Transcript T-44A & T44C I0101 Brief (27May14)

(NEW) I0101 BRIEF
Introduction
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Welcome to the Instrument Stage!!
Extensive and intense, and the primary focus of VT-31’s
advanced syllabus
Students are expected to demonstrate a strong cross-check,
exhibit solid flying skills, maneuver the aircraft precisely,
maintain radio communications awareness, manage crew
coordination and cockpit duties while demonstrating
procedural knowledge and good judgment in emergency
situations
Overview
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Introduction
Stage Review
Local Operations
Airport Environment
Takeoff/Departure
Enroute
Arrival/Approach Brief
Communications
CRM Callouts
RNAV/GPS Approaches
Common Mistakes
Conclusion
Stage Review
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Navy, USMC, USCG
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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—Cross Country Events
I4500 Block—Advanced Instrument EPs
» I4504: BRING INSTRUMENT RATING REQUEST, FILLED
OUT!
– I4690—Final Checkride
– I4701—Solo Cross Country
Stage Review (cont.)
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E2/C2
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I3200 Block: 4 Instrument Sims
I3300 Block: 4 Instrument Emergency Sims
I4200 Block: 4 Instrument Emergency Flights
I4390: Midphase Checkride
I4500 Block: Advanced Instrument Eps
(Review Stage)
– I4690: Final Instrument Check
Local Operations
Local airfields
 Coded flight plans
 Traffic conflicts
 Approach instructions
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Coded Flight Plans
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COMMONLY USED
CANNED ROUTES
Tango 3- CRP terminal
Area
GCA 1- NGP GCA
GEE 6/MUCHO 5- Valley
ALICE 1-Alice, BKS
NUBIN 3- Victoria, PSX
See Blue Brains for complete
listing and description
Coded Departures
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KNGP Departures
– Arrow 4
– Island 3
– Lex 2
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KCRP Departures
– Gin 2
– Club 1
– Hooks 1
See Blue Brains for complete
listing and description
Local Operations
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Practical application
– Unless using a GCA-1 or a Tango-3, you must call Base Ops prior
to walking to the plane at 961-2505 to file a canned route.
– If filing a DD-175 you must hand walk flight plan to Base Ops
– After ATIS on BTN 1, switch BTN 2 and put Tango-3 or GCA-1
on request. You may also ask to put any other pre-coordinated
flight plan on request at this time.
– At Radios/Navaids, switch BTN 2 and call to copy clearance.
Local Operations
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Each student shall bring a DD175
– Call the IP the night prior for CCX and Review
Stage hops.
Each crew shall have a DD175-1 (Dash 1)
 Have a plan to complete YOUR own
training.
 DO NOT take current pubs from VT-31
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Local Operations
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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
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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.
Takeoff/Departure
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NAVAID Setup (Technique)
– Joining an Airway, set up CDI for the course and Hdg
Bug on a logical heading
– Have ESIS set up to 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)
Takeoff/Departure
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Aviate, Navigate, Communicate
– Climb at 150 kts
– Contact Departure
» Who you are, passing altitude off whatever airport,
flying whatever departure
– Checklist
» Climb checklist still goes at 1000 ft AGL.
» Start setting up for next approach checklist.
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If you aren’t doing something to prepare, you are wrong.
Takeoff/Departure
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Weather minimums
– Current weather is at or above the mins for the
return approach. (3710.7T)
Enroute
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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.
Enroute
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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.
Arrival
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Time Management and Preparation
– Flying the approach is the easy part
– Remember your six T’s
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Ensure NAVAIDs are properly set
– DME HOLD if necessary
– 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
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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
Arrival/Approach
Brief
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Use a high level of professionalism.
When making the initial call:
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When the controller says to go ahead with the request:
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Provide the ATIS identifier for intended airfield
Say “request”. (This allows the controller to be ready and helps avoid clogging up the radios
twice with a complicated request).
State what approach you would like
How you intend to fly it (vectors/procedure turn/track)
Where it will begin from (which IAF)
How it will terminate (full stop, vectors ILS, pilots own navigation to another IAF….etc).
These procedures will help minimize the lengthy extraction of information the
controller needs to issue you a clearance and climb out instructions.
Arrival/Approach
Brief
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No specific verbiage need be memorized. Rather, like an
approach brief, a departure brief should cover the
following items at a minimum:
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a. Approach name and page number
b. NOTAMs/remarks/Trouble T
c. Navaid frequency (as applicable)
d. Initial approach fix
e. Final approach course
f. Final approach fix/glide-slope intercept altitude
g. Step-down altitudes
h. DA/MDA
i. Required vs. actual weather
j. Missed approach point
k. Circling information (as applicable)
l. Runway length/width
m. Missed approach instruction
n. Automation (Flight Director/Autopilot)
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Approach Lighting Systems
Centerline guidance
 Adequate length
 Roll guidance
 Sequenced flashers
 Fixed/Variable intensity
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TDZL / CL
in Airport Sketch
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’ 36’
1000’
2000’
2000’
3000’
What does the negative
symbology mean?
Pilot Controlled Lighting
Are Threshold lights part of the
Approach Lighting System
or part of the
Runway Lighting System?
VASI 4
VASI 2
VASI 12
VASI 6
VASI 8
Walker three bar system
VASI 16
P
PAPI’s
CRM &
Mandatory
Callouts
CRM
Described in OPNAV 3710.7.
 Intended to improve the mission
effectiveness of all aviation communities by
enhancing crew coordination through
increased awareness of associated
behavioral skills.
 DAMCLAS
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7. CRM
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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.
7. CRM
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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.
 DATA ENTRY
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– 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
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VERIFICATION
– After data entry, points should be verified by the
instructor prior to pressing the execute button
– This may be delegated by the IP
Mandatory Callouts
The information exchange 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. See Chapter 22 in the
NATOPS and appendix G for all CRM
concepts, mandatory call outs, and when
they should be utilized.
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
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Preflight and ground ops
CDI scale
Inflight
Types of approaches
How to fly them
Warnings
CRM
Extras
1. Preflight and
Gnd Ops
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NOTAMS
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Database
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Load the FMS
1. Preflight and
Gnd Ops
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2 New NOTAMS to check
– GPS
– Database
1. Preflight and
Gnd Ops
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KGPS - GET THE GPS NOTAMS!!!
– Pseudo Random Noise 15
– Unreliable 16
Receiver Autonomous
Integrity Monitoring
RAIM detects faults with redundant GPS
pseudorange measurements.
 A minimum of five visible satellites with
satisfactory geometry must be visible for
GPS RAIM
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1. Preflight and
Gnd Ops
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Check that you have a current database
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LOAD THE FMS - SID through
destination and approach
– Student loads – IP verifies and executes
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Check RAIM for destination at ETA
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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2. CDI SCALE
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CDI Displacement
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3 Modes of Operation
– Enroute
– Terminal
– Approach
2. CDI SCALE
2. CDI SCALE
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Enroute Mode
– CDI = +/-5NM
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Enroute mode is active:
– Once reaching 30 nm from the departure airport
– Until within 30 nm of arrival airport
2. CDI SCALE
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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”
2. CDI SCALE
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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”
2. CDI SCALE
“Approach Armed / Approach Active” are
MANDATORY calls.
 Technique –
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– 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.”
BEFORE
APPROACH
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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
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APPR light requires a
verbal response
– “APPR MODE ARMED”
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Check points from FMS
with the procedure
– Check names and that the
procedure looks logical on
your display (T-44C)
BEFORE
APPROACH
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Proceed to IAF
Check for large intercept
angle and be prepared for
early transition?
When can you descend?
WHEN TO
DESCEND
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ESTABLISHED AT IAF:
– Established on the Approach &
– In Terminal Mode (“APPROACH MODE
ARMED”)
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ESTABLISHED AT FAF:
– Established on the Approach &
– In Approach Mode (“APPROACH MODE
ACTIVE”)
WHAT MINS TO
FLY:
A OR C-MODEL
WHAT MINS TO
FLY:
C-MODEL ONLY
Missed Approach
Waypiont: MAWP
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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
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
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Staying at the same airport?
– for another approach, simply select another one
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Going somewhere else?
– Change arrival airport or use On Deck /
Secondary flight plan.
6. WARNINGS
INTEG LIGHT (RAIM)
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INTEG Light (NAV “OFF” FLAG)
– RAIM is not available
– Signal may not keep you inside RNP values for
current segment of flight
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NO RAIM = Can’t use GPS for guidance
– APPROACHES
– SID/STAR
– ENROUTE
6. WARNINGS
INTEG LIGHT (RAIM)
Your NAV ‘OFF’ Flag
 PRIOR TO FAWP
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– Transition to a ground-based navaid approach or get
vectors.
– DO NOT DESCEND TO MDA
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AFTER FAWP
– Transition to a ground-based navaid approach or get
vectors.
– CLIMB AND PROCEED TO MAWP
7. EXTRAS
Step-down fixes beyond the FAF will not be in
the database
 You cannot create any IAPs, nor alter them.
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– 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:
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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!!!
Conclusion
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Focus of Maritime Advanced Program
Study!
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NATOPS
FTI
AIM/FAR
AIGT workbook
NATOPS Instrument Flight Manual (IFM)
OPNAVINST 3710.7
Be familiar with Local Operations
Chairfly Approaches, Briefs and EPs
This is all about you. Its YOUR wings, YOUR
career and YOUR responsibility to come ready.