I4403

="Execute missed approach"= Final Approach Abnormalities During Radar Approaches. (OPNAV 3710.7U 5.3.5.5) The controller shall issue instructions to execute a missed approach or to climb and maintain a specific altitude and fly a specified course whenever the completion of a safe approach is questionable because one or more of the following conditions exist:
 * a. Safe limits are exceeded or radical aircraft deviations are observed.
 * b. Position or identification of the aircraft is in doubt.
 * c. Radar contact is lost or a malfunctioning radar is suspected.
 * d. Field conditions, conflicting traffic, or other unsafe conditions observed from the tower prevent approach completion.

Execution of the Missed Approach (OPNAV 3710.7U 5.3.5.6)
 * a. Execution of the missed approach by the pilot is not necessary for paragraphs 5.3.5.5.a through 5.3.5.5.c above if the pilot has the runway or approach/runway lights in sight. In these cases, controller phraseology shall be: “(reason). If runway/approach lights/runway lights are not in sight, execute missed approach (alternate instructions).” Reasons may include radar contact lost, too high/low for safe approach, or too far right/left for safe approach.
 * b. Execution of the missed approach is mandatory for paragraph 5.3.5.5.d above. Controller phraseology is “Execute missed approach,” and the reason for the order (i.e., Aircraft ahead of you has taken the arresting gear); or the controller may issue instructions to climb and maintain a specific altitude and fly a specified heading and the reason for such instructions.
 * Note Pilots may execute a missed approach at their own discretion at any time.

Also look it up in the Pilot/Controller Glossary in the AIM.

=Missed Approach from DH/MDA/Circling= DH MDA Circling
 * A missed approach shall be executed immediately upon reaching the decision height unless the runway environment is in sight and a safe landing can be made. On precision radar approaches, the pilot may expect control instructions until over landing threshold; course and glide path information given after decision height shall be considered advisory in nature.
 * A missed approach shall be executed immediately upon reaching the missed approach point if visual reference is not established and/or a landing cannot be accomplished.
 * If visual reference is lost while circling to land from a published instrument approach, the missed approach specified for that particular procedure must be followed. To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until he/she is established on the missed approach course.

MISSED APPROACH (AIM 5-4-21.)
 * a.	When a landing cannot be accomplished, advise ATC and, upon reaching the Missed Approach Point defined on the approach procedure chart, the pilot must comply with the missed approach instructions for the procedure being used or with an alternate missed approach procedure specified by ATC.
 * b.	Protected obstacle clearance areas for missed approach are predicated on the assumption that the abort is initiated at the missed approach point not lower than the MDA or DH. Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver.
 * c.	If visual reference is lost while circling-to-land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course. Inasmuch as the circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will assure that an aircraft will remain within the circling and missed approach obstruction clearance areas. (See Figure)
 * d.	At locations where ATC Radar Service is provided, the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure. (See Figure 5-4-9.)
 * e.	When approach has been missed, request clearance for specific action; i.e., to alternative airport, another approach, etc.

=Runway Environment= While not a briefing item, it's always a question IP's ask when discussing missed approaches. You always tell your IP you'll execute a missed if the runway environment is not in sight right?

Turns out there is a list of 10 things that you can legally use as the runway environment in FAR 91.175.

From 91.175
 * [(c) Operation below DH or MDA. Except as provided in paragraph (l) of this section, where a DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, at any airport below the authorized MDA or continue an approach below the authorized DH unless-- ]
 * (1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;
 * (2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and
 * (3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
 * (i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
 * (ii) The threshold.
 * (iii) The threshold markings.
 * (iv) The threshold lights.
 * (v) The runway end identifier lights.
 * (vi) The visual approach slope indicator.
 * (vii) The touchdown zone or touchdown zone markings.
 * (viii) The touchdown zone lights.
 * (ix) The runway or runway markings.
 * (x) The runway lights.

=Instrument Approach/Communications at an uncontrolled airport=

Most/Some civilians operating at an uncontrolled airport with CTAF aren’t going to know what the “final approach course for the ILS 17” is so tell them something more useful. Make all calls as if they are being received by a solo IFS student...you remember your own SA back then. Always state: Who you're calling, who/what you are, position-altitude-intentions, & repeat who you're calling; ie.: “Bob Sikes traffic, Navy Helicopter 123 is 5 miles north of the field, inbound at 1700 for a low approach to runway 17, Bob Sikes.” “Bob Sikes traffic, Navy Helicopter 123 is executing climbout to the east, Bob Sikes.”

Practice Approaches (AIM 4-1-9 Paragraph 4) Pilots conducting practice instrument approaches should be particularly alert for other aircraft that may be departing in the opposite direction. When conducting any practice approach, regardless of its direction relative to other airport operations, pilots should make announcements on the CTAF as follows:
 * A. Departing the final approach fix, inbound (nonprecision approach) or departing the outer marker or fix used in lieu of the outer marker, inbound (precision approach);
 * B. Established on the final approach segment or immediately upon being released by ATC;
 * C. Upon completion or termination of the approach; and
 * D. Upon executing the missed approach procedure.

=Lost comm procedures on an IFR flight plan= Use AVEFAME.
 * Route: (Assigned, Vectored, Expected, Filed)
 * Altitude: (Assigned, Min IFR Altitude, Expected) Whichever is greater!
 * If holding, leave at expected further clearance time. (that’s why we get one)
 * If holding and no EFC given, leave when you’ll get to your IAF as close as you filed for.

Be prepared for your instructor to take the plan you came up with for that day and put you in a lost-comm situation mid-route, in which case, work through it logically using your DD-175 as the road map for what approach is expecting you to do (in accordance with AVEFAME). Probably not smart to still commence with practice holding in a lost-comm emergency situation, even if that's what your 175 says. Or to continue with the terminal delays for practice approaches enroute. Also, as always: squawk 7600, make all calls "in the blind," and attempt to gain/proceed VMC if possible.

=Sidestep Maneuver= ATC may authorize a standard instrument approach procedure which serves either one of parallel runways that are separated by 1,200 feet or less followed by a straight-in landing to the adjacent runway. Pilots are expected to commence the side-step maneuver as soon as possible after the runway or runway environment is in sight.
 * “Cleared ILS runway 7 left approach, side-step to runway 7 right.”
 * Sidestep minima are flown to a Minimum Descent Altitude (MDA) regardless of the approach authorized.
 * Landing mins will be based on nonprecision criteria and therefore higher than precision mins but will normally be lower than published circling mins.

(AIM 5-4-19)

=Weather sources=

Preflight
Probably the most reliable preflight weather information you can get is from a PIREP because it is your buddy who is up there telling you if it's good to go or not. PIREPs are extremely valuable both for preflight as well as inflight use. Flight Service Station (FSS) Weather Service Office Telephone Weather/NOTAM Briefings FIH C.1 When talking to a military forecaster, give him the following information: A number of USAF and USA installations do not have 24 hour weather forecasting functions. Forecasts for these locations will not be netwatched or amended after local forecaster duty hours. The last forecast of the day will contain a statement indicating the time after which the forecast -will no longer be amended. Direct User Access System (DUATS) Pilot to Metro Service (See Inflight Briefing Section Below)
 * Can be contacted via phone at 1-800-WXBrief. Provide weather briefings, NOTAMS, ATC Delays, etc.
 * Provides Weather only
 * Military pilots departing a location where military weather and NOTAM services are not available will obtain required information as follows:
 * (1) 	Contact the nearest military facility listed below, using DSN (if available) or commercial long distance telephone (government collect); or
 * (2) 	Obtain information from accredited local agencies.
 * (1) 	Name of person calling.
 * (2) 	Aircraft identification and type of aircraft.
 * (3) 	Departure point, destination, and alternate.
 * (4) 	VFR or IFR and proposed altitude.
 * (5) 	ETD, ETE, and ETE to alternate.
 * (6) 	Route.
 * (7) 	Enroute stops, if applicable (in order, with ETAs).
 * Telephone numbers are listed in the FIH in section C
 * Can be accessed via the internet. Password is required.

Transcribed Weather Broadcast (TWEB)
 * Some areas have provide phone access to TWEB broadcasts and can be used for planning prior to calling for the preflight brief.

Inflight
FSS (from frequency in shadow boxes on IFR charts or 122.2, 255.4)

Enroute flight advisory service (EFAS) on 122.0 “Jacksonville Flight Watch, N1E123, Crestview VOR”

HIWAS (Hazardous inflight weather service) (H in black circle in navaid boxes)
 * A continuous broadcast of inflight weather advisories on VOR frequencies including summarized Severe Weather Forecast Alert (AWW), SIGMETs, Convective SIGMETs, Center Weather Advisories (CWA), AIRMETS, and PIREPs.

AWOS (Automated Weather Observation System) 25NM at or above 3000 AGL
 * -A: reports only Altimeter setting
 * -1: reports Altimeter setting, Wind data, Temperature, Dew point, Density
 * -2: reports AWOS-1 plus visibility
 * -3: reports AWOS-2 plus cloud and ceiling data

ASOS (Automated Surface Observation System)
 * should be available within 25nm, below 10000 feet AGL, VOR freq

ATIS (Automatic Terminal Information System)

Pilot to Metro
 * Update the Flight Weather Briefing Form (DD-175-1)

Volmet (voice weather broadcasts)

Meteorological information for aircraft in flight may be obtained through routine and special VHF and HF weather broadcasts

ARTCC (Air Traffic Control Center)

Air Traffic Control Centers have meteorologists assigned to them that can provide information to the pilot enroute.

TWEB (T in a black circle in navaid boxes)
 * Generally, the broadcast contains route-oriented data with prepared National Weather Service (NWS) forecasts, inflight advisories, winds aloft, and select current information such as weather reports, NOTAMs, or special notices. At selected locations, telephone access to the TWEB has been provided. Only in Alaska.

= Standard instrument rating requirements (OPNAV 13.2.1) =
 * a. 	Fifty hours of instrument pilot time under actual or simulated instrument conditions.
 * b. 	Successfully complete a NATOPS instrument evaluation in accordance with the NATOPS Instrument Flight Manual. (Instrument Check must be within 60 days of exam).
 * c. 	Within the 6 months preceding the date of the instrument evaluation flight obtain:
 * (1) 	Six hours as pilot under actual or simulated instrument conditions
 * (2) 	Twelve final approaches under actual or simulated instrument conditions, six of which shall be precision approaches and six of which shall be nonprecision.
 * d. 	Within the 12 months preceding the date of the instrument evaluation flight:
 * (1) 	Twelve hours as pilot under actual or simulated instrument conditions
 * (2) 	A total of 18 final approaches under actual or simulated instrument conditions, 12 of which shall be precision and six of which shall be nonprecision.
 * e.    instrument hours and approaches conducted as part of a previous instrument evaluation flight may be applied to minimums if the checkride occurred within the the period specified in 13.2.1.d
 * f. 	Major flight simulator devices listed by CNO (N889F) may be utilized to meet one-half of the minimum instrument rating requirements (devices listed in OPNAV)
 * g. 	CNATRA is authorized to issue an initial standard instrument pilot rating following successful completion of the naval air training command instrument training syllabus.
 * h. CO may grant up to a 90 day extension in order to give you time to complete your requirements (long deployment prevented you).  However, instructors have said that that is extremely rare and that a board will occur if you are negligent.