Navigation Flashcards
What is proper crew rest?
12-hour rest opportunity prior to beginning the flight duty period
Alcohol rule?
12 hour bottle to throttle or if impaired by alcohol or any other intoxicating substance (effects and after-effects)
When will a physical or psychological condition prevent one from flying?
When it is detrimental to the safe performance of flight duty
Is self-medicating permitted for flight ops?
No, unless cleared IAW para 3.7.2
Blood, plasma or bone marrow donation DNIF
72 hours
Compressed gas diving (SCUBA), surface supplied diving, aircraft pressurization checks exceeding 10 minutes in duration below sea level or hyperbaric chamber exposure DNIF
24 hours
What is crew rest?
free time and includes time for meals, transportation, opportunity for 8 hours of uninterrupted sleep.
cannot begin until the completion of official duties
it is compulsory; minimum of 12 hours
When can crew rest be reduced to 10 hours?
3 or more consecutive FDPs of at least 12 hours are scheduled to maintain a 24 hours work/rest schedule; used for 24 hour clock cycles, not convenience
What is required for any reduction in the 12 hour crew rest period?
Transportation, meals and quarters for 8 hours of uninterrupted rest
When does the FDP begin and end?
When air crew first reports for official duty and ends at final engine shutdown after the final flight of the completed mission
How long can the FDP be extended for unforeseen delays?
2 hours
Consider reducing the FDP when?
post-flight duties may exceed 2 hours
Instrument Flight Rules (IFR)
NAS only, term used by pilots and controllers to indicate flight plan type
Also indicates weather conditions that are less than VFR minimum requirements
Instrument Meteorological Conditions (IMC)
conditions (vis, distance from clouds and ceilings) less than VMC minima
Visual Flight Rules (VFR)
procedures for conducting flight under visual conditions
used in US to indicate conditions equal to or greater than min VFR requirements; also type of flight plan
Visual Meteorological Conditions (VMC)
conditions (vis, distance from clouds and ceilings) equal to or better than specified minima
Weather Information Prioritization
MROOF
- MAJCOM-approved weather source (OSS)
- Regional Operational Weather Squadron (OWS)
- Other DOD weather sources
- Other US Government weather facilities/services
- Foreign civil or military services if above options aren’t available
When to file a flight plan?
Either on the ground or airborne whenever practicable (IFR or VFR)
Who signs the flight plan?
The PIC
When can a destination be filed to?
- When weather conditions at destination +/- 1 hour from ETA is forecasted to be at or above the lowest compatible published approach minimums
- TEMPO conditions may be below this criteria
- MAJCOMs may authorize filing below this minima with appropriate recovery procedures
When is an alternate required?
(Think backup plan/fuel)
- compatible instrument approach procedure is not available at the destination airfield
- weather forecast +/- 1 hour from ETA at destination including TEMPO conditions are less than 2,000 ft AGL ceilings, 3SM and winds are out of limits.
What disqualifies an alternate?
- unmonitored navaid
- does not report weather observations
- alternate note authorized (ANA symbol)
- any not disqualifying the airfield/ compatible approaches in the “A IFR Alt Mins” section
When to declare min/emer fuel?
When aircraft may land at intended destination with less than MDS-specific minimum reserve or emergency fuel
Fuel reserves requirements?
Enough usable fuel to increase total planned flight time between refueling points by 10% (up to a maximum of 45 minutes) or 20 minutes, whichever is greater
Alternate fuel requirements?
- fuel required for an approach and missed approach at intended destination if vis only weather criteria is used at destination
- fuel required for missed is not required when ceiling and vis criteria is used
Minimum weather for departure (IFR)
- When weather conditions at destination +/- 1 hour from ETA is forecasted to be at or above the lowest compatible published approach minimums
- TEMPO conditions may be below this criteria
- MAJCOMs may authorize filing below this minima with appropriate recovery procedures
Circling approach requirements
forecast weather must meet both ceiling and prevailing vis minimums
Leading level offs?
- pitch corrections = VVI of 1x to 2x the amount of altitude deviation prevents overshoots
- begin pitch change to level off 10% of the VVI rate
IFR climb performance
- ensure aircraft can meet/exceed climb gradient of 3.3% or 200fpm or published climb gradient, whichever is higher
- all engines operating to enroute structure or altitude at or above minimum IFR altitude within the enroute structure (1000ft above tallest obstacle within 4nm of the course to be flown)
Minimum turn altitude after takeoff?
400 feet above DER altitude, unless required by published procedure/ATC
What do published/ATC climb gradients not account for?
Low close-in obstacles; low close-in obstacle clearance not assure when complying with IFR climb gradients
IFR DER crossing restrictions
- TERPS = 0ft
- ICAO = 16ft
- NAS (hardened >/= 6000ft) = 0ft
- NAS (Unhardened Rwy + Rwy < 6000ft) 0-35ft
How is an obstacle departure procedure (ODP) described in the Trouble T section?
- OBSTACLE is included in the procedure title
- Aircraft cannot be vectored off of an ODP/issued altitude lower than published ODP altitude until at min vectoring altitude (MVA) or min IFR altitude
When will a pilot not fly a diverse departure? (ODP)
- When a standalone graphic ODP is present
- published ODP listed in Trouble T section of the terminal procedures publication
What is the obstacle identification surface surface ratio/climb gradient?
OIS is equivalent to 152 feet per nautical mile or 40:1
Non-standard IFR takeoff Minimums
- provided for pilots to see and avoid obstacles when they penetrate 40:1 OIS within 3SM from DER
- wx must be at least published minimums for departure (ceiling and vis)
- climb gradient of 200ft/NM or greater
Visual Climb Over Airport (VCOA)
departure for IFR aircraft operating in VMC wanting to conduct climbing turns over the airfield
Reduced Takeoff Runway Length Procedure (RTRL)
- artificial limit of TO distance available due to obstacles penetrating OIS by 35 feet or less to achieve standard climb gradient
Diverse Vector Area (DVA)
- created to use radar vectors in lieu of an ODP when an ODP has already been established
- assessed for departures without a specified ground track
Specific ATC Departure Instructions
- include a heading and altitude
- do not apply wind drift corrections
- must be above
Standard Instrument Departure (SID)
- simplifies clearance delivery procedures
- provide protection from obstacles
- are not ODPs and may not be flown unless approved by ATC
- Heavy black line = SID
- thin black line = transition route
- higher than standard climb gradients are published on the SID
- if unable to fly SID, include “NO SID” in flight plan
- adhere to published speed restrictions
MAJCOM Certified Procedures
- created for restricted areas/contingency operations
- for specific aircraft at specific locations w/
- MAJCOM-specific training required before flying
What are Takeoff Obstacle Notes (climb gradient/distance required)
- obstacles within 3SM of DER/climb gradient greater than 200 ft/NM
- listed in the “TAKE-OFF OBSTACLE NOTES” in the trouble-T section
- obstacles to be seen and avoided
What are low close-in obstacles?
- Obstacles requiring a climb gradient greater than standard for a very short distance, only until the aircraft is 200 feet above the DER
When is supplemental oxygen use required?
- Supplemental O2 will be used anytime the cabin pressure exceeds 10,000 ft
- Cannot operate above 14’000 feet MSL without supp. O2
- Not exceed 1 hour between 10,000 and 12,500 without supp. O2
- Not exceed 30 minutes between 12,500 and 14,000 without supp. O2
- Supp O2 will be used by all occupants operating between 14000 and FL250
Right of way rules
- Distress aircraft
- Same category, altitude and converging; aircraft to right has right of way
- right of way category priorities = balloons, gliders, aircraft towing/refueling other ac, airships, rotary/fixed-wing aircraft
- head on collision aircraftavoid each other
- overtaken aircraft has right of way; overtaking aircraft must alter course
- established on final approach; if 2 aircraft are established on final, then the lower ac has priority (do not use to cut in front of or take advantage of other aircraft)
Minimum IFR altitude
- On airways, no lower than published mins
- off air ways no lower than, Off Route Obstruction Clearance Altitude (OROCA), Off Route Terrain Clearance Altitude (ORTCA)
- altitude that provides at least 1000ft of clearance above all obstacles within 4NM of course to be flown non mountainous (2000ft mountainous)
Aircraft speed restrictions
- 250 KIAS below 10,000 (exceeding 250 only permitted in international airspace/mission requirements dictate, ICAO or host nation rules permit, necessary to maintain the min safe airspeed as prescribed by flight manual)
- Will not exceed 200 knots below 2500 AGL and 4NM of primary airport (class C/D airspace) unless authorized by ATC/required for safe operation
- 200 knots in airspace below class B airspace or VFR corridor through class B airspace
Hazard avoidance; severe conditions & thunderstorms
- PIC will not operate in forecast or actual severe conditions, includes areas of moderate to occasional severe/moderate to severe turbulence
- PIC will not intentionally fly into a thunderstorm/IMC near thunderstorms without operable wx radar
VFR Weather minimums
- Do not operate VFR unless able to maintain flight vis or cloud clearances listed in tables 12.1 and 12.2
- No VFR within lateral boundaries of controlled airspace designated to the surface when ceilings are less than 1000 feet
- When conditions prevent completing the mission under VFR, alter route, obtain an IFR clearance, or land at a suitable location
- VFR flight plans still require closure (not automatic)
VFR hemispheric altitudes
- Only fly VFR hemispheric altitudes when operating above 3000 AGL unless authorized by ATC
- exception = military aircraft conducting hurricane recon
- do not apply these altitudes with holding in pattern holds of 2 minutes or less (NAS)
Altitude over non-congested, congested, national recreational area
- 500 feet of any person, vessel, vehicle or structure
- 1000 foot vert separation above highest obstacle within 2000ft radius
- No lower than 2000 AGL over national parks, monuments, seashores, lakeshores, recreation areas etc (n/a to MTRs, low levels, special use airspace)
Flight following services
- provided if requested, ATC workload/equipment permitting
- provides separation from IFR traffic and participating VFR
- ultimate traffic separation still rests on PIC
Options if unable to maintain VFR
- anticipate IMC and alter route to maintain VMC unless safety dictates
- if unable to maintain VMC, transition to inst. coord IFR clearance and cancel VFR flight plan
- land at another suitable location
Closing a VFR flight plan
- not automatically closed, PIC must ensure flight plans are closed to prevent SAR efforts from being coordinated
Flying direct
- Pilots will not file direct/accept a clearance that requires navigating direct to a nav fix unless primary nav equipment is certified for appropriate RNAV capability
- must reply unable if equipment not available
- request radar vectors/alternate routings
Alternate vs substitute use RNAV
- Suitable RNAV equipment may be used as substitute means of nav/alternate means of nav on conventional routes and procedures
- Comply with RNAV MAJCOM guidance
Allowed use (RNAV)
- determine aircraft position from a NAVAID
- nav to and from a NAVAID
- hold over a NAVAID/DME nav fix
- ## fly an arc based on DME
Prohibitions (RNAV)
- substituting for a NAVAID providing lateral course guidance on final for a VOR/TACAN/NDB approach (may be approved through MAJCOM if NAVAID is OOS)
- lateral nav on localizer based courses without referencing raw localizer data
- use of a procedure identified as NA without NOTAM exception
Standard holding pattern
Racetrack design consisting of 2 180 degree turns to the right and two straight legs; nonstandard is to the left
Maximum holding airspeeds (NAS)
- 6000 to 14000 is 200 KIAS
- 14000 to 19999 is 230 KIAS
- 20000 and above is 265 KIAS
Maximum holding speeds (ICAO)
- 6000 to 14000 = 170 (A/B) & 230 (C/D/E)
- 14000 to 20000 = 240
- 20000 to 34000 = 265
- +34000 = 0.83 mach
Holding Length
- At or Below 14000 MSL = 1 minute legs
- Above 14000 MSL = 1.5 minute legs unless otherwise told by ATC
- Can also be determined by a limiting radial for shorter hold lengths
What is the timing based on? (ICAO)
- outbound legs, beginning over or abeam the fix whichever occurs later
- is abeam cannot be determined, begin once turn outbound is complete
What is timing based on? (NAS)
- timing is based on inbound leg; timing adjusted as necessary to achieve proper inbound leg time
Drift corrections?
Triple the drift: triple the inbound calculated drift correction; allows for constant AOB turns when turning inbound/outbound while holding
IFR alternate weather minimums
- some civil/foreign approaches have alternate mins/alternate not authorized “ANA” in remarks (nonstandard)
- USAF pilots are not required to comply with these minimums; other requirements may apply however
- See IFR alternate mins for pertinent info
ANA symbol
informs pilots that specific approach cannot be used to qualify airfield as an alternate due to unmonitored navaid/lack of weather reporting service
Straight in/sidestep approach weather
- forecast weather must meet required mins
Circling approach weather
- forecast weather must meet both the ceiling and prevailing vis minimums
“Cleared Tyler One arrival”
- follow lateral profile of arrival, descent not authorized
“Cleared Tyler One arrival, descend and maintain FL240”
- follow lateral profile
- descend to cleared altitude until told otherwise/”descend via”
“Cleared Tyler One arrival, descend pilots discretion, maintain FL180”
- follow lateral profile of arrival
- descend at pilots discretion to FL180 until told otherwise/”descend via”
“descend via the Tyler One arrival”
- descend at pilots discretion while meeting altitude restrictions and later profile restricitons
descend via the Tyler One arrival, except after GRANT maintain 9k
- lateral profile
- descend at pilot’s discretion and comply with altitude restrictions until at ATC assigned altitude
descend via the Tyler One arrival, except cross SCOTT at 9k then maintain 6k
- lateral profile
- descend at discretion and comply with published altitude restrictions, cross point at ATC assigned altitude then descend to ATC “maintain” altitude
proceed directly to DILLY, cross DILLY at/above FL200, then descend via the Tyler One arrival
- proceed direct to point
- follow lateral arrival of arrival
- descend at pilots discretion to published or ATC assigned altitude to ATC assigned point then comply with published altitudes
Vectors to intercept final approach
- unless requested by pilot, vectors provide at least 3 miles from FAF at max angle of 45 degrees (30 degrees in NAS)
Altitude prior to the approach
- maintain last assigned altitude when cleared until established on published segment of the instrument approach procedure
- may descend once inside TAA sector to minimum altitude depicted unless otherwise told by ATC
Airspeed prior to the approach
- approach clearance = previously assigned airspeeds unless adjustments are restated
- speed adjustments should not be assigned inside of the FAF/5 miles from rwy, whichever is closer
- can always be rejected by pilot
TORA
- Takeoff run available
- suitable for ground run of aircraft
- typically physical length of runway
TODA
TO+DA
- TakeOff Distance Available
- takeoff run + any remaining runway/clearway beyond the TORA
- pilots will not use TODA without MAJCOM guidance
- certs, perf data, and operating rules must allow for TORA to be used
ASDA
- Accelerate-Stop Distance Available
- rwy + length suitable for acceleration or deceleration when aborting a TO
- may be longer or shorter of physical length of rwy
LDA
- Landing Distance Available
- length available for landing an aircraft
- less than physical length or length remaining beyond displaced threshold
Practice approaches under VFR requirements
- VFR cloud clearances/visibilities
- terminal radar services when available
- make all position reports
- receive ATC approval to fly the published missed
Required NTA calls
- Departing the FAF inbound
- established on the approach after being released by ATC
- completion/termination of the approach
- executing the missed
Circling Only approach
- name of approach is followed by a single letter beginning with the letter “A” (circling mins will only be available)
Visual Approach
- IFR procedure conducted in VMC under IFR clearance
- radar service automatically terminated once freq change approved
If glideslope fails
- reverts to an approach without glidepath guidance
If unestablished
- approach must be discontinued
ILS critical area
- ceilings less than 800ft and 2 miles vis, no aircraft/vehicles are allowed within/over the critical area (ILS FAF and rwy)
Flying a localizer BC
- set published front course prior to beginning the approach
- LOC BC (back course)
- front course refers to the inbound course
Descent below DH/MDA/DA
- only descend if sufficient visual references (rwy environment) exists
- aircraft in safe position to safely land
Descent below 100ft AGL
- only descend if red termination bars or red side row bars are visible /identifiable
Emergency Safe Altitude (ESA)
- provides 1000ft of obstacle clearance (2000 mountainous) within 100 NM of facility/fix
Minimum Sector Altitude (MSA)
- at least 1000 ft of obtacle clearance with 25nm of facility/fix
- can be expanded on conventional nav systems to 30 nm
- can be divided into 4 sectors/subsectors
precision and non precision FAF ID
- precision approach FAF = glideslope intercept (lightning bolt symbol)
- Non-precision FAF = maltese cross w/ minimum recommended altitude or when established inbound on final approach course where no maltese cross is depicted
- cross the FAF at final approach speed and configured
When to start timing?
- timing required when approach does not terminate at a published fix; begin timing when passing the FAF/start timing point (indicated by timing block)
- OM, NDB or crossing radial, DME fix maybe a timing point
- speeds in timing charts are based on ground speed
When is timing not allowed
- when it is not specifically depicted on an approach
What constitutes the rwy environment
RRRVTTA
- Rwy or rwy markings
- rwy end identifier lights
- rwy lights
- visual glideslope indicators
- threshold/threshold markings/threshold lights
- touchdown zone/touchdown zone markings/touchdown zone lights
- approach light system
Executing the missed prior to the MAP
- pilot will adhere to published altitude restrictions/ground track unless told otherwise
- no turns allowed until reaching the MAP
Circling missed approach
- loss of visual reference/unsafe landing = missed approach
- execute a climbing turn, remain within protected circling area, turn to toward rwy of intended landing and return to circling altitude/higher
- continue turn until established on missed approach course/alternate instructions
Inop approach lighting system
DOD > Legends > Gen Info and Legends
Calculating descent rate
Figure 16.7 pg 202 of v3
Use of constant descent final approach
- used for non-precision approaches
- begins at or above the FAF alt to approx 50 feet above the rwy threshold/flare maneuver should begin
- if CDFA is not used height mins are increased (ICAO)
Industry practice derived decision altitude
- altitude above the MDA where a missed approach should be initiated
Landing gear reporting procedures
- must report gear down before crossing the threshold; no response necessary from ATC
- may omit the call if multiple crew positions are onboard and it has been verified interplane priolr to crossing threshold
Land and hold short operations (LAHSO)
- do not accept LAHSO clearance without MAJCOM training
- PIC has final authority to continue TO, landing, touch and go when LAHSO in effect
Class A vis and cloud clearances
not applicable
Class B vis and cloud clearances
- 3SM clear of clouds
Class C & D vis and cloud clearances
- 3SM
- 500 below
- 1000 feet above
- 2000 horizontal
Class E & G below 10,000 MSL vis and cloud clearances
- 3SM
- 500 below
- 1000 feet above
- 2000 horizontal
Class E & G above 10,000 MSL vis and cloud clearances
- 5SM
- 500 below
- 1000 feet above
- 2000 horizontal
Standard Formation
- 10 feet vert separation and no more than 1 mile lat/long
