11-202V3 Flight Operations Flashcards
When can a destination be filed to (4.15)
4.15. IFR Flight. Do not depart IFR unless the weather conditions at the destination, from 1 hour before to 1 hour after the estimated time of arrival (ETA), is forecast to be at or above the lowest compatible published approach minimums. (T-1) Note: Temporary (TEMPO) conditions may be below compatible published approach minimums. Exception: MAJCOMs may authorize filing to a destination with weather below the lowest compatible published approach minimums after publishing supplemental recovery procedures. Reference Attachment 7 for the IFR Filing and Weather Decision Tree.
When in an alternate required (4.16)
4.16. IFR Alternate. File an alternate airfield when:
4.16.1. A compatible instrument approach procedure is not available at the destination
airfield. (T-0) [14 CFR Part 91.169]; or,
4.16.2. Weather forecasts indicate, from 1 hour before to 1 hour after the estimated time of
arrival at the destination airfield, including TEMPO conditions, are less than indicated below.
Note: Alternate requirement may be cancelled en route if weather conditions improve at
destination to exceed these requirements:
4.16.2.1. A ceiling of 2,000 feet above the airfield elevation and a visibility of 3 statute
miles [14 CFR Part 91.169]. (T-0) AFMAN11-202V3 10 JANUARY 2022 55
4.16.2.2. (Helicopter only) A ceiling of 1,000 feet (or 400 feet above the lowest
compatible approach minimums, whichever is higher) and a visibility of 2 statute miles
[14 CFR Part 91.169]. (T-0)
4.16.2.3. Forecast crosswinds are outside aircraft limitations. (T-3)
What disqualifies an alternate (4.16.4)
4.16.4. For selection of an alternate: Do not depart IFR unless the prevailing weather at the alternate, from 1 hour before to 1 hour after the estimated time of arrival, including TEMPO conditions (except those caused by thunderstorms, rain showers, or snow showers), is forecast to be at or above:
4.16.4.1. A ceiling of 1000 feet, or 500 feet above the lowest compatible approach
minimums, whichever is higher; and a visibility of 2 statute miles or 1 statute mile above
the lowest compatible approach minimums, whichever is higher. (T-1)
4.16.4.2. (Helicopter only) A ceiling of at least 200 feet above, and a visibility of at least 1
statute mile above the lowest compatible approach minimums [14 CFR Part 91.169]. (T-0)
4.16.4.3. If there is not a compatible instrument procedure published or available at the
alternate, the weather forecast, from 1 hour before to 1 hour after the estimated time of
arrival, including TEMPO conditions, must permit a descent from the minimum en route
altitude, approach and landing under basic VFR [14 CFR Part 91.169]. (T-0) Note:
Paragraph 4.16.5 does not apply when utilizing this option.
4.16.4.4. Refer to paragraph 4.17 when planning to use a GNSS-based approach at an
alternate.
Control and performance method (A4.2)
A4.2. Control and Performance Method.
Aircraft performance is achieved by controlling the aircraft attitude and power. A pilot accomplishes instrument flight by controlling an aircraft’s attitude and power to produce controlled and stabilized flight without reference to a visible horizon. This overall process is known as the “control and performance” method of instrument flying. The control and performance method is applied through the use of control, performance,
and navigation instruments, resulting in a smooth flight from takeoff to landing.
A4.2.1. The control and performance method has four procedural steps:
A4.2.1.1. Establish an attitude and power setting on the control instruments that results
in the desired performance.
A4.2.1.2. Trim (e.g., fine tune the control surfaces) the aircraft until control pressures are
neutralized. Trimming for hands-off flight is essential for smooth, precise aircraft control.
It allows a pilot to attend to other flight deck duties with minimum deviation from the
desired altitude.
A4.2.1.3. Cross-check the performance instruments to determine if the established
attitude or power setting is providing the desired performance. The cross-check involves
both seeing and interpreting. Determine the magnitude and direction of adjustment
required to achieve the desired performance if a deviation is noted.
A4.2.1.4. Adjust the attitude, power setting, or both on the control instruments as
necessary. A4.2.2. Proper control of aircraft attitude results from proper use of the AI, knowing when to change the attitude, and smoothly changing the attitude a precise amount. The AI provides an immediate, direct, and corresponding indication of any change in aircraft pitch or bank
attitude.
A4.2.2.1. Changing the “pitch attitude” of the aircraft symbol by precise amounts in
relation to the artificial horizon makes pitch changes. These changes are measured in
degrees or bar widths depending on the type of AI. The amount of deviation from the
pilot’s desired performance determines the magnitude of the correction.
A4.2.2.2. Changing the “bank attitude” of the aircraft symbol by precise amounts in
relation to the bank scale makes bank changes. The bank scale is normally graduated at 0
degrees, 10 degrees, 20 degrees, 30 degrees, 60 degrees, and 90 degrees and may be
located at the top or bottom of the AI. Bank angles used for instrument turns are normally
the desired number of degrees to turn not to exceed 30 degrees (e.g., 20 degrees of bank
for a 20 degree turn, 30 degrees of bank for a 30 degree turn, 30 degrees of bank for a 90
degree turn).
A4.2.3. Proper power control is the result of smoothly establishing or maintaining desired
airspeeds in coordination with attitude changes. Power changes are made by throttle
adjustments while referencing power indicators. Power indicators are not affected by factors
such as turbulence, improper trim, or inadvertent control pressures. Experience in an aircraft
teaches a pilot approximately how far to move the throttle(s) to change the power a given
amount. Knowledge of approximate power settings, cross-checking the power indicator(s),
and then fine tuning prevents fixating on performance instruments and over-controlling
power.
ILS usable range (8.6.2)
8.6.2. (NAS Only) FAA criteria defines the standard service volume for a localizer in accordance with the reduced localizer service volume of 18 nautical miles within the 10 degree sector and 10 nautical miles for the remainder of the coverage [AIM 1-1-9].
Localizer vs LDA (8.7.2)
8.7.2. (NAS Only) A localizer offset more than 3 degrees from runway centerline is considered a localizer type directional aid (LDA) [FAA Order 6750.24E, Instrument Landing System and Ancillary Electronic Component Configuration and Performance Requirements].
Even though the LDA isn’t aligned with the runway, straight-in minimums can be published when course alignment doesn’t exceed 30 degrees between the course and runway.
NAVAID station passage (A5.3.1-)
A5.3.1. For VOR and VOR/DME navigation, station passage occurs when the TO-FROM indicator makes the first positive change indicating FROM.
Established on track (15.23)
**15.23. Established on Track. ** [ICAO Doc 8168 Volume 1] The aircraft is not “established on track” until within the any of the following limits:
16.15.23.1. Within half-full-scale deflection.
17. 15.23.2. Within +/-5 degrees of the required bearing for NDB.
18. 15.23.3. (NAS Only) Within full-scale deflection for LOC.
19. 15.23.4. Within 1X the required accuracy for RNAV or RNP segments flown [AIM 5-5-16].
Aircraft category (Table 4.2)
4.22. Aircraft Category. [ICAO Doc 8168 Volume 1] Aircraft approach category is equal to the stall speed (Vso) multiplied by 1.3 or stall speed (Vs1g) multiplied by 1.23 in the landing configuration at the maximum certificated landing mass. If both Vso and Vs1g are available, the higher resulting speed is used (Table 4.2). Use the minima corresponding to the category determined during aircraft certification or higher.
A Less than 91 knots
B 91 knots – 120 knots
C 121 knots – 140 knots
D 141 knots – 165 knots
**E **166 knots or more H
Helicopters Note: Helicopters may use CAT A minima.
Weather for arrival (14.2)
**14.2. Weather. **Do not begin a descent or commence an approach when the reported weather at the destination airfield is below the lowest compatible approach minimums. (T-1)
Weather changes during arrival (14.2.3)
14.2.3. If the reported weather decreases below lowest compatible approach minimums after beginning a descent, receiving radar vectors for an approach, or established on any segment of an approach prior to the missed approach point (MAP), the approach may be continued to the appropriate MAP and a landing may be accomplished if all criteria for landing are met.
Requirements prior to initial descent (14.6)
**14.6. Initial Descent. ** Before starting descent, review instrument procedures and weather, check heading and attitude systems, and coordinate lost communication procedures, if necessary. If holding is not required, reduce to maneuvering airspeed before reaching the IAF. During the descent, control descent rate and airspeed to comply with any altitude or speed restrictions imposed by ATC.
NTA position reports (14.16.2-3)
**14.16.2. ** In addition to required VFR CTAF calls, make position reports at the following locations on the approach:
14.16.2.1. Departing the FAF inbound.
14.16.2.2. Established on the final approach segment or immediately upon being released by ATC.
14.16.2.3. Completion or termination of the approach.
14.16.2.4. Executing the missed approach procedure.
**4.16.3. **Many VFR pilots operating near the airfield may not be familiar with fix names. Location should be referred to in the simplest terms. For example, use “5 miles south” instead of “ALEXX Intersection.”
Equipment required for an approach (15.11)
**15.11. Equipment Required for an Approach. ** [ICAO Doc 8168 Volume 1] A slash (/) indicates that more than one type of equipment may be required to execute the final approach (Figure 15.1). Additional equipment may be required to execute the other portions of the procedure (Figure 15.2). All navigation equipment that is required for the execution of the approach procedure and not mentioned in the procedure identification should be identified in the notes on the chart. In general, a note charted on the plan view (e.g., RADAR REQUIRED) indicates equipment that is required to transition from the en route environment to the instrument procedure.
Methods of executing procedure turn (15.28-30)
15.28. Procedure Turn - 45°/180°. The 45°/180° starts at a facility or fix IAF and consists of the following (Figure 15.21):
15.28.1. A straight outbound leg with course guidance limited by time, radial or distance; 15.28.2. A 45 degree turn commenced at the designated radial or DME fix, or at the completion of the published timing requirement;
15.28.3. A timed straight leg without track guidance. Begin timing upon initiating the 45 degree turn. Time for 1 minute (Categories A and B) or 1 minute and 15 seconds (Categories C, D, and E); timing is mandatory under ICAO. (T-0) Note: Adjust the time or distance on the outbound track to ensure the reversal is initiated at a point specified on the instrument procedure if so depicted, or the maneuver is completed within the specified “remain within” distance.
15.28.4. The 180-degree turn is made in the opposite direction of the 45-degree turn to intercept the inbound track.
15.29. Procedure Turn – 80°/260°. The 80°/260° starts at a facility, fix, or IAF and consists of the following (Figure 15.22):
15.29.1. A straight outbound leg with course guidance limited by time, radial or distance; Note: Adjust the time or distance on the outbound course to ensure the reversal is initiated at a point specified on the instrument procedure if depicted, or the maneuver is completed within the specified “remain within” distance.
15.29.2. An 80 degree turn commenced at the designated radial or DME fix, or at the completion of the published timing requirement, followed immediately by;
15.29.3. A 260 degree turn in the opposite direction to intercept the inbound track.
15.30. Base Turn or (NAS Only) Teardrop.
[ICAO Doc 8168 Volume 1, Section 4, Chapter 3; AIM 5-4-9] This procedure consists of intercepting and maintaining a specified outbound track, timing or DME distance from a facility or fix, followed by a turn to intercept the inbound track (Figure 15.23). The base turn must be flown as depicted. (T-0) More than one track may be depicted depending on aircraft category (Figure 15.24).
