N3001

=Lost comm enroute= TWO-WAY RADIO FAILURE (FIH A.5)

a. 	FAA PROCEDURES (AIM, FAR 91.185)
 * (1) IFR FLIGHT PLAN
 * (a) During two-way radio communications failure, when confronted with a situation not covered in the regulation, pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate, they should not be reluctant to use the emergency actions contained in flying regulations.
 * (b) 	In areas of FAA jurisdiction, should the pilot of an aircraft equipped with a coded radar beacon transponder experience a loss of two-way radio capability, the transponder should be adjusted to reply on Mode 3/A, Code 7600.
 * (c) 	Pilots can expect ATC to attempt to communicate by transmitting on guard frequencies and available frequencies of navaids.
 * (d) 	VMC - If able to maintain flight in VMC continue flight under VFR and land as soon as practicable and notify ATC. It is not intended that the requirement to "land as soon as practicable" be construed to mean "as soon as possible". The pilot retains his prerogative of exercising his best judgment and is not required to land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of his intended destination. The primary objective of this provision is to preclude extended IFR operations in the air traffic control system in VMC. When operating "on top" and unable to descend VMC prior to destination, the procedures contained in paragraph (e) below apply.
 * (e) 	IMC - If VMC is not encountered, continue the flight according to' the following:

NOTE - The intent of the rule is that a pilot who has experienced two way radio failure should select the appropriate altitude for the particular route segment being flown and make the necessary altitude adjustments for subsequent route segments. If the pilot received an "expect further clearance" containing an altitude to expect at a specified time or fix, he should maintain the highest of the following altitudes until that time/fix, Upon reaching the time/fix specified, the pilot should commence his climb or descent to the altitude he was advised to expect. If the radio failure occurs after the time/fix specified, the altitude to be expected is not applicable and the pilot should maintain an altitude consistent with a or b above.
 * 1. ROUTE (FAR 91.185)
 * a.	By the route assigned in the last ATC clearance received;
 * b.	If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;
 * c.	In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
 * d. 	In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan.
 * 2. 	ALTITUDE - At the highest of the following altitudes or flight levels for the route segment being flown:
 * a. 	The altitude or flight level assigned in the last ATC clearance received;
 * b. 	The minimum altitude (converted, if appropriate, to minimum flight level) for IFR operations (see Section B, Altimeter Changeover Procedures); or
 * c. 	The altitude or flight level ATC has advised may be expected in a further clearance.
 * (1) His last assigned altitude, or
 * (2) The minimum altitude/flight level for IFR operations.

If the pilot receives and "expect further clearance" containing a lower altitude, the pilot should maintain the highest of 1 or 2 above until that time/fix specified in paragraph 3. LEAVE CLEARANCE LIMIT, below.


 * 3. 	LEAVE CLEARANCE LIMIT.
 * a. 	When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect further clearance time if one has been received, or if one has not been ,received, as close-as possible to the expected time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.
 * b. 	If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect further clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.
 * 4. 	RADAR APPROACHES - initiate lost communications procedures if no transmissions are received for approximately one minute while being vectored to final, 15 seconds while on ASR final approach, or five seconds while on PAR final approach. (AIM 51-37, FAA 7110.65)
 * a. 	Attempt contact on a secondary frequency, the previously assigned frequency, the tower frequency, or guard.
 * b. 	If unable to re-establish communications and unable to maintain VMC, proceed with a published instrument approach procedure or previously coordinated instructions. Change transponder to appropriate codes.
 * c.	Maintain the last assigned altitude or the minimum safe/sector altitude (emergency safe altitude if more than 25 NM from the facility), whichever is higher, until established on a segment of the published approach.

=Enroute emergency divert fields= (Skinner Gouge AN-1S) Under IMC, a pilot should always look for suitable landing fields in the event of an emergency. Factors which determine field suitability include approach availability, lighting (if at night), runway length (probably won't have to worry about that too often), and availability of maintenance services (depending on the urgency of the situation). The IFR en route chart depicts those aerodromes with a DOD published instrument approach lighting information. To further determine whether the approaches are compatible with your navaids you should be aware of the suitable fields which lie along your intended route of flight. If an emergency occurs, after taking the immediate action prescribed by NATOPS, you will contact ATC with your situation and intentions. If necessary, ATC can assist in selection of and navigation to the nearest suitable field.

(Connor Gouge) Hey, The blue fields have published military approaches, the green fields have civilian approaches, and the brown fields don’t have any approaches published. (VFR only) Here is the way that it was explained to me. It all depends on the emergency. Battery hot ….. turn it off and make it to a blue field. Transmission chip w/additional fluctuations in Nr indications and green field closer to you than a blue field …… contact your controlling agency, declare an emergency, and get them to walk you through the civilian approach to that field. Better safe on the deck with a stressed out controller than a wife and kids collecting SGLI.

(From 31 JUL 2008) The Blue and Green colors have changed meaning. Straight from the Legend: Facilities in BLUE or GREEN have an approved Instrument Approach Procedure and/or RADAR MINIMA published in either the FAA Terminal Procedures Publications or the DOD FLIPs. Those in BLUE have an Instrument Approach Procedure and/or RADAR MINIMA published at least in the High Altitude DoD FLIPs. Facilities in BROWN do not have a published Instrument Approach Procedure or RADAR MINIMA.

Translated this means that BLUE: has a published High Altitude Approach. GREEN has a published Approach. Brown has no published Approach. As an example: South Whiting changed from Blue to Green. (Keep in mind just because it's published doesn't mean it's in your DOD plates)

Look where you are. Find the nearest BLUE or GREEN and go there.

=Enroute low altitude chart symbols= Yea, read the key.

=Closing flight plans (military and civilian fields)=

OPNAV 3710.7U

4.9 CLOSING OF FLIGHT PLAN It is the responsibility of the PIC/formation leader to ensure that the proper agency is notified of flight termination.

4.9.1 Military Installations At military installations, the pilot either shall verbally confirm the closing of the flight plan with tower or base operations personnel or deliver a copy of the flight plan form to base operations.

4.9.2 Nonmilitary Installations At nonmilitary installations, the pilot shall close the flight plan with flight service through any means of communication available. Collect, long-distance telephone service may be used if required. When appropriate communication links are known or suspected not to exist at the point of intended landing, a predicted landing time in lieu of the actual landing shall be reported to an appropriate aeronautical facility while airborne.

Note: Cancellation of an instrument flight plan does not meet the requirement for closing out the flight plan. When landing report has been properly delivered, the flight plan will be considered closed out.

Call 1 800 WX Brief to close your flight plan. Civilian towers are supposed to close your flight plan but call to make sure. Military towers will tell you you are "closed out" so no need to call FSS.

=CRM= Use your crew!! (Use your crew to use the GPS, even better) Don't rely on it though, expect the instructor to fail various navigation equipment.