I4590


 * (16MAY2010) The new OPNAVINST 3710.7U has changed a bunch of the standard items for the I440X/I4590 briefs. As always, ensure you are checking the gouge against the pub. Use the PDF version of the new OPNAV available online or borrow one from a buddy who printed it off. If you find an error here fix it so the next guy doesn't get screwed. Here's the HT-28 instructor gouge for the I4404/I4590 briefs: [[Media:I4590_briefs.pdf]].  (Just scroll past the blank page at the front... maybe someone with Acrobat can delete it.)

Much of this page is adapted from the Grooms and Eubank gouge.

This doesn't cover everything but it is a good base. In addition to what is below study up on EP's and limitations, review systems, know every block of your DD-175 and also spend some time going over sectional and terminal charts before your check ride. Play stump the chump with each other as long as you can stand it. Pass your knowledge on to future students.

=ORM process= "I AM IS"
 * Step 1. Identify hazards.
 * Step 2. Assess hazards.   Determine risk value of each hazard.
 * Step 3 Make Risk Decisions. First, develop and implement a set of risk control options to minimize risk consistent with mission accomplishment. Then, decide if benefit of the mission outweighs the new risk levels. If risks outweigh benefits, seek further risk reduction.
 * Step 4 Implement controls
 * Step 5. Supervise

4 Principles of ORM
 * 1. Accept risk when benefits outweigh the cost.
 * 2. Accept no unnecessary risk.
 * 3. Anticipate and manage risk by planning.
 * 4. Make risk decisions at the right level.

=Airspace= There are two categories of airspace: Regulatory and Nonregulatory (AIM 3-1-1)
 * Regulatory: "CPR" (Class A, B, C, D, and E airspace. Prohibited areas and Restricted areas)
 * Nonregulatory: "CWAM" (Controled firing areas, Warning areas, Alert areas, and MOA's)

Within these two categories there are four types "CUSO"
 * Controlled,Uncontrolled,Special use and Other.

Basic VFR weather minimums: No person may operate an aircraft under basic VFR when the flight visibility is less, or at a distance from clouds that is less, than the that prescribed for the corresponding altitude and class of airspace. (AIM 3-1-2)


 * Basic VFR Weather Minimums (FAR 91.155(b)) -- Class 'G' Helicopter. A helicopter may be operated clear of clouds if operated at a speed that allows the pilot adequate opportunity to see any air traffic or obstruction in time to avoid a collision.
 * OPNAV says (5.2.4.b) - Outside of controlled airspace, tilt rotors in helicopter conversion mode and helicopters may be operated below 1,200' AGL, clear of clouds when visibility is less than 1 statute mile if operate at a speed that allows the pilot adequate opportunity to see and avoid other air traffic and maintain obstacle clearance.

Class C
(AIM 3-2-4) Generally, that airspace from the surface to 4,000' AGL surrounding those airports with a control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passengers embarkations. Each is individually tailored, but usually consists of a 5nm radius core surface area that extends from the surface up to 4,000' AGL and a 10 NM radius shelf area that extends from 1,200'AGL to 4,000' AGL. Outer area: The normal radius will be 20 NM. Pilot certification: no specific cert required. Equipment: two way radio, mode C transponder. Aircraft at or below 2,500' AGL within 4nm of the primary airport of Class C airspace cannot exceed 200kts.

Class D
(AIM 3-2-8) Generally, that airspace from the surface to 2,500' AGL surrounding those airports that have an operational control tower. Individually tailored and can have instrument procedures published. No specific certification is required. Equipment: unless otherwise authorized by ATC, an operable two way radio is required and contact must be established prior to entering. Aircraft at or below 2,500'AGL within 4nm of the primary airport of a class D area cannot exceed 200kts. Arrival extensions for instrument approach procedures may be either class D or class E airspace. As a general rule, if all extensions are 2miles or less, they remain part of the class D surface area. However, if anyone extension is greater than 2 miles than all become class E.

Class E
(AIM 3-2-9) Generally, if the airspace is not defined above an it is controlled airspace, it is Class E. No certification or equipment is required. Class E airspace below 14,500'MSL is charted. Except for 18,000'MSL class E airspace has no defined vertical limit but rather it extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace.

There are seven types of Class E airspace SET FOOD Configured to contain all instrument procedures. Serve as extensions to Class B, C, D surface areas. Provides controlled airspace to contain instrument procedures without imposing comms requirement on VFR pilots. Beginning at either 700 or 1200AGL to transition from terminal to enroute 1200 feet to 17999MSL (Domestic, Alaskan, Hawaiian) Provide controlled airspace beyond 12 miles where there is a requirement to provide IFR en route ATC services. Unless otherwise noted, begins at 14500MSL to 17999MSL with 12 miles from coast of 48 states, DC, and Alaska. Airspace above FL600 Excluding below 1500AGL unless otherwise noted. Provide controlled airspace in those areas where there is a requirement to provide IFR en route ATC services but the airway system is inadequate.
 * 1. Surface area designation for an airport
 * 2. Extension to a surface area:
 * 3. Transition Airspace
 * 4. Federal airways:
 * 5. Offshore airspace areas:
 * 6. Other:
 * 7. Domestic en route areas:

Class G
(AIM 3-3-1) Class G airspace (uncontrolled) is that portion of the airspace that has not been designated another class. IFR requirements: must remain at least 1,000' (2,000 in designated mountainous terrain) above the highest obstacle within a horizontal distance of 4nm of the course to be flown. (22nm per opnav)

Special use airspace

 * Special use can be remembered as W CAMPR
 * Warning area: An airspace extending from 3NM outward from the coast that contains hazardous activity to nonparticipating aircraft.
 * Purpose is to warn non participating aircraft.
 * Controlled Firing Areas: Contain activities which could be hazardous to nonparticipating aircraft (not on charts, they stop when we enter)
 * Alert Areas: Depicted to inform nonparticipating aircraft of areas containing high volumes of pilot training or unusual aerial activity.
 * MOA: separate military training activities from IFR traffic.
 * Prohibited Area: Established for security or other reasons associated with national welfare.
 * Restricted Area: Subject to restrictions. Unusual often invisible hazards. ATC will allow you through if not active.

Other airspace areas
MAN TVTP VR needs 5 miles of visibility and 3000AGL ceiling. 4 digits means all under 1500AGL.
 * Military Training Routes: low altitude, high-speed military operations to be flown mostly under IFR. Routes at 1500AGL and below usually VFR.  Generally established below 10,000MSL for speeds > 250KTS.  2 types: IR(IFR route) and VR (VFR route). MTR's with no segment above 1,500'AGL shall be identified by 4 number charters otherwise a 3 number identifier shall be used.  nonparticipating aircraft are not prohibited from flyin within an MTR however, extreme vigilance shall be exercised when conducting flight through or near these routes.
 * Airport Advisory/Information Services (provide advisories) request 60days prior
 * LAA (10 SM with no control tower, but an FSS)
 * RAA (10 SM with no control tower high GA activity)
 * RAIS (short term special events like small to medium flyins.)
 * National Security Areas: Locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to avoid voluntarily but if the case may be, it could become temporarily prohibited.
 * TRSA (Terminal Radar Service Area): Being replaced, voluntary participation (mandatory participation for naval aircraft no longer required explicitly but we are still required to use radar services when available), primary airports are D
 * VFR Routes:
 * Flyways: general flight path not defined as a specific course, for use by pilots in planning flights into, out of, through or near complex terminal airspace to avoid B airspace.
 * Corridors: airspace generally through Class B (or areas of complex airspace i.e. the coast south of Eglin-the white area on the New Orleans VFR Sectional is a corridor; refer to the arrows) with defined vertical and lateral boundaries.  A hole through B
 * Transition routes: Routes through B that require ATC assigned altitude and clearance. Clearance is required (unlike a corridor).
 * Temporary Flight Restrictions: Natural Disasters, Presidential travel, etc.
 * Parachute Jump Aircraft Operations: altitudes are MSL

=Mode C Transponder Requirements= (AIM 4-1-19 a&f)
 * IN ALL CASES, WHILE IN CONTROLLED AIRSPACE EACH PILOT OPERATING AN AIRCRAFT EQUIPPED WITH AN OPERABLE ATC TRANSPONDER MAINTAINED IN ACCORDANCE WITH 14 CFR SECTION 91.413 SHALL OPERATE THE TRANSPONDER, INCLUDING MODE C IF INSTALLED, ON THE APPROPRIATE CODE OR AS ASSIGNED BY ATC. IN CLASS G AIRSPACE, THE TRANSPONDER SHOULD BE OPERATING WHILE AIRBORNE UNLESS OTHERWISE REQUESTED BY ATC.

In general, the CFRs require aircraft to be equipped with Mode C transponders when operating: 3. 14 CFR Section 99.12 requires all aircraft flying into, within, or across the contiguous U.S. ADIZ be equipped with a Mode C or Mode S transponder. Balloons, gliders and aircraft not equipped with an engine driven electrical system are excepted from this requirement.
 * (a) At or above 10,000 feet MSL over the 48 contiguous states or the District of Columbia, excluding that airspace below 2,500 feet AGL;
 * (b) Within 30 miles of a Class B airspace primary airport, below 10,000 feet MSL. Balloons, gliders, and aircraft not equipped with an engine driven electrical system are excepted from the above requirements when operating below the floor of Class A airspace and/or; outside of a Class B airspace and below the ceiling of the Class B airspace (or 10,000 feet MSL, whichever is lower);
 * (c) Within and above all Class C airspace, up to 10,000 feet MSL;
 * (d) Within 10 miles of certain designated airports, excluding that airspace which is both outside the Class D surface area and below 1,200 feet AGL. Balloons, gliders and aircraft not equipped with an engine driven electrical system are excepted from this requirement.

Learning Tool:
 * A-above 10,000MSL
 * W-within 30nm of class B
 * W-within or above class C
 * W-within 10nm of desig airports
 * A-ADIZ into, within, or across

=Special VFR Clearance= (AIM 4-4-6) You need an ATC clearance prior to operating within a class B, C, D, or E surface area when the weather is less than that required for VFR flight. All special VFR flights must remain clear of clouds.

RWOP: Weather must be 500/1.

3. Helicopters must remain clear of clouds and may operate in Class B, C, D, and E surface areas with less than 1 statute mile visibility.

=Required Voice Reports= ML SWEAT (LE) The following are if you're not in radar contact.
 * Missed approach
 * Loss of communication or nav equipment
 * Safety of flight
 * Weather encouter (that was not forecasted or does not match the forecast)
 * Entering or departing holding or a point.
 * Altitude (3 reports: VFR-On-Top altitude change, leaving an altitude, unable to climb/descend at 500fpm)
 * TAS varies by 5% or 10KTS (whichever is greater) from that which was filed.
 * Leaving the FAF for a nonprecision approach or the outer marker for a precision approach
 * ETA error in excess of 3 minutes from that which was filed

OR " VACATERS " (AIM 5-3-3)


 * Vacting any previously assigned altitude for a newly assigned altitude
 * Altitude change when VFR-on-top
 * Climb/Descent unable to maintain a rate of at least 500fpm
 * Approach missed
 * TAS +/- 5%/10kts from what was filed, whichever is greater
 * Entering/Leaving Holding
 * Radio/Comm/Nav Equip Malfunction in controlled airspace
 * Safety of flight, to include encountering unforcasted Wx

=Two way radio communications failure= AVE F AME
 * Assigned
 * Vectored
 * Expected
 * Filed


 * Assigned
 * Minimum Altitude for IFR Operations
 * Expected

And as always, if VMC maintain VMC and proceed VFR and land as soon as practical!

=Helicopter Instrument Approaches= (OPNAV 5.3.5.1) Helicopters and tilt-rotor-required visibility minimum may be reduced to one-half the  published visibility minimum for Category A aircraft,  but in no case may it be reduced to less than one-fourth  mile or 1,200 feet RVR. Helicopter procedures (Copter approach) visibility may not be reduced. Helicopter procedures and reduced Category A visibility recognize the unique maneuvering capability of the helicopter and tilt-rotor  are based on airspeeds not exceeding 90 knots on final approach.

=Required Equipment =

NATOPS 4-9 Required IMC Equipment
There are 11 items: MAGIC BRN CO or CRAB COMING
 * 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.

OPNAV 5.3.2.1 Instrument flight equipment
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.
 * Airspeed
 * Attitude indicator
 * VSI

If you don't like TIN CRAMP the acronym PAT CAN HAV MD also works well to remember OPNAV IMC requirements:
 * P - Pitot heater and vacuum pressure
 * A - Altimeter
 * T - Turn and slip
 * C - Clock with sweeping second hand
 * A - Attitude indicator
 * N - Nav lights
 * H - Heading indicator or gyro-stabilized compass
 * A - Airspeed indicator
 * V - Vertical speed indicator
 * M - Mag compass with current correction card
 * D - De-icing or icing control equipment

Or if you don't like either of those (who can remember all the A's after all?) you can just memorize your instrument panel plus a few extras

-8 instruments, from the top...
 * Airspeed
 * Attitude Gyro
 * Altimeter
 * Clock with sweep hand or digital
 * Turn and slip
 * RMI or gyro stab compass
 * VSI
 * Mag Compass with deviation card

-The extras
 * Pitot Heat and vacuum pressure
 * Nav lights
 * Deicing or icing control

NATOPS 4-9 required equipment for night flight
L(ICE) CAR
 * Lights (Instruments/CB's and all External lights)
 * Communication Radio
 * Attitude Gyro
 * Radar Altimeter

Also, a flashlight and signaling device (per NATOPS CH. 5.5)

=OPNAV specific information=

Flight planning (3710.7U 4.3.1)
Before commencing a flight the PIC shall be familiar with all available information appropriate to the intended operation. Such information shall include but is not limited to: DRAFT N W


 * Delays (any anticipated traffic delays)
 * Risk assessment
 * Alternates available
 * Fuel requirements
 * Terminal instrument procedures (to include proper use of non-DOD approaches)
 * NOTAMS
 * Weather reports and forecasts

Authorized Airfields (3710.7U 4.4)
Highlights: You can land at other-than-airfield locations (fields, highways, etc) provided:
 * Naval aircraft are authorized to operate and land at all US military and joint civil-military airfields. If it's not your homefield/OLFs, PIC needs to ensure they're following all rules and PRRs.
 * Naval aircraft are permitted to operate at civilian airfields listed in the DoD Enroute Supp when it contributes to mission accomplishment, adds value to training, or is otherwise in the interests of the government and taxpayer.
 * Civilian airfields shall not be used for remain overnight unless required for mission accomplishment and approved by wing/group CO. It is authorized if required for maintenance or emergency divert.
 * All naval aircraft are prohibited from taking off or landing at closed airfields except in case of emergency or when both the aircraft's unit CO and the CO of the airfield have authorized such operation.
 * A military requirement exists for such a landing.
 * Adequate safeguards are taken to permit safe landing and takeoff operations without hazard to people or property.
 * There are no legal objections to landing at such nonairfield sites.
 * Note: CO's can waive the above for SAR ops.

Read the whole 4.4 section. It's short.

Signing the flight plan (3710.7U 4.6.1)
RAW FW PIE
 * Responsiblity ( the PIC acknowledges responsibility for the safe and orderly conduct of the flight)
 * Authorized (the flight has been)
 * Weight and Balance
 * Flight Planning (including NOTAMs)
 * Weather minimums and fuel requirements
 * Passengers (have been properly briefed and manifested)
 * Instrument rating (the PIC/each pilot in a form flight has it if any portion of flight will be in IMC)
 * Each (each pilot has received the required weather briefing)

Here's another easier to remember one: Air National Guard WIMPS
 * Authorized
 * NOTAMS (preflight plannin)
 * Governing directives (weather and fuel requirements)
 * Weather briefing
 * Instrument Rating
 * Manifested and briefed (passengers)
 * Proper Weight and Balance
 * Safe and orderly conduct of flight

Or WARPSWIM
 * Weather brief
 * Authorized
 * Requiremnts (fuel and wx)
 * Planning
 * Safety
 * Weight and balance
 * Instrument rating
 * Manifest

Or Responsible Aviators Make Plans and Weight Fuel In case of Weather
 * Responsiblity
 * Authorized
 * Manifest Passengers
 * Planning
 * Weight and Balance
 * Fuel
 * Instrument rating
 * Weather Minimums and Briefing

Flight weather briefing form (3710.7U 4.8.3.2)

 * A DD-175-1 flight weather briefing form shall be completed whenever an IFR flight plan is filed.
 * Note: Weather briefs will void 3 hours past briefing/FWB delivery time or ETD plus 1/2 hour. Briefings received more than 3 hours prior to takeoff will be void and require re-briefing prior to departure. Whenever possible, naval aviators should request a DD-175-1 flight route weather briefing at least 1 hour prior to proposed brief time to allow sufficient time for brief preparation.
 * Note: Your flight plan itself (whether entered via DD175 or by 1800WXBRIEF or other method) voids itself and is removed from the ATC system at ETD + 2hrs if you have not opened or amended it by then.

IFR Filing Criteria
Note: If the alternate is 3000-3, OPNAV says it need not have an IAP compatible with installed equipment/radios, since you can conduct a visual approach. Effectively this works out to allowing you to plan for PAR/ASR approaches at alternates if the weather there is 3000-3 or better. The exact wording is on OPNAV 4-13, the page after the chart seen here to the right.

Weather Criteria for filing (3710.7U 4.8.4)
Flight plans shall be based on all of the following: DR DA
 * Departure weather (actual weather at the time of clearance)
 * Route (existing and forecast weather for the entire rout of flight)
 * Destination (for a period of 1 hour before ETA and 1 hour after ETA)
 * Alternate (for a period of 1 hour before ETA and 1 hour after ETA)

IFR flight plans (3710.7U 5.3.1.1)

 * To decrease the probability of midair collisions, all flights in naval aircraft shall be conducted in accordance with IFR to the maximum extent practicable.
 * Flight plans not opened or amended by ETD + 2hrs are automatically removed from the ATC system.
 * If you need to open your flight plan in the air, you are prohibited from entering controlled airspace IMC until you do so. In poor weather this may require you to more or less circle your departure airport below the cloud deck until you can raise someone on the radio.  If such issues are anticipated, you can open the flight plan prior to departure via 1800WXBRIEF with an estimated departure time (or have the guy in the back shove his cell phone up his helmet and make the call).

Severe weather watch bulletins (3710.7U 4.8.4.5)
Except for operational necessity, emergencies, and flights involving all-weather research projects or weather reconnaissance, pilots shall not file into or through areas for which the Storm Prediction Center has issued a WW unless one of the following exceptions apply:
 * a. Storm development has not progressed as forecast for the planned route. In such situations:
 * (1) VFR filing is permitted if existing and forecast weather for the planned route permits such flights.
 * (2) IFR flight may be permitted if aircraft radar is installed and operative, thus permitting detection and avoidance of isolated thunderstorms.
 * (3) IFR flight is permissible in positive control areas if VMC can be maintained, thus enabling aircraft to detect and avoid isolated thunderstorms.
 * b. Performance characteristics of the aircraft permit an en route flight altitude above existing or developing severe storms.

Minimum fuel requirements: fuel planning (3710.7U 4.8.5.1)
All aircraft shall carry sufficient usable fuel, considering all meteorological factors and mission requirements as computed below: (3710.7U 4.8.5.3) Any known or expected traffic delays shall be considered time en route when computing fuel reserves. Note: NATOPS says 1.03 gallons is unusable. SOP says we shall land with a minimum of 10 gallons, the reserve is planned on top of that. The reserve will always be 9 gallons for the TH-57, as that is 20min at flight altitude, and for the 10% rules to kick in we'd have to be able to carry at least 100 gallons, which obviously we can't. Note: All of this applies to both VFR and IFR flight plans.
 * If you don't need an alternate, then you must have enough fuel to get to your destination, plus a reserve of 10% of planned fuel requirements.
 * If you do need an alternate, then you must have enough fuel to get to your destination initial approach fix and then to your alternate, plus a reserve of 10% of planned fuel requirements.
 * In no case shall you land at your destination or alternate with the planned fuel reserve being less than that needed for 20 minutes of flight, computed as follows: (3) Turbine powered helicopters: Compute fuel consumption based on operation at planned flight altitude.

Position lights (3710.7U 5.1.1.1)
Standard position lights shall be displayed during the period 30 minutes before official sunset until 30 minutes after official sunrise or at any time when the prevailing visibility as seen from the cockpit is less than 3 statute miles. During these conditions, they shall be displayed:
 * a. Immediately before engine start and anytime the engine(s) is running.
 * b. When the aircraft is being towed unless the aircraft is otherwise illuminated.
 * c. When an aircraft is parked and likely to cause a hazard unless the aircraft is otherwise illuminated or marked with obstruction lights.

Instrument Departures: Takeoff Minimums (3710.7U 5.3.4.1)

 * Standard Instrument Rating - published minimums for the available non-precision approach, but not less than 300-1. Or, the published minimums for the precision approach for the landing runway in use but no less than 200-1/2 (not 200-1/4; you can't cut vis during planning/pre-flight requirements).
 * Special Instrument Rating - No requirements. Takeoff is up to the discretion and judgement of the PIC.  Pilot with the SIR must be the one actually at the controls for the departure.
 * Can use PAR/ASR mins for T/O
 * Formation flights require at least circling mins for runway in use, or if no circling approach is authorized, 1000' and 3. (yes, some IPs ask this).

Approach Criteria For Single-Piloted Aircraft (3710.7U 5.3.5.3)
(this wouldn't be here if it didn't get asked, and the form stuff applies to both single- and multi-piloted aircraft)
 * An instrument approach shall not be commenced if the reported weather is below published minimums for the type approach being conducted. Although, once you've started the approach, you can continue down to the published minimums. Absolute minimums for a single-piloted helicopter/tiltrotor aircraft executing a precision approach are 200' ceiling/HAT and 1/4 visibility. Always remember that you cannot cut visibility requirements during the planning phase--it only kicks in once you're already in flight.
 * Form flights of more than two aircraft are not authorized to conduct IAPs in actual IMC. They can penetrate IMC to get VMC for a subsequent VMC form landing.
 * Form flights of two may conduct an IAP if weather is at least equal to the circling mins for the IAP in use. If no circling IAP is authorized, weather must be 1,000-3 or better.  Once approach has commenced, leaders may at their discretion continue the approach to the published mins.

Criteria for Continuing Instrument Approaches to a Landing (3710.7U 5.3.5.4)
Pilots shall not descend below the prescribed minimum descent altitude (MDA) or continue an approach below the decision height (DH) unless they have the runway environment in sight and in their judgment a safe landing can be executed, either straight-in or from a circling approach, whichever is specified in their clearance.

The FAR 91.175 defines runway environment as one or more of ten things:
 * 1. Approach lighting system (except you can't go below 100' above touchdown zone elevation using the approach lights as a reference unless you can see the red terminating bars or red side row bars too, although military is allowed to descend below MDA/DH because we have our own governing rules)
 * 2. Threshold
 * 3. Threshold markings
 * 4. Threshold lights
 * 5. Runway End Identifier Lights (REIL)
 * 6. Visual Approach Slope Indicator (VASI)
 * 7. Touchdown zone or touchdown zone markings
 * 8, Touchdown zone lights
 * 9. Runway or runway markings
 * 10. Runway lights

Easy way to remember:
 * 1) Threshold, threshold lights, threshold markings
 * 2) Runway, runway lights, runway markings
 * 3) Touchdown zone, touchdown zone lights, touchdown zone markings
 * 4) VASI
 * 5) ALS
 * 6) REIL

Final Approach Abnormalities During Radar Approaches (3710.7U 5.3.5.5)
The following are given as reasons control will direct a missed approach:
 * 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 by the pilot is not necessary for paragraphs a through c above if the pilot has the runway or approach/runway lights in sight.

Practice Approaches (3710.7U 5.3.5.7)
You can shoot practice approaches to an airfield, even if the weather is reported below minimums, as long as it is not your filed destination or alternate, the weather at your destination and alternate meet the FILING CRITERIA set forth in OPNAV, and you have no intention of landing. (Obviously you should have the fuel to be doing this and still proceed to your alternate with the required reserve intact).

Altitude (3710.7U 5.3.1.6)
Minimum Altitude (IFR)
 * a. When out of controlled airspace and only when the mission of flight requires otherwise, no less than 1,000' above highest terrain, surface of the water, or obstacle within 22NM of intended line of flight.
 * b. When out of controlled airspace and over designated mountainous terrain, as shown in DoD FLIPS, no less than 2,000' above highest terrain or obstacle within 22NM of intended line of flight.
 * c. In controlled airspace, no less than MEA or altitude specified by controlling agency (ATC usually) when operating in IFR conditions.
 * d. Authorized missions may be flown lower than specified above when on published IFR MIRs (IRs).

5.4.1.3 Altitude: Also note the altitude restrictions from the FAR Sec 91
 * Helicopter flights within B, C, or D airspace shall be in accordance with local air ops manual. Where no other guidance is provided, do not exceed 500' AGL unless cleared by tower/ATC.  Pilots shall avoid flying over areas at altitudes where rotor-wash could result in damage to aircraft, property, or personnel.

Noise sensitive areas (3710.7U 5.5.1.2)
These areas shall be avoided when at altitudes of less than 3000'AGL except in compliance with an approved: The AIM authorizes civilian flight over these areas at 2000'AGL.
 * a. Traffic or approach pattern
 * b. VR or IR route
 * c. Special use airspace

Temporary Flight Restrictions (3710.7U 5.5.1.5)
Aircraft shall not be operated within an area designated by a NOTAM within which TFRs apply except as permitted in FAR 91.137 which says...

TFR established to: Exemption - If you are participating in hazard relief activities and are being operated under the direction of the official in charge of on scene emergency response activities. Exemptions - 1) Same as Case one. 2) Carrying law enforcement officials. 3) Operating under ATC approved IFR flight plan. 4) The operation is direct to/from an airport within the TFR, or when VFR flight above/around the TFR is impractical due to weather or terrain (eg, the TFR is blocking the only IAP to the airport), and notification is given to FSS/ATC. (can't use to hamper/observe the disaster) Exemptions - Same as Case two.
 * Case 1: Protect persons and property on the surface or in the air from a hazard associated with an incident on the surface.
 * Case 2: Provide a safe environment for the operation of disaster relief aircraft.
 * Case 3: Prevent an unsafe congestion of sightseeing and other aircraft above an incident or event which may generate a high degree of public interest.

Instrument Ratings and qualification (3710.7U 13.1)
All naval aviators and NFOs in DIFOPS status shall annually:
 * a. Attend a formal TYCOM-approved instrument ground syllabus if one is available.
 * b. Satisfactorily complete a written examination within 60 days of the evaluation flight.
 * c. Additionally, naval aviators... shall satisfactorily complete an instrument evaluation flight conducted by a designated military aviator or NFO (if authorized by individual aircraft NATOPS manual) in an aircraft or approved simulator.

Standard Rating (13.2.1).
Minimum requirements for a standard instrument rating are as follows: Note: A Standard Rating is good for 12 months from the issue month. Eg, if it was issued 15 May 11, it would expire 31 May 12. The times for counting hours and approaches, however, are by day. Eg, if you do your check on 15 May 11, you count all your hours/approaches from 16 May 10 to 15 May 11. Extensions: Pilots/NFOs returning from DIFDEN status or duties, where a valid instrument rating/qual could not be maintained and who had requirements waived by COMNAVAIRFOR or CMC, shall be granted a period of 6 months or completion of the FRS in which to requalify. Newly assigned Navy/Marine Corps Reserve pilots/NFOs in a DIFOPS status shall be granted a period of 6 months from date of first reporting to requalify. (3710.7U 13.1.1.2) COs may extend the expiration date of instrument ratings/quals issued to naval aviators/NFOs that would otherwise expire during the period of a long deployment. The expiration date for the extension shall not be later than 90 days after the return from deployment. Up to 6 month extensions may be granted by issuing authority in unusual circumstances (hospitalization, etc). (13.1.2.3)
 * 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.
 * 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 obtain:
 * (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 period specified in d (above).
 * f. Major flight simulator devices listed by CNO (N789F2) may be utilized to meet one-half of the minimum instrument rating requirements.
 * g. CNATRA is authorized to issue an initial standard instrument pilot rating following successful completion of the naval air training command instrument training syllabus.

Special Rating (13.2.2).
Minimum requirements for special instrument ratings include all of the requirements for a standard instrument rating plus the following:
 * a. Five years of military and nonmilitary flying experience.
 * b. Two thousand hours of military and/or civil time as a certificated commercial/airline transport pilot.
 * c. One hundred hours of military actual instrument time.
 * d. A special instrument rating is recognition of a pilot’s experience, demonstrated flight ability, and judgment. Its issuance shall be made accordingly.

There is an additional exception in OPNAV for pilots showing exceptional judgment and proficiency with different minimums.

Failure To Meet Requirements (13.2.3)
The following action is directed for cases of failure to meet requirements:
 * a. Board Action — Unless reasons in the case are sound and valid, commanding officers shall direct a pilot who fails to meet the foregoing requirements to appear before a field naval aviator evaluation board...
 * b. Command Action — Pilots who are required to qualify for an instrument rating and have not done so shall not be detached from an activity unless a written extension is forwarded to their next duty station or compliance with paragraph "a" above has been accomplished.

NATOPS Jacket (3710.7U Appendix B)
Four Sections (these are the four parts of section 1) You are not permitted to put anything into or take anything from your NATOPS jacket. You hand carry them to your next unit.
 * A Flight training/qualification jacket review and certification record
 * B PCS orders (most recent)
 * C Medical information (flight physicals most current up chits, etc)
 * D Flight equipment issued.

All naval aviators/student naval aviators and naval flight officers/student naval flight officers shall possess a currently maintained Aviators Flight Log Book, OPNAV 3760/31, as the primary individual flight activity record.

=Useful information from the AIM=

CONTACT APPROACH AIM 5-4-24[2010].
EXAMPLE: REQUEST CONTACT APPROACH. EXAMPLE: CLEARED CONTACT APPROACH (and, if required) AT OR BELOW (altitude) (Routing) IF NOT POSSIBLE (alternative procedures) AND ADVISE.
 * a.	Pilots operating in accordance with an IFR flight plan, provided they are clear of clouds and have at least 1 mile flight visibility and can reasonably expect to continue to the destination airport in those conditions, may request ATC authorization for a contact approach.
 * b.	Controllers may authorize a contact approach provided:
 * 1.	The Contact Approach is specifically requested by the pilot. ATC cannot initiate this approach.
 * 2.	The reported ground visibility at the destination airport is at least 1 statute mile.
 * 3.	The contact approach will be made to an airport having a standard or special instrument approach procedure.
 * 4.	Approved separation is applied between aircraft so cleared and between these aircraft and other IFR or special VFR aircraft.
 * c.	A Contact Approach is an approach procedure that may be used by a pilot (with prior authorization from ATC) in lieu of conducting a standard or special IAP to an airport. It is not intended for use by a pilot on an IFR flight clearance to operate to an airport not having a published and functioning IAP. Nor is it intended for an aircraft to conduct an instrument approach to one airport and then, when "in the clear," to discontinue that approach and proceed to another airport. In the execution of a contact approach, the pilot assumes the responsibility for obstruction clearance. If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency.

VISUAL APPROACH (AIM 5-4-22 [2010].)
A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding identified aircraft in sight. This approach must be authorized and controlled by the appropriate air traffic control facility. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. ATC may authorize this type approach when it will be operationally beneficial. Visual approaches are an IFR procedure conducted under IFR in visual meteorological conditions.

Either ATC or the pilot may initiate this approach.

Important Frequencies

 * Guard 243.0/121.5
 * FSS 122.2 or 255.4 "___Radio"
 * EFAS (Flight Watch) 122.0 "____Flight Watch
 * MULTICOM 122.9
 * UNICOM 122.7, 122.8, 122.725, 122.975 or 123.0

Self-Announce Position and/or intentions (4-1-4)
For practice approaches to uncontrolled fields make the following calls on CTAF:
 * Departing FAF/OM
 * Established on final
 * Completion or termination of the approach
 * Execution of the missed approach procedure

Minimum Vectoring Altitude (Glossary)
The lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures and missed approaches. It meets IFR obstacle clearance altitude. It's only available to controllers and not to pilots. The MVA in each sector provides 1,000' clearance above the highest obstacle and 2000' in mountainous areas. MVA in controlled airspace will typically be 300' above the floor of the controlling agencies airspace (AIM). Each sector boundary is at least 3 miles from the obstruction determining the MVA.

GOUGE: The MVA in the whiting area is 1700' that's why you are always being told to turn 220° and climb and maintain 1700'. The bottom of the outer ring of class C airspace at whiting is 1400' MSL (1200' AGL). ATC can not vector you closer than 300' above the floor of an airspace. Add 300' to 1400' and you get MVA. How about that? While it may be true that MVA is not depicted on our charts it is possible to determine it in this manner in most cases.

=Definitions=

Multipiloted Aircraft
Any aircraft having two sets of flight controls and instruments and operated by two pilots, both of whom meet the requirements of the NATOPS manual for that model aircraft.

Night Time
The portion of pilot time during darkness (i.e. between official time of sunset and sunrise on the surface below the aircraft), regardless of whether visual or instrument conditions exist.

Pilot in command
The pilot assigned responsibility for safe and orderly conduct of the flight.

Simulated Instrument Conditions (OPNAV 3710.7U N-8)
Conditions external to the aircraft in flight are visual meteorological conditions (VMC), but pilot vision is limited primarily to the interior of the aircraft.

Diverse departure (GP)
If the airport has at least one instrument approach procedure (IAP), and there are no published IFR departure procedures then an aircraft departing under IFR can ensure obstacle clearance by executing a "diverse departure." ATC will not specifically clear an aircraft for a diverse departure; the clearance may simply be cleared as filed. In order to fly a diverse departure, fly runway heading until 400' above the field elevation before executing any turns while maintaining a minimum climb gradient of 200' per NM (unless a higher gradient is published) until reaching a minimum IFR altitude.

Minimum Altitudes (FAR 91.119)
Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:
 * (a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.
 * (b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.
 * (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
 * (d) Helicopters. Helicopters may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section if the operation is conducted without hazard to persons or property on the surface. In addition, each person operating a helicopter shall comply with any routes or altitudes specifically prescribed for helicopters by the Administrator.

Standard terminal arrival (STAR)
A pre-planned instrument arrival procedure published for pilot use to provide transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.

Actual Instrument Approach (OPNAV 3710.7U N-1)
When actual instrument conditions are encountered below 1,000' above the airport/flight deck during an instrument approach.

Actual Instrument Conditions (OPNAV 3710.7U N-1)
Conditions external to the aircraft in flight that do not permit visual reference to the horizon.

Flight (OPNAV)
For helicopters, a flight begins when the aircraft lifts from a rest point or commences ground taxi and ends after airborne flight when the rotors are disengaged or the aircraft has been stationary for 5 minutes with rotors engaged.

Flight Time (OPNAV)
The elapsed time computed in accordance with the definition of flight. Flight time is logged in hours and tenths of hours and is credited to the aircraft, personnel aboard, and equipment.

Instrument Meteorological Conditions (OPNAV)
Meteorological conditions expressed in terms of visibility, distance from clouds, and ceiling less than the minimums specified for visual metrological conditions. IMC conditions exits anytime a visible horizon is not distinguishable.

Instrument time (OPNAV 3710.7U N-5)
The portion of pilot time in either day or night under actual or simulated instrument conditions.
 * A. Actual instrument time will be logged by both pilots in a dual/multipiloted aircraft during flight in actual instrument conditions.
 * B. Simulated instrument time shall be logged only by the pilot manipulating the controls.
 * In the case of single-piloted aircraft like the TH-57, the PIC (instructor) can log the simulated IMC approaches even if the non-PIC (student) is at the controls.

Local Flying Area OPNAV
That area in the vicinity of an air installation in which locally-based aircraft can operate during an average/typical sorties flight time. The local flying area shall not exceed 350 miles from an air installation and be designated as such in the Air Operations Manual by the Commanding Officer. In so far as practicable, local flying areas shall be bounded by prominent terrain features and/or air navigation aid radials/distances (regardless of whether visual or instrument conditions exist).

=Weather= AIM section 7 is a very detailed explanation of weather and report formats. You'll never know everything there is to know but know the basics:

AWOS
Automated weather observation system: Available at many non-towered airports and at some airports with towers. The automated instruments measure at least the wind, visiblitiy, ceiling and station pressure. Station pressure is converted to altimeter setting, and all of the observations are processed through a voice synthesizer. Some AWOS installations may measure additional items.

There are four types (refer to FIH C-56):
 * A-Altimeter
 * 1-A, plus winds, temp, density altitude
 * 2-1, plus visibility
 * 3-2, plus ceiling and cloud info

ASOS
Automated Surface Observation System: Basically a super AWOS, reporting more things such as precipitation type. engineered to be receivable to maximum of 25 NM from the ASOS site and a maximum altitude of 10,000' AGL.

ATIS
Automatic Terminal Information System: An older setup for towered airports, originally just an answering machine on which one of the controllers would record the weather, active runway and other operational information. Most major airports retain ATIS but programmable voice synthesizers have been added.

En route Advisories
There are four sources for weather updates when you're on a long flight and not near enough to pick up an airport weather recording: two for live briefs, and two types of recording.

For a live brief from a weather specialist at an AFSS, you may use the enroute flight advisory service (EFAS) on 122.0. When calling you need to first state "flight watch" and you approximate position. You may file a PIREP with flight watch if you observe conditions that were not forecast. Another option is to get a brief from a military forecaster on Pilot-to-Metro on the frequencies depicted for your region in the FIH Section C.

You may also listen to HIWAS (hazardous in flight weather advisory service) or TWEB (transcribed weather broadcast) and are found on the voice portion of certain navigation aids. To find these look in the navaid data blocks on the sectional chart.

FSS
Flight service stations (AIM 7-1-1) can give briefings tailored to your flight and are available 24 hours a day. The common frequencies are 122.2/255.4. You may get an official brief by calling one of the FAA's regional Automated Flight Service Stations. The number is 1.800.WX.BRIEF.

You make the brief official by giving your aircraft tail number when the briefer answers. Always remember that the FAA briefer will be busy, especially if there is any weather around so be concise. If this is to be the first official pre-flight briefing for your mission, you'll want a "standard brief." Have a copy of the FAA flight plan (FAA 7233-1) handy so you can just run through the items, without making the briefer prompt you. Then be ready to copy while you listen.

EFAS
En Route Flight Advisory service: Designed to provide en route aircraft with timely and meaningful weather advisories pertinent to the type of flight intended, route of flight and altitude. Provides communications capability for aircraft flying at 5,000'AGL to 17,500'MSL on a common frequency of 122.0. Contact "flight watch" by using the name of the ARTCC facility identification serving the area of your location, followed by your aircraft identification, and the name of the nearest VOR to your position. If you don't know just say "flight watch, Navy123___ VOR" and the facility will respond using the name of the flight watch facility. EFAS is not used for opening or closing flight plans, etc.

Weather advisories
(AIM 7-1-12) There are three types: SIGMET (Significant Meteorological Information), Convective Sigment, and AIRMET (Airmen's Meteorological Information. Two other products supplement these advisories: the severe weather watch bulletin (WW's) with associated alerts (AWW) and the center weather advisories (CWA's).

Sigmet
1. A SIGMET advises of nonconvective weather that is potentially hazardous to all aircraft. SIGMETs are unscheduled products that are valid for 4 hours. However, conditions that are associated with hurricanes are valid for 6 hours. Unscheduled updates and corrections are issued as necessary. In the conterminous U.S., SIGMETs are issued when the following phenomena occur or are expected to occur: 2. In Alaska and Hawaii, SIGMETs are also issued for: 3. SIGMETs are identified by an alphabetic designator from November through Yankee excluding Sierra and Tango. (Sierra, Tango, and Zulu are reserved for AIRMETs.)
 * (a) Severe icing not associated with thunderstorms.
 * (b) Severe or extreme turbulence or clear air turbulence (CAT) not associated with thunderstorms.
 * (c) Dust storms or sandstorms lowering surface or in-flight visibilities to below 3 miles.
 * (d) Volcanic ash.
 * (a) Tornadoes.
 * (b) Lines of thunderstorms.
 * (c) Embedded thunderstorms.
 * (d) Hail greater than or equal to 3/4 inch in diameter.

Convective Sigmet
1. Convective SIGMETs are issued in the conterminous U.S. for any of the following: 2. Any convective SIGMET implies severe or greater turbulence, severe icing, and low-level wind shear. A convective SIGMET may be issued for any convective situation that the forecaster feels is hazardous to all categories of aircraft.
 * (a) Severe thunderstorm due to:
 * (1) Surface winds greater than or equal to 50 knots.
 * (2) Hail at the surface greater than or equal to 3/4 inches in diameter.
 * (3) Tornadoes.
 * (b) Embedded thunderstorms.
 * (c) A line of thunderstorms.
 * (d) Thunderstorms producing precipitation greater than or equal to heavy precipitation affecting 40 percent or more of an area at least 3,000 square miles.

AIRMET (WA)
1. AIRMETs (WAs) are advisories of significant weather phenomena but describe conditions at intensities lower than those which require the issuance of SIGMETs. AIRMETs are intended for dissemination to all pilots in the preflight and en route phase of flight to enhance safety. AIRMET Bulletins are issued on a scheduled basis every 6 hours beginning at 0145 UTC during Central Daylight Time and at 0245 UTC during Central Standard Time. Unscheduled updates and corrections are issued as necessary. Each AIRMET Bulletin contains any current AIRMETs in effect and an outlook for conditions expected after the AIRMET valid period. AIRMETs contain details about IFR, extensive mountain obscuration, turbulence, strong surface winds, icing, and freezing levels.

2. There are three AIRMETs: Sierra, Tango, and Zulu. After the first issuance each day, scheduled or unscheduled bulletins are numbered sequentially for easier identification.
 * (a) AIRMET Sierra describes IFR conditions and/or extensive mountain obscurations.
 * (b) AIRMET Tango describes moderate turbulence, sustained surface winds of 30 knots or greater, and/or nonconvective low-level wind shear.
 * (c) AIRMET Zulu describes moderate icing and provides freezing level heights.

Severe Weather Watch Bulletins (WW's) and Alert Messages (AWW's)
WW's define areas of possible severe thunderstorms or tornado activity. They are unscheduled and are issued as required. An AWW is issued just before the WW is issued.

You may not fly into (or file for a flight into) a WW: Except for operational necessity, emergencies, and flights involving all-weather research projects or weather reconnaissance, pilots shall not file into or through areas for which the Storm Prediction Center has issued a WW unless one of the following exceptions apply: Note: It is not the intent to restrict flights within areas encompassed by or adjacent to a WW area unless storms have actually developed as forecast.
 * a. Storm development has not progressed as forecast for the planned route. Base/Wing CO can make the call for ops at naval bases if it's "not progressing as forecast" and should check with a DoD forecaster or FSS.  For pilots from other DoD or commercial airfields, "not progressing as forecast" shall be verified by a DoD forecaster or FSS.  In such situations:
 * (1) VFR filing is permitted if existing and forecast weather for the planned route permits such flights.
 * (2) IFR flight may be permitted if aircraft radar is installed and operative, thus permitting detection and avoidance of isolated thunderstorms.
 * (3) IFR flight is permissible in positive control areas if VMC can be maintained, thus enabling aircraft to detect and avoid isolated thunderstorms.
 * b. Performance characteristics of the aircraft permit an en route flight altitude above existing or developing severe storms.