Coastie Gouge

For a more updated version of the "coastie gouge go back and look at: I4590

There are 2 categories of airspace: Regulatory and Nonregulatory (AIM 3-1-1) Regulatory: “CPR” (Class A, B, C, D, and E airspace, Prohibited areas, and Restricted areas) Nonregulatory: “CWAM” (Controlled firing areas, Warning areas, Alert areas, and MOA’s)

Within these 2 categories, there are 4 types: “CUSO” Controlled, Uncontrolled, Special use, and Other

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

Class A		B		C	D	E		G Distance from clouds/visibility:	N/A, N/A		3, Clear of clouds	5-1-2-3	5-1-2-3	<10,000’ MSL	<1200’ AGL 5-1-2-3		Day *: 1, Clear of Clouds at or > 10,000’ MSL	Night *: 5-1-2-3 1-1-1-5		>1200’ AGL but <10,000’MSL Day: 5-1-2-1 Night: 5-1-2-3 >1200’ AGL but >10,000’ MSL 1-1-1-5 (1)	Helicopter. A helicopter may be operated clear of clouds if operated at a speed that allows the pilot adequate opportunity to see any air traffic or obstruction in time to avoid a collision.
 * Basic VFR Weather Minimums (FAR 91.155 (b))


 * OPNAV says: (5-15 b) – Outside of controlled airspace, tilt-rotors in helicopter conversion mode and helicopters may be operated below 1,200’ AGL, clear of clouds, when the visibility is less than 1 statue mile if operated at a speed that allows the pilot adequate opportunity to see and avoid other air traffic and maintain obstacle clearance.

Class A – (AIM 3-2-2) Generally, 18,000’ MSL up to and including FL 600, including airspace overlying the waters within 12 nm of the coast of the 48 contiguous States and Alaska. Unless otherwise authorized, all persons must operate their aircraft under IFR.

Class B – (AIM 3-2-2) Generally, that airspace from the surface to 10,000’ MSL surrounding the nation’s busiest airports in terms of IFR operations or passenger enplanements. Individually tailored, two or more layers resembling and upside-down wedding cake. You must: be equipped with an operable two-way radio, have clearance to enter from ATC, have a private pilot certificate (or be signed off by instructor). For IFR operations, an operable VOR or TACAN receiver. Also, you need a Mode C transponder. Mode C Veil: The airspace within 30 NM of an airport from the surface upward to 10,000’ MSL. Unless otherwise authorized, aircraft within this airspace must have a Mode C transponder. (FAR 91.11, page 141) Aircraft speed: 250 KTS within Class B and 200 KTS below its layers.

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

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

Class E – (AIM 3-2-9) Generally, if the airspace is not Class A, B, C, or D, and it is controlled airspace, it is Class E airspace. Pilot certification: No specific certification required. Equipment: No specific equipment required. Arrival or Through Flight Entry Requirements: No specific requirements. Charts: Class E airspace below 14,500’ MSL is charted. Vertical limits: Except for 18,000’ MSL, Class E airspace has no defined vertical limit but rather it extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace.

7 types of Class E airspace: “SETFOOD”

Surface area designated for an airport Extension to a surface area (provides airspace to contain standard instrument approach procedures) Transition (beginning at either 700 or 1,200’ AGL used to transition to/from the terminal or en route environment) Federal Airways (extend upward from 1,200’ AGL to, but not including, 18,000’ MSL) Offshore (provide controlled airspace beyond 12 miles from the coast, specified altitude upward to, but not including, 18,000’ MSL) Other (Unless otherwise designated at a lower altitude, Class E begins at 14,500’ MSL to, but not including, 18,000’ MSL) Domestic (provide controlled airspace where there’s no requirement to provide IFR en route ATC services but the Federal airway system is inadequate)

Class G – (AIM 3-3-1) Class G airspace (uncontrolled) is that portion of the airspace that has not been designated as Class A, B, C, D or E airspace. IFR Requirements: must remain at least 1,000’ (2,000’ in designated mountainous terrain) above the highest obstacle within a horizontal distance of 4 NM from the course to be flown.

SPECIAL USE AIRSPACE “MCPRAW”

MOA (Military Operations Areas) – purpose is separate certain military training activities from IFR traffic. Controlled Firing Area – contain activities which, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft (not charted, they look out for us and stop activities). Prohibited Area – contain airspace of defined dimensions identified by an area on the surface of the earth within which the flight of aircraft is prohibited. Established for security or other reasons associated with the national welfare. Restricted Area – contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. ATC will allow you through if it’s not active, etc. Alert Area – depicted to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Warning Area – an airspace of defined dimensions, extending from 3 NM outward from the coast of the U.S. that contains activity that may be hazardous to nonparticipating aircraft. The purpose is to warn nonparticipating pilots of potential danger.

OTHER AIRSPACE AREAS

MTR’s (Military Training Routes) (AIM 3-5-1) Developed for use by the military for the purpose of conducting low-altitude, high-speed operations developed to be flown, to the maximum extent possible, under IFR. The routes at 1,500’ AGL and below are generally developed to be flown under VFR. Generally, MTR’s are established below 10,000’ MSL for operations at speeds > 250 KTS. Two types: IR (IFR Military Training Routes) and VR (VFR Military Training Routes). VR’s flight visibility shall be 5 miles or more and flights shall not be conducted below a ceiling of less than 3,000’ AGL. Route identification: MTR’s with no segment above 1,500’ AGL shall be identified by 4 number characters; e.g., IR1206, VR1207. MTR’s that include one or more segments above 1,500’ AGL shall be identified by three number characters; e.g., IR206, VR207. Nonparticipating aircraft are not prohibited from flying within an MTR; however, extreme vigilance shall be exercised when conducting flight through or near these routes.

VFR Corridors (AIM 3-5-7) – Defined as airspace through Class B airspace, with defined vertical and lateral boundaries, in which aircraft may operate without an ATC clearance or communication with ATC. Basically, a “hole” through Class B airspace.

Class B Airspace VFR Transition Routes (AIM 3-5-7) – Developed to accommodate VFR traffic through certain Class B airspace, such as Seattle, Phoenix and Los Angeles. Defined as a specific flight course depicted on a terminal area chart for transiting a specific Class B airspace. These routes include specific ATC-assigned altitudes and pilots must obtain an ATC clearance prior to entering Class B airspace on the route (unlike a VFR corridor).

Terminal Radar Service Area (TRSA) (AIM 3-5-9) – Areas where participating pilots (mandatory participation for military) can receive additional radar services which have been redefined as TRSA Service. The primary airport(s) within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled airspace which is normally Class E airspace beginning at 700 or 1,200’ AGL and established to transition to/from the en route/terminal environment. Pilots operating under VFR are encouraged to contact radar approach control and avail themselves of the TRSA Services. However, participation is voluntary (not for us military though). Charted by a solid black line and altitudes for each segment.

National Security Areas (NSA’s) (AIM 3-5-9) – Established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. When it necessary to provide a greater level of security and safety, flight in NSA’s may be temporarily prohibited by regulation under the provisions of 14 CFR Section 99.7. Regulatory prohibitions will be issued by ATA-400 and disseminated via NOTAM.

Mode C Transponder Requirements (AIM 4-1-15)

In general, aircraft must be equipped with Mode C transponders when operating:

1.	At or above 10,000 MSL over the 48 contiguous states or the District of Columbia, excluding that airspace below 2,500’ AGL. 2.	Within 30 NM of a Class B airspace primary airport, below 10,000’ MSL. 3.	Within and above all Class C airspace, up to 10,000’ MSL. 4.	Within 10 miles of certain designated airports, excluding that airspace which is both outside the Class D surface area and below 1,200’ AGL.
 * Also, all aircraft flying into, within, or across the contiguous U.S. ADIZ (Air Defense Identification Zone) are required to be equipped with a Mode C or Mode S transponder. (look at FIG 5-6-2 on AIM page 5-6-6)

SPECIAL VFR CLEARANCES (AIM 4-4-3) You need an ATC clearance prior to operating within a Class B, C, D, or E surface area when the weather is less than that required for VFR flight. All special VFR flights must remain clear of clouds. 3.	Helicopters must remain clear of clouds and may operate in Class B, C, D, and E surface areas with less than 1 statute mile visibility.

REQUIRED VOICE REPORTS (AIM 5-3-3, FIH B-6) “M SLEAT & LEW” – “LEW” is for you’re not in radar contact

Missed approach Safety of flight Loss of VOR, TACAN, ADF or ILS receiver capability or impairment Entering or departing holding or point (this covers two reports) Altitude (3 reports: VFR-On-Top altitude change, leaving an altitude, unable to climb/descend at 500 FPM) TAS varies by 5% or 10 KTS (whichever is greater) from that which was filed Leaving the FAF for a nonprecision approach or the outer marker for a precision approach ETA error in excess of 3 minutes from that which was filed Weather encountering (that was forecasted or not forecasted) TWO-WAY RADIO COMMUNICATIONS FAILURE (AIM 6-4-1) IFR conditions: “AVE F” and “AME” or “AVE of FAME”

ROUTE: “AVE F” (1st scenario that fits)	ALTITUDE: “AME” (highest of the three)

Assigned					Assigned Vectored					Minimum altitude Expected					Expected Filed

If holding and given an EFC time, then leave at the EFC. If no EFC was given, then leave at the ETA. If cleared to a point not used as an IAF, then keep going and do the same at the IAF for the approach.

HELICOPTER INSTRUMENT APPROACHES (AIM 10-1-2) 1.	Helicopters flying conventional (non-Copter) SIAP’s (Standard Instrument Approach Procedures) may reduce the visibility minima to not less than one half the Category A landing visibility minima, or ¼ statute mile visibility/1200 RVR, whichever is greater. No reduction in MDA/DH is permitted. 2.	Helicopters flying Copter SIAP’s may use the published minima, with no reductions allowed.

REQUIRED EQUIPMENT FOR IMC FLIGHT (NATOPS 4-9)

Cyclic force trim system Ministab flight control system (pitch and roll) Main generator Standby generator Battery protection circuit Instantaneous VSI Two attitude indicators (one automatically powered by approved standby battery source in the event of power loss) One operable communication system One operable navigation system appropriate to the routes to be flown Radar altimeter Other equipment as required by the operating rules (“Pitot MAAATHVNIC” in OPNAV)

REQUIRED EQUIPMENT FOR NIGHT FLIGHT (NATOPS 4-9)

“CAR Lights”

Communication radio Attitude gyro Radar altimeter Lights (all instrument and circuit breaker panel lights and all exterior lights)

OPNAV SPECIFIC INFORMATION

FLIGHT PLANNING (OPNAV 4-2) – Before commencing a flight, the PIC shall be familiar with all available information appropriate to the intended operation. Such information shall include but is not limited to: “DRAFT ‘N W”

Delays (any anticipated traffic delays) Risk assessment (prior to the flight) Alternates available (if the flight cannot be completed as planned) Fuel requirements Terminal instrument procedures (to include proper use of non-DOD approaches) NOTAMS Weather reports and forecasts

AUTHORIZED AIRFIELDS: EXCEPTIONS (OPNAV 4-2) All naval aircraft operating in CONUS are prohibited from landing at or taking off from civil airfields listed in the DOD FLIP Enroute Supplement. Exceptions to this prohibition are as follows:

“MOAT CAP”

Mission Official Business Alternate (you can use civil airfields as alternates if no military airfields are available) Transport, turboprop training command aircraft, patrol class aircraft, and helicopters. Co-located (civil airfields on which military units operate aircraft) Aircraft (flights required for the procurement, acceptance, modification, test, and delivery of aircraft) Practice (for instrument approach and low-approach training)

LANDING AREAS (When can you land at other than airfield locations (such as fields, highways, and parks))? (OPNAV 4-3) You can do it, provided:

“MSL CO”

Military requirement exists for such a landing Safeguards are taken to permit safe landing and takeoff operations without hazard to people or property Legal objections (none) •	CO’s can waive all these if the aircraft is engaged in SAR operations

FUEL PURCHASE: EXCEPTIONS (OPNAV 4-3)

“OLEA”

Official business Limited range (and necessary to complete the mission) Emergency (flight is terminated as a result of a bona fide emergency) Alternate (flight terminates at alternate is lieu of filed destination)

SIGNING THE FLIGHT PLAN (What 8 things are you signing for when you sign the flight plan?) (OPNAV 4-5)

“RAW FW PIE”

Responsibility (the PIC acknowledges responsibility for the safe and orderly conduct of the flight) Authorized (the flight has been properly authorized) Weight & Balance Flight Planning (including NOTAM service) Weather minimums and fuel requirements Passengers (have been properly briefed and manifested) Instrument rating (the PIC/each pilot has it if any portion of flight will be in IMC) Each (each pilot has received the required weather briefing)

FLIGHT WEATHER BRIEFING FORM (OPNAV 4-6)

A DD-175-1 flight weather briefing form shall be completed whenever an IFR flight plan is filed. Note: Weather brief void time cannot exceed 2.5 hours past briefing time or ETD plus ½ hour. Briefings received more than 2.5 hours prior to takeoff will be void and require rebriefing prior to departure.

IFR FILING CRITERIA (Figure 4-1, OPNAV 4-7)

Destination Weather				Alternate Weather 0-0 up to but not including Published Minimums		3,000-3 or better Published Minimums up to but not including 3,000-3	Nonprecision		Precision *Published Mins		ILS			PAR + 300-1			Published Mins		*Published Mins + 200-1/2			+ 200-1/2 3,000-3 or better					No alternate required

•	In the case of single-piloted or other aircraft with only one operable UHF/VHF transceiver, radar approach minimums may NOT be used as the basis for selection of an alternate airfield.

WEATHER CRITERIA FOR FILING (OPNAV 4-7) Flight plans shall be based on all the following:

“DR. DA”

Departure weather (actual weather at the time of clearance) Route (existing and forecast weather for the entire route of flight) Destination (for a period of 1 hour before ETA and 1 hour after ETA) Alternate (for a period of 1 hour before ETA and 1 hour after ETA)

IFR FLIGHT PLANS (OPNAV 4-7)

Regardless of weather, IFR flight plans shall be filed and flown whenever practicable as a means of reducing midair collision potential.

You can file to a destination which has forecasted weather below published minimums as long as you have an alternate that has forecasted weather of at least 3,000-3 during the period 1 hour before ETA until 1 hour after ETA.

SEVERE WEATHER WATCH BULLETINS (OPNAV 4-8)

Except for operational necessity, emergencies, and flights involving all-weather research projects or weather reconnaissance, pilots shall not file into or through areas for which the Storm Prediction Center has issued a WW unless one of the following exceptions apply:

a.	Storm development has not progressed as forecasted for the planned route. In such situations: (1)	VFR filing is permitted if existing and forecasted weather for the planned route permits such flights. (2)	IFR flight may be permitted if aircraft radar is installed and operative, thus permitting detection and avoidance of isolated thunderstorms. (3)	IFR flight is permissible in positive control areas if VMC can be maintained, thus enabling aircraft to detect and avoid isolated thunderstorms. b.	Performance characteristics of the aircraft permit an en route flight altitude above existing or developing severe storms.

MINIMUM FUEL REQUIREMENTS: FUEL PLANNING (OPNAV 4-8)

All aircraft shall carry sufficient usable fuel, considering all meteorological factors and mission requirements as computed below:

•	If you don’t need an alternate, then you must have enough fuel to get to your destination, plus a reserve of 10% of planned fuel requirements. •	If you do need an alternate, then you must have enough fuel to get to your destination initial approach fix and then to your alternate, plus a reserve of 10% of planned fuel requirements. •	In no case shall you land at your destination or alternate with the planned fuel reserve being less than that needed for 20 minutes of flight, computed as follows: (3) Turbine-powered helicopters. Compute fuel consumption based on operation at planned flight altitude.

POSITION LIGHTS (OPNAV 5-1)

Shall be displayed between 30 minutes prior to sunset until 30 minutes after sunrise or at any time the prevailing visibility as seen from the cockpit is less than 3 statute miles. During these conditions, they shall be displayed:

•	Immediately before engine start and anytime the engine(s) is running. •	When the aircraft is being towed (unless the aircraft is otherwise illuminated) •	When aircraft is parked and likely to cause a hazard (unless the aircraft is otherwise illuminated)

WEATHER MINIMUMS (OPNAV 5-15)

For special VFR within controlled airspace, the pilot must obtain authorization from ATC; ceiling and visibility must be a minimum of 500-1; aircraft must remain clear of clouds, and (except for CNATRA helicopter operations) the pilot and aircraft must be certified for instrument flight. COs can authorize helicopter special VFR flights in conditions below 500-1 for missions of operational necessity.

•	Outside of controlled airspace (which is Class G airspace), helicopters may be operated below 1,200’ AGL, clear of clouds, when the visibility is less than 1 statute mile if operated at a speed that allows the pilot adequate opportunity to see and avoid other air traffic and maintain obstacle clearance.

WEATHER CONDITIONS PRECLUDING VFR FLIGHT (OPNAV 5-15)

If bad weather is keeping you from being able to stay VFR, you can do 3 things:	“LAR”

Land (obviously staying VFR) at a suitable alternate Alter your route so you can stay VFR Remain in VFR conditions until you can change or flight plan or re-file IFR

MINIMUM ALTITUDE (OPNAV 5-17)

When out of controlled airspace and only when the mission of the flight requires otherwise, an aircraft shall not be flown less than 1,000’ above the highest terrain (2,000’ over designated mountainous terrain – in FAR/AIM), surface of the water, or obstacle within 22 miles of the intended line of flight.

In controlled airspace, an aircraft shall not be flown at less than the minimum en route altitude or the altitude specified by the agency exercising control over the airspace concerned when operating in IFR conditions.

Authorized missions may be flown at lower altitudes than specified above when operating on published IFR military training routes (IRs) that have been developed in accordance with OPNAVINST 3722.33.

INSTRUMENT FLIGHT EQUIPMENT (OPNAV 5-18)

“Pitot MAAATHVNIC”

Pitot (the heater and all vacuum pressure or electrical sources for it must operate properly) Magnetic compass with current calibration card Airspeed indicator Altimeter Attitude indicator Turn-and-slip indicator Heading indicator or gyrostabilized magnetic compass Vertical speed indicator Navigation lights Icing or deicing control Clock (displaying hours, minutes, and seconds with a sweep-second pointer or digital readout INSTRUMENT DEPARTURES: TAKEOFF MINIMUMS (OPNAV 5-19)

Standard Instrument Rating – Published minimums for the available non-precision approach, but not less than 300-1. Or, the published minimums for the precision approach for the landing runway in use but no less than 200- ½ /2,400 RVR.

APPROACH CRITERIA FOR MULTIPILOTED AIRCRAFT (OPNAV 5-19)

If you’re multipiloted, you can shoot the approach as long as you have the capability to go to your alternate if you go missed approach.

APPROACH CRITERIA FOR SINGLE-PILOTED AIRCRAFT (OPNAV 5-19)

An instrument approach shall not be commenced if the reported weather is below published minimums for the type approach being conducted. Although, once you’ve started the approach, you can continue it down to the published minimums. Absolute minimums for a single-piloted aircraft executing a precision approach are 200- ½ /2,400 RVR or published minimums, whichever is greater.

CRITERIA FOR CONTINUING INSTRUMENT APPROACHES TO A LANDING (OPNAV 5-20)

Pilots cannot descend below the prescribed MDA or DH unless they have the runway environment in sight (*FAR 91.175 and 91.189) and in their judgment a safe landing can be executed, either straight-in or from a circling approach, whichever is specified in their clearance. If visual reference is lost while circling to land from a published instrument approach, the missed approach specified for that particular procedure must be followed (the pilot should make an initial climbing turn toward the landing runway in use and continue the turn until established on the missed approach course).

Runway environment (10 things) – you cannot descend below your MDA/DH unless one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
 * FAR 91.175

“ATVR”	(A-, 5 T’s, V, 3 R’s)

1.	Approach lighting system (except you can’t go below 100’ above touchdown zone elevation using the approach lights as a reference unless you can see the red terminating bars or red side row bars too) 2.	Threshold 3.	Threshold markings 4.	Threshold lights 5.	Runway End Identifier Lights (REIL) 6.	Visual Approach Slope Indicator (VASI) 7.	Touchdown zone or touchdown zone markings 8.	Touchdown zone lights 9.	Runway or runway markings 10.	Runway lights

FINAL APPROACH ABNORMALITIES DURING RADAR APPROACHES (OPNAV 5-20)

4 reasons: “DR. PR”

Danger (field conditions, conflicting traffic, or other unsafe conditions observed from tower) Radical aircraft deviations of safe limits are exceeded Position or identification of the aircraft is in doubt Radar contact is lost or malfunctioning radar is suspected

•	You don’t have to execute a missed approach if you have the runway or approach/runway lights in sight for the above except for “Danger” – in this case it’s mandatory.

PRACTICE APPROACHES (OPNAV 5-20)

Yes, you can shoot practice approaches to an airfield where weather is reported below published minimums as long as it is not your filed destination or alternate.

ALTITUDE (OPNAV 5-21)

Helicopters in Class B, C, or D airspace shall not exceed 500’ AGL unless specifically cleared by the tower or other control agency.

NOISE SENSITIVE AREAS (OPNAV 5-22) (i.e., breeding farms, resorts, beaches, wildlife refuge areas, etc.)

These areas shall be avoided when at altitudes of less than 3,000’ AGL except in compliance with an approved: Traffic or approach pattern, VR or IR route, or Special use airspace.

INSTRUMENT RATINGS AND QUALIFICATIONS (OPNAV 13-1, 13-3) (What do you need to do to get and to keep your instrument rating?)

All naval aviators are required annually to: attend a formal TYCOM-approved instrument ground syllabus if one is available (syllabus includes a spatial disorientation review and use of non-DOD approach/departure procedures) and to satisfactorily complete a written exam (covering Federal Aviation Regulations pertaining to IMC, navigational systems and procedures, instrument approach procedures, and radio communication procedures, meteorology and DD-175 and weather briefs, etc., and instrument procedures contained in pertinent military directives).

You can renew your rating no earlier than 60 days before your current rating expires. Your current rating is valid for 12 months from the last day of the month in which the current rating expires.

The written exam must be completed with a grade of Qualified within 60 days prior to commencing the evaluation flight.

To initially get your standard instrument rating, you need 50 hours of instrument pilot time under actual or simulated instrument conditions. You also need to successfully complete a NATOPS instrument evaluation.

Within the previous 6 months, you need 6 hours as pilot under actual or simulated instrument conditions and a total of 12 instrument approaches (6 precision, 6 nonprecision).

Within the previous 12 months, you need 12 hours as pilot under actual or simulated instrument conditions and a total of 18 instrument approaches (12 precision, 6 nonprecision).

One half of the above mentioned can be met using major flight simulator devices.

CNATRA is authorized to issue an initial instrument rating when we receive our wings.

COs can extend the expiration date of your rating up to 90 days following return from a deployment.

NATOPS JACKET (OPNAV A-1)

Four sections: Part A		Flight personnel training/qualification jacket review and certification record Part B		PCS orders (most recent) Part C		Medical information (flight physicals, most current up chits, etc.) Part D		Flight equipment issued

You are not permitted to put anything into or take anything out of your NATOPS jacket. You hand carry them with you to your next unit.


 * The Aviators Flight Log Book is the official document of pilot history (OPNAV A-12).

IMPORTANT FREQUENCIES (Figure 4-1-1 on page 4-1-3 of AIM)

Guard			243.0 FSS			122.2 or 255.4 (“___ Radio”) EFAS (Flight Watch)	122.0 (“___ Flight Watch”) MULTICOM		122.9 UNICOM		122.7, 122.8, 122.725, 122.975 or 123.0

SELF-ANNOUNCE POSITION AND/OR INTENTIONS (AIM 4-1-4) (Practice Approaches)

Make the following calls on CTAF:

•	Departing FAF (nonprecision approach) or the outer marker (precision approach) •	Established on final •	Upon completion or termination of the approach •	Upon executing the missed approach procedure

Minimum Vectoring Altitude (AIM glossary) – The lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized (obviously) for radar approaches, departures, and missed approaches. It meets IFR obstacle clearance altitude. It’s only available to controllers and not to pilots. The MVA in each sector provides 1,000’ above the highest obstacle in nonmountainous areas and 2,000’ in designated mountainous areas. Each sector boundary is at least 3 miles from the obstruction determining the MVA.

Contact Approach (AIM glossary and 5-4-41) – An approach wherein an aircraft on an IFR flight plan, having an ATC authorization, operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface. This approach will only be authorized when requested by the pilot (cannot be initiated by ATC) and the reported ground visibility at the destination airport is at least 1 statute mile. That contact approach will be made to an airport having a standard or special instrument approach procedure. The pilot assumes the responsibility for obstruction clearance.

Standard Terminal Arrival (STAR) (AIM glossary and 5-4-1) – A pre-planned instrument flight rule (IFR) ATC arrival procedure published for pilot use in graphic and/or textual form. STAR’s provide transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.

Visual Approach (AIM glossary and 5-4-40) – An approach conducted on a instrument flight rules (IFR) flight plan which authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot must, at all times, have either the airport or the preceding aircraft in sight. This approach must be authorized and under the control of the appropriate ATC facility. Reported weather at the airport must be ceiling at or above 1,000’ and visibility of 3 miles or greater (VFR 1,000-3).

•	Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to the airport. It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired.

•	Conducting a visual approach does not alter IFR flight plan cancellation responsibility.

•	Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to change to advisory frequency.

WEATHER


 * AIM’s section 7 is a very, very detailed explanation of weather and weather report formats, etc. You’ll never know everything there is to know (it’s ridiculous how much information there is), so just know the basics.  Some of the basics are as follows:

AWOS (Automated Weather Observation System) – Available at many non-tower airports and at some airports with control towers. The automated instruments measure at least the wind, visibility, ceiling, and station pressure. Station pressure is converted to altimeter setting, and all of the observations are processed through a voice synthesizer. Some AWOS installations may measure additional items.

ASOS (Automated Surface Observation System) – Basically an AWOS on steroids, reporting even more things such as precipitation type. Engineered to be receivable to a maximum of 25 NM from the ASOS site and a maximum altitude of 10,000’ AGL.

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

EN-ROUTE ADVISORIES

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

For a live brief from a weather specialist at an AFSS, you may use the en-route flight advisory service (EFAS) on 122.0 MHz. When calling, you need to use the pro-words "flight watch" and give your approximate position. (Example: "Boston Flight Watch, Cessna THREE FOUR X-RAY, ten east of Kennebunk VOR.") You may also file a pilot report (PIREP) with flight watch, if you observe conditions that were not forecast. If you are at low altitude and unable to contact flight watch, you may still get some useful information by listening to their communications with other aircraft, or you may pass your request via a remote communications outlet (RCO) to a regular AFSS briefer. The recordings are either HIWAS (hazardous in-flight weather advisory service) or TWEB (transcribed weather broadcast) and are found on the voice portion of certain radio navigation aids. To find these, you need to look at the navaid data blocks on your sectional chart. You'll see the letter H or T in a small circle at the upper right corner of the block. FSS (Flight Service Station) (AIM 7-1-1) – Can give briefings tailored to your flight and are available 24 hours a day. The common frequency for all AFSS’s is 122.2. You may get an official brief by calling one of the FAA's regional Automated Flight Service Stations (AFSS). The number 1-800-WX-BRIEF (1-800-992-7433) will connect you to an AFSS in your region. In most cases, you'll be offered a menu that includes the PATWAS and TIBS recordings for airports in the region, or you may choose to speak with a live briefer.

You make the brief official by giving your aircraft tail number when the briefer answers. Always remember that the FAA briefer will be busy, especially if there is any weather around, so let him or her know what you want, but be concise. If this is to be the first official pre-flight briefing for your mission, you'll want a "standard" brief. The briefer also needs to know how you'll be filing (visual or instrument flight rules), your departure and destination airports, route or operational area, cruising altitude, and time frame. Then, be ready to copy quickly while you listen.

EFAS (En Route Flight Advisory Service) (AIM 7-1-6) – Designed to provide en route aircraft with timely and meaningful weather advisories pertinent to the type of flight intended, route of flight, and altitude. Provides communications capability for aircraft flying at 5,000’ above ground level to 17,500’ MSL on a common frequency of 122.0. Contact “Flight Watch” by using the name of the ARTCC facility identification serving the area of your location, followed by your aircraft identification, and the name of the nearest VOR to your position. If you don’t know what flight watch covers the area you’re flying in, make the call saying, “Flight Watch, Navy1E123, ___ VOR,” and the facility will respond using the name of the flight watch facility. EFAS is not used for opening or closing flight plans, etc. En route flight advisories are tailored to the phase of flight that begins after climb-out and ends with descent to land.

There are 3 types of inflight aviation weather advisories:

•	SIGMET (Significant Meteorological Information) •	Convective SIGMET •	AIRMET (Airmen’s Meteorological Information)

•	Two other weather products supplement these Inflight Aviation Weather Advisories: The Severe Weather Watch Bulletin (WW’s) with associated alerts (AWW) and The Center Weather Advisories (CWA’s).

SIGMET(WS)/AIRMET (WA)	(AIM 7-1-12) Advises of nonconvective weather that is potentially hazardous to all aircraft. The maximum forecast period is 4 hours. However, conditions that are associated with hurricanes are valid for 6 hours. Advisories are considered “widespread” because they must be either affecting or be forecasted to affect an area of at least 3,000 square miles at one time. SIGMET’s in the conterminous U.S. are issued for the following: severe icing not associated with thunderstorms, severe or extreme turbulence or clear air turbulence not associated with thunderstorms, dust storms or sandstorms lowering surface or inflight visibilities to below 3 miles, volcanic ash. SIGMET’s in Alaska and Hawaii are also issued for: tornadoes, lines of thunderstorms, embedded thunderstorms, and hail greater than or equal to ¾ inch in diameter. SIGMET’s are identified by an alphabetic designator from November through Yankee excluding Sierra and Tango (Sierra, Tango and Zulu are reserved for AIRMET’s).

CONVECTIVE SIGMETS (WST)	(AIM 7-1-12) Convective SIGMET’s are issued in the conterminous U.S. for any of the following: severe thunderstorms (due to surface winds greater than or equal to 50 KTS, hail at the surface greater than or equal to ¾ inches in diameter, and tornadoes), embedded thunderstorms, a line of thunderstorms, and thunderstorms producing precipitation greater than or equal to heavy precipitation affecting 40% or more of an area at least 3,000 square miles. Any Convective SIGMET implies severe or greater turbulence, severe icing, and low-level wind shear.

AIRMET (WA)	(AIM 7-1-13) AIRMET’s are advisories of significant weather phenomena but describe conditions at intensities lower than those which require the issuance of SIGMET’s. AIRMET’s are intended for dissemination to all pilots in the preflight and en route phase of flight to enhance safety. AIRMET bulletins are issued on a scheduled basis every 6 hours. There are 3 different types of AIRMET’s (Sierra, Tango and Zulu):

•	Sierra – describes IFR conditions and/or extensive mountain obscurations. •	Tango – describes moderate turbulence, sustained surface winds of 30 KTS or greater, and/or nonconvective low-level wind shear. •	Zulu – describes moderate icing and provides freezing level heights.

SEVERE WEATHER WATCH BULLETINS (WW’S) and ALERT MESSAGES (AWW’S)	(AIM 7-1-14)

WW’s define areas of possible severe thunderstorms or tornado activity. They are unscheduled and are issued as required. An AWW is issued just before the WW is issued.

DEFINITIONS THAT YOU SHOULD KNOW (OPNAV Glossary beginning on page xxiii):

Actual Instrument Approach – When actual instrument conditions are encountered below 1,000’ above the airport/flight deck elevation during an instrument approach.

Actual Instrument Conditions – Conditions external to the aircraft in flight that do not permit visual reference to the horizon. Flight – For helicopters, a flight begins when the aircraft lifts from a rest point or commences ground taxi and ends after airborne flight when the rotors are disengaged or the aircraft has been stationary for 5 minutes with rotors engaged.

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

Instrument Meteorological Conditions – Meteorological conditions expressed in terms of visibility, distance from clouds, and ceiling less than the minimums specified for visual meteorological conditions. IMC conditions exist anytime a visible horizon is not distinguishable.

Instrument Time – The portion of pilot time in either day or night under actual or simulated instrument conditions. A.	Actual instrument time will be logged by both pilots in a dual/multipiloted aircraft during flight in actual instrument conditions. B.	Simulated instrument time shall be logged only by the pilot manipulating the controls.

Local Flying Area – The local flying area shall not exceed 350 miles from an air installation…

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

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

Pilot In Command – The pilot assigned responsibility for safe and orderly conduct of the flight.

Simulated Instrument Conditions – Conditions external to the aircraft in flight are visual meteorological conditions (VMC), but pilot vision is limited primarily to the interior of the aircraft.

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

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