I0101 BRIEF

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I0101 BRIEF
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Overview

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

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Introduction

• Welcome to the Instrument Stage!!
• Extensive and intense, and the primary focus of
  VT-31s advanced syllabus
• 29 RI flights and sims.
• STUDY, and arrive prepared
• Technique vs. Procedure
• Have fun!

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Stage Review

• Navy, USMC, USCG
• BI Sims4 events
• I3200 Block Sims5 Instrument Sims
• I4100 BlockInstrument Intro
• I3300 BlockInstrument Emergency Sims
• I4200 BlockInstrument Emergency Flights
• I4390Midphase Checkride
• I4400 BlockUSAF Right Seat
• I4500 BlockCross Country Events
• I4600 BlockAdvanced Instrument EPs
• I4604 BRING INSTRUMENT RATING REQUEST, FILLED
  OUT!
• I4790Final Checkride
• I4801Solo Cross Country

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Stage Review (cont.)

• E2/C2
• Intermediate Instrument Syllabus
• BI Sims3 events
• I3200 Block Sims4 Instrument Sims
• I3300 BlockInstrument Emergency Sims
• I4200 BlockInstrument Emergency Flights
• I4390Midphase Checkride
• I4600 BlockAdvanced Instrument EPs

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Cross Country

• If no request submitted, destination is at IPs
  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!

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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.

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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

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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

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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

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Local Operations

• Local airfields
• Coded flight plans
• Traffic conflicts
• Approach instructions

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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

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Local Operations (cont.)

• Local airfields
• KNQI (NAS Kingsville)
• TAC, PAR, ASR, ILS
• KALI (Alice)
• VOR, LOC, GPS
• KIKG (Kleberg)
• NDB, GPS
• KBKS (Brooks/Falfurrias)
• NDB, GPS

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Local Operations (cont.)

• Reference L19/20
• CRP Airspace
• NGP, CRP, RKP, T69
• NQI Airspace
• ALI, NQI, IKG, BKS

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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.

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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 CRPs airspace
• Alice-1, etc. Leaving CRPs 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

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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

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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

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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.

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Communications

• Always use standard radio communications!
• AIM chapter 4, Section 2
• Radio Communications Phraseology and
  TechniquesPilot/Controller Glossary
• http//www.faa.gov/ATpubs/PCG/index.htm
• AIM 5-3-3, Additional Reports
• Speak clearly and concisely
• Think before you talk

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CommunicationsSample 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.

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Communications (cont.)

• General Rules
• Aim to say call sign then the required infonot
  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 DIDNT GET

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Communications (cont.)

• Unicom/CTAF
• Speak to the lowest common denominator, the VFR
  pilot with no approach plates
• They dont 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.

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Takeoff/Departure

• Instrument Departurecritical 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

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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.

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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)

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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

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Takeoff/Departure

• Weather minimums
• Current weather is at or above the mins for the
  return approach. (3710.7T)

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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 dont want to release you off frequency
  youre probably less than 5 min from IAF.

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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.

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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). Have
  all checklists complete and plans made 30 NM from
  destination if possible.

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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
• Dont forget the LIDS check outside ATC
  agencies are less forgiving than CRP.

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Arrival

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

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Example Approach Brief NGP TCN Z 13R
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Example Approach Brief RKP VOR/DME-A
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Mandatory Callouts
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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.

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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.

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Mandatory Callouts
Appendix J FTI Explanation of Deviations
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T-44A Non Precision Instrument ApproachAutopilot
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
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T-44A Precision Instrument ApproachAutopilot 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
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Mandatory Callouts

• The information exchange outlined in these
  sections is required, but these are not
  boldface statements. Were promoting a useful
  exchange of information. Just get the
  information in there, and dont focus on the
  clumsy phrasing.

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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 dont get down in
  time, you cant land.
• Circling everything about it!

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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.
• Dont be shy, were here to teach you.
• Run your crew.

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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.

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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)

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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 doesnt 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.

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The Correct Abeam
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Wind Effect
Outbound Abeam or Needle Through the 90 is not
the right answer! Youll start timing too early.
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Wind Effect cont.
Another Example of wind effect, causing a late
timing or descent point
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Timing on Approaches

• Timing outbound on a PT is a technique to keep
  you within the remain within distance
• Dont rely solely on timing! Use the DME, if
  available, to keep your SA up
• Ex if you have a strong tail wind outbound, you
  dont want to time for a full minute
• Technique if youre not done with outbound
  timing and you see 5 nm, its time to turn.
  Consider that 150 kts 2.5 nm / min

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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)

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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.

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Descent Rates

• Descend at 800 1000 vvi.
• Technique Try 300 ft-lbs configured.
• If not, you wont reach MDA by MAP, which is an
  unsuccessful approach. Dont 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, youll come down at 150 kts, 300 vvi.
• The horn is the sound of sweet Single Engine
  Jazz.

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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.

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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.

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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
  youll arrive past the 180. Give yourself some
  downwind to adjust spacing.
• Set CDI to Runway Heading
• Why? Look at Brownsville VOR-A. Its easy to
  land 17, even if cleared for 13R
• If the CDI isnt up and down, GO AROUND!

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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.

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Circling

• Circling Categories
• At 120 kts, were Cat B
• 121 kts or greater, were Cat C
• Ensure you can comply with Cat B mins, or brief
  any changes otherwise.
• At Sinton, the VOR 32 is not Terpsd beyond Cat
  B

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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?

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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. Youll crash or get an Unsat.
• Task CP to verbally call out 400 AGL.

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Circling Missed Approach
This requires a climbing LEFT, not a climbing
right!
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Circling Missed Approach

• Dont 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

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RNAV and GPS Approaches

• And now for something completely different
• This will be general info only.
• I0102 will be A-Mod / C-mod specific.

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RNAV and GPS Approaches

1. Preflight and ground ops
2. CDI scale
3. Inflight
4. Types of approaches
5. How to fly them
6. Warnings
7. CRM
8. Extras

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1. Preflight and Gnd Ops

• NOTAMS
• Database
• Load the FMS

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1. Preflight and Gnd Ops

• 2 New NOTAMS to check
• GPS
• Database

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1. Preflight and Gnd Ops

• KGPS - GET THE GPS NOTAMS!!!
• Pseudo Random Noise 15
• Unreliable 16

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1. Preflight and Gnd Ops

• Check Jeppesen
• Database NOTAMS

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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

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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

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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.

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2. CDI SCALE

• CDI Displacement
• 3 Modes of Operation
• Enroute
• Terminal
• Approach

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2. CDI SCALE
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2. CDI SCALE

• Enroute Mode
• CDI /-5NM
• Enroute mode is active
• Once reaching 30 nm from the departure airport
• Until within 30 nm of arrival airport

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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

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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

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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.

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FMS SETUP

• BUTTON BY BUTTON WONT BE COVERED HERE
• You will see the FMS Demonstrator in I0102

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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

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3. INFLIGHT

• Fly-over versus Fly-by WP, and dangers associated

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4. TYPES OF APPROACHES

• RNAV/GPS
• TAA
• OVERLAY
• RNP or SAAAR (SPECIAL AIRCREW AIRCRAFT
  AUTHORIZATION REQUIRED)

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RNAV/GPS
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L
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Y
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STANDARD - T
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TAAs
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TAAEntry 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!

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OVERLAY
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OVERLAY

• It isnt an overlay approach simply because its
  in the database
• Its an overlay only if the title includes OR
  GPS
• If it isnt 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.

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RNP
Note the curved path on final. This requires RNP
of 0.11, listed in the mins section.
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RNP

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

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5. HOW TO FLY THEM

• Before approach begins
• During approach
• FAF (FAWP)
• MAP (MAWP)
• After approach
• Holding
• On Deck flight plan
• WARNINGS

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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

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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)

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BEFORE APPROACH

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

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WHEN TO DESCEND

• ESTABLISHED AT IAF
• Established on the Approach
• In Terminal Mode (APPROACH MODE ARMED)
• ESTABLISHED AT FAF
• Established on the Approach
• In Approach Mode (APPROACH MODE ACTIVE)

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WHAT MINS TO FLYA OR C-MODEL
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WHAT MINS TO FLYC-MODEL ONLY
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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 doesnt 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 WONT TELL YOU
  EVERYTHING, YOU MUST FOLLOW THE PAPER

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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.

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AFTER APPROACH

• Staying at the same airport?
• for another approach, simply select another one
• Going somewhere else?
• Change arrival airport or use On Deck /
  Secondary flight plan.

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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 Cant use GPS for guidance
• APPROACHES
• SID/STAR
• ENROUTE

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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
• Transition to a ground-based navaid approach or
  get vectors.
• CLIMB AND PROCEED TO MAWP

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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.

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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.

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7. CRM

• Any crewmember that observes both pilots
  heads-down at the same time shall alert the PF
  without delay.

112
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.

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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

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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!

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GPS IN LIEU OFADF/DME

• You can use GPS for
• Determine position over a DME fix
• Navigating to/from an NDB/OM (even if its 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 ISNT AN OVERLAY APPROACH!!!

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• The Future of RNAV/GPS

117
WAASWIDE AREAAUGMENTATION 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 dont use the published LPV
  minima

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LAASLOCAL AREAAUGMENTATION 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 dont have LAAS!

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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!