Transcript CAP Instrument Procedures - Omaha Composite Squadron

Instrument Procedures
Maj Johnson
We have your Clearance,
Advise when ready to Copy?…
What’s in Store:
– NAVAIDS and A/C equipment basics
– Approach Memory Aids
– Preflight IFR planning
– Conducting an Approach (walking the dog)
– Holding techniques
– Chart / Pubs terms and graphics
– Point to Point (on the GPS)
– Partial Panel
IFR Required Equipment
• GRAB CARD
Generator
Radios
Attitude indicator
Ball
Clock
Adjustable altimeter
Rate of turn indicator
Directional gyro
VOR
Station passage occurs when the TO-FROM
indicator makes the first positive change to
FROM.
Where the frequency 122.1R is listed over
a VORTAC frequency box on a Low-Altitude IFR
Navigation chart, the pilot may talk to FSS by
broadcasting on 122.1 with the VHF radio, then
listen for a reply on the VOR frequency through
the NAV radio.
VOT
LOC
• Unreliable signals may be received
outside these areas.
Outside this area use
TACAN to build your SA
(BDHI 3)
• The indicators are adjusted for
VOR and TACAN, so that the
CDI is fully displaced when the
aircraft is off course more than
10. Each dot on the CDI scale
represents 5.
• Full-scale deflection on the
CDI scale differs with the width
of the localizer course (3 to 6).
Example: If the localizer
course is 5 wide, then fullscale deflection is 2-1/2 and
each dot is 1-1/4 if the localizer
course is 3 wide, then fullscale deflection is 1-1/2 and
each dot is 3/4
TACAN
TACAN station passage is determined when the
range indicator stops decreasing (minimum
DME).
VOR/DME/TACAN Standard
Service Volumes
SSV Class Designator Altitude and Range Boundaries
• T (Terminal)
– From 1,000 feet above ground level (AGL) up to and including
12,000 feet AGL at radial distances out to 25 NM.
•
L (Low Altitude)
– From 1,000 feet AGL up to and including 18,000 feet AGL at
radial distances out to 40 NM.
•
H (High Altitude)
– From 1,000 feet AGL up to and including 14,500 feet AGL at
radial distances out to 40 NM.
•
MEA
–
•
MOCA
–
•
Minimum Crossing Altitude
(must cross at the next highest MEA)
Changeover Point
–
•
Minimum Obstruction Clearance
Altitude
(obstacle clearance for entire route but
only assures navaid signal within 22
nm)
MCA
–
•
Minimum Enroute Altitude
(obstacle clearance and navaid signal
coverage for entire route)
Mileage to NAVAIDs
OROCA
–
Off Route Obstruction Clearance
Altitudes
(1,000 / 2,000 feet obstacle clearance
when off route…may not provide signal
coverage)
Homing vs Tracking
Homing is accomplished when the aircraft is
turned to place the head of the needle under
the top index, and keeping it there. Since
homing does not incorporate wind drift
correction, in a crosswind the aircraft follows a
curved path to the station.
Tracking is the procedure for determining a
magnetic heading which will correct for wind
drift.
Tracking
When TACAN/VOR tracking utilizing the
CDI/HSI, the course deviation bar will drift off
center in the same direction as the
TACAN/VOR needle for off-course
indications. Once drift is detected, select a
new heading in the same direction the
CDI/HSI has moved.
Holding
If the controlling agency issues a clearance limit
(i.e., “CAP 26 52, your clearance limit is now
Bugle intersection, expect further clearance at
50”) and no further instructions are received,
hold in a standard pattern on the inbound
course on which the aircraft approaches the
fix or as depicted. Maintain the last assigned
altitude unless otherwise directed.
• Parallel – turn to parallel the
outbound course
• Direct – turn to follow the
holding pattern
• Teardrop – 30 degree turn
toward the holding side from
one minute…then tail radial
turn to inbound course.
• Finger method based on
outbound course (right
turns…right hand)
JUST USE COMMON SENSE
AND GET TO THE HOLDING
SIDE!!
Holding
Wind compensation will be made on inbound
and outbound headings, not when turning.
Once the inbound wind crab correction is
determined, this number will be doubled for
the outbound course.
Inbound leg is 1 min…adjust outbound leg as
required
• Visual vs Contact Approach
– Visual
• On an IFR flight plan, clear of clouds enroute, have
airport or preceding indentified aircraft in sight.
Weather at airport must be 1000/3.
– Contact
• On an IFR flight plan, clear of clouds and min of 1
mile visibility both enroute and at the airport.
Airport must have an instrument approach. Must
be requested by the pilot.
• MSA vs MEF
– Minimum Sector Altitude
• 1,000 feet of obstacle clearance
within a 25 nm radius
– Emergency Safe Altitude
• 1,000 feet in nonmountainous and 2,000 feet in mountainous within
100 nm radius
• Maximum Elevation Figure
– Based of highest known feature bounded within lines of latitude
and longitude (highest elevation within a quadrangle, adding 100
feet for vertical error, then adding the height of the highest
obstacle in the quadrangle or 200 feet, whichever is higher, then
rounding up to the next hundred feet )
A. Category A- Speed less than
91 knots.
B. Category B- Speed 91 knots
or more but less than 121
knots.
C. Category C- Speed 121 knots
or more but less than 141
knots.
D. Category D- Speed 141 knots
or more but less than 166
knots.
E. Category E- Speed 166 knots
or more.
A = 1.3 nm
B = 1.5 nm
…so what? This is the area you
have to stay within to be
afforded obstacle clearance
IFR Separation
• Separation provided between all IFR flight
plans
• VFR-on-top and VFR – ATC may issue
traffic advisories, but see and avoid
required by pilot.
Preflight Prep
• NOTAMS (TFR’s) https://www.notams.faa.gov
• Weather brief
– FSS: Standard / Outlook >6 hrs / Abbreviated
• May request:
– GPS RAIM availability for +/- 1 hr of ETA – require no
more than 5 min expected loss of RAIM
(www.raimprediction.net)
– approximate density altitude data.
•
•
•
•
Route Card / Comm’s : Metro, EFAS (122.0), TRSA
Fuel plan
Approaches available – backup plan!
Flight Plan / Charts and Pubs
Planning Minimums
Alternate Required:
• +/- 1 hour from ETA the weather is less than
2,000 foot ceiling and 3 statute miles visibility.
Fuel Planning for IFR:
• To first airport of intended landing then to
alternate airport + 45 minutes fuel calculated at
normal cruising speed. (1 hour per CAP 60-1)
IFR alternate weather minimums:
• At ETA: ceiling and visibility specified in the
standard approach minima, or if none specified
then 600/2 for precision approaches and 800/2
for non-precisions.
Flight Plans
• Pilots should file IFR plans at least 30
minutes prior to ETD.
• Most centers will delete un-activated flight
plans after 1 hour.
• IFR flight plans closed by functioning
control tower. PILOT responsible to close
VFR plan through FSS.
• If not cancelled after 30 minutes of ETA,
then search and rescue procedures
started.
ATC Clearance / Instruction
Readback
• Make a written record of your clearance upon
clearance on request (CRAFT)
• Read back all taxi, hold, takeoff, and land
instructions.
• Airborne, read back / respond with:
– Aircraft ID
– Altitudes, restrictions, vectors (in the same sequence
passed by controller)
(Altitudes contained in charted procedures should not
be read back unless they are specifically stated by
the controller)
WNRTB (Remember: We Need Really To Brief):
• Weather (WAR)…Weather, Alt, duty Rwy
• NAVAIDs (TINTS)…
–
–
–
–
–
Tune – NAVAID freq.
Identify – NAVAID morse code.
Needles – set BDHI / CDI switches.
Twist – set proper course in CDI.
Select – select GPS or TCN.
• Request (request the approach from ATC)
• Timing (compute)
• Brief (the approach).
• Be familiar and have
a game plan.
• It’s a working
document…write
down FBO name and
location.
Copter TACAN Rwy 21
‘WNRTB’
WEATHER (ATIS) – ‘WAR’
NAVAID SETUP – TINTS
REQUEST – ‘full procedure’
TIMING
BRIEF
Weather
ATIS (WAR)
Weather
Altimeter
Runway in use
NAVAIDS (TINTS)
NAVAIDS (TINTS)
Copter TACAN Rwy 21
BRIEF
1. Approach and Page
2. Weather
Minimums/Compare to
current weather conditions
3. FAF and Timing
4. MDA/DH
5. Missed Approach Point
6. Terminal Procedures
(taxi plan off of airport
diagram)
Copter TACAN Rwy 21
ARCING
Lead turn by .5 DME
‘9.5 DME, coming right’
6Ts
Time - Noted
Turn – right to establish arc
Time - Noted
Transition – as needed to
3800 feet
Twist – 212 twisted in CDI
Talk – IAF inbound
Copter TACAN Rwy 21
ARCING
Make frequent but small
heading changes to
maintain a constant DME
OR
5-10 degree above to
below the wingtip position.
Copter TACAN Rwy 21
(Only the IAF if not arriving
through GOZER)
6Ts
Time - Noted
Turn – Continue arcing
Time - Noted
Transition – descend to 2900 feet
Twist – 212 twisted in CDI
Talk – IAF inbound
Copter TACAN Rwy 21
LEAD RADIAL
30/DME = RADIAL LEAD.
30/9= ~3 radials
Lead radial is 035 for left
turn inbound
‘CDI is coming alive’
Copter TACAN Rwy 21
COURSE INBOUND
6Ts
Time - Noted
Turn – Continue arcing
Time - Noted
Transition – descend to 1800 feet
Twist – 212 twisted in CDI
Talk – IAF inbound
Copter TACAN Rwy 21
FAF
6Ts
Time - Noted
Turn – Continue inbound
Time - Noted
Transition – descend to 900 feet MDA
Twist – 212 twisted in CDI
Talk – FAF inbound
Copter TACAN Rwy 21
VDP
Don’t descent below MDA until
past the Visual Descent Point
and runway in sight / safe to land
‘Gus wears a Hat’
VDP=GS (Glide Slope) over Height
Above Touchdown
MISSED APPROACH
(PASTTGas & Gauges)
Power – Add to climb (min of 200
fpm unless a higher
climb gradient is
published)
Attitude – set climbout attitude
Searchlight - Off
Turn – as needed
Talk – ‘Initiating missed approach’
or ‘Initiating climb out’
BIG DIFFERENCE
FOR OTHERS SA
Gas - Note
Guages - check
Holding pattern in bold is considered
a portion of the full procedure approach
Feeder routes are part of the approach
Point in space approach
GPS Approach
• ‘ARM’ annunciation 30 nm from airport.
– CDI sensitivity goes from +/- 5 nm to +/- 1 nm
terminal sensitivity.
• ‘APPROACH’ mode at 2 nm from FAWP.
– CDI sensitivity smoothly changes from +/- 1
nm to +/- 0.3 nm.
• Activating missed approach will change back
to terminal sensitivity of +/- 1 nm.
AIM 1-1-18 p. GPS Familiarization.
GPS
TERM <30 nm
+/- 1 nm
APR ~2 nm from FAWP
+/- 0.3 nm
ENR >30 nm
+/- 5 nm
Partial Panel
Partial Panel…KISS
Visualize:
Where am I…tail of the needle at (DME)
What’s my current heading…wet compass
Where do I want to go…
Turn using mag compass (UNOS-Undershoot North
/ Overshoot South)
Update….continuously.
Cancellation of an instrument flight plan
does not meet the requirement for closing
out the flight plan. When a landing report
has been properly delivered, the flight plan
will be considered closed out.
Misc Instrument Info
• METAR TUTORIAL
http://www.wunderground.com/metarFAQ.asp?MR=1
• AIM
http://www.faa.gov/air_traffic/publications/atpubs/aim/
• FAR
http://www.faa.gov/regulations_policies/faa_regulations/
• INSTRUMENT FLYING HANDBOOK
http://www.faa.gov/LIBRARY/manuals/aviation/instrumen
t_flying_handbook/
• AOPA Website Training
http://www.aopa.org/asf/online_courses/
Questions????