I4301

Approaches: Typically: TACAN/NDB/VOR (3), Point to Point, Holding. Note: none of the I430x flights have any specific required approaches, so your IP can pick any approach for any flight.

Expect to fly the NDZ 408 or other VFR NDZ stereo flight plan. The 408 allows 2 TACAN approaches to “NAS CEW,” one with holding, the NDB from WAAB 1050 to “NAS CEW” and the PAR back to NDZ. Another Example: NDZ303- NDZ to CEW/D 1+30 then return. Holding at CEW. VOR-A and RNAV RWY35 at KCEW. PAR at NDZ. (Note: the RNAV is from Vol 19, not the kiddie plates)

=NDB Procedures=
 * Signals transmitted from NDBs contain no directional information and azimuth information is relative to the nose of the Aircraft; Unlike TACAN/VOR information which is a magnetic radial from the station.
 * NDB information is generally less accurate than that from other navaids, so normally used as backup navigational aid.
 * Helicopters operating in remote areas use as primary means of radio nav.
 * Range is beyond line of sight so good for low flying helicopters.
 * DIP ERROR: causes erroneous bearing indications in turns. Turns must be made to predetermined headings. (due to loop style operation)
 * Bad weather (lightning etc) significantly affects readings
 * ADF does not have a flag to warn pilot, therefore must continuously monitor the NDB id to ensure proper reception. Noisy ID may be heard when a steady false bearing is being displayed.  Music, voice, etc.


 * HH = 2000 watts or more (75NM)
 * H = 50-2000 watts (50NM)
 * MH = 50 watts or less (25NM)
 * Compass Locator = 25watts (15NM)


 * Normally operate in a frequency band of 190 to 535 kHz
 * according to ICAO Annex 10 the freq range for NDBs is between 190-1750 kHz
 * All radio beacons except compass locators (beacon located with an ILS)transmit a continuous 3 letter ident. code except during voice transmissions
 * Loop Antenna prevents information from being accurate in other than level flight.
 * TH57 KR-87 receives LF/MF reception 200-1799 KHz

(See AIM 1-1-2 and TH-57 Instrument Navigation Workbook Ch 6)

=Helicopter procedures= (Copter Approaches - inst wkbk 2-37)
 * Visibility cannot be cut in half… already considered in the approach mins
 * Scale ring is usually cut in half (5NM instead of 10NM)
 * Usually incorporate steeper approaches.
 * missed approach climb out is at least 400 feet per NM unless a higher rate is published (AIM 5-4-21b)

=Publications carried on RI flights= Normal:
 * PCL (Pocket Checklist) (ITO and Level Off Checklists are in here)
 * New Orleans – VFR Sectional
 * Volume 19 Approach Plates
 * L 21/22 IFR Chart
 * Bird Strike Checklist
 * Carbon Lock Checklist
 * Hard Landing Checklist
 * On Scene Commander Checklist
 * Overtorque Checklist
 * ORM Briefing Guide
 * Tail Rotor Strike Checklist

Plus:
 * DD-175-1 weather brief
 * Student Approach Plates
 * Volume 14 Approach Plates
 * Partial Panel Card and Hood
 * FIH
 * IFR Sup
 * CR-2

=NDZ Stereotype flight plans=
 * 100 series are IFR remaining in A-292
 * 200 series are VFR remaining in A-292
 * 300 series are IFR round robin in and out of A-292
 * 400 series are VFR round robin in and out of A-292
 * 500 series are IFR stopover flight plans
 * 600 series are VFR stopover flight plans

=Altitude restrictions when cleared for the approach= (Inst Wkbk 2-30,31)
 * If on an airway enroute to the IAF (IAF is on the airway) and “Cleared for the Approach” you may descend to the higher of MEA (or MOCA if within 22nm of navaid) or the IAF Altitude. If on a feeder route you may descend to the feeder route altitude when cleared for the approach. If on an unpublished route (ie radar vectors or direct leg), you will not be given a clearance until you are established on a segment of the approach or are given an altitude restriction along with your clearance.
 * If holding at a published holding pattern and you are cleared for the approach you may descend to the published holding altitude once you are cleared for the approach.
 * When given an approach clearance which contains an altitude restriction you must maintain that altitude, or if no altitude is specified and you are not on a published route (airway or feeder route) you must maintain your current altitude until established on a segment of the IAP.
 * Remember when you leave an altitude that is not on the approach plate anywhere, it is a required call to tell approach control that you are leaving that altitude. (This is no longer true for flights in the TH-57)<---That sounds kind of shady, it is a mandatory call according to the FIH. <---The mandatory voice report is for leaving a previously assigned altitude or flight level for a newly ASSIGNED altitude or flight level... if descending after cleared for the approach it is not a newly assigned altitude, and therefore not a required voice report

=Weather requirements for RI flights (RWOP, 3710.7U)= The only weather requirements you need is the weather sufficient to take off and shoot your approaches. Be capable of briefing the alternate requirements from OPNAV chapter 4. If you mention BI wx mins, the instructor will look at you like you're crazy (trust me). You're filing an IFR flight plan. Know the mins necessary for your approaches/takeoff/destination/alternate if required. Similarly, during the NATOPS brief, don't tell your IP that you'll "avoid inadvertent IMC to the extent of landing in a field," you can just call Approach and get an IFR clearance.

OPNAV 3710.7U (4-12) IFR Filing Criteria:

Destination Weather ETA +/- 1 Hr

0 - 0 up to but not including published minimums --> 3000 - 3 or better

Published minimum to up but not including 3000 - 3 (absolute minimums 200 - 1/4) --> Non-Precision: Published mins + 300 - 1, Precision: Published mins + 200 - 1/2

3000 - 3 or better --> No alternate required

=Approach Brief=
 * 1. Approach and Page
 * 2. Weather mins.
 * 3. FAF and timing
 * 4. MDA / DH
 * 5. Missed Approach Point
 * 6. Terminal Procedures

=Cockpit/COMNAV organization= Again, Terasse Gouge.

=Required equipment for instrument flight (NATOPS, 3710.7T)= The following equipment must be operative prior to entering instrument meteorological conditions in the TH-57C according to (NATOPS 4.18):

MAGIC BRN CO (OPNAV 3710 5.3.2.1)
 * Ministab flight control system (pitch and roll)
 * Attitude indicators (two, one auto powered by approved standby battery source)
 * Generators (Main and Standby)
 * Instantaneous vertical speed indicator
 * Cyclic force trim system
 * Battery protection circuit
 * Radar altimeter
 * Navigation system appropriate to the routes to be flown (1 operable)
 * Communication system (1 operable)
 * Other equipment as required by the operating rules. (Natops tells us a flashlight, for example)

TIN CRAMP AAV
 * Turn needle/ball
 * Icing control equipment if in known or forecasted conditions
 * Navigations lights.
 * Clock with hour minute second sweep hand or digital display.
 * RMI (gyrostabilized mag compass)
 * Altimeter
 * Mag compass with current calibration card
 * Pitot heater and all vacuum pressure instruments.
 * Attitude indicator
 * Airspeed Indicator
 * VSI

Or memorize your instrument panel and a few others!