I4304

Approaches:
 * GPS approachs (minimum of 3,1 full procedure) ASR approach (1)
 * We did the CEW GPS RWY 35 twice and the NDZ GPS RWY 32

=GPS procedures= KLN 900 Owner's Manual located here.
 * System is unaffected by weather
 * Accuracy of 22 meters horizontally and 27.7 meters vertically.
 * 24 satellites ensure that a minimum of 5 are always observable by a user anywhere on earth. Needs 4 satellites to yield a 3D location, needs 5 satellites (or 4 and a bar alt correction) to detect an integrity anomaly (RAIM). Requires 6 satellites (or 5 and a bar alt correction) to isolate and remove the corrupt satellite from the solution.
 * RAIM messages usually indicate there are not enough satellites available to provide the RAIM and or that it has detected a potential error. (The RAIM message indicates that RAIM information has been inaccurate or unavailable for 5 min.)
 * If aircraft is greater than 30NM from airport, CDI scale factor is at default 5NM full-scale deflection.
 * When within 30NM of the airport and there is an approach loaded into the flight plan the unit will transition to approach arm mode and CDI scale will smoothly change to +_ 1.0NM over the next 30 seconds and external annunciator indicates ARM
 * When within 2 NM from FAF and approach mode is in arm, the unit will transition to approach ACTIVE mode if RAIM is available and in LEG mode. CDI scale will change smoothly to +- 0.3NM and annunciator will indicate ACTV
 * Automatic waypoint sequencing stops at the MAP. If missed approach is required, manually sequence unit to the missed approach WPT.
 * When being radar vectored to final remain in OBS mode.
 * RAIM (Receiver Autonomous Integrity Monitoring) must be available to commence the approach. A flashing message indicator may be an indication of non-availability.
 * GPS approach authorization limited to U.S. airspace. Use in other airspace requires approval by the FAA Administrator.
 * Any required alternate airport must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.

If a RAIM failure/status annunciation occurs:
 * Prior to the final approach waypoint (FAWP) - do not commence the approach
 * While on the approach, but before the FAWP - the pilot should not descend to MDA but should proceed to the missed approach waypoint (MAWP) via the FAWP, perform a missed approach, and contact ATC as soon as practical
 * After the FAWP - the missed approach should be executed immediately; however, the receiver is allowed to continue operating without an annunciation for up to 5 minutes to allow completion of the approach


 * Read section 1-1-19 of the AIM, especially subsection J

=GPS NOTAMs (not a briefing item but a definite must for this flight)= Two sources (must check / print out both):
 * The same way you get all other NOTAMs - https://www.notams.jcs.mil/dinsQueryWeb/ - type "kgps" in the search field along with all your other airports.
 * Start at the JCS website - https://www.notams.jcs.mil/dinsQueryWeb/ - but click on the "Jeppesen NAVDATA Alerts/NOTAMs" link on the right side of the screen. A new window will pop open. Click the alarm clock "Notices & Alerts" then "United States" ... Select your coverage area on the drop-down list (for local flights, it will be "FL" and maybe "AL"... if you plan to use your GPS on a cross-country, you should consider getting GPS NOTAMs for all the states along your route of flight), and when the page refreshes, click on "View PDF" under the "Paper Charts" tab. You may find that an approach you intend to shoot on the GPS is not authorized.

=Copter GPS procedures=
 * 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.
 * Read Section 10-1-2 para. 3 of the AIM! (DOD and DOT airspeeds are different)
 * For copter gps approaches, max speed prior to the FAF is 90kts and max speed from FAF to MAP and on the missed approach is 70kts; however the military is allowed to sustain 90KIAS throughout the entire approach (helicopter procedures section).
 * For Copter missed approach procedures the min climb gradient is 400'/NM or 467fpm. See AIM(5-4-21)

=Terminal arrival area (TAA)=
 * T structure with all waypoints named five character pronounceable.
 * This T structure may be modified where required by terrain or air traffic control considerations. May look like a Y, I or L.
 * Another modification is when there are 2 parallel runways.
 * MAP at the threshold,
 * FAF 5 NM from the threshold
 * Intermediate Fix (IF) approx. 5-7 NM from the FAF.
 * Two IAF 90°, 3 to 6 miles from center IF(IAF) (distance based on category a/c)
 * Holding pattern at the IF(IAF) for course reversal requirements (basically a 'holding in lieu of'), and altitude adjustment for entry into the procedure.
 * Missed approach is ideally aligned with final approach course (direct entry)

=Fly-by vs. Fly-Over waypoints=

From P/CG, AIM 1-1-19 J


 * Fly-by waypoints require the use of turn anticipation to avoid overshoot of the next flight segment. The turn is calculated by ther KLN 900 based on your ground speed from previous waypoints. The waypoint will start to flash at appoximately 20 seconds before your turn (turn anticipation).  Approach waypoints except for the MAWP and the missed approach holding waypoint (MAHWP) are usually fly-by waypoints. These are identified by the waypoint symbol.


 * Fly-over waypoints preclude any turn until the waypoint is overflown and is followed by an intercept maneuver (or course continues through waypoint) of the next flight segment. These are identified by the circled waypoint symbol.

=HSI or CDI failure=
 * Flags indicate unreliable signal or not operating.
 * NAV flag is for signal from NAV 1 (NATOPS does say this but it also says that while in Nav 2 a NAV flag is for a GPS System failure. See below)
 * HDG flag (HSI only) is for compass part.
 * Fly the needle. (It is your primary anyway)
 * Don't forget that you're using the GPS, go to Super Nav 1 and use the CDI there.
 * You cannot fly the approach with a GPS failure indicated by a NAV flag displayed on the HSI/CDI, execute missed approach and contact ATC. Read GPS part of NATOPS (Pg 18-17). This is found in the warnings.

=Practice approaches VFR/IFR= VFR - OPNAV 5.2.6.c IFR - OPNAV 5.3.4
 * A simulated instrument approach to an airport for which an approved instrument approach exists shall not be commenced until prior approval has been obtained from the appropriate approach control or, in the case of non-approach control locations, the airport traffic control tower. At non-tower airports, the associated flight service station, if applicable, shall be notified of the simulated instrument approach
 * (Multipiloted A/C) Approaches with weather at or below published mins for the approach shall not be commenced unless the a/c has the capability to proceed to a suitable alternate in the event of a missed approach.
 * (Single piloted A/C) Practice approaches may be commenced with weather below mins provided you don’t intend to land there, it is not your alternate or destination, and you have the required mins at your destination and your alternate with sufficient fuel to ge there legally.

=Voice Reports (required/additional)= ML SWEAT (LE)
 * Missed approach
 * Loss of VOR, TACAN, ADF or ILS receiver capability or impairment. Also GPS if filed.
 * Safety of flight
 * Weather encountering (severe or not forecasted)
 * Entering or departing holding or point
 * Altitude (VFR-On-Top change, leaving an altitude, unable to climb descend 500fpm)
 * TAS varies by 5% or 10 KTS (whichever is greater) from that filed

Extra required when not in radar contact:
 * Leaving the FAF for a nonprecision approach or the outer marker for precision approach.
 * ETA error in excess of 3 minutes from that which was filed.

Look it up FIH B-5 for better definitions

or you can use: VACATERS FEW
 * Vacating an assigned altitude for a new one
 * Altitude change if VFR-on-top
 * Climb/descent less than 500fpm
 * Approach that has been missed
 * True airspeed unable to maintain by 5% or 10 kias'
 * Entering or departing holding
 * Radio problems or NAVAID failure
 * Safety of flight


 * Final approach fix inbound
 * ETA difference of 3 min or more
 * Weather that has been unforcasted or encountered hazardous conditions

=Criteria for continuing an instrument approach to landing= OPNAV states in section 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.

Precision Approaches- 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 glidepath information given after decision height shall be considered advisory in nature.

Non-Precision Approaches- 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.

=Reqs for RWY environment= FAR 91.175 states:

No aircraft can operate below DH/MDA, except for military aircraft, unless the aircraft has the runway environment in sight, flight visibility is not less than prescribed in the approach being used, and the aircraft can descend to land at a normal rate of descent using normal procedures.

Runway Environment: At least one of the following visual references of the intended runway is distinctly visible and identifiable to the pilot:


 * 1. Approach lighting system (lets you come down to 100 feet above TD zone, lower if you have red terminating bars or red side row bars in sight)
 * 2. Threshold, Threshold markings, or Threshold lights.
 * 3. Touchdown Zone, Touchdown Zone markings, or Touchdown Zone lights.
 * 4. Runway, Runway markings, Runway Marking lights.
 * 5. REIL (Runway End Identifier Lights)
 * 6. VASI (Visual Approach Slope Indicator)

=Engine Malfunctions while IMC= I'm telling you this for the last time, AVIATE, NAVIGATE, COMMUNICATE!

1) First execute the immediate action items, BUT BEFORE SECURING ANY SWITCHES, THINK ABOUT WHAT YOU ARE TURNING OFF! Think of how the EP will affect the altitude you can fly at, your visibility to other planes, your ability to shoot the approach at your destination / alternate etc. 2) Think about who you need to talk to and why. Even if you've got an electrical fire unknown origin, it's highly advisable to at least get out some sort of emergency call to ATC to let them know vaguely what's going on, rather than just killing the radios without telling anyone anything. Also think about what your current situation is and what the EP requires you to do. Day-time with the possibility of gaining VMC can be quite different than night-time with solid IMC. 3) If the engine quits, time for the trusty Instrument Autorotation!! (you know, that one that always ended oh-so-well in the sim....) RED SCREEN OF DEATH!!