N4201

=Airfield Info in the IFR Enroute Supp= The front of the IFR Supp has a legend that tells you how to read the information given in the airport section. Of particular interest are fuel and airport hours of service, as well as No-NOTAM information regarding navaid closures.

=Preflight and Inflight Fuel Planning= All aircraft shall carry sufficient usable fuel, considering all meteorological factors and mission requirements as computed below: (3) Turbine powered helicopters: Compute fuel consumption based on operation at planned flight altitude.
 * 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 the planned fuel reserve after final landing at destination or alternate airfield, if one is required, be less than that needed for 20 minutes of flight, computed as follows:

---Remember, NATOPS says you shall consider 10 gallons to be unusable. So when computing your fuel requirements add ten on top of the (usually 9 gallons) needed for 20 minutes of flight.

''EDIT: NATOPS says 1.03 is unusable, 10 is only with a failed boost pump. What we actually end up planning is 1.03 gal unusable, 9 gal reserve and an additional 10 gal reserve giving us 40 min of reserve; but that is what we are told to do, just know where it comes from and what it means.''

"If a bingo is required for any navigation flight (i.e. low-level, NVG, unaided night, or formation route), the crew shall calculate a bingo utilizing a conservative fuel flow (30 gph). For example, a time distance calculation from the farthest point to the closest fuel source is determined to be 6 gallons. Now you must add that amount to 10 gallons, creating a bingo fuel of 16 gallons. Bingo fuel is often necessary in fleet missions, but we do not expect to get close to bingo during any syllabus event."

=Weather Briefing=
 * At a military airfield you should get your weather brief in the form of a DD 175-1. At civilian airfields contact a FSS weather briefer at 1(800) WXBRIEF. A weather brief is good for 3.0 hours past briefing/FWB delivery time or ETD plus one half hour (3710.7U p.4-11). If yours is due to expire contact a flight briefer and update it. GET A NEW FLIMSY # as that is your only legal proof you got an updated brief.


 * The PIC is responsible for receiving a weather brief from a weather forecaster for the entire route of flight prior to departure from point of origin. Naval oceanography Command (NOC) services shall be utilized from a local source on the route of flight. NOC services are also available from Norfolk, Commercial 757.***.****, Jacksonville (904)***.****, or Oceanography Command Detachment (NTMOD) by utilizing the Naval Flight weather Briefer at https://nfwb-jax.navo.navy.mil/nfwb50/default.aspx. Contact the squadron FDO/ODO for password. If NOC services are not available, any OPNAV 3710.7 series approved weather briefing may be substituted. Updates should be obtained en-route.

=Weather Mins=

Weather Criteria for filing IFR (4-7)
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 route 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)

=Flight Plans (DD-175 & Form 7233-1)= By signing the DD 175 you are stating that:
 * Flight is authorized
 * Adequate/Accurate flight planning done
 * Fuel and Wx requirements met
 * Each pilot in form flight has a Wx brief
 * PIC has instrument rating if any of flight to be IMC
 * Passengers briefed and manifested
 * Weight and Balance completed
 * PIC acknowledges responsibility for safe and orderly conduct of flight

A mnemonic for this is: Responsible Aviators Make Plans and Weigh Fuel In case of Weather.
 * Responible for safe and orderly conduct of flight
 * Authorized flight
 * Manifested and briefed passangers
 * Planning is adequate/accurate
 * Weight and balance is completed
 * Fuel and weather requirements are met
 * Instrument rated if any of flight will be IMC
 * Wx brief has been given to each pilot in form flight

=Metro= PILOT-TO-METRO SERVICE (PMSV) FIH C.4
 * a. 	Pilot-to-Metro Services (PMSV) are available from all Naval Meteorology and Oceanography Command (NAVMETOCCOM) and U. S. Marine Corps (USMC) aviation weather activities. The primary purpose of PMSV is for communicating various types of weather information to pilots. PMSV is also used to update the Flight Weather Briefing Form (DD-1 75-1) and to receive pilot weather reports (PIREPS) of significant or hazardous weather phenomena, which are entered into weather telecommunications networks.
 * b. 	Sub-Regional Forecast Center (SRFC) Concept. Under the NAVMETOCCOM Sub-Regional Forecast Center (SRFC) concept of operations, forecasting has been centralized to support outlying satellite detachments during off-peak hours, when a forecaster is not on duty. Most NAVMETOCCOM and USMC stations are manned 24 hours with observers maintaining a basic weather watch. Observers are authorized to provide basic weather information via PMSV, such as providing the latest field conditions or nearby observation data, or reading a Terminal Aerodrome Forecast (TAF) report. For any requests for forecast services,. DD175-1 updates or extensions, the observer acts as an intermediary between the pilot and SRFC forecaster. Some delay will be experienced in these instances, as the SRFC Forecaster receives and processes information for the observer to pass along to the pilot over PMSV. In some cases the SRFC -is close enough to a supported satellite detachment for the pilot to radio directly to the SRFC for required assistance.
 * c. 	The radio call for PMSV is "METRO", e.g. "Fallon METRO'. Advise the forecaster/observer of ETA when terminal weather is requested.
 * Frequencies for PMSV can be found in the FIH in Section C.

=FSS= Can be contacted via phone at 1-800-WXBrief. Provide weather briefings, NOTAMS, ATC Delays, etc.

Can be called on the radio in-flight from frequencies in shadow boxes on IFR charts or 122.2, 255.4

=Flight Watch (EFAS)=
 * EFAS, also known as "Flight Watch", is available from 0600 to 2200 local time on frequency 122.0MHz.
 * Designed to provide, upon pilot request, timely current weather information pertinent to the type of flight, intended route of flight and altitude.
 * Flight watch is dependent on pilot participation by soliciting and providing Pilot Weather Reports (PlREPS) within the flight watch area.
 * This service is not intended to replace a Preflight Weather Briefing. The purpose of the EFAS position is to update your briefing while enroute.
 * Communications with a flight watch station should be possible at altitudes of 5,000 feet and above throughout the conterminous United States.
 * Call Flight Watch on 122.0 using the name of the of the center controlling your area and closest VOR to you. “Jacksonville Flight Watch, Navy 8E123, Crestview VOR” Use EFAS to obtain Enroute weather Updates.

=Terminal Procedures=

=Air Taxi Vs. Hover Taxi= Hover taxi is generally slow and below 20 feet along a taxiway. 5 feet, 5 knots.

Air taxi is higher and faster, and permits flight over obstructions/grass. While air taxiing is higher and fast, and allows for expedited movement of aircraft around the airport, ensure that by air taxiing, that you are not entering unsafe regimes of the Height-Velocity Diagram. Chapter 4 of NATOPS states that protracted operations in the caution/avoid regions of the height-velocity diagram are prohibited. The FAR/AIM states that air taxiing should be done no higher than 100' AGL. If you need to hover taxi because you can not accept an unsafe profile, then the safe and orderly conduct of the flight still rests with the PIC.

SEE AIM 4-3-17 b2-3

=Airport Diagram= Airport Diagrams are specifically designed to assist in the movement of ground traffic at locations with complex runway/taxiway configurations and provide information for updating geodetic position navigational systems aboard aircraft. They are not designed for approach or landing purposes. (AIM)