I4302

Approaches: ILS (2) LOC (1) PAR (1)
 * Filed for NDZ 304 (not in the old RWOP but added as a read and initial)
 * ILS 17 at Crestview (Bob Sikes) The call is "Bob sikes traffic, Navy Helicopter 123 is X miles to the N for a low approach to RWY 17, Bob Sikes"
 * Hold at Gallon (it comes quickly be prepared to intercept by reading the radial on the GPS and doing point to point.
 * LOC 17 CEW
 * ILS Y 32 at NDZ
 * PAR at NDZ

Don't wing the intersection holding, think about it and practice your entries.

=VOR procedures=

VOR

 * 108.0-117.95 MHz
 * Developed to replace ADF because unlike ADF, weather does not affect it.
 * Most VORs have voice capability (unless with a W (VORW))
 * Some VORs broadcast ASOS/AWOS or TWEB
 * Station passage = TO/FROM indication
 * No DME so timing timing timing.
 * Use waypoints in the NAV radio, make sure you are in VOR mode, hit the USE button.
 * Make sure needles point to NAV not ADF
 * Make sure you are in NAV 1 for your CDI/HSI to work correctly
 * ID station using the NAV 1 button on the audio control panel (right next to COMM 1, COMM 2, and MRKR buttons).

VOR holding
Instrument and Navigation 4-12
 * 1. TIME (note time on initial arrival over holding fix)
 * 2. TURN (to the appropriate outbound heading)
 * 3. TIME (begin timing when wings level or abeam the fix, whichever occurs last)
 * 4. TRANSITION (slow to 80 KIAS)
 * 5. TWIST (set inbound course in CDI/HSI if TACAN/VOR holding)
 * 6. TALK (make voice report (PTA))
 * 7. After 1 minute, turn to intercept holding radial/bearing (TAIL-RADIAL-TURN). Track inbound to the fix.
 * 8. Reaching the fix fly the published heading outbound, turn inbound, time if required, intercept radial, note and apply crab correction and track.
 * 9. Reaching the fix, note the time needed to fly inbound, use this info to adjust outbound timing to ensure 1 minute timing inbound. Double the crab correction outbound. Turn inbound and correct subsequent orbits as necessary.
 * 10. Update EFC time at least 5 minutes prior to EFC.

VOR orientation
Instrument and Navigation 4-3
 * 1. Tune and ID the station
 * 2. Ensure the VOR/ADF needle is in the proper position.
 * 3. Determine the radial/course as applicable.

VOR receiver checks (airborne, ground)
Navigation Workbook 3-10 and AIM 1-1-4

VOR Test Facility

An operational check of equipment is necessary prior to each IFR flight, consisting of:
 * an accuracy check of the CDI and HSI course deviation bar and RMI needles
 * a check to ensure proper sensing of the TO/FROM indicator
 * a check to ensure proper reaction of the warning flag
 * a check to ensure 10o CDI / HSI deviation needle swing from center to each side.

Check for VOR receiver accuracy by:
 * A. VOR TEST FACILITY(VOT) – VOT facilities are identified in the Enroute Supplement and the Low Alt. Enroute Chart. Tune to the designated freq. rotate the HSI and CDI pointers to North. The bar should center with a “FROM” indication. Rotate the needles to South and the bar should center with a “TO” indication. The RMI needle for the selected NAV receiver will read “N or S”. Tolerance ± 4 ° for CDI/HSI/RMI. Two ways to identify the test signal are continuous dots or 1020 Hz tone.

Certified Airborne and Ground Check Points
 * 1. Certified airborne or ground check points my also be used for navigation checks. Many airports have the check points an the airport surface, or over specific landmarks while airborne in the immediate vicinity of the airport. For ground check points, you must ask at airport operations, or Check the NOAA AIRPORT/FACILITY DIRECTORY. The List of VOR Airborne Check Points is published in the Area Planning *Documents (AP/1, AP/2, AP/3) under country listing.
 * For example, in the AP/1, chapter 3: “Crestview, FL (Bob Sikes) – 106 °, 8.6 NM; over rot bcn; 1200’.”
 * 2. Should an error > ±4 ° be indicated through use of the ground check, or 6 ° using the airborne Check. IFR flight shall not be attempted without first correcting the source of the error.

Dual system VOR NAV Receiver Installed
 * 1. If dual system VOR NAV Receiver (units independent of each other except for the antenna) are installed an the aircraft, check one system against the other. Tune both systems to the same VOR facility and note the indicated bearing. The max. permissible variations between the two indicated bearings is 4 °.
 * 2. If no check signal or Point is available the NAV receivers may be checked in flight.
 * a. Select & VOR radial that lies along the centerline of an established VOR airway.
 * b. Select ground point along the radial > 20 miles from the VOR facility and fly over the point at 1000 – 3000’
 * c. Note bearing indicated over the ground point. Max. variation between published radial indicated bearing is 6 °.
 * 3. Check CDI/HSI bar needle swing to verify that it will swing 10 ° right and left. Permissible error is 5 to 12 ° from the course selected with the CDI/HIS course pointer.
 * 4. TACAN: Military bases normally designate a specific ground point for checking TACAN receivers. Ground check tolerances are within ±4o of the designated radial and within ½ mile or 3% of the distance to the facility, which ever is greater.
 * 5. The effectiveness of VOR navigation depends upon proper use and adjustment of both ground and airborne equipment.
 * a. Accuracy: ±1 °
 * b. Roughness: On some VOR’s minor course roughness may be observed, evidenced by course needle or brief flag alarm activity. The pilot may occasionally observe a brief course needle oscillation, similar to the indication of “approaching station”. Certain helicopter rotor speeds may cause VOR course disturbances or fluctuation CDI/HSI. Slight changes to the RPM setting will normally smooth out this roughness that sometimes occurs during COMM/NAV checks at flight idle. Increasing the twist grip will steady up RMI/CDI/HSI needles.

VOR station passage
Instrument and Navigation 4-2 When you get a TO-FROM indication

VOR tracking
Instrument and Navigation 4-5
 * 1. Turn to the inbound or outbound bearing/radial
 * 2. Apply a wind correction.
 * 3. Correct for drift
 * 4. Establish a track
 * 5. Cross check for drift
 * 6. With TACAN/VOR, set CDI/HSI to tracking course

=ILS/Localizer Procedures=
 * Localizer transmitter operates on one of 40 ILS channels between 108.10 to 111.95 MHz.
 * UHF glideslope trans operates on one of 40 ILS channels between 329.15 to 335.00 MHz
 * Glidepath projection angle is normally 3 ° above horizontal intersecting MM at about 200 and the OM at about 1400 feet above runway. *Normally usable out to 10NM
 * The localizer signal is transmitted at the far end of the runway, and is adjusted for a course width of (full scale fly-left to a full scale fly-right) of 700 feet at the runway threshold.
 * Localizer provides course guidance throughout the descent path to the runway threshold from a distance of 18 NM from the antenna between an altitude of 1000 feet above the highest terrain along the course line and 4500 feet above the elevation of the antenna site.
 * No RMI needle (parked at 90/270) so use it for something else
 * Back up ILS with localizer and timing if need be.

Localizer procedures

 * Same as other non-precision approach techniques… (WRNTB, 6Ts at IAF and FAF etc)
 * Required altitudes are defined on approach plate as in any other non-precision approach.

Back course localizer procedures

 * When executing a back course localizer approach, reverse sensing occurs in the CDI. Therefore you must fly AWAY from the CDI needle deflection.
 * HSI will NOT reverse sense if front course is twisted in.

ILS procedures

 * Same as other approach techniques… (WRNTB, 6Ts at IAF and FAF etc)
 * Intercept final approach course as CDI/HSI begins to center
 * Intercept glideslope as glideslope indicator begins to center.
 * During ILS, intercept glideslope by reducing power as GSI begins to center from the top.

Marker beacons

 * OM = aircraft at appropriate altitude on the localizer course intercepting ILS glidepath. Modulated at 400 Hz and identified with continuous dashes at the rate of two dashes per second and a blue marker beacon light.
 * MM = aircraft at approximately 3500 feet from landing threshold. Approximately 200 feet above the elevation of the touchdown zone.  Modulated at 1300 Hz and identified with alternate dots and dashes keyed at 95 dot/dash combos per minute and an amber marker beacon light.
 * IM = aircraft at designated DH on the glidepath between MM and landing threshold. Modulated at 3000 Hz and identified with continuous dots keyed at six dots per second and a white marker beacon light.

Compass locator

 * When Compass locator is part of the ILS installation (NDB), RMI works for ADF orientation, intercepts, holding, etc.

LOC orientation

 * When a compass locator is part of the ILS installation, orientation is simply a matter of ADF orientation.

LOC tracking

 * Full scale deflection is 21/2° either side of centerline when outside cone of localizer
 * In the cone, each dot represents 11/4° deviation from the localizer course.
 * I don't know where the above information comes from but if you look in the Instrument workbook on page 5-13 it says the glideslope full deflection is .7° and the localizer full deflection is 3°-6° depending on the ground facility. On page 5-22 it says each dot (on the HSI) on the lateral deviation scale represents 11/4°
 *  Full scale deflection of LOC is 2.5°. Each dot on HSI represents 1/2°. Thanks for making me look it up, jerks.-

LOC holding

 * With an ADF for station passage or TACAN type if ILS has DME

=Glideslope Failure= If a glideslope indicator disappears on the CDI/HSI during the approach, descend no lower than published localizer minima, or if not published, no lower than circling minima for your category aircraft.

"Inoperative glide slope. When the glide slope fails, the ILS reverts to a nonprecision localizer approach." (AIM 1-1-9j)

=Course Receiver Failure= If the localizer fails, the ILS approach is not authorized. If course deviation bar is fully deflected when inside of final approach fix and runway is not in sight, execute missed approach

"Inoperative localizer. When the localizer fails, an ILS approach is not authorized." (AIM 1-1-9j)

=CAT II/III ILS=

ILS Minimums The lowest authorized ILS minimums, with all required ground and airborne systems components operative, are:
 * (a)Category I Decision Height (DH) 200 feet and Runway Visual Range (RVR) 2,400 feet (with touchdown zone and centerline lighting, RVR 1,800 feet), or (with Autopilot or FD or HUD, RVR 1,800 feet);
 * (b)Special Authorization Category I DH 150 feet and Runway Visual Range (RVR) 1,400 feet, HUD or DH;
 * (c)Category II DH 100 feet and RVR 1,200 feet (with autoland or HUD to touchdown and noted on authorization, RVR 1,000 feet);
 * (d)Special Authorization Category II Reduced Lighting DH 100 feet and RVR 1,200 feet with autoland or HUD to touchdown and noted on authorization, (touchdown zone, centerline lighting and ALSF-2 are not required);
 * (e)Category IIIa No DH or DH below 100 feet and RVR not less than 700 feet
 * (f)Category IIIb No DH or DH below 50 feet and RVR less than 700 feet but not less than 150 feet
 * (g)Category IIIc No DH and no RVR limitation.

Note: Special authorization and equipment are required for Cat II and III.

(AIM 1-1-9i)

The TH-57C is a CAT I aircraft, so the big take-away most IPs seem to want is simply the knowledge that if an ILS plate has a big CAT II/III printed on it, it's a no-go for you. Memorizing all the other category limits is overkill.

=Takeoff/Approach/landing minimums (RWOP/3710.7U)= Takeoff (OPNAV 3710.7T 5.3.3.1) Approach Approach: Helo specific (OPNAV 3710.7U 5.3.5.1) Note: This does not apply for planning purposes. Eg, if your destination's approach requires 500-1, and the weather is 500-1/2, you cannot plan for that approach. If the weather is 500-1 when you plan, and drops to 500-1/2 in flight, then you can utilize the ability to cut vis requirements in half and attempt the approach. Landing (OPNAV 3710.7U 5.3.5.4)
 * Published mins for the non precision approach to the duty no less than 300-1 <--- not necessarily the duty, any available approach (must be the active runway, see OPNAV)
 * Published mins for the precision approach to the duty no less than 200-1/2
 * When reported weather is at or below published landing minimums for the approach to be conducted, an approach shall not be commenced in multi-piloted aircraft unless the aircraft has the capability to proceed to a suitable alternate in the event of a missed approach. (OPNAV 3710.7U 5.3.5.2)
 * An instrument approach shall not be commenced (in single-piloted aircraft) if the reported weather is below published minimums for the type approach being conducted. (OPNAV 3710.7U 5.3.5.3)
 * Practice approaches may be commenced with below weather mins provided that 1. you don’t intend to land there, 2. it is not your alternate or destination, and 3. you have the required mins at your destination and your alternate. (OPNAV 3710.7U 5.3.5.7)
 * Helicopters and tilt-rotor-required visibility minimum may be reduced to one-half the published visibility minimum for Category A aircraft, but in no case may it be reduced to less than one-fourth mile or 1,200 feet RVR.
 * Helicopter procedures visibility may not be reduced. Helicopter procedures and reduced Category A visibility recognize the unique maneuvering capability of the helicopter and tilt-rotor are based on airspeeds not exceeding 90 knots on final approach.
 * Pilots shall not descend below the prescribed minimum descent altitude(MDA) or continue an approach below the decision height (DH) unless they have the runway environment in sight and in their judgment a safe landing can be executed, either straight-in or from a circling approach, whichever is specified in their clearance.

=Precision Minima= OPNAV 3710.7U 5.3.5.3

Absolute minimums for a single-piloted fixed wing aircraft executing a precision approach are 200-foot ceiling/height above touchdown (HAT) and visibility 1/2-statute-mile / 2,400 feet RVR or published minimums, whichever is higher. (What about the 1/4 mile 1200 RVR for Helicopters?-OPNAV 3710.7U 5.3.5.1)

=Straight in Approach/Circle to land= Straight-in approach Circle to land
 * An instrument approach wherein final approach is begun without first having executed a procedure turn. Not necessarily completed with a straight in landing or made to straight in landing minimums.
 * A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight in landing from an instrument approach is not possible or is not desirable. This maneuver is made only after Air Traffic Control authorization has been obtained and the pilot has established required visual reference to the airport.

=Option Approach= An approach requested and conducted by a pilot which will result in either a touch and go, missed approach, low approach, stop and go or full stop landing. This is usually requested by an instructor so that they can run students through training senarios requiring the student to decide whether to land or not.

OPTION APPROACH (AIM 4-3-22.) The "Cleared for the Option" procedure will permit a …. pilot the option to make a touch-and-go, low approach, missed approach, stop-and-go, or full stop landing. …. The pilot should make a request for this procedure passing the final approach fix inbound on an instrument approach or entering downwind for a VFR traffic pattern. …… This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval.

=Lost comm on NDZ stereotype flight plans= If being vectored for an approach: If being vectored to a South Whiting GCA: While in the GCA pattern:
 * When VMC, maintain VMC and join course rules to either NDZ or NOLF and land.
 * When IMC, or unable to maintain VMC: (AVE F)
 * Proceed by the route Assigned in the last ATC clearance received. If being radar vectored, by the Direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance.  In the absence of an assigned route, by the route that ATC has advised may be Expected in further clearance, or in the absence of an assigned route or a route expected, by the route Filed on your flight plan.
 * Execute that approach.
 * Proceed to the IVORY IAF for the ILS RWY 32 approach.
 * Attempt radio contact with South Whiting Tower, proceed VFR if able and intercept course rules. If unable, maintain 1700’ MSL direct to *IVORY for the ILS RWY 32 approach.
 * While on the South Whiting GCA final:
 * If no transmissions are received by 15 seconds on the ASR or 5 seconds on the PAR RWY 32 final approach, or by 3 DME, attempt radio contact with South Whiting Tower and proceed VFR, if able. If unable and at or above 1700', maintain 1700’ MSL until the final approach fix (FAF) and proceed with final portion of the NDZ ILS RWY 32. If below 1700ft MSL, execute missed approach by making a climbing left turn to 220 and 1700 ft MSL and proceed direct IVORY.  If unable to regain comms, proceed with an ILS or TACAN Rwy 32 approach.
 * Radar/Tower shall immediately notify TRACON in the event of lost communications.
 * Be alert for Tower light gun signals.
 * NOTE: squawk 7600 and make all calls in the blind.

=HAA/HAT/HAL= HAA (Height Above Airport) HAT (Height Above Touchdown) HAL (Height Above Landing)
 * The height of the minimum descent altitude above the published airport elevation. This is published in conjunction with circling minimums
 * The height of the Decision Height or Minimum Descent Altitude above the highest runway elevation in the Touchdown Zone (first 3000 feet of the runway). HAT is published on instrument approach charts in conjunction with all straight in minumums (i.e. if the box in the approach plates has a "S-" in front of the type of approach, then it's a HAT whereas if there is no "S-" it's a HAA).
 * The height above a designated helicopter landing area used for helicopter instrument approach procedures.