to the MAP (delete the Discontinuity, cycle to the next point, etc..). Doing so will change the CDI displacement back to +/- 1 nm and you will not have the required navigational performance to be down at MDA.

MAWP WARNING!!! *** DO NOT change the FMS settings prior to the MAP (delete the Discontinuity, cycle to the next point, etc..). Doing so will change the CDI displacement back to +/- 1 nm and you will not have the required navigational performance to be down at MDA. *** DO NOT change the FMS settings prior to the MAP (delete the Discontinuity, cycle to the next point, etc..). Doing so will change the CDI displacement back to +/- 1 nm and you will not have the required navigational performance to be down at MDA.

AFTER APPROACH Staying at the same airport? Going somewhere else? for another approach, simply select another one Going somewhere else? Change arrival airport or use On Deck / Secondary flight plan. If you’re staying at the same airport, select a new approach. If you’re going to a new airport, you must change your destination in the FMS.

6. WARNINGS INTEG LIGHT (RAIM) INTEG Light (NAV “OFF” FLAG) RAIM is not available Signal may not keep you inside RNP values for current segment of flight NO RAIM = Can’t use GPS for guidance APPROACHES SID/STAR ENROUTE The main point to be aware of is to treat the INTEG light as a NAV ‘OFF’ flag.

6. WARNINGS INTEG LIGHT (RAIM) Your NAV ‘OFF’ Flag PRIOR TO FAWP Transition to a ground-based navaid approach or get vectors. DO NOT DESCEND TO MDA AFTER FAWP CLIMB AND PROCEED TO MAWP FAWP = Final Approach Waypoint

7. CRM The PF shall fly the aircraft and maintain a dedicated heads-up 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. PF = Pilot Flying (not related to who is Pilot or Copilot) PM = Pilot Monitoring (not related to who is Pilot or Copilot) Glances down at the FMS are not considered EXTENDED. An EXTENDED period of time is to push buttons and program something.

7. CRM 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 heads-down at the same time.

7. CRM Any crewmember that observes both pilots “heads-down” at the same time shall alert the PF without delay.

7. 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.

7. CRM VERIFICATION After data entry, points should be verified by the instructor prior to pressing the execute button This may be delegated by the IP IPs – Make sure the IPs understand that this can be their discretion. If you trust the student to enter data correctly, especially something simple, then you can let them verify and execute. Be wary, though, as incorrectly entered data can easily lead to flight violations or worse.

7. EXTRAS Step-down fixes beyond the FAF will not be in the database You cannot create any IAPs, nor alter them. You may only pull them directly from the database. THIS MEANS CREATING WPs TO FLY AN ARC IS ILLEGAL! No GPS-based arcing approaches allowed!

GPS IN LIEU OF ADF/DME You can use GPS for: Determine position over a DME fix Navigating to/from an NDB/OM (even if it’s out of service) Determine position over an NDB/OM Hold over an NDB/OM DOES NOT MEAN YOU CAN SHOOT AN OTS NDB APPROACH WITH THE GPS IF IT ISN’T AN OVERLAY APPROACH!!! For instance; if the OM NDB at CRP is out of service, you can still use the FMS to navigate to it; even hold off of it. If the NDB at PKV is out of service, same thing, however you can’t shoot the NDB approach using the FMS, since it doesn’t have GPS in the title.

The Future of RNAV/GPS Extra information. None of our aircraft have WAAS or LAAS.

WAAS WIDE AREA AUGMENTATION SYSTEM A nationwide network of stations that receive GPS signals If there is a problem with the signal, WAAS sends a correction message to the satellite Increased accuracy CAT I Precision approaches We dont have WAAS, so don’t use the published LPV minima Extra information. None of our aircraft have WAAS or LAAS.

LAAS LOCAL AREA AUGMENTATION SYSTEM Ground-based receiver (min of 4) at LAAS equipped airports Any problem with the GPS signal is corrected and sent directly to LAAS equipped aircraft Imcreased accuracy CAT I & CAT II/III precision approaches We don’t have LAAS!

Conclusion Focus of Maritime Advanced Program Study! NATOPS FTI AIM/FAR AIGT workbook NATOPS Instrument Flight Manual (IFM) OPNAVINST 3710.7 Be familiar with Local Operations Chairfly Approaches, Briefs and EPs Arrive Prepared Have Fun!