Radio Instruments

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Once you complete Weather & RI Ground School it's time to tackle RIs. The key to RI's is the 6 T's: Time, Turn, Time, Transition, Twist, Talk. Everytime you have to do somthing run through ALL of the six T's. For example, if you are told to "contact tower once you are VOR inbound" don't just make your turn and talk to them. First, think:
 * Time - "do I need to time?"
 * Turn- "VOR inbound" Complete the turn before going to the next T
 * Time- "if I didn't time beofre now do I need to now?"
 * Transition -"is it time to slow down or lower my gear?" probably yes
 * Twist - the VOR inbound course in the CDI and intercept that course, don't talk until you have put in an intercept
 * Talk- Now call tower or aproach up and report your location, but not before you have done everything else.

Download the RIOT Trainer to help with procedures RIOT Trainer

=RI Procedures=

Initial Comms
TUNE TWIST TOGGLE!
 * North Clearance, Navy 6E____ IFR to ____, Clearance on Request.
 * Navy ___ is cleared to _____ via ______________ to___________, maintain ____departure frequency is ____Squak____ (CRAFT)
 * North Ground, Navy 6E____ taxi with information _____
 * North Tower, Navy 6E____ Takeoff
 * North Tower, Navy___ on departure turn ___, switching to departure, cleared for takeoff.
 * Pensacola Departure, Navy 6E___ off North Whiting, passing ____ for ____
 * IGP!
 * Pensacola Departure, Navy___, level ___
 * Navy___, approach on ___ when inbound

Missed Approach

 * Power up, nose up, gear up. TRIM
 * Monroeville tower, Navy 6E___, missed approach, runway not in sight.
 * Monroeville Departure, Navy, 6E____, missed approach request (DRAFT) my alternate, North Whiting, via direct whiting, altitude 5000’, ___(hours+minutes) fuel remaining, 0+___ (ETE to Alt from jet log).

Radial intercepts
Determine the location of the desired radial relative to the tail (L or R)
 * Determine the new course and set it in the CDI (outbound-same, inbound-reciprocal)
 * Determine the radial you are on (tail of needle)
 * Start a turn
 * Stop with the new course under the first 45° benchmark in the top half of the RMI (note and fly this heading)
 * As needle approaches course judge rate and plan to roll out on new course

Over the station intercept

 * Time – note time of station passage (write it down)
 * Turn – shortest direction toward outbound course, roll out on heading of outbound course
 * Time – as required
 * Transition – as required
 * Twist –1. set the new course in the CDI, allow it to settle,
 * 2. turn away from the tail of the needle the number of degrees that you are off course, to a max of 45° tail should rise to course,
 * 3. as it gets close turn to intercept course.
 * Talk – Report as required

Tacan Point to Point

 * 1. Visualize and approximate
 * 2. Turn shortest direction to heading between head of needle and desired radial. Smaller DME = favor the head
 * 3. Pencil method turn again
 * 4. Twist radial in CDI
 * Repeat step 3 as necessary to time

VOR HOLDING

 * T- Note
 * T- Teardrop- Shortest direction to 30 less than the radial (R)
 * Parallel – Turn L to parallel radial
 * Direct – Turn R to radial
 * T- Start1 min T- 120 T- Twist and intercept (Double the angle), Talk
 * 1 min – turn inbound toward radial (Tail radial turn)

Teardrop Approach

 * Time-n/a
 * Turn-Turn to parallel the outbound course
 * Time-Start 3 min
 * Transition-Transition to Slow Cruise
 * Twist-Set outbound in CDI and intercept
 * Talk-If required
 * Level off at PT alt. And at 2.5 min twist inbound
 * Established or shallow (30° intercept) BLT w/ MAYO

Procedure Turn Approach

 * T- not required
 * T- shortest direction towards outbound course (Profile View!!!)
 * T- Time 2 min
 * T- Slow cruise descend to ___ (level 100 early)
 * T- Twist 310 in to CDI, intercept quickly.
 * T- Report outbound if requested
 * At 2 minutes execute procedure turn outbound and inbound for 1 min each
 * Twist inbound course in CDI
 * Intercept (double the angle) inbound course
 * BLT with Mayo

Holding pattern approach

 * T- N/A
 * T- Teardrop- Shortest direction to 30 less than the radial (R)
 * Parallel – Turn L to parallel radial
 * Direct – Turn R to radial T- Start1 min T- 120 T- Twist and intercept (Double the angle), Talk
 * 1 min – turn inbound toward radial (Tail radial turn)
 * BLT-Mayo
 * BAC, Landing checklist, review missed approach
 * Station passage
 * T- Start time
 * T-turn ___
 * T- N/A
 * T- power to 450 descend at 120 to ___
 * T- Check CDI
 * T- _ approach Navy_ is FAF inbound, three dn and locked”

Tacan Arcing Approach

 * Time- NA
 * Turn- Lead turn at .8 DME at 150 or .6 DME at 120
 * Turn until needle is at 90°
 * If DME too low, keep heading too high put needle above 90.
 * Time –N/A
 * Transition – Not until 5 from FAF (then transition to BAC)
 * Twist-Inbound course
 * Talk – Report if required

Straight In Approach

 * T-N/A
 * T-Shortest direction to intercept course
 * T- If required (2.5 miles per min)
 * T-If decent is required intercept first,
 * no BAC before 5 mi of FAF
 * T- Twist and intercept
 * T- IF required

Radar vectors

 * Twist the final approach course (_____) into CDI
 * Follow instructions
 * BAC once inside 90 degrees and 5 NM of FAF (base leg) or on final (or 5 radials out/good trend) if no FAF depicted
 * Leave power at 450 descend to ____
 * T- Monroeville approach Navy___ is FAC inbound, three down and locked”

PAR Approach

 * Copy Missed approach_____________________________
 * ________________________________________________
 * BAC when on Downwind (look at heading)
 * FAC when on Base
 * Begin decent (450) when “on glidepath”
 * At DH execute Missed approach
 * 450 Gear 120 – 700-750 +2°
 * 450 Flaps 100 – 700-750 0°
 * 550 500 fpm/ 100kts 2-3° nose down
 * MAP 1015 4°, up (120!!) 6°up, then 120

Localizer

 * Tune twist toggle and intercept.
 * Can not be flown if FAF can’t be id’ed by :
 * DME, Radial cut, Radar, GPS

Approach Brief

 * Name and page number
 * Navaids
 * Course in CDI
 * Weather mins
 * Altitudes including DH or MDA
 * Timing
 * Missed approach or Climbout instructions
 * Unusual items

VNAV 6T’s

 * Time – Note
 * Turn- New HDG
 * Time – Start sweep hand
 * Transition- Change alt if req (1000 AGL day 2000 night)
 * True- Compare wet compass to RMI slave if necessary
 * Talk – IGP

=Discuss=

I2201
1. Discuss: NOTE - Although the compass card appears to rotate when the aircraft is turning, it is actually the aircraft turning around the card. Non-radar vs radar environments:
 * a. Orientation on the RMI
 * The Radio Magnetic Indicator (RMI) is the primary navigational instrument in the aircraft. It consists of a rotating compass card and two bearing pointers, one for the VOR and one for the TACAN.  The aircraft’s magnetic heading is displayed on the compass card beneath the Heading Index.  The remaining marks around the compass card are called bench marks.  Bench markers divide the compass card into 45 degree segments and are referred to by their relation to the Heading Index.
 * The TACAN, or number 2 needle, on the RMI is used to display radial information from a TACAN navigation facility. The aircraft’s TACAN receiver electronically measures the magnetic bearing from the station.  The head of the TACAN needle indicates the magnetic course TO the facility, and the tail indicates the magnetic bearing FROM the facility.  Remember that a magnetic bearing from a facility is the definition of a radial, so the tail of the TACAN needle will always indicate the radial the aircraft is on.
 * The VOR needle (single needle) on the RMI is used to display radial information from a VOR facility. The head of the VOR needle indicates the magnetic course TO the VOR station and the tail indicates the radial FROM the VOR station.
 * There are two methods which can be used to fly to a TACAN or VOR station:
 * 1) HOMING:  This method is similar to what you did in BI’s.  Simply turn the aircraft to place the head of the needle under the heading index of the RMI and “follow” it to the station.  That works great without any winds, however, what are the odds of that?  With winds blowing you off course, you’ll actually be flying a curved path as you try to keep the nose pointed at the station.  This is normally only used when you are close to the station.
 * 2) TRACKING:  Tracking consists of maintaining a straight path or course over the ground.  In order to do this, the aircraft must turn slightly into the wind.  When using this method, the needle will not normally be under the heading index but slightly to one side.  In this case, you’ll have to rely on your CDI to alert you to a drift left or right of the desired course.
 * What do you do if your RMI compass card fails? BAIL!  No, you won’t do that because you are going to keep the following in mind…  Although the VOR and TACAN needles will not point toward the VOR or TACAN facility (relative bearing), they may still indicate proper magnetic bearing information.  In other words, these needles provide bearing information in relation to the compass card, not the aircraft’s heading.
 * Weenie numbers:
 * 1) TACAN:  199nm range (FTI); 252 channels (126 X and 126 Y); UHF frequency range 962 - 1213 MHz; it displays information on the CDI, RMI, and DME info on the NACWS; systems test error must indicate 180 (+3.5 deg); morse code id every 35 seconds; signals are not affected by adverse weather; accuracy of _ mile or 3% or the distance, whichever is greater.
 * 2) VOR:  120nm range (40-45nm at 1000’ AGL); 108.00 - 117.95 frequency range; VOR receiver displays information on RMI; CDI and frequency indicators in each cockpit; systems test error must indicate between 000 deg and 005 deg; the needle parks at the 3 o’clock position when the system is not locked onto a good signal; accuracy +1 degree; not affected by lightning or other types of severe weather; morse code id is continuous.
 * 3) ELECTRICAL:  The RMI and flux detector is 28 vdc, the needles slaving accessory are 26 vac and the directional gyro is 115 vac.  A RED triangular failure flag will appear on the RMI whenever there is a loss of heading information, when manually slaving, or when power is not available.  The signal from the slaving accessory corrects at a rate of 2-5 degrees per minute.
 * b. Use of the IND-350
 * Each cockpit station has a CDI to indicate the aircraft’s actual course of flight relative to a course selected with the OBS knob. The CDI in each cockpit is individually set to a desired course heading with the respective OBS selector to or from the selected NAVAID.  The NAVAID for both CDIs is determined by the cockpit having avionics command.  The CDI needle of the cockpit selecting a center vertical position will deflect left or right of center if the flight course drifts.  The VOR-TACAN selector switch and the OBS selector knob on one cockpit CDI do not affect operation of the other CDI.
 * The amount of drift will be indicated in degrees of course deviation to the right or left of centered alignment, 2 degrees per mark (for a total of 10 degrees left or right of course with a VOR frequency selected vice ILS/Localizer). To correct for a course deviation drift, proper sensing is determined and the aircraft is turned toward the direction of the needle deflection.  When course alignment is reestablished, the CDI needle will be at the center vertical position for the cockpit from which correction is being made.  To make a long story short, if the needle is off to the left, you must fly to the needle to bring it to the center.
 * The TO/FROM indicators in the CDI will indicate whether the course selected by the OBS knob will take the aircraft to or from the selected NAVAID. The VOR-TACAN switch above each NACWS CDU selects which navigation system control the respective indicator.  A red off flag will appear in the CDI anytime the respective NAVAID selected is not strong enough to lock on and indicates an unreliable signal.
 * As a general rule, you will use the RMI for orientation, and the CDI as an initial indication of approaching the assigned course (specifically within 10 degrees of course) and fine tuning once established on course. Keep this dictum in mind throughout the Radio Instrument state and you should have few problems with disorientation.
 * REVERSE SENSING - The CDI could easily be misused.
 * 1) The CDI will be centered whenever the aircraft is on the radial selected by the OBS, or on the reciprocal of that radial.  Keeping that in mind, how would you be able to tell whether you are going TO or FROM a NAVAID without the TO-FROM Indicator?  You can’t.  Until you know that, you will not be able to orient yourself.
 * 2) Look at Figure 3-12 in your RI FTI on page 3-28.  The CDI is displaced to the left of center.  This would suggest a left turn to return to the desired course.  However, examination of the figure listed above would indicate a right turn is necessary.  We can see that there appears to be conflicting information.  The RMI shows a right turn necessary to return to course - the CDI indicates a left turn.  This is known as “reverse sensing.”
 * 3) reverse sensing will occur any time you twist a course with the OBS which lies in the lower half of the RMI.  In some cases, this may be done deliberately with the intention of immediately turning to a heading on which the IND-350 will provide proper sensing.  In most cases, however, reverse sensing will be the result of setting an improper course (probably 180 degrees off) with the OBS and attempting to remain on course by reference to the CDI only.
 * 4) To avoid reverse sensing, make it a habit to orient yourself on the RMI and use the IND-350 in its proper secondary role.  Do not use the IND-350 to determine the direction of turn.
 * c. Non-radar environment comm procedures
 * 1) Your first 4 primary RI simulators will be flown in a non-radar environment.  Keep in mind while you are flying in a non-radar environment that ATC can not track your position through the use of radar.  Therefore, radio calls will be required more often to inform ATC of your position, whether at an intersection, VOR outbound, VOR inbound, IAF or FAF inbound, etc.  Study and know the correct format through examples listed below.
 * 2) As most of the world is currently under a radar environment, the majority of your primary RI training will be conducted using radar environment radio communications.  On I2301, you will be introduced to the Radar Environment and its associated radio calls, and practice them throughout the remainder of your primary RI training.

Non-radar environment communication formats:
 * 1) CLEARANCE DELIVERY
 * “TALLAHASSEE CLEARANCE DELIVERY, NAVY 6E123, IFR TO PENSACOLA, CLEARANCE  ON REQUEST.”

OR If you have already obtained your IFR clearance from a clearance delivery your ground call would be: OR If ATIS is unavailable:
 * 2) GROUND CLEARANCE
 * “TALLAHASSEE GROUND, NAVY 6E123, TAXI, IFR TO PENSACOLA, WITH INFORMATION BRAVO, CLEARANCE ON REQUEST.”
 * “TALLAHASSEE GROUND, NAVY 6E123, TAXI, WITH INFORMATION BRAVO.”
 * "TALLAHASSEE GROUND, NAVY 6E123, TAXI, WITH NEGATIVE INFORMATION.”

“TALLAHASSEE DEPARTURE, NAVY 6E123, OFF TALLAHASSEE REGIONAL, PASSING 1200 FOR 4500.”
 * 3) TAKEOFF CALL
 * “TALLAHASSEE TOWER, NAVY 6E123, TAKEOFF.”
 * If you already have your release instructions, then the call to tower would be:
 * “TAKEOFF.”
 * 4) OFF REPORT

“JACKSONVILLE CENTER (or approach control), NAVY 6E123, ESTIMATING (intersection/NAVAID) AT 1215, PASSING 6500 FOR 4500.”
 * 5) INITIAL CONTACT WHILE ENROUTE (ETA)
 * “JACKSONVILLE CENTER (or approach control), NAVY 6E123, ESTIMATING (intersection/NAVAID) AT 1215, 4500.”
 * If in a climb or descent:


 * 6) COURTESY CALL “JACKSONVILLE CENTER (or approach control), NAVY 6E123, (intersection/NAVAID).”
 * “NAVY 6E123, JACKSONVILLE CENTER, GO AHEAD.”

Follow the below format for a position report (non-radar): P-T-A:
 * 7) INTERSECTION
 * Position - your current position
 * Time -    of arrival at your position
 * Altitude - current altitude, (or “passing alt” if climb/descend)
 * P-T-P:
 * Position - name of your next reporting point
 * Time -    estimated time or arrival at the next reporting point
 * Position - your next reporting point (if it is your destination, include the word “destination”)

Example: Pilot - “JACKSONVILLE CENTER (or approach control), NAVY 6E123, PENSI, 40, 6500, BAEYE, 44, ATMORE.” Center - “NAVY 6E123, JACKSONVILLE CENTER, ROGER, REPORT BAEYE.”

a)If you are between mandatory reporting points (intersections) and directed to make contact with a different ATC facility.     **Pilot - “JACKSONVILLE CENTER, NAVY 6E123, ESTIMATING BAEYE AT 44, 6500.”      **Center- “NAVY 6E123, JACKSONVILLE CENTER, ROGER, REPORT BAEYE.”    b)If the “next reporting point” is your destination, your voice report would use the following format: ** Pilot - “JACKSONVILLE CENTER, NAVY 6E123, ATMORE 47, 6500, MONROEVILLE 55, DESTINATION.” ** Center- “NAVY 6E123, JACKSONVILLE CENTER, ROGER, REPORT ATMORE.”
 * 8) Handoff:

NOTE - Have your ETA’s figured out prior to the intersection. “JACKSONVILLE CENTER (or approach control), NAVY 6E123, LEAVING 6500 FOR 4500.”
 * 9) ALTITUDE CHANGE

Use the EAR-WAR method (Estimate, Altitude, Request - Weather, Altimeter, Runway):
 * 10) CONTACTING APPROACH

“PENSACOLA APPROACH (or center), NAVY 6E123, ESTIMATING PENSACOLA REGIONAL AT 1235, 4500, REQUEST Weather, Altimeter, and Duty runway for Pensacola Regional.”

NOTE - ATC is required to provide weather information if the pilot does not report having the current ATIS and the weather is below 1000’ ceiling and 3 sm visibility (IFR).

Once approach reads back the WAR info, make your approach request:

“PENSACOLA APPROACH (or center), NAVY 6E123, REQUEST A (type of) APPROACH.” “PENSACOLA APPROACH (or center), NAVY 6E123, ESTIMATE PENSACOLA REGIONAL AT 1235, 4500, WITH INFORMATION BRAVO, REQUEST A (type of) APPROACH.”
 * Or, of you have obtained the current ATIS information prior to switching the approach frequency:

The pilot may request either:
 * a) A specific approach (i.e., TACAN 1 RWY 23, VOR “B”, ILS 14)
 * b) a “non-specific” type of approach (i.e., “A VOR approach”). If subsequently “Cleared for a VOR approach” where there is more than one VOR approach for the airport, the pilot may choose the VOR approach of his choice.

10) HOLDING “PENSACOLA APPROACH (or center), NAVY 6E123, (holding fix name), 1240, 4500.” NOTE - Request Expected Further Clearance (EFC) time anytime prior to entering holding.  If you do not have destination ATIS information, and will be holding at the destination; be sure to request the Weather, Altimeter, and Duty Runway (WAR) prior to holding.        10)  VOR OUTBOUND If no descent is required between crossing the VOR outbound and the procedure turn: “PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND.” NOTE - This report is given only if requested by ATC. If a descent is required after passing the VOR outbound: “PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND, LEAVING (alt).” 11) PROCEDURE TURN INBOUND NOTE - This report is given only if requested by ATC.         “PENSACOLA APPROACH, NAVY 6E123, PROCEDURE TURN INBOUND.”         If you have been handed over to Tower frequency:         “REGIONAL TOWER, NAVY 6E123, PROCEDURE TURN INBOUND, GEAR DOWN AND          LOCKED.”        12)  IAF INBOUND NOTE - This report is given only if requested by ATC. If no descent is required at the IAF inbound: “PENSACOLA APPROACH, NAVY 6E123, INITIAL APPROACH FIX INBOUND.” If a descent is required at the IAF inbound: “PENSACOLA APPROACH, NAVY 6E123, INITIAL APPROACH FIX INBOUND, LEAVING (alt).” NOTE - The name of the IAF may be used, if there is a name (i.e., “BUBBA INBOUND.”       13)  FAF INBOUND “REGIONAL TOWER, NAVY 6E123, FINAL APPROACH FIX INBOUND, GEAR DOWN AND LOCKED.” NOTE - The name of the FAF may be used, if there is a name (i.e., BRENT INBOUND.”       14)  MISSED APPROACH “REGIONAL TOWER, NAVY 6E123, MISSED APPROACH, (reason for missed approach).” When Tower turns you over to the APPROACH controller, inform ATC of the missed approach with your intentions: a) Request the same approach            b) Request a different approach with lower mins c) Request clearance to your alternate       15)  ADDITIONAL REPORTS See Flight Information Handbook (FIH), General Planning (GP), and Airmen’s Information Manual (AIM).

2. Demonstrate: a. Non-radar environment comm procedures 1) See section 1.c. above.

3. Introduce: a. Radio equipment checkout NOTE - Most military airfields require “start-up) clearance from GROUND prior to engine start. Check with Base Ops to determine if this is required. While depressing the SYS TEST button, place the appropriate audio switch forward on the audio panel, twist the OBS to the same course indicated by the head of the VOR Needle.  Select VOR on the VOR/TACAN switch.  The CDI should center and the TO-FROM indicator should indicate TO.  Complete the same test for the TACAN. VOR Test Facility (VOT):  VOR azimuth can be tested (on selected civil and joint use airfields) or certified checkpoint on the airport surface (military and civil airfields).  The VOT transmits a test signal identified by a continuous series of dots or a continuous 1020 Hz tone.  With the proper VOT frequency tuned (and identified), the VOR needle points 180.  Selecting a course of 180, the IND-350 should enter the CDI with a TO indication. VOT frequencies are listed in the IFR Enroute Supplement opposite Radio Aids to Navigation for selected airports.
 * 1) Strap in as usual.  After the aircraft is started and the instructor (or you) calls for taxi, set your clock and altimeter, and transponder (CAT) in accordance with the taxi information you received in your taxi instructions.  Additionally, be sure your UHF is set to the same frequency as your instructor’s.
 * 2) Complete the first 11 items on the instrument checklist.
 * a) Hood installed and operating properly.
 * b) Rudder pedals and seat adjusted.
 * c) Airspeed indicator reading zero.
 * d) Altimeter set (alignment knob set to white tick)
 * e) RMI aligned with magnetic compass.
 * f) Clock set and running.
 * g) Attitude gyro erect and adjusted.
 * h) Vertical-speed indicator reading zero.
 * j) Oxygen equipment checked and blinker operating.
 * k) Battery switch ON.
 * l) Inverter switch to #1 inverter.
 * 3) As your instructor pulls out of the chocks complete the rest of your checklist:
 * m) Attitude gyro remains erect in turns.
 * n) RMI tracking properly in turns.
 * o) Turn needle indicating turn in proper direction.
 * p) Balance ball moving freely; liquid damping fluid full.
 * q) Radios and navaids turned on and set.
 * (1) To accomplish a test using the internal self test circuitry:
 * (2) To perform an actual “in use” test of your NAVAIDS:

Certified Airborne Checkpoints: have been established on airways and in the vicinity of VOR stations to check the accuracy of VOR azimuth in flight. VOR airborne checkpoints are published in FLIP Area Planning (AP1) under country listing.

Ground Checkpoints: Military bases normally provide specific ground points to check TACAN accuracy within +4 degrees of the designated radial and DME within _ mile or 3% of the distance to the station, whichever is greater.

NOTE - With an error in excess of +4 deg during a ground check or +6 deg during an airborne check, IFR flight should not be attempted.

“Instrument checklist complete, oxygen 100%, blinker operating normally, altimeter error less (or more) than 75 feet. Radios and NAVAIDS tuned and set.” Air Traffic Control (ATC) has been delegated the responsibility to maintain air traffic separation of all aircraft flying on an IFR clearance. Your aircraft will be under the control of ATC from takeoff until landing (Deparature Control (DPC) during the climb, Air Route Traffic Control Center (ARTCC) during the enroute phase, and Approach Control (APC) during tthe descent into the terminal area).
 * 4) Prior to the Ground Runup, report:
 * b. ATC clearance

DPC/APCs are located at airports and ARTCCs are located strategically around the country. The term ATC means one or all three collectively. As you will note in the text, the ATC clearance which you first receive will be the basic enroute clearance from the ARTCC.

ARTCCs are capable of direct communications with IFR air traffic on certain frequencies. Maximum communication coverage is possible through the use of remote center/air ground sits comprised of VHF and UHF transmitters and receivers. These sites are located throughout the US and are indicated on the IFR Enroute charts. Although the sites may be several hundred miles away from the ARTCC, they are connected to the centers by land lines and/or microwave links. As IFR operations are expedited through the use of direct communications, pilots are requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft. DPC, through the TOWER, will provide a specific departure clearance when you are ready for takeoff and APC will issue your approach clearance upon your arrival at your destination.

When a pilot files a flight plan with Base Ops, the processing of the clearance begins. Flight plans should be filed at least 30 minutes prior to your estimated time of takeoff. Base Ops personnel will relay the request to ATC (normally via a Flight Service Station (FSS) where it is placed in a computer with other clearance requests. The computer will analyze flight times, routes, altitudes, etc., and grant a specific clearance to each aircraft.  ATC will relay this clearance to GROUND CONTROL/CLEARANCE DELIVERY (via the TOWER) at the departure airport.  GROUND CONTROL/CLEARANCE DELIVERY will in turn relay the clearance to the pilot.  All controlling agencies involved with the flight will receive copies of the clearance; DPC, all ARTCC centers concerned with your flight, and APC at your final destination.

During the time it takes for the clearance to be processed, the pilot normally completes his PREFLIGHT CHECKLIST of the aircraft. When requesting taxi, the pilot should state the fact that he is on an IFR flight plan and then state the destination. IF ATIS is available, the code letter for the ATIS broadcast should also be included in the initial call.

GROUND VOICE PROCEDURES:
Make your request for taxi: When GROUND receives the clearance from ATC they will relay it: NOTE - Normally ATC clearances will be relayed to pilots of departing aircraft by the GROUND CONTROL position. At many busy airports, however, a CLEARANCE DELIVERY position has been established and a separate radio frequency has been designated for this purpose. No visual surveillance or control over the movement of aircraft is exercised by CLEARANCE DELIVERY. CLEARANCE DELIVERY’s only function is read clearances to the pilot.
 * “NORTH GROUND, NAVY 6E123, TAXI, IFR, TALLAHASSEE, WITH INFORMATION BRAVO.”
 * “NAVY 6E123, NORTH GROUND, TAXI RUNWAY 32, TIME 45, CLEARANCE ON REQUEST.” This means that they are awaiting an answer from ATC.
 * “NAVY 6E123, NORTH GROUND, WE HAVE YOUR CLEARANCE, ADVISE WHEN READY TO COPY.”
 * “NORTH GROUND, NAVY 6E123, READY TO COPY.”

CLEARANCE DELIVER (or GROUND) will read your clearance:
 * “ATC CLEARS NAVY 6E123 TO MOBILE/BATES AIRPORT, VIA RADAR VECTORS MERIDIAN, V543 EATON, V114 GULFPORT, V20 SEMMES, CLIMB AND MAINTAIN ONE SIX THOUSAND, CONTACT MERIDIAN DEPARTURE ON 276.4, SQUAWK 1100.”
 * “NORTH GROUND (or CLEARANCE DELIVERY), NAVY 6E123, ROGER.”

Elements of an IFR Clearance: If applicable: Make sure you have your DD-175 ready to note possible changes to your requested flight plan. Clearance must be read back verbatim only if directed to “read back” by the controller.
 * ATC IFR clearances will contain all or part of the following items. These items will normally correspond with those filed in the DD-175; however, it is ATC’s prerogative to change any altitude, route, or departure time to maintain separation.  Use the “AC DRAFT” memory aid as follows (don’t confuse this memory aid with the DRAFT aid used in a Missed Approach report):
 * 1) Aircraft identification:    “NAVY 6E123
 * 2) Clearance limit (point to which cleared):  MOBILE/BATES
 * 3) Departure procedure (Radar or SID):   RADAR VECTORS
 * 4) Route of flight:      V523 LBY V114 …
 * 5) Altitude data:      16000 ft MSL
 * 6) Frequency (departure):     276.4
 * 7) Transponder (squawk) information:   SQUAWK 1100”
 * 8) Holding information
 * 9) Special information

ABBREVIATED CLEARANCES:
ATC may issue abbreviated IFR clearances to departing aircraft. These clearances do not include all of the information of a detailed clearance. An abbreviated clearance cannot be issued or accepted if the route of flight originally filed with ATC has been changed. If ATC has changed any portion of the clearance, they will issue the changes to the pilot. When the term “flight planned route” or “as filed” is used, it does not include the altitude. This will always be issued separately (altitude). If applicable: Initial clearance granted to departing aircraft will include, whenever practicable, the destination airport as the clearance limit. ATC may, however, utilize short-range clearance procedures in lieu of clearance to the destination airport. When any part of the route beyond the short-range clearance limit differs from that requested in the original flight plan, the clearance will include the proposed routing beyond the clearance limit, preceded by the words “EXPECT FURTHER CLEARANCE” (EFC).
 * “ATC CLEARS NAVY 6E123 TO THE MOBILE/BATES AIRPORT VIA RADAR VECTORS MERIDIAN, FLIGHT PLANNED ROUTE (or AS FILED), CLIMB TO AND MAINTAIN ONE SIX THOUSAND.”
 * 1) Aircraft identification:    “NAVY 6E123
 * 2) Clearance limit (point to which cleared):  MOBILE/BATES
 * 3) Departure procedure (Radar or SID):   RADAR VECTORS MERIDIAN
 * 4) Route of flight:      AS FILED
 * 5) Altitude data:      16000
 * 6) Frequency (departure):     276.4
 * 7) Transponder (squawk) information:   SQUAWK 1100”
 * 8) Holding information
 * 9) Special information

When a flight has been cleared to a fix short of its destination airport, additional clearance to proceed beyond or instructions to hold at the fix will be issued at least 5 minutes before the aircraft is estimated to reach the fix. If additional clearance has not been received and you still have two-way communications with CENTER, hold in accordance with the depicted patter. If no pattern is depicted, enter a standard holding pattern on the course from which the aircraft approached the fix.

When an air traffic clearance has been obtained under IFR, the pilot in command of the aircraft shall NOT deviate from the provisions thereof unless an amended clearance is obtained. The most important and guiding principle to remember is the last ATC clearance received has precedence over related portions of any previous ATC clearance.

It is possible to change your flight plan while enroute; however, you must request and receive an amended clearance prior to deviating form your original clearance. Should a pilot, for any reason, be incapable of complying with any provision of an amended ATC clearance or restriction, the pilot is expected to immediately advise ATC. A brief reason, such as “unable due to fuel,” may be included if considered necessary.

RELEASE INSTRUCTIONS:
After you have your basic IFR clearance, you will be given release or departure instructions immediately prior to takeoff. DEPARTURE CONTROL frequencies, transponder codes, and climb-out instructions may be contained in the release. The example below may vary depending on facility and controller:
 * “NORTH TOWER, NAVY 6E123, TAKEOFF.”
 * “NAVY 6E123, NORTH TOWER, AFTER TAKEOFF TURN RIGHT HEADING 180, CLIMB TO ONE SIX THOUSAND FEET, SQUAWK 1100, CONTACT MERIDIAN DEPARTURE ON 276.4 WHEN SAFELY AIRBORNE.”
 * “NORTH TOWER, NAVY 6E123, WILCO.”

c. Tracking (with and without IND-350)

Tracking is a procedure used to determine the proper heading to correct for drift to maintain a desired track over the ground. When flying RIs, the aircraft must maintain a straight path over the ground. Under a no-wind condition, this may be accomplished simply by maintaining aircraft heading. If a crosswind exists, the aircraft must crab into the wind to maintain a straight path over the ground, thus preventing drift. The tracking procedure determines the corrected aircraft heading (crab into the wind) that will keep the aircraft on the desired flight path over the ground.

Tracking with the CDI makes your job a lot easier because you’ll be able to note any course deviations quickly and be able to correct by simply steering into the needle. If it’s off to the right, come a little right. However, tracking without the CDI means that you’ll have to rely on your RMI to note course deviations. Just remember to think about the radial you are on, then the radial you want to get to…if where you want to be is to the left of the current “needle tail” position, steer to the left to correct and then leave in a slight crab to counter the wind that blew you to the right. If there is ever a discrepancy between RMI and CDI, the RMI is to be relied upon for course information.

EXAMPLE - Consider a situation in which the aircraft is flying a course of 083 to the NAVAID with a wind from the NORTH (360). The basic technique remains unchanged for different course/wind combinations; only the numbers change.

Procedures for VOR/TACAN Tracking: IMPORTANT - Remember that radials converge at the station so needle movement will occur more rapidly close to the station. Do not chase the needle. Limit heading changes to 10 degrees of drift corrected heading when in close to avoid overshooting.
 * 1) CDI.  Set the proper course in the CDI (IND-350)
 * 2) TOGGLE.  Check the VOR/TACAN switch in the proper position.
 * 3) Establish the aircraft on the proper radial from the station, flying either inbound or outbound.  Visualize the aircraft as being on the tail of the RMI needle, with the station at the center.
 * 4) TURN.  Turn to, and fly a heading equal to the course selected (083 in this case).  Ensure desired course is in the upper half of the RMI.
 * 5) Hold heading carefully.  Precise heading control is very important.
 * 6) Watch for drift off course by use of the CDI and RMI.  The existence of a crosswind component will be indicated by CDI and RMI needle displacement.  Since there is a crosswind in this example coming from the NORTH, your aircraft has been blown to a position SOUTH of the 263 radial to the 253 radial.
 * 7) TAIL-RADIAL-WIND.  To determine the direction from which the wind is blowing, use the RMI.  Imaging the aircraft as being on the tail of the needle in use (TACAN or VOR).  Visualize a line from the tail of the needle (present position) through the desired radial.  Imagine sliding this line to the center of the RMI…this will indicate the direction the wind is FROM (to the nearest cardinal heading).
 * 8) Turn 10 to 30 degrees toward the desired radial.  This will be a turn INTO THE WIND.  The exact number of degrees to alter heading will depend on the rate and magnitude of drift and also on your distance from the station.
 * 9) As you alter your course toward to desired radial (in this case 263) by about 20 degrees, the head of the needle is in a position to fall and the tail will rise to 263.
 * 10) Hold this heading carefully.  As the head of the needle falls to the desired course (tail rises to desired course if proceeding outbound) and the CDI centers, turn back toward the desired course leaving in a drift correction of approximately 5 degrees.
 * 11) If the drift correction is sufficient, the aircraft will remain on course.  If the drift correction is not sufficient, the wind will blow the aircraft off course in the same direction.  Repeat the procedure, leaving in a larger correction.
 * 12) If the drift correction is too great for the wind, the aircraft will fly itself off course and the needles will drift off in the opposite direction.  Turn the aircraft back to parallel the desired course and let the wind blow you back on the proper radial.  When the needle returns to course, establish a smaller drift correction.
 * 13) Once the proper drift correction has been determined, maintaining the proper heading will keep the aircraft on course.  Continue scanning the RMI and CDI for subsequent changes, making corrections as necessary.

Common errors: d. Radial intercepts (with and without IND-350)
 * 1) Not establishing the aircraft on the proper radial before starting tracking procedures.
 * 2) Poor heading control.
 * 3) Attempting to continue tracking procedures when the aircraft gets off course due to poor heading control.  If this happens to you, get the aircraft on the proper radial and start all over again.
 * 4) Forgetting to leave in a drift correction.
 * 5) Using excessive heading corrections in close to the station.
 * 6) Confusing the difference between intercepting and tracking a course.  Use an intercept to get on the desired course.  Tracking is a procedure used to determine a heading to correct for drift, enabling the aircraft to remain on the desired course.  Tracking cannot be commenced until the aircraft is established on course.

A radial intercept is a procedure used to position the aircraft on a different radial. Radial intercepts are performed to allow you to practice orienting yourself around a navigational facility and are generally encountered in a teardrop or procedure turn approach. You may be outbound or inbound on your present radial and be required to intercept a new radial either inbound or outbound. Regardless of the situation, the same procedures are used for all radial intercepts of 30 degrees or less.

Procedures: NOTE - To ensure that you have the proper intercept established, check that the head of the needle is in a position to fall, or the tail of the needle in a position to rise to the new course.
 * 1) Determine the new course and set it in the IND-350.  Your new course will be either:
 * a) the same as the new radial if intercepting outbound.
 * b) the reciprocal if intercepting the new radial inbound.
 * 2) Determine the present position of the aircraft in terms of the radial you are on.  Look at the tail of the appropriate needle.
 * 3) Determine the location of the new radial relative to the tail of the needle (left or right).
 * 4) Start a turn toward the new radial.
 * 5) Stop the turn with the new course under the first 45 degree benchmark in the top half of the RMI.  Note the heading.  Always fly headings, not benchmarks.

NOTE - To ensure proper sensing of the CDI, check that the course selected in the IND-350 is in the UPPER HALF of the RMI.
 * 6) Maintain this intercept heading until the needle approaches the desired course.
 * 7) Turn to intercept the course.  Judge the rate of needle movement and plan your turn so as to roll out on your new course.
 * 8) Track on desired course.

Common errors:
 * 1) Turning toward the new COURSE vice RADIAL.
 * 2) Not doing steps 1-3 prior to beginning the turn.
 * 3) Flying the benchmark instead of the heading.

e. Station passage The time of station passage is noted when the initial FROM indication appears in the TO-FROM indicator of the IND-350. It is important that this method of determining station passage be used each time. Additionally, you may also see the VOR needle rotate 180 degrees and see the CDI oscillate from side to side.
 * Station passage is defined as the moment the aircraft passes directly over or abeam the radio facility.
 * 1) VOR

NOTE - The head of the VOR needle may fall below the 90 degree benchmark at the same time.

NOTE - To receive a FROM indication after station passage, the IND-350 must have been set to a course that resulted in a TO indication prior to station passage. Due to the increased cone of confusion associated with TACAN stations, the time of station passage is noted when minimum DME is reached and begins to increase.
 * 2) TACAN

NOTE - Your instrument indications will fluctuate when close to the station, this does not necessarily mean your aircraft is off course. Do not chase either the VOR or TACAN needle when close to the station. Limit your heading or corrections to within 10 degrees of drift corrected heading when in close to avoid overshooting.

Although DME is your primary indication, you can also look for the following as signs of station passage: NOTE - The TACAN’s cone of confusion is much larger that the VOR’s. In fact, at 40,000 feet, the TACAN cone is 15 nm in diameter! Expect signal reception to be very weak in this area and for DME to be unaffected. The VOR/TACAN needles of the RMI will hunt (rotate). f. Over-the-station intercepts (OSI)
 * a) TACAN needle rotates 180 degrees
 * b) CDI oscillates from side to side
 * c) TO/FROM indicator switches from TO to FROM

An over-the-station intercept is a procedure used to intercept and fly outbound on a specific radial after station passage. This procedure applies to over-the-station intercepts following station passage. In Primary RI, the over-the-station intercept will be practiced as a distinct maneuver. In the “real world,” the over-the-station intercept is normally performed as part of an overall maneuver such as an instrument approach or missed approach, or while flying the airways.

Procedures: Following station passage, perform the 6 T’s as appropriate:
 * 1) TIME - note the time of station passage and write it down.
 * a) VOR - primary indication is when the TO/FROM indicator switches from TO to FROM.
 * b) TACAN - primary indication is when minimum DME is reached and subsequently begins to increase.
 * 2) TURN
 * a) Turn in the shortest direction toward the outbound course.
 * b) Roll out on a heading the same as the outbound course (parallel the new course).
 * 3) TIME - as required.
 * 4) TRANSITION - as required.
 * 5) TWIST - set the course in the IND-350.
 * a) Wait for the VOR or TACAN needle to settle down.
 * b) Note the number of degrees between the intended course and the tail of the needle.
 * c) Turn that many degrees away from the tail of the needle, to a maximum of 45 degrees beyond the outbound course. Maintain this heading while the tail of the needle rises to the outbound course.
 * d) As the tail of the needle approaches the outbound course, turn to the outbound course and track outbound.
 * 6) TALK - Give a voice report if required.

Common errors:
 * 1) Not giving the instruments enough time to settle down before establishing angle of intercept.
 * 2) Drifting off or changing the intercept heading while the tail of the needle rises to the outbound course.  Hold the intercept heading until you can make one continuous turn rolling out on course.

g. Double-the-angle Intercepts The double-the-angle intercept is a maneuver which provides a shallow and easily controlled rate of intercept to a desires course. The spacing between radials decreases the closer you get to the station. A large intercept angle, when close, could very easily result in overshooting the desired course. A shallow intercept (double-the-angle) would prevent this. Procedure: 1) During the last half of your turn toward a desired course, note the number of degrees between the head of the needle and the desired course inbound.         2)  Utilizing the 1/3 rule, plan your rollout so as to stop on a heading double the number of degrees from the desired course to the head of the needle. In other words, place the head of the needle half way between the aircraft heading and the desired course. 3) The head of the needle is now in a position to fall to the desired course.  Refer to the FTI page 3-32 for a diagram.         4)  As the head of the needle falls, maintain heading until approaching course. Monitor RMI and CDI and initiate a turn to course, utilizing appropriate lead. Once established on course, apply drift correction and resume tracking procedures until station passage. Since the aircraft is close to the station, only small changes in heading will be necessary to maintain course. Therefore, turns should be performed at an AOB no greater than the number of degrees OFF heading. NOTE - In VOR holding, it is critical that the aircraft be established on the holding radial prior to crossing the VOR. If you roll out with a large double-the-angle intercept (i.e., 10 degrees or more), it is recommended that you hold your initial double-the-angle intercept heading until the head of the VOR needle drops toward the holding radial. Judge the rate of needle movement to roll out on the holding radial with the needle centered. 4. Practice: a. Direct to a VOR/TACAN Procedures: 1) TUNE and identify the station             a) AVIONICS CONTROL. Ensure that you have avionics control (inform the IP if you intend to TAKE avionics command). Set the desired frequency or channel. If using TACAN, ensure you are tuned to the “X” band of the desired channel. b) IDENTIFY. Place the appropriate audio switch forward on the audio panel until the station is positively identified, then turn the switch off. NOTE - A TACAN station identification occurs only 35 seconds.  If you do not know the MORSE identification, ask you instructor.             c) TOGGLE. Ensure the appropriate NAVAID is selected using the toggle switch above the CDI/NACWS. 2) TURN.  Turn to place the single needle (VOR) or double needle (TACAN) under the heading index of the RMI.         3)  TWIST. Twist the omni bearing selector (OBS) knob in the CDI until the CDI centers with a white flag under “TO” in the TO/FROM indicator. The course under the index in the CDI with the CDI centered is the current course direct to the station. 4) TALK.  Report course to your instructor from the CDI.  The maneuver is complete.  ICS “SIR, THE COURSE IS 075 DEGREES.”

Ri 2s
1. Discuss: a. Oil system malfunctions 1) Fluctuating oil pressure         Because of the design and installation of the oil pressure transmitting and indicating system, minor fluctuations of oil pressure may be noted by the pilot with a normally functioning engine oil system.  A vibrating needle or minor fluctuations of pressure with a steady mean, where extremes of needle movement remain within the normal range and do not exceed +5 psi, are acceptable when no secondary indications of engine malfunction are observed.  With fluctuations greater than plus or minus 5 or outside the normal range, accomplish the following procedures:             a) PEL - EXECUTE (utilize a maximum of 850 ft-lb torque and avoid unnecessary PCL movements). 2) Low/high oil pressure or high oil temperature         If the oil pressure drops below 65 psi at power settings above 75% N1, rises above 80 psi, or oil temperature exceeds 100 C, accomplish the following procedures:             a) PEL - EXECUTE (utilize a maximum of 850 ft-lb torque and avoid unnecessary PCL movements). Refer to section 2.c. below for PEL procedures. 3) Chip detector caution light illuminated in flight         A magnetic chip detector is located at the bottom of the RGB to provide the pilot with a warning signal for metal particles in the oil and possible engine failure.  The chip detector is a dual-element probe with one probe magnetized and connected to a DC potential and a second element comprised of an insulated wire to the fault circuit.  The detector is exposed to the oil flow, and functions as a normally open switch.  If a large metal chip or mass of small metal particles bridges the detector gap, a circuit is completed, illuminating the flashing MASTER CAUTION light and a yellow CHIP light on the annunciator panel.             a) PEL - EXECUTE (utilize a maximum of 850 ft-lb of torque and avoid unnecessary PCL movements) WARNING - Torque indications may be erroneous because of reduction gearbox failure. Careful attention should be given to rate of descent, and to rate of climb, setting PCL as required to maintain proper PEL profile. NOTE - For comparison purposes only, an 850 ft-lb climb on a standard day should yield an approximate minimum rate of climb of 1,200 fpm (clean), 700 fpm (gear down). If indicated climb rates are significantly lower, suspect erroneous torque indications and increase power cautiously to achieve proper airspeed/VSI combination. Closely monitor engine instruments for secondary indications of rising ITT, high oil temperature, and/or fluctuating oil pressure. If secondary indications of engine failure occur while on or above ELP profile, consideration shall be given to securing the engine. If engine failure/mechanical malfunction occurs: b) Condition lever - FUEL OFF            c) Emergency fuel shutoff handle - PULL d) Execute appropriate engine failure procedures NOTE - Illumination of the magnetic CHIP detector light indicated that metal particles are present in the propeller reduction gearbox.        4)  Torque sensing system failure (AC LIES AND DC DIES) If erroneous torque indications are suspected or torquemeter reads zero, reduce power to assure torque below limit. Monitor instruments and land as soon as practical. If you have no secondary indications of possible AC failure (26Vac), utilize the fuel flow indicator and N1 to determine where you should place your PCL. I recommend using a fuel flow of no more than 250 pph and N1 83-87% The torquemeter sense switch located in the reduction gear box measures the amount of torque applied to the propeller shaft by measuring the oil pressure. If pressure drops to 240 (+60), the autoignition light goes out and the ignition light comes on. Torquemeter oil pressure is routed to three power plant accessories: the torque limiter, autoignition sense switch, and the torque transmiter. The torque transmitter, located on the reduction gearbox flange, converts the torquemeter oil pressure to a 26Vac electrical signal to operate the torque indicators in the cockpits. 5) Practice PEL Procedures             a) TURN toward the selected field b) CLIMB if not at DEGA(D/2 x 1000 + 2500 + FE), 120 kt climb using 1,015 ft-lbs (850 if oil related). Accelerate if unable to climb due to clouds/aircraft; descend if at or above DEGA (200 ft-lbs, 100 kt glide).  In an actual emergency you’ll use a 100 kt climb.             To compute DEGA:             Example:  You are 8 miles from Barin, field elevation is 100 ft             (8/2) x 1000’ = 4000’ + 2500’ (high key alt) + 100’ (FE) = 6600’             c) CLEAN with gear and flaps up and report (unless fuel or fume related emergency) ICS “AIRCRAFT CLEAN” d) CHECK engine and flight instruments            e) DETERMINE the duty runway CH X “(field name), landing” the field replies: “field name), landing (#)”            f) DELIVER PAN voice report using ISPI format ICS (UHF if actual) “PAN-PAN, PAN-PAN, PAN-PAN, 6E123, FUEL PRESSURE LIGHT IN FLIGHT, 8 MILES WEST OF BREWTON AT 5500 FEET, I INTEND TO EXECUTE A PEL TO RUNWAY 32” g) REDUCE torque to 200 ft-lbs and transition to a 100 kt glide when DEGA point is made.            h) APPROACH high key and report when 2 miles out (high key + 1000’) CH X “BARIN RDO, 6E123, APPROACHING HIGH KEY FROM THE (direction), PRACTICE PEL, RUNWAY 32, DUAL (or SOLO), FAM 4” i) LOWER gear prior to high key            j) REPORT landing checklist ICS “HARNESS LOCKED, GEAR THREE DOWN AND LOCKED, BRAKES PARKING BRAKE OFF, BRAKES PUMPED FIRM, ENGINE INSTRUMENTS CHECKED, LANDING LIGHTS ON” k) HIGH KEY (2500’ AGL, 100 KIAS, _ WTD from runway)            CH X “BARIN RDO, 6E123, HIGH KEY, RUNWAY 32”             l) CROSSWIND (2000’ AGL, 100 KIAS) m) LOW KEY (1200’, 100 KIAS, 2/3 WTD)            CH X “BARIN RDO, 6E123, LOW KEY (or PATTERN LOW KEY), GEAR DOWN AND LOCKED”             n) FLAPS if required and the field is made o) 90 POS (600-800’ AGL, 90 KIAS [if flaps are down, otherwise just slow to 95 kts])            ICS “GEAR DOWN, FLAPS (UP/DOWN), LANDING CHECKLIST COMPLETE”             p) FINAL (1200-1500’ straight-away, 90/95 KIAS) ICS “GEAR DOWN, PADDLES CHECKED” b. Timing adjustments - FAF to MAP 2. Demonstrate: a. Non-radar environment comm procedures 3. Introduce: a. Clearance and departure (SID) An instrument departure is a procedure used to effect a safe climbout from an airport under instrument conditions and to provide safe separation between aircraft. There are basically two types of departures, Radar departures and Standard Instrument Departures (SID). A radar departure is a procedure which may use radar vector instructions or allow aircraft to proceed direct to either the first point in the flight plan or intercept an airway, instead of using published (SID) courses to provide safe climbout and separation. Many military and civilian fields have no published SID’s. When departing these airports, the pilot generally files direct to the nearest fix along his intended route of flight. Placing the note, “Request radar departure” in the remarks section of the DD-175 informs ATC that you can accept radar vectors. A SID, on the other hand, is a pre-planned, coded IFR departure route. It provides the following advantages: 1) Graphic portrayal of departure route.         2)  Reduces time delay and radio comms required to issue clearances. 3) Provides approved ATC departure route clearance in the event of radio failure.         4)  Can be designed to support noise abatement programs. Departure plates: Planning for the route of flight is an integral part of preflight preparation. Once the appropriate SID has been selected, its name and number are entered in the route of flight block of the DD-175 military flight plan. DOD FLIP “SID” publications and Approach plates provide a ready reference to standard Instrument Departures at various airports. Always consult NOTAMS for any changes. Since, in most cases, the pilot can expect ATC to issue his clearance as filed, it is advantageous to utilize a SID because it enables him to anticipate his instructions. The departure plate must be studied thoroughly for heading, courses, and altitude restrictions. See the text pages 3-8 through 3-11 for examples of SID’s. NOTE - If the pilot does not possess a charted SID or does not wish to use a SID, he is expected to advise ATC. This may be accomplished by filing “NO SID” in the remarks section of the flight plan or by verbally advising ATC. SID procedures come in two basic forms: 1) Pilot Navigation (Pilot NAV) SIDs:  established where the pilot is primarily responsible for navigation on the SID route.         2)  Vector SIDs:  established where ATC will provide radar navigational guidance to a filed/assigned route or a fix depicted on the SID. Procedures: 1) Request a “SID” in the “Route of Flight” section of the flight plan.         2)  Place your clearance on request. If the airport has a Clearance Delivery, contact them, otherwise contact Ground Control. NOTE - Be ready to copy your clearance. If Clearance Delivery does not have your clearance immediately available, contact ground to taxi to the runup or duty runway. It is the pilot’s responsibility to reestablish contact with Clearance Delivery to copy the clearance. NOTE - Primary SNA’s make this call over ICS to the instructor. NOTE - Obtain ATIS information if available and include the alphabetical code word in your initial call for taxi (i.e., with information Delta). ATIS frequencies are listed in FLIP instrument approach plates, and the IFR Enroute Supplement. If ATIS information is not available, state “…with negative information.” For Whiting SNA’s where no Clearance Delivery is available, you could expect a comm exchange similar to the following: PILOT:  “NORTH GROUND, NAVY 6E123, TAXI, IFR TO (destination), WITH INFORMATION DELTA, CLEARANCE ON REQUEST.” GROUND: “NAVY 6E123, NORTH WHITING GROUND, TAXI TO RUNWAY 05, TIME IS NOW 28, CLEARANCE ON REQUEST.” PILOT:  “NAVY 6E123, ROGER.” NOTE - Prior to taxi, review the airport diagram to determine how to correctly taxi to the active runway. If ever in doubt, request progressive taxi instructions from Ground Control. NOTE - Do not read back altimeter settings, taxi instructions, wind and runway information to Tower Control except for verification or clarification. 3) Copy and read back IFR clearance NOTE - It is the pilot’s responsibility to re-establish contact with Clearance Delivery to copy the IFR clearance if not already obtained. GROUND:  “NAVY 6E123, NORTH WHITING GROUND, CLEARANCE, ADVISE WHEN READY TO COPY.”         PILOT:   “NAVY 6E123, READY TO COPY.”         GROUND:  “NAVY 6E123, IS CLEARED TO ________ VIA THE -________ DEPARTURE, ________ TRANSITION, VICTOR _____, TO (destination), MAINTAIN (alt), DEPARTURE FREQUENCY WILL BE -_____, SQUAWK _____.” NOTE - Think of the above as the “ACDRAFT” format that was spoken of in RI-1S.  In the real world, pilots are not required to read back the IFR clearance unless you need to clarify any portion of the clearance or are directed by ATC.  However, because we are in a “training environment,” all Primary RI students are required to read back ATC clearances. PILOT:   “NAVY 6E123, IS CLEARED TO ________ VIA THE -________ DEPARTURE, ________ TRANSITION, VICTOR _____, TO (destination), MAINTAIN (alt), DEPARTURE FREQUENCY WILL BE -_____, SQUAWK _____.” GROUND: “NAVY 6E123, YOUR READ BACK IS CORRECT. CONTACT TOWER FOR TAKEOFF.” 4) Prior to takeoff, tune and identify the required radio facilities for the appropriate departure. NOTE - VOR and TACAN stations are subject to line-of-sight limitations so you may be unable to receive them before takeoff.  Therefore, leave the NAVAID audio switch forward until you have received a good ident.         5)  Twist. Set the appropriate course in the IND-350. Check the VOR/TACAN switch in the correct position. The text has some examples on how to set your systems up on page 3-14 of RI FTI. 6) Set the assigned squawk in the transponder.         7)  Contact Tower Control for takeoff. NOTE - During RI’s, your instructor will call for actual takeoff clearance. During an actual IFR departure, you will switch to Departure Control frequency when directed to do so by tower, often as you taxi onto the runway for takeoff. NOTE - OPNAVINST 3710.7 states “single-piloted aircraft shall not be required to change radio frequency and/or transponder code settings until reaching an altitude of 2500’ AGL except when the aircraft is to level off and operate at an altitude below 2500’.” In that event, changes will be made after level off. NOTE - During departure, Tower may clear you to switch to Departure Control frequency with your takeoff clearance. Since single-piloted aircraft are not required to change frequencies below 2500’, Tower clears us to switch at our discretion with this clearance. Although cleared to switch to the departure frequency while taking the runway, to comply with local course rules, it is advisable to switch when airborne and clear of the pattern. NOTE - Release instructions will be obtained from Ground or Tower Control. The release may contain the direction (left/right) and heading to turn to or possibly a “canned’ departure profile (i.e., “MADRE-1” at Navy Corpus). PILOT: “NORTH WHITING TOWER, NAVY 6E123, HOLDING SHORT FOR IFR RELEASE.” NOTE - If you already have release instructions, then the call to Tower would be simply, “…takeoff.” TOWER: “NAVY 6E123, ON DEPARTURE, TURN LEFT TO 010, CHANGE TO DEPARTURE. WINDS ARE 350 AT 10 KNOTS. CLEARED FOR TAKEOFF.” PILOT: “NORTH WHITING TOWER, NAVY 6E123, ROGER, AFTER TAKEOFF TURN LEFT TO 010. SWITCHING TO DEPARTURE. CLEARED FOR TAKEOFF.” OR TOWER: “NAVY 6E123, ON DEPARTURE, FLY THE MADRE-1, CHANGE TO DEPARTURE. WINDS ARE 350 AT 10 KNOTS. CLEARED FOR TAKEOFF.” PILOT: “NORTH WHITING TOWER, NAVY 6E123, ROGER, AFTER TAKEOFF FLY THE MADRE-1. SWITCHING TO DEPARTURE. CLEARED FOR TAKEOFF.” 8) Crossing the holdshort line, complete the takeoff checklist.         9)  As you instructor flies the takeoff and climbout, listen for the ident and observe the NAV flag in the IND-350 disappear. When directed by your instructor, install the instrument hood and establish your scan. At this point, the instructor will transfer control of the aircraft to you. 10) Make initial contact with Departure Control once safely airborne and clear of the pattern using the following format (for syllabus training, this report will be delayed until the instrument hood is in place): Non-radar environment - PILOT:  “PENSACOLA DEPARTURE (or center), NAVY 6E123, OFF NORTH WHITING FIELD PASSING ONE THOUSAND ONE HUNDRED FOR THREE THOUSAND.”         DPC:    “NAVY 6E123, PENSACOLA DEPARTURE, (other instructions).”  (i.e., report altitude, switch frequency, report a NAVAID, etc.)         PILOT:  “ROGER.” Radar environment – PILOT:  “PENSACOLA DEPARTURE (or center), NAVY 6E123, OFF NORTH WHITING FIELD PASSING ONE THOUSAND ONE HUNDRED FOR THREE THOUSAND.”         DPC:    “NAVY 6E123, RADAR CONTACT.”  (Departure may include other instructions as well such as report altitude, switch frequency, or report a NAVAID similar to the non-radar environment)         PILOT:  “ROGER.” 11) Continue to fly the SID, with the appropriate transition.  Anticipate a squawk and frequency change in accordance with local procedures.             a) Other considerations may include: (1) Course interception may occur at any point during the climb or leveloff. Closely monitor the tail of the TACAN/VOR needle and CDI. Rate of intercept is determined by ground speed (GS), angle of intercept, and distance from the station (DME). (2) Intermediate altitudes are often depicted on SID’s. Do not report these intermediate altitudes. Only report the final altitude you have been assigned (if requested by ATC). 12) Make a LEVEL OFF report as directed.  This report is mandatory only if requested by the controller for either a Radar or Non-radar environment departure. PILOT:  “PENSACOLA DEPARTURE, NAVY 6E123, LEVEL THREE THOUSAND FIVE HUNDRED.”         If directed, make an ATC frequency change and voice report as req’d:         DPC:    “NAVY 6E123, PENSACOLA DEPARTURE, CONTACT JACKSONVILLE CENTER                  (or approach) ON FREQUENCY    . ”         PILOT:  “NAVY 6E123, SWITCHING JACKSONVILLE CENTER ON    . ”        13)  Once complete with the SID and established on the airways, commence tracking procedures to your next nav point. Common errors: 1) Forgetting to set up radios and transponder for the departure prior to takeoff.         2)  Not setting up radios properly, i.e.: a) Not twisting departure course into the IND-350, and not checking VOR/TACAN switch in the proper position.            b) Not switching to T/R position on TACAN, thus not receiving DME information on the NACWS CDU. c) Not identifying the station you tune. You must always identify each station you tune by having the proper audio switch forward.  Match the Morse Code of the station with that printer on the sectional chart.             d) Giving the “OFF” report in the wrong order. e) Misreading the SID, setting up the wrong radial in the CDI.        3)  Not performing a fuel/position check after leveloff. Remember that this check is still required every 15-20 minutes just as in previous stages. You should include an estimated position from the navigational facility in use, e.g., “ENGINE AND FLIGHT INSTRUMENTS CHECKED, FUEL QUANTITY, 300 POUNDS LEFT 310 POUNDS RIGHT, ON THE CRESTVIEW 270 RADIAL AT 10 DME.”  Take whatever action is necessary to correct a fuel split IAW NATOPS. b. Teardrop (TD) approach (2) A teardrop approach makes the use of an outbound to inbound radial intercept maneuver to reverse course and establish the aircraft inbound on the intermediate and final approach course. The maneuver used to reverse the course in the procedure turn approach is optional, however, you must intercept and track the outbound course as well as the inbound course when a teardrop approach is depicted. Do not exceed the “remain within” distance (normally 10 nm - check the plate to be sure). NOTE - In the FLIP Low Altitude Instrument Approach Procedures, most course reversal type approaches use a “barb” symbol to indicate the side to perform the maneuver. However, in the FLIP High Altitude Instrument Approach Procedures (IAPs), the teardrop maneuver is commonly used with penetration type approaches. In the following example: assume clearance for the GLENVIEW NAS VOR or VOR/DME or TACAN-A approach has been received and you are proceeding to the IAF (see your text Figure 3-46): Procedures: 1) At the IAF, indicated by station passage, execute the 6 T’s:             a) TIME - not required; time of commencing the approach is not reported to the controlling agency. b) TURN - turn in the shortest direction to parallel the outbound course of 340 degrees.            c) TIME - start the clock’s sweep second hand for 3 minutes outbound timing when wings level or abeam the station, whichever occurs last. d) TRANSITION - make a level speed change (LSC) to 120 kts by reducing power to 300 ft-lbs. Approaching 120 kts, lower the nose and descend at 120 kts unless the profile view does not show a descent at the IAF.  In the latter case, adjust power to maintain level flight in slow cruise (450-500 ft-lbs).             e) TWIST (1) Set the outbound course (340) in the IND-350. NOTE - For a non-depicted teardrop approach, twist an outbound course 20 degrees offset from the published outbound course on the procedure turn or “barbed” side. (2) Wait for the VOR needle to settle down. (3) Note the number of degrees between the intended outbound course and the tail of the needle. (4) Turn that many degrees away from the tail of the needle up to a maximum of 45 degrees beyond the outbound course. (5) As the tail of the needle rises to the outbound course, turn to roll out on the course and track outbound. (6) Try to expedite the above procedures so as to establish an intercept heading no later than 1 minute after the start of outbound timing. f) TALK - give the appropriate voice report (if requested by ATC).            Non-radar environment:             If no descent is required between crossing the VOR outbound and the procedure turn:             “PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND.”             If a descent is required after passing the VOR outbound:             “PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND, LEAVING (alt).”             Radar environment:             Same as above. NOTE - ATC may assign an altitude restriction.  Maintain this altitude restriction until informed by ATC to delete the altitude restriction.  At this time, descent to the altitude depicted on the approach plate.         2)  Level off at procedure turn altitude (3000’) a) 25’ prior to procedure turn altitude (3025’), add power smoothly towards 450-500 ft-lbs as you raise the nose to level flight.            b) Trim for 120 kts level flight. c) Maintain procedure turn altitude and 120 kts until you are either established on the inbound course, or have a shallow intercept. NOTE - A shallow intercept is defined as the aircraft heading within 30 degrees of the published inbound course. NOTE - There is no specific point during the approach at which you will reach the procedure turn altitude. The amount of altitude you must lose is the determining factor.         3)  After 2 _ minutes of outbound timing, twist the inbound course into the IND-350 (143 deg). 4) At 3 minutes of outbound timing, execute a turn in the direction depicted (left).  During the last half of the turn, note the position of the head of the needle.             a) If the head of the needle is not within 5 degrees of the inbound course, stop the turn with a 45 degree intercept. Do this by placing the inbound course (143) under the first 45 degree bench mark in the upper _ of the RMI. b) If the head of the needle is within 5 degrees of the inbound course, you may need to continue the turn and roll out with a double-the-angle intercept.            c) If you overshoot the final approach course, continue the turn and establish a double-the-angle intercept inbound. 5) Fly this intercept heading.  As you intercept the inbound course, turn and track inbound.  Utilize the CDI and RMI to note deviations from the desired course. For the rest of the procedures, think “BLT WITH MAYO” (B)AC, (L)ANDING CHECKS, (T)ALK, (M)ISSED APPROACH         6)  Transition to the basic approach configuration (BAC) as follows: a) If no further descent is necessary to minimum descent altitude (MDA) or final approach fix (FAF) altitude:               (1) Adjust power to 650-700 ft-lbs.                (2) Check airspeed less than 150 kts and lower the gear.                (3) Maintain 120 kts and retrim.             b) If a further descent is necessary to MDA or FAF altitude: (1) Adjust power to 450 ft-lbs. (2) Check airspeed less than 150 kts and lower the gear. (3) Descend at 120 kts. If it appears that the MDA will not be reached prior to station passage, reduce torque to a minimum of 300 ft-lbs. (4) Level off by adding power to 650-700 ft-lbs, 25 feet prior to FAF or MDA altitude. c) Report the landing checklist, item by item, to your instructor over the ICS (may be accomplished in the descent). Flaps will remain up until the runway environment is in sight and a safe landing can be accomplished.  Continue to monitor the navigation instruments while performing the landing checklist.  Landing lights will be turned on for all instrument approaches.         7)  Report procedure turn inbound after the transition to BAC. This report is given only when requested by the controller. Non-radar environment: “PENSACOLA APPROACH, NAVY 6E123, PROCEDURE TURN INBOUND.” If you have been handed over to Tower frequency: “REGIONAL TOWER, NAVY 6E123, PROCEDURE TURN INBOUND, GEAR DOWN AND LOCKED.” Radar environment: Same as above. NOTE - There are essentially two kinds of approach procedures that may be required once the procedure turn is completed. One type uses a radio facility/FAF that is not located at the field (Fig 3-6). The other type has no FAF, and the radio facility (and MAP) is located at the field (Fig 3-47). IF THE RADIO FACILITY/FAF ARE NOT LOCATED AT THE FIELD (FIG 3-46) 8) Maintain the aircraft on the inbound course to the station at the minimum altitude depicted.  This will be the FAF altitude. NOTE - BAC and landing checklist shall be accomplished and missed approach instructions reviewed prior to the FAF.         9)  The procedures at the FAF are designed to allow the aircraft to be flown safely to the field at the lowest possible altitude until further descent is authorized. a) At the FAF perform the 6 T’s:               (1) TIME - start the clock second sweep hand (4 min 30 sec)                (2) TURN - to parallel the final approach course (143)                (3) TIME - not required.                (4) TRANSITION - initiate descent towards the MDA by reducing power to 450 ft-lbs and lowering the nose slightly, maintaining 120 kts on the final approach course.  Comply with published altitude restrictions. NOTE - Be sure you are using the correct minimums for the duty runway in use.                (5) TWIST - the final approach course (143) in the IND-350.  Intercept and track the final approach course.                (6) TALK - give the required voice report (ensure you have made any required frequency change):                Non-radar environment: “REGIONAL TOWER, NAVY 6E123, FINAL APPROACH FIX INBOUND, GEAR DOWN AND LOCKED.”                Radar environment (no report is given unless requested by ATC): Same as above. NOTE - The name of the FAF may be used, if there is a name (i.e., BRENT INBOUND.” NOTE - It is the pilot’s responsibility to give a “wheels down” report after lowering the landing gear prior to landing. The “FAF INBOUND” report is a good place to accomplish this.             b) Utilize tracking procedures to fly the final approach course inbound to the field. c) Level off at the MDA (1280’ or 1140’) NOTE - Some approaches have progressively lower stepdown altitudes; level off at each stepdown altitude until the indicated DME point, then continue descent until the next stepdown altitude or MDA.               (1) 25’ prior to the MDA (1280’ or 1140’) add power smoothly towards 650-700 ft-lbs as you raise the nose to the level flight attitude.                (2) Trim for 120 kts level flight.                (3) Maintain 120 kts and MDA on the final approach course.             d) At the end of the station-to-field timing (4:30), or the (missed approach DME point [9nm]), if the field is in sight and the aircraft is in a position to make a safe landing, descent below the MDA is authorized. If both conditions are not met, execute a missed approach per the plate. IF THE RADIO FACILITY IS LOCATED AT THE FIELD (FIG 3-47) 8) Maintain the aircraft on the inbound course to the station at the minimum altitude depicted.  This will be the MDA. NOTE - If it appears that the MDA will not be reached prior to station passage, torque may be reduced to a minimum of 300 ft-lbs on all low altitude instrument approaches.  Monitor the increased rate of descent and start a level off at a proportionally higher altitude (i.e., lead with 100’ instead of the normal 25’ for level off). NOTE - BAC and landing checklist shall be accomplished and missed approach instructions reviewed prior to station passage.         9)  TALK - Give the required voice report as requested by ATC. Ensure you have made the appropriate frequency change. Non-radar environment: “PENSACOLA APPROACH, NAVY 6E123, PROCEDURE TURN INBOUND.” If you have been handed over to Tower frequency: “REGIONAL TOWER, NAVY 6E123, PROCEDURE TURN INBOUND, GEAR DOWN AND LOCKED.” Radar environment: Same as above. 10) You may descend below the MDA if (1) the field is in sight, and (2) the aircraft is in a position to make a safe landing.  If both conditions are not met by the time of station passage, execute a missed approach.     c.  Missed approach (2)         A missed approach is a procedure used to discontinue an instrument approach in the event visual contact has not been established or the aircraft is not in a position to make a safe landing.  Your primary concern, if unable to land, is to climb to a safe altitude.  Therefore, establishing and maintaining a positive rate of climb should be your first reaction if a missed approach is commenced.  Your second reaction should be to turn the aircraft (if required) to intercept the missed approach course or to the designated heading.  There could be a huge mountain ahead of you!!!         The missed approach procedures are found in the profile view of the approach place. At some point prior to reaching the FAF, or between the completion of a procedure turn and station passage, if no FAF is used; the student shall review the missed approach instructions. 1) Missed approach prior to the FAF:             If executing a localizer approach and full scale deflection of the CDI occurs PRIOR to the FAF, do not descend below the FAF altitude, inform ATC and follow ATC instructions.             If executing a VOR or TACAN approach, and full scale deflection of the CDI occurs PRIOR to the FAF, the pilot should make every attempt to return back onto course.  However, if the pilot elects to execute a missed approach prior to the FAF, do not descend below the FAF altitude and inform ATC.          2)  Missed approach between the FAF and MAP: If executing a localizer approach and full scale deflection of the CDI occurs at any time between the FAF and the MAP, the pilot shall IMMEDIATELY climb to either the minimum safe altitude (MSA) or depicted missed approach altitude (or altitude ATC has assigned in the event of a missed approach), maintain your present heading, and IMMEDIATELY inform ATC. Follow instructions provided by ATC. If ATC directs the pilot to execute a missed approach, comply with missed approach instructions. If the pilot elects to execute a missed approach prior to the missed approach point and the aircraft is TRACKING inbound on the final approach course, continue to track inbound to the missed approach point at or above the MDA. At the MAP, execute a missed approach. If executing a VOR or TACAN approach, and full scale deflection of the CDI occurs between the FAF and MAP, the pilot shall make every attempt to re-establish the aircraft back on the final approach course. If an intercept can not be safely established and the pilot elects to execute a missed approach, begin an IMMEDIATE climb to either the MSA, depicted approach altitude, or altitude ATC has assigned in the event of a missed approach, and continue to fly the intercept heading and inform ATC. Follow instructions provided by ATC. Procedures: At the missed approach point, if the field is not in sight, or a safe landing can not be made, execute a missed approach as follows: 1) Increase power to max allowable (not to exceed 1015 ft-lbs).         2)  Raise the nose to a positive climbing attitude (approx 6-8 deg). 3) Check for a positive rate of climb (check the altimeter and VSI).         4)  Check the airspeed at or below 120 kts and raise the landing gear. Turn the landing lights off as well. NOTE - If executing a missed approach with the gear and flaps down such as a PAR, ASR, or FF landing the procedures are: a) Increase power to max allowable.            b) Raise the nose to 4 degrees up. c) Check for a positive rate of climb on altimeter and VSI.            d) Check airspeed at or below 120 kts, raise gear, then flaps. e) Raise the nose to 6 degrees up to prevent a descent as the flaps retract.            f) Upon reaching 120 kts, proceed as follows: 5) Maintain 120 kts, trimming as required, and start a standard-rate turn toward the missed approach course or heading.  Stay on the attitude gyro and maintain the climbing attitude (6-8 degrees up).         6)  Establish an appropriate intercept to the missed approach course or continue the turn to the designated heading. The missed approach course may be twisted in the CDI when comfortably established in the missed approach. NOTE - If the missed approach is taken over the facility, use over-the-station intercept (OSI) procedures. 7) Report missed approach to Tower (or Approach Control if no tower):         Non-radar environment:         “REGIONAL TOWER, NAVY 6E123, MISSED APPROACH, (reason for missed approach).         Radar environment:         Same as above. NOTE - You may delay contacting Tower or Approach Control until comfortably established in a wings level climb, on assigned heading, or with an intercept established for the missed approach course.         8)  Level off at missed approach altitude. a) 200’ prior, commence the transition to level off.            b) Lower the nose toward the level flight attitude and accelerate toward normal cruise (trim left and down). c) 2-3 kts prior to normal cruise airspeed (150 kts), reduce power to 600-650 ft-lbs and retrim. NOTE - It is possible to intercept the missed approach radial while still in the climb. Monitor the tail of the needle and the CDI.  If the CDI begins to center, turn the aircraft to intercept the radial and begin tracking procedures.         9)  If directed to contact Approach Control, inform them of you missed approach and state your intentions a) Request the same approach. If you flew a bad approach due to your own poor basic airwork, you might request clearance to fly the same approach again.             b) Request a different approach with lower mins, such as a PAR approach. For example: “PENSACOLA APPROACH, NAVY 6E123, MISSED APPROACH, REQUEST CLEARANCE FOR A TACAN RUNWAY 35 APPROACH.” c) Request clearance to your alternate. If weather and/or fuel considerations dictate, you must proceed to your alternate.  Request clearance using the “DRAFT” format (used in both the radar and non-radar environment).             Destination     -(self explanatory)             Route      -either “direct to” or route specific             Altitude     -appropriate for direction of flight             Fuel remaining  -time to flameout, based on 200 pph fuel flow.  Also known as fuel exhaustion time.             Time enroute    -estimate to your alternate NOTE - Once the missed approach procedures are complete, you should update the weather at your alternate to insure it is at or above the required minimums. PILOT   “PENSACOLA APPROACH, NAVY 6E123, MISSED APPROACH, FIELD NOT IN SIGHT, REQUEST.”             APC     “NAVY 6E123, GO AHEAD.” PILOT   “NAVY 6E123, REQUEST CLEARANCE TO MY ALTERNATE MOBILE REGIONAL AIRPORT, VIA DIRECT PENSI, V241, SEMMES, REQUEST 4000, 1+15 FUEL REMAINING, 0+25 ENROUTE.” NOTE - Compute fuel remaining by dividing total fuel on board by your current fuel flow at normal cruise (i.e., 250 left, 300 right = 550 total divided by 200 PPH = 2+45 hours to “splash.” Provide the controller with an approximation of your fuel remaining and update it if necessary once established enroute to your alternate. NOTE - The 200 PPH fuel flow is a close approximation of your fuel flow at normal cruise power setting and will be used to determine your fuel remaining in the “DRAFT” report.         Common errors:         1)  Scan. When you first execute a missed approach, stay on the gyro exclusively until the aircraft is clean and trimmed up. Raise the nose no more than 6-8 degrees above the horizon and your airspeed won’t get slow. 2) Letting the nose attitude drop when commencing the turn.  This allows the airspeed to get fast and the climb rate to decay.  Stay on the attitude gyro and maintain the climb attitude.         3)  Not distinguishing between a depicted heading and a radial outbound type of missed approach. Remember, the latter is a form of the over-the-station intercept (OSI). 4) Not trimming as the aircraft accelerates to normal cruise.         5)  Trying to contact Tower or Approach Control before comfortably established in the missed approach. But, then again, don’t wait an excessive amount of time to make your missed approach call either. 4. Practice: a. Radio equipment checkout b. ATC clearance c. Tracking d. Radial intercepts e. Over-the-station intercepts (OSI) f. Station passage

Ri 3s
1. Discuss: a. Prop failures 2. Introduce: a. Holding (VOR) b. Shuttle descent c. Procedure turn (PT) approach d. Non-radar environment comm procedures 3. Practice: a. Radio equipment checkout b. Clearance and departure (SID) c. Tracking d. Station passage e. OSI f. Radial intercepts g. Missed approach

Ri 4s
1. Discuss: a. Electrical failures 2. Introduce: a. Intersections b. Radar vectors to the final approach course (RVFAC) 3. Practice: a. Clearance and departure (SID) b. Tracking c. Holding (VOR) d. Shuttle descent e. Missed approach f. Non-radar environment comm procedures Ri 5s 1. Discuss: a. Radar environment comm procedures 2. Introduce: a. Holding pattern (HP) approach b. Terminal descent c. Radar environment comm procedures 3. Practice: a. Clearance and departure (SID) b. Intersections c. RVFAC d. Missed approach

Ri 6s
GO TO THE SQUADRON FOR A JACKET REVIEW (SEE YOUR PA) 1. Discuss: a. Flight planning (student will submit a completed DD-175 to the instructor) 2. Introduce: a. TACAN point-to-point (PTP) navigation b. Non-stationside TACAN holding c. TACAN arcing d. Arcing approach 3. Practice: a. Clearance and departure (SID) b. Intersections c. Terminal descent d. Missed approach e. Comm procedures

Ri 7s
1. Discuss: a. Flight planning (student will submit a completed DD-175 to the instructor) 2. Introduce: a. Cruise power descent/en route climb 3. Practice: a. Clearance and departure (SID) b. Intersections c. TACAN PTP navigation d. Non-stationside TACAN holding e. Arcing approach f. Missed approach g. Comm procedures

Ri 8s
1. Discuss: a. Flight planning (student will submit a completed DD-175 to the instructor) b. Glideslope intercept 2. Introduce: a. PAR approaches (minimum three) b. Straight-in (SI) approach 3. Practice: a. Clearance and departure (SID) b. Cruise power descents/en route climbs c. Missed approach d. Comm procedures

Ri 9s
1. Discuss: a. Lost communications procedures b. Flight planning (student will submit a completed DD-175 to the instructor) 2. Practice: a. Clearance and departure (SID) b. Intersections c. Holding (VOR) d. Shuttle descent e. TD, PT, or HP approach f. SI approach g. Missed approach h. Comm procedures

Ri 10
BRING ATJ TO THE BRIEF FOR A JACKET REVIEW 1. Discuss: a. Use of course deviation indicator (CDI) b. Reverse sensing c. Radar environment comm procedures d. Any emergency procedures 2. Introduce: a. Clearance and departure (SID) b. Holding (VOR)/shuttle descent c. TD approach d. PT approach e. Missed approach 3. Practice: a. Tracking b. OSI c. Comm procedures 4. Non-graded: a. Radio equipment checkout b. Station passage c. Radial intercepts (optional)

Ri 11
1. Discuss: a. Icing b. Ground speed calculations c. True airspeed calculations d. Any emergency procedures 2. Introduce: a. TACAN PTP navigation b. TACAN non-stationside holding c. TACAN arcing d. Arcing approach 3. Practice: a. Clearance and departure (SID) b. Holding (VOR)/shuttle descent c. PT or TD approach d. Missed approach e. Comm procedures 4. Non-graded: a. Radio equipment checkout b. Tracking

Ri 12
1. Discuss: a. Electrical fire (IMC) b. Flap failure c. Lost communications procedures d. NATOPS fuel planning charts e. Any emergency procedures 2. Introduce: a. Intersections b. En route climbs/descents c. RVFAC d. SI approach e. HP approach 3. Practice: a. Clearance and departure (SID) b. TACAN PTP navigation c. Non-stationside TACAN holding d. Arcing approach e. Missed approach 4. Non-graded: a. Comm procedures

Ri 13
BRING ATJ TO THE BRIEF FOR A JACKET REVIEW 1. Discuss: a. Emergency field selection b. Glideslope interception c. Flight planning (submit a completed DD-175 and jet log:  ENROUTE HOLDING DELAY) d. Any emergency procedures 2. Introduce: a. PAR approach 3. Practice: a. Intersections b. En route climbs/descents c. RVFAC d. PAR approach (minimum four) e. Missed approach f. Clearance and departure (SID) 4. Non-graded: a. Comm procedures

Ri 14
1. Discuss: a. Fuel system malfunctions b. Unintentional thunderstorm penetration c. En route weather sources d. Flight planning (submit a completed DD-175 and jet log:  TERMINAL DELAY) e. Any emergency procedures 2. Practice: a. Holding (VOR)/shuttle descent b. Arcing or SI approach c. TD, PT or HP approach d. Missed approach e. Clearance and departure (SID) f. Intersections g. En route climbs/descents h. TACAN PTP navigation 4. Non-graded: a. Comm procedures

Ri 15x
1. Discuss: a. Lost communications procedures b. OPNAV takeoff/approach minimums c. Flight planning (submit a completed DD-175 and jet log:  STOPOVER + ENROUTE HOLDING DELAY (1st LEG) TERMINAL DELAY (2nd LEG)     d.  Any emergency procedures 2.  Review:     a.  Holding (VOR)/shuttle descent) b. Arcing or SI approach c. TD, PT, or HP approach d. Missed approach e. Clearance and departure (SID) f. Intersections g. En route climbs/descents h. TACAN PTP navigation i. RVFAC 4. Non-graded: a. Comm procedures

=RI Comms= After entering holding: “CEW approach, Navy 2E___, holding at Crestview, ___(time in minutes) ____ (alt) Before 5 min of EFC: “CEW approach, Navy 2E___ confirm EFC of ___ Departing Holding: CEW approach, Navy 2E___ departing holding.
 * North Clearance, Navy 2E____ IFR to ____, Clearance on Request.
 * Navy ___ is cleared to _____ via ______________ to___________, maintain ____departure frequency is ____Squak____ (CRAFT)
 * North Ground, Navy 2E____ taxi with information _____
 * North Tower, Navy 2E____ Takeoff
 * North Tower, Navy___ on departure turn ___, switching to departure, cleared for takeoff.
 * Pensacola Departure, Navy 2E___ off North Whiting, passing ____ for ____
 * IGP!
 * Pensacola Departure, Navy___, level ___
 * Navy___, approach on ___ when inbound
 * Crestview Approach, Navy 2E____, estimating ____ at __level 6000, negative information with a request.
 * Crestview Approach, Navy 2E___, roger your weather and runway, altimeter___ request a VOR C approach.
 * IGP!

When changing altitudes: Navy 2E leaving ___ for ___

Missed approach:
 * Bob Sikes tower, Navy 2E___, missed approach, runway not in sight.
 * Crestview Approach, Navy, 2E____, missed approach request (DRAFT) my alternate, Navy North Whiting, via direct crestview, V-7 whiting, altitude 6000’, ___(lbs/200) fuel remaining, 0+___ (dist/2.5), time reroute.
 * Jax Center ( or Approach), Navy 2E___, estimating ___ at ___(minutes) level ____ (alt)

PTAPTP report example:
 * Jacksonville Center, Navy 2E____, Pensi
 * Jax Center, Navy 2E___, PENSI 35, 6,000, BaEYE at 40, Atmore next (or “destination”)

=Non-radar environment communication formats: =

CLEARANCE DELIVERY
“TALLAHASSEE CLEARANCE DELIVERY, NAVY 6E123, IFR TO PENSACOLA, CLEARANCE  ON REQUEST.”

GROUND CLEARANCE
“TALLAHASSEE GROUND, NAVY 6E123, TAXI, IFR TO PENSACOLA, WITH INFORMATION BRAVO, CLEARANCE ON REQUEST.” If you have already obtained your IFR clearance from a clearance delivery your ground call would be: “TALLAHASSEE GROUND, NAVY 6E123, TAXI, WITH INFORMATION BRAVO.” Obtain ATIS information, if available, and include the alphabetical code word in your initial call for taxi. If ATIS is unavailable: “TALLAHASSEE GROUND, NAVY 6E123, TAXI, WITH NEGATIVE INFORMATION.”

TAKEOFF CALL
“TALLAHASSEE TOWER, NAVY 6E123, TAKEOFF.” If you already have your release instructions, then the call to tower would be: “TAKEOFF.”

OFF REPORT
“TALLAHASSEE DEPARTURE, NAVY 6E123, OFF TALLAHASSEE REGIONAL, PASSING 1200 FOR 4500.”

INITIAL CONTACT WHILE ENROUTE (ETA)
“JACKSONVILLE CENTER (or approach control), NAVY 6E123, ESTIMATING (intersection/NAVAID) AT 1215, 4500.” If in a climb or descent: “JACKSONVILLE CENTER (or approach control), NAVY 6E123, ESTIMATING (intersection/NAVAID) AT 1215, PASSING 6500 FOR 4500.”

COURTESY CALL
“JACKSONVILLE CENTER (or approach control), NAVY 6E123, (intersection/NAVAID).” “NAVY 6E123, JACKSONVILLE CENTER, GO AHEAD.”

INTERSECTION
Follow the below format for a position report (non-radar): P-T-A: Position - your current position Time -    of arrival at your position Altitude - current altitude, (or “passing alt” if climb/descend) P-T-P: Position - name of your next reporting point Time -    estimated time or arrival at the next reporting point Position - your next reporting point (if it is your destination, include the word “destination”) “JACKSONVILLE CENTER (or approach control), NAVY 6E123, PENSI, 40, 6500, BAEYE, 44, ATMORE.” “NAVY 6E123, JACKSONVILLE CENTER, ROGER, REPORT BAEYE.” If you are between mandatory reporting points (intersections) and directed to make contact with a different ATC facility, use the Position, Time, Altitude (PTA) format as follows: “JACKSONVILLE CENTER, NAVY 6E123, ESTIMATING BAEYE AT 44, 6500.” “NAVY 6E123, JACKSONVILLE CENTER, ROGER, REPORT BAEYE.” If the “next reporting point” is your destination, your voice report would use the following format: “JACKSONVILLE CENTER, NAVY 6E123, ATMORE 47, 6500, MONROEVILLE 55, DESTINATION.” “NAVY 6E123, JACKSONVILLE CENTER, ROGER, REPORT ATMORE.” NOTE - Have your ETA’s figured out prior to the intersection.

ALTITUDE CHANGE
“JACKSONVILLE CENTER (or approach control), NAVY 6E123, LEAVING 6500 FOR 4500.”

CONTACTING APPROACH
Use the EAR-WAR method (Estimate, Altitude, Request - Weather, Altimeter, Runway): “PENSACOLA APPROACH (or center), NAVY 6E123, ESTIMATING PENSACOLA REGIONAL AT 1235, 4500, REQUEST Weather, Altimeter, and Duty runway for Pensacola Regional.” NOTE - ATC is required to provide weather information if the pilot does not report having the current ATIS and the weather is below 1000’ ceiling and 3 sm visibility (IFR). Once approach reads back the WAR info, make your approach request: “PENSACOLA APPROACH (or center), NAVY 6E123, REQUEST A (type of) APPROACH.” Or, of you have obtained the current ATIS information prior to switching the approach frequency: “PENSACOLA APPROACH (or center), NAVY 6E123, ESTIMATE PENSACOLA REGIONAL AT 1235, 4500, WITH INFORMATION BRAVO, REQUEST A (type of) APPROACH.” The pilot may request either: a) A specific approach (i.e., TACAN 1 RWY 23, VOR “B”, ILS 14) b) a “non-specific” type of approach (i.e., “A VOR approach”). If subsequently “Cleared for a VOR approach” where there is more than one VOR approach for the airport, the pilot may choose the VOR approach of his choice.

HOLDING
“PENSACOLA APPROACH (or center), NAVY 6E123, (holding fix name), 1240, 4500.” NOTE - Request Expected Further Clearance (EFC) time anytime prior to entering holding. If you do not have destination ATIS information, and will be holding at the destination; be sure to request the Weather, Altimeter, and Duty Runway (WAR) prior to holding.

VOR OUTBOUND
If no descent is required between crossing the VOR outbound and the procedure turn: “PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND.” NOTE - This report is given only if requested by ATC. If a descent is required after passing the VOR outbound: “PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND, LEAVING (alt).”

PROCEDURE TURN INBOUND
NOTE - This report is given only if requested by ATC. “PENSACOLA APPROACH, NAVY 6E123, PROCEDURE TURN INBOUND.” If you have been handed over to Tower frequency: “REGIONAL TOWER, NAVY 6E123, PROCEDURE TURN INBOUND, GEAR DOWN AND LOCKED.”

IAF INBOUND
NOTE - This report is given only if requested by ATC. If no descent is required at the IAF inbound: “PENSACOLA APPROACH, NAVY 6E123, INITIAL APPROACH FIX INBOUND.” If a descent is required at the IAF inbound: “PENSACOLA APPROACH, NAVY 6E123, INITIAL APPROACH FIX INBOUND, LEAVING (alt).” NOTE - The name of the IAF may be used, if there is a name (i.e., “BUBBA INBOUND.”

FAF INBOUND
“REGIONAL TOWER, NAVY 6E123, FINAL APPROACH FIX INBOUND, GEAR DOWN AND LOCKED.” NOTE - The name of the FAF may be used, if there is a name (i.e., BRENT INBOUND.”

MISSED APPROACH
“REGIONAL TOWER, NAVY 6E123, MISSED APPROACH, (reason for missed approach).” When Tower turns you over to the APPROACH controller, inform ATC of the missed approach with your intentions: a) Request the same approach b) Request a different approach with lower mins c) Request clearance to your alternate