T-1A Navigation Checkride Study Guide ao 9 Sept 2011 FILING IFR: 11-202V3 8.

1 Pilots must fly IFR if (WANA-P): Weather conditions do not permit VFR Airspace rules require IFR (Class A) Operating aircraft at night Operating in excess of 180 KTAS within (not simply crossing) federal airways To the max extent possible Can I File to a Destination? (RAT-PAW-TT) R Runway length A Approach to be flown T Towered airfield P P field (JAMIE C W) A Alternate W Weather T TOLD T Trouble T RUNWAY REQUIRMENTS (R A T P A W T T) AFI 11-2T-1v3 3.3.3.1 Takeoff: the minimum runway length for T-1A takeoffs is 6,000 ft, critical field length (CFL), or the distance required to reach reference zero (takeoff ground run + takeoff flare distance), whichever is greater. Note the minimum useable runway is computed between arresting cables located on or above the runway surface Landing: the minimum runway length for full stop landings is 6,000 feet or computed landing distance, whichever is greater If the tabular data landing distance is within 1,000 ft of the total useable runway for landing, aircrews must use the longer of the performance chart or tabular data landing distance Touch and Go: the minimum useable runway length for touch and go landings must be equal to or greater than the applicable touch and go distance but never less than 6,000 feet Touch and go distances reflect the most restrictive of the go or stop option from the appropriate decision point (T/F) The applicable touch and go distance allows acceleration, rotation, and climb to reference zero by departure end, or deceleration to stop within the runway remaining Width: minimum width is 100 feet RCR: minimum RCR for all operations must be 12 or greater APPROACH REQUIRMENTS (destination requirements for filing purposes) (R A T P A W T T) 11-202v3 ch 8 Destination with a published radar approach (ASR/PAR): For pilots to fly a published radar approach or instrument approach procedure that requires radar to define a fix (RADAR REQUIRED on an approach plate) essential for flying the approach, a non radar facility (VORTAC, TACAN, etc.) must provide a positive aircraft position within 25 NMs of the airfield

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Pilots operating in Class A airspace may file to the nearest non radar facility or fix (regardless of distance from the terminal) and request radar vector service to the terminal Identifying the MAP 11-217v1 12.2.1.7.1 The middle marker may never be used as the sole means of identifying the MAP. If the middle marker is the only way to identify the MAP (e.g. no timing published and DME out of service), then the approach is not authorized TOWER REQUIREMENTS (R A T P A W T T) Flight to uncontrolled fields - Unknown source (AETC) All uncontrolled fields used on a regular basis for training must have a volume training LOA Non Towered Airfields 11-2T-1v3 3.15 With a certified IP in either pilot seat, T-1A aircrews may conduct operations a non towered public use airfield with the following restrictions: Day, single ship only Weather at or greater 3,000/3; winds must be in limits All patterns and approaches will be flown to a low approach unless landings are specifically permitted in the LOA Aircrews will monitor CTAF or UNICOM and make proper radio calls No more than 2 aircraft (total) Left hand traffic, no tactical patterns Except for Climbout after takeoff, maximum speed is 200 KIAS Instrument approaches will be flown under an IFR Clearance P FIELDS (R A T P A W T T) 11-202v3 4.5.3, IFR Sup Civil P Field US civil airport wherein permit covers use by transient military aircraft Unless restricted by MAJCOM, pilots may file to or land USAF aircraft at US civil airports (P-coded in the IFR SUP) when: (JAMIECW) Joint use airfield (think C-Springs and Peterson AFB or KMSP (has a guard/reserve unit)) Alternate (no suitable military alternate) MAJCOM approval AETC aircrews are authorized to file to or land at P fields on the AETC volume training list Aircrew may also fly instrument approaches to a low approach under IFR at P fields not on the AETC LOA list on a noninterference basis Necessary in the recovery of interceptor aircraft Emergency C-coded aircraft (C-5, -17, etc.) Wing/CC and airport manager approval ALTERNATE REQUIRED (R A T P A W T T) 11-202v3 8.7 Conditions Requiring an Alternate: (WWW-R-RUM) Weather An alternate is required when the worst weather (TEMPO or prevailing) at the ETA ( 1 hour) for the first point of intended landing (or each point of intended landing on a stopover flight plan) does not permit a VFR descent from the MIA (see below) and is less than: A ceiling of 2,000ft and a visibility of 3 SM

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AETC if two or more suitable independent precision approaches are available and operable for the airport of intended landing at ETA ( 1 hour), an alternate is required when the worst weather (TEMPO or prevailing) at the ETA for the first point of intended landing does not permit a VFR descent from the MIA and is less than a ceiling of 1,500 ft and a visibility of 3 SM A suitable independent precision approach is one that is suitable for the weather and available equipment on the aircraft, navaids used for each approach are independent of each other (ILS 13C and 31C at DLF would not count), and are not OTS or U/S MIA Minimum IFR altitude the lowest safe altitude permitted to be flown under IFR. Normally, this is the lowest published IFR altitude (i.e. MEA, MOCA, OROCA, or ORTCA) for a given area, non including any portion of an IAP. However, an MIA can be an MSA pulled from an approach plate. Winds (AETC only) 11-2T-1Av3, LAFB 11-201v4 Aircrews will file an alternate if, for the ETA ( 1 hour) at the destination, the forecast winds exceed aircraft technical order limits Aircrews should not plan to stop at airfields where the winds, forecast or actual, steady state or gusts, exceed 35 knots Aircrews should not conduct ground operations or touch and goes when winds, steady state or gusts, exceed 35 knots Weather reporting capability Lack of weather reporting capability lack of ATIS, AWOS, etc Radar required all suitable approaches have RADAR REQUIRED on the approach plate RVSM (AETC only) 11-202v3 8.7.2.6 Noncompliant aircraft when denial of accommodation to RVSM airspace would prevent the aircraft or flight from reaching its planned destination, a suitable alternate will be designated that does not require accommodation i.e. you file an altitude in RVSM airspace (> FL280) as a T-1A and plan fuel burn based on a cruise altitude of FL380 and your fuel planning is dependent on attaining an altitude of FL380 Unmonitored navaid required navaids are not monitored by an ATC facility Minimums (new) the point of intended landings lowest compatible approach weather minimums are greater than or equal to 1,500 ft ceiling or 3 SM visibility Selecting an alternate Weather Alternate with a compatible published instrument approach procedure Except for TEMPO conditions for thunderstorms and snow/rain showers, the forecasted prevailing weather conditions for an alternate airport (ETA 1 hour) must meet or exceed: a ceiling of at least 500 ft above the lowest compatible approach minima and a visibility of at least 2 SM or published visibility minima, whichever is greater +500, 2 or greater Alternate without a published or compatible instrument procedure Forecast weather for the ETA (1 hour) must permit a VFR descent from the MIA to a VFR approach and landing Or under specific MAJCOM instructions Other factors preventing use of an aircraft as an alternate: (WWW-A-RRUG) Weather (as above)

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Winds (AETC only) Weather reporting A NA is displayed on all compatible approach plates (A NA designation means either navaids are unmonitored or there is not weather reporting capability). Additionally, when the FLIP A designation is displayed on all compatible approach plates, an associated note applies. The non-standard alternate minimums do not apply to USAF aircraft, but the notes associated with the non-standard minimums do apply. Radar required RVSM (AETC only) Unmonitored navaids GPS is the only available navaid Weather Memory Aid 231-5352, AoA, LGEGE Requiring an alternate 231-5352, AoA, LGEGE Local weather less than (<) 2,000 and (A) visibility less than 3 SM All approaches require ceiling greater than or equal to (GE) 1,500 or (o) 3 SM vis Minimums drop to 1,500 and 3 SM vis if two or more suitable independent precision approaches are available (AETC) Alternate checks? 231-5352, AoA, LGEGE A ceiling at least (GE) 500 ft above minima and (A) visibility 2 SM or published, whichever is greater Local Area Waiver 11-2T-1v3 3.8.3.2.1 For local flying operations, aircrews do not have to designate an alternate if all of the following conditions exist: Departure and destination airfields are the same An IP or flight examiner is a crew member Ceiling and visibility are reported and forecast to remain at or above 1,500 ft and 3 miles for ETE + 2 hours WEATHER (ENVIRONMENTAL) CONSIDERATIONS (R A T P A W T T)11-203v3 8.5 Destination with a published instrument approach procedure: Pilots may file IFR to a destination with a published instrument approach capable of being flown with navigational equipment aboard the aircraft A published instrument approach is one developed by NGA, NACO, AF approaches, or host or commercially available approaches (Jeppesen) Destination without a published instrument approach procedure: If there is no compatible published approach at the destination, pilots may file a composite IFR/VFR flight plan to: A point en route where forecast weather at ETA ( 1 hour) allows continued flight to the destination under IFR A point served by a published approach procedure where forecast weather at ETA ( 1 hour) allows the pilot to descend to VFR conditions and continue to the destination under VFR IFR filing weather requirements Temporary conditions Pilots may file to a destination with a forecast that includes temporary (TEMPO) changes in ceiling and/or visibility lower than prescribed but an alternate may be required Fixed wing aircraft requirements

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Weather for the ETA ( 1 hour) at destination or recovery base must be at or above the lowest compatible published landing minimums, or suitable PWC, for the aircraft concerned, whichever is greater For a straight in or sidestep approach, the forecast weather must meet only the published visibility requirements of that approach For a circling approach, the forecast weather must meet both the ceiling and prevailing visibility requirements Night 11-2T1v3 3.6.3, 3.6.4 Filing Do not file to a destination other than your home field unless there is an operable straight in approach with glide path guidance Aircrews may perform en route descents at facilities with no glide path guidance if they descend no lower than the published MDA PAPIs, VASIs, precision guidance systems, or GPS vertical navigation constitute acceptable guidance Do not file to a destination at night if a circling approach is the only available approach For night IFR operations, alternates must have an operational instrument straight in approach Night VFR patterns Ceiling and visibility must be 2,000/3 or circling minimums, whichever is higher Must be a familiar field Visual and/or instrument glide path (including GPS vertical navigation) guidance must be available and used by the aircrew for all off station night landings Turbulence 11-2T-1v3 3.8.1.1 The T-1A will not be flown in areas of forecasted or reported severe turbulence, severe icing, freezing rain, or freezing drizzle. If severe icing or turbulence is encountered on a mission, but was not forecast, ensure appropriate weather personnel are notified as soon as possible LAFBI 11-201v4 1.5.5.1.2 Discontinue all mountainous low level operations in actual moderate turbulence or if moderate turbulence has been reported in the previous 2 hours Wake turbulence 11-202v3 5.26.4.1 Notify ATC when encountering wake turbulence on any approach Turbulence penetration T.O. 1T-1A-1 7-3 Turbulence penetration speed is 200 KIAS or 0.58 Mach, whichever is lower Do not chase airspeed or altitude TAF turbulence decoding ex 520004 (see FIH sec C) Turbulence designator is 5 (520004) Next digit is the intensity (520004) Next three digits is the base in hundreds of feet (520004) Last digit is the thickness in thousands of feet, add to base to get layer top (520004) Thunderstorms 11-2T-1v3 LAFB Sup Aircrews will avoid thunderstorms by at least 10 NM below FL 230 and at least 20 NM at or above FL 230 Aircrews should not plan to depart, or conduct flight operations, when thunderstorms are within 10 NM of LAFB At out base locations, when thunderstorms are between 5-10 NM, crews must ensure departure planning allows for an immediate turn (400 AGL minimum) to begin a turn away from the thunderstorm If any adverse affects of the storm have reached the field (gust front winds, heavy rain, etc.) do not take off Operations into thunderstorms 11-202v3 5.26

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Operations in the vicinity of hazards unless MAJCOM approved, USAF aircraft will not be operated in any forecast or actual severe condition (i.e. severe icing, turbulence, actual bird watch condition severe, etc.) The PIC shallot intentionally operate into a thunderstorm except when operating on a MAJCOM approved mission specifically requiring thunderstorm penetration Pilots shall not fly in IMC in the vicinity of actual thunderstorms without operable radar, unless specifically approved by MAJCOM Pilots will not takeoff, land, or fly an approach at an airport where thunderstorms are producing hail, strong winds, gust fronts, heavy rain, lightning, windshear, or microbursts Flight planned route - when forecast, observed, or reported hazardous weather activity (thunderstorm or other severe weather condition) affects the planned route, pilots will alter the route of flight to avoid the hazard, delay the scheduled mission, or proceed to a suitable alternate Thunderstorm penetration Target penetration speed of 200 KIAS or 0.58 Mach, whichever is lower Trim for a known condition and do not chase the performance instruments Additional Thunderstorm Guidance (47 OGV FAQ from AETC A3FV, AFFSA) AETC pilots are to take the reasonable man approach to thunderstorm or other severe weather conditions. Thunderstorms or other severe weather conditions are not the possibility of pop up thunderstorms that we experience in the summer. Thunderstorms associated with frontal passage or other forecast phenomena are grounds for re-routing The key words in the 11-202v3 are affect the route of flight and to avoid the hazard. A general forecast for thunderstorms after 14Z in western Texas does not affect route of flight yet. Lightning Lightning strikes are most likely to occur within 5,000 ft and 8 C of the freezing level Local lightning procedures Lightning watch A lightning watch is in effect 30 minutes prior to a thunderstorm within 5 NM of the airfield Aircrew and maintenance personnel may continue normal activities Lightning warning Lightning has been observed within 5 NM of LAFB Take immediate shelter When a warning is declared while performing a walk around, take shelter If a warning is declared after engine start but before taxi, shut down and take shelter If a warning is declared while taxiing, taxi back to the appropriate row, but do not taxi into a parking spot. Wait in the jet until it is safe for maintenance personnel to return. Aircrew may shut down due to fuel constraints. Remain in the aircraft until ground personnel are available to pin the gear and chock the aircraft Wind and Windshear Wind 11-2T-1v3 LAFB Sup Aircrews should not plan to stop at airfields where the winds, forecast or actual, steady state or gusts, exceed 35 knots Aircrews should not conduct ground operations or touch and gos when winds, steady state or gusts, exceed 35 knots Squadron SUP approval is required to continue operations with reported steady state winds above 35 knots Windshear T.O. 1T-1A-1 7-4 Windshear Defined

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Windshear is a change of wind speed and or direction over a short distance along the flight path. Severe windshear is that which produces airspeed changes greater than 15 kts or vertical speed changes greater than 500/min Windshear takeoff procedures Use the longest suitable runway Use 10 flaps Increase rotation speed up to 10 kts (if performance data allows) Do not reset the airspeed bugs Do not decrease pitch below normal after liftoff in attempt to increase airspeed at low altitude Reference groundspeed Defined Reference groundspeed is the expected groundspeed on final at approach speed in a no shear condition Computed by subtracting the surface headwind component (adding tailwind component) from approach true airspeed Loss shear If actual groundspeed is less than reference groundspeed, you can expect a decreasing headwind condition or loss of shear during the approach Reference groundspeed actual groundspeed = X. fly approach speed + X Gain shear If actual groundspeed exceeds reference groundspeed, you can expect a decreasing tailwind condition or gain shear during the approach Actual groundspeed reference groundspeed = X Fly approach speed and monitor actual groundspeed. If shear is abrupt, airspeed will increase by X Windshear approach procedures A difference of 15 kts or more indicates the presence of significant wind shear Use the longest suitable runway that avoids suspected areas of wind shear Compute reference groundspeed Compare actual groundspeed with reference groundspeed no later than the FAF. Apply the correction Select 10 flap approach and lading if stopping distance is not critical. Use the autopilot and flight director Stabilize the approach no later than 1,000 ft AGL. If not stabilized prior to 1,000 ft AGL, abort the approach Pause to evaluate for airspeed trends before compensating for airspeed changes. Aovid large thrust reductions or trim changes in response to sudden airspeed increases Immediately initiate wind shear recovery procedures if a sever wind shear condition is encountered Windshear recovery procedures Immediately apply full power Do not hesitate to firewall the throttles in lieu of ground impact Rotate toward 15 pitch attitude at a normal pitch rate Increase AoA to in and out of the stick shaker If at 30 flaps, select 10 flaps Do not raise the landing gear until continued flight without ground contact is assured Once the aircraft is climbing and ground contact is no longer an immediate concern, airspeed should be increased by cautious reductions in pitch attitude

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 Reestablish appropriate trust setting when stable performance is achieved Reporting windshear 11-202v3 5.26.4.2 Immediately report a windshear or microburst encounter on takeoff, approach, or landing to the most appropriate agency and if possible, include: the altitude, loss or gain in airspeed or altitude, the type of aircraft and the location of occurrence Icing Freezing precipitation (ice / snow / frost) 11-202v3 5.26 Pilots will not takeoff with ice, snow, frost, or other contamination adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft, unless authorized by the program manager or flight manual A thin coating of frost is permitted on the fuselage, provided the lettering and/or paint lines are visible Light frost (up to 1/8 inch thick) caused by super cooled fuel is permitted on the lower wing surface (i.e. below the fuel tank area) if the fuselage and all other control surfaces are free of all icing. If deicing is required on any other aircraft surface, the underwing frost shall also be removed Ice and/or snow conditions 11-2T-1v3 3.2.3, 3.3.3, 3.8.1 Do not taxi during ice or snow conditions until all portions of the taxi route and runway have been checked for safe conditions When ice and / or snow are present on the taxiway, taxi on the centerline with a minimum of 300 ft spacing Takeoffs and touch and go landings will not be accomplished on unplowed runways when ice or snow is present These operations are permitted on plowed runways provided the plowed portion is a minimum of 100 ft wide and meets the minimum length requirements Additionally, the RCR of the paved surface must be 12 or greater The T-1A will not be flown in areas of forecast or known severe turbulence. In addition, it will not be flown in areas of forecasted or reported severe icing or in freezing rain or drizzle. If severe icing or turbulence is encountered on a mission, but was not forecast, ensure appropriate weather personnel are notified as soon as possible. Do not cruise or conduct multiple pattern operations in actual moderate icing conditions Local icing guidance, 86th SOP, 11-2T1v3 LAFB Sup Anti ice equipment will be turned on at temperatures of 5C RAT or less when in visible moisture. These systems should be turned on prior to encountering actual icing to allow preheating of aircraft surfaces When conducting touch and go(s) in conditions that require the use of anti ice equipment, a 1,000 ft ceiling is required for touch and go landings. The anti ice will be off during the actual touch and go Takeoff with ice or frost 11-202v3 5.26.6 Pilots will not takeoff with ice, snow, frost, or other contamination adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft, unless authorized by the program manager or flight manual A thin coating of frost is permitted on the fuselage, provided the lettering and/or paint lines are visible Light frost (up to 1/8th inch thick) caused by super cooled fuel is permitted on the lower wing surface (i.e. below the fuel tank area) if the fuselage and all other control surfaces are free of all icing. If deicing is requir3ed on any other aircraft surface, the under wing frost shall also be removed TAF Turbulence decoding (FIH section C) Example 620304

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Icing designator (620304) Next digit is type and intensity (see FIH table) (620304) Next three digits is the base in hundreds of feet (620304) Last digit is the thickness in thousands of feet, add to base to get layer top (620304)

TOLD (R A T P A W T T) Departures 11-202v3 8.12.3, 11-217v1 7.4 (OVRS SSDS) Includes: ODPs ODP (traditional ) RTRL (type of ODP) VCOA (type of ODP) SD ODP (type of ODP) SID Specific instructions Diverse Special MAJCOM ODPs and SIDs should be flown to the maximum extent possible ODPs pilots will fly the published ODP for the runway used ODP Includes standard routing to fly after takeoff VCOA Pilots will not fly any VCOA procedure until MAJCOM certified Weather must be at or above the minimums published for the VCOA. Unless published, pilots will consider the VCOAs visibility requirement as a remain within distance Reduced Takeoff Runway Length ODP Pilots using a published RTRL procedure shall ensure their aircraft can attain a safe liftoff speed and rotate prior to the distance remaining specified in the procedure AETC aircrews should contact HQ AETC TERPS for ad hoc RTRL guidance Sector Departure ODP Pilots may fly sector departure ODPs as published SID PICs will comply with the routing, altitudes, and climb gradient (including notes) published on the SID (or if applicable) Specific ATC departure instructions Refer to specific navigational guidance issued with the clearance or by tower If the departure has any published climb gradients, the PIC must meet or exceed the highest gradient when departing via ATC instructions. If unable, coordinate with ATC Pilots are never relieved of the responsibility for terrain and obstacle avoidance. Radar contact only means the aircraft has been identified on radar. Responsibility is only shared between the pilot and ATC when ATC is providing navigational guidance based on radar Diverse departures Pilots will track runway centerline to 400 ft above the DER before turning on course Pilots will ensure that they vertically clear all applicable low close in obstacles published in NOTAMS or in the

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Diverse departures are not authorized when an obstacle departure procedure, climb gradient or non standard takeoff weather minima are published for that runway Special MAJCOM certification MAJCOMs may develop departure procedures for their aircraft at specific locations that allow safe aircraft departure IFR Departure Procedures 11-217v1 Ch7 IFR departure philosophy TERPS starts with a standard climb rate of 200 ft/nm, normally beginning at the end of the runway If a gradient other than standard is required, it will be published In civil aviation, pilots may takeoff in good or marginal weather as long as they can see and avoid obstacles and terrain USAF pilots departing IFR may not plan to use see and avoid in lieu of complying with published or standard climb gradients since AF aircraft are issued their own weather minima Pilots of USAF aircraft will not use FAA or civil takeoff weather minima nor fly see and avoid in lieu of IFR climb gradients unless specifically authorized by the MAJCOM USAF aircraft must compute obstacle climb gradients assuming the loss of thrust equal to one engine inoperative Runway end crossing height 11-217v3 7.3.3 The OCS at USAF and USN bases normally begins at zero feet AGL at the DER At non joint use USAF or USN bases, assume a zero foot runway end crossing height unless a higher altitude is published Civil/ICAO/NATO bases if the screen height is not published in the ODP or other reliable source, pilots will plan to cross the DER at or above 35 ft ODPs Notification of their existence Low close in obstacles Obstacles that would generate an excessive climb gradient (>200 ft/nm) that terminates at or below 200 ft above the DER Pilots will calculate their aircraft performance to ensure they can vertically clear applicable low close in obstacles on all departures Non standard takeoff minima USAF aircraft are not authorized to flight plan using see and avoid in lieu of meeting standard or published climb gradients Pilots may only use non standard weather minima for takeoff if aircraft performance will allow the aircraft to climb to the non standard ceiling requirement by the DER and comply with published (or standard if none published) climb gradient requirements thereafter to an appropriate IFR altitude Types of non standard wx minima Aircraft category Minimum climb gradient Minimum climb gradient in lieu of non-standard wx Specific routing you must be careful when using this type of IFR ODP as a requirement may exist to use non standard takeoff weather minima in order to execute the procedure Combination ODP VCOA

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A VCOA is an ODP that requires a climb in visual conditions over the airfield or an on airport navaid to an altitude where the aircraft enters the standard obstacle protection area of the ODP A VCOA procedure is indicated by the words climb in visual conditions directly associated with a ceiling and visibility in the takeoff minima section of the ODP and either by a specific VCOA listing or climb in visual conditions in the departure procedure section of the ODP VCOA is constructed assuming an airspeed of 250 KIAS and a bank angle of 23 (recommend 30) USAF pilots must not exceed the published distance (or visibility requirement substituted as a distance) until above the altitude specified in the procedure) RTRL Allows the aircraft to takeoff and meet climb gradients by artificially limiting the takeoff length of the runway Pilots shall only use an RTRL procedure if it is published as an ODP in FLIP Sector diverse departure Authorized if departing within their departure sector

SID A SID is a departure procedure in graphic and/or textual form established at certain airports to simplify clearance delivery procedures and aid in traffic flow If a higher than standard climb gradient is required, it will be published on the SID Military SIDs obstacle clearance climb rates will be denoted with an asterisk while ATC climb rates will be denoted with a dagger Civil SIDs do not depict obstacles graphically but list low, close in obstacles textually. Obstacle climb gradients may be published directly on the SID, or in case of a , in the ODP procedure Pilot navigation (NAV) SIDs these SIDs are established for airports when terrain and safety related factors necessitate development. Multiple routings from multiple runways may be depicted on the same SID. Vector SIDs established where ATC will provide radar navigational guidance to a filed/assigned route or to a fix depicted on the SID Three equipment types Non-RNAV DP uses traditional navaids RNAV DP use GPS Radar DP radar SIDs are established when ATC has a need to vector aircraft on departure to a particular ATS route, navaid, or fix If given an amended clearance altitude climb and maintain or maintain you may disregard previously issued altitude restrictions on the SID. Routing is still in effect If vectored off the SID routing with no instructions to resume then consider the SID CNX. Specific ATC departure instructions Include a heading and an altitude When told to fly runway heading, do not apply drift corrections If the departure instructions do not contain a climb gradient and there are not published gradients for the departure runway, maintain 200 ft/nm. Diverse departure If no obstacles (other than low close in) penetrate the 40:1 obstacle clearance surface (OCS) for a particular runway, then a minimum climb gradient of 200 ft/nm will ensure proper obstacle clearance If a runway does not have a published DP and does not have an ODP in the IFR takeoff minimums and departure procedures specifically stating diverse departure not authorized then diverse departure is authorized

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To fly a diverse departure, fly the extended runway centerline ground tack until 400 ft above DER before executing any turns. Maintain a climb gradient of 200 ft/nm until reaching a minimum IFR altitude Special MAJCOM MAJCOM develops special departure instructions for special aircrew and special aircraft. Methods to reduce required climb gradients Delay a mission for environmental conditions (temp, pressure, etc.) Delay for mission requirements (fuel, payload, etc.) Reduce the required climb gradient by the ROC safety margin (48 ft option) RNAV departures Procedure must be retrieved in its entirety Must double check all waypoint names, types, altitudes, and airspeed. May not alter. Need RAIM, must be set to terminal sensitivity Monitor ground based navaids that are part of the basic procedure as required by aircraft specific flight manuals Maximum allowable difference between the database course and the published course is 5 and distances must be within 0.1 nm No authorized IFR Departure Method 11-202v3 8.12.9 If the airport does not have one of the IFR departures mentioned above, then an IFR departure is not authorized Refer to 11-202v3 chapter 7 (VFR) Non-standard takeoff minimums 11-202v3 Pilots will not depart an airfield using non-standard takeoff minimums in lieu of meeting the required climb gradient When non standard takeoff minima are published, with or without a climb gradient, the PIC may not takeoff under the provisions of IFR established unless: The departure procedure authorizes standard takeoff minimums with a climb gradient in lieu of the non standard criteria or: The aircraft is capable of being at or above the published non standard takeoff minima ceiling requirement prior to crossing the departure end of the runway (for multi engine must calculate for OEI) and can continue a climb profile that will vertically clear all obstacles Basic rules for all IFR Departures Regardless of the IFR departure method, these following rules apply Delay all turns until at least 400 ft above DER unless otherwise specified Climb at a minimum of 200 ft/nm unless a higher gradient is required Radar vectors Pilots are responsible for terrain and obstacle clearance until a radar vector is issued by ATC Expect to maintain a minimum climb gradient of 200 ft/nm unless a higher gradient is published or directed by ATC Runway End Crossing Heights Region TERPS Criteria NORMALLY Used NORMAL Runway End X Height Civil / Army FAA TERPS 35 Feet USAF / USN DoD TERPS 0 Feet Joint Use Either 35 Feet How to Increase Your OEI COF Wait for better environmental factors (wind, temp, pressure, etc.) Wait for better mission requirement factors (weight, fuel, etc.)

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 Change runways Use the 1,500 option Reduce fuel load Select zero flap Select ACM off (only for initial T/O) Last option is to use the 48ft option Required Climb Gradients 11-202v3 8.12.10 Regardless of the IFR departure method selected, PICs will climb at a minimum of 200 ft/nm unless a higher gradient is published for the procedure Non standard takeoff minimums Pilots will not depart an airfield using non-standard takeoff minimums in lieu of meeting the required climb gradient When non standard takeoff minima are published, with or without a climb gradient, the PIC may not takeoff under the provisions of IFR established unless: The departure procedure authorizes standard takeoff minimums with a climb gradient in lieu of the non standard criteria or: The aircraft is capable of being at or above the published non standard takeoff minima ceiling requirement prior to crossing the departure end of the runway (for multi engine must calculate for OEI) and can continue a climb profile that will vertically clear all obstacles If you are still unable to comply with the required gradient after exhausting the remedies in 11-202v3 ch 8, and IFR departure is not authorized. Multi engine fixed wing aircraft PICs will ensure the aircraft meets or exceeds the published climb gradient for the selected IFR departure method, with OEI to an appropriate MIA Minimum IFR Altitude (MIA) 11-202v3 8.13 On airways Fly no lower than the minimum en route altitude (MEA), minimum reception altitude (MRA), minimum crossing altitude (MCA), or minimum obstacle clearance altitude for the airway (MOCA) Off airways Fly no lower than the off route obstacle clearance altitude (OROCA) or the off route terrain clearance altitude (ORTCA) An altitude that provides at least 1,000 ft of clearance above all obstacles within 5 nm of the course to be flown (2,000 ft in mountainous) Descent below MIA authorized when: Vectored by ATC using the minimum radar vectoring altitude (never lower than 1,000 ft AGL) TROUBLE T (R A T P A W T T) What is listed in the IFR T.O. Minimums & Obstacle Departure Procedures Non standard takeoff minimums Low close in minimums Obstacle departure procedures Climb gradient in lieu of non standard minimums FORM 175 GP ch 4 Date Enter date of flight in local date Aircraft Weight Classes

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Heavy an aircraft capable of takeoff weights of more than 255k lbs whether or not they are operating at this weight Large an aircraft of more than 41k lbs maximum certified takeoff weight, up to 255k lbs Small an aircraft of 41k lbs or less maximum certified takeoff weight True Airspeed Enter TAS to be maintained at initial cruising altitude/flight level Proposed Departure Time (Z) Enter the proposed departure time in UTC; allow sufficient time for Base Ops to process the flight plan A flight plan will time out of the ATC system if not activated or updated by the pilot within two hours of the proposed departure time When departing non-military airports, the pilot must ensure the actual departure time is passed to the tie-in FSS station serving the airport If the takeoff time is not passed to the FSS, the aircraft will arrive unannounced at the destination Altitude For IFR flight, enter the initial cruising altitude/flight level in hundreds of feet (i.e., enter 6,000 ft as 60, 15,000 ft as 150, FL300 as 300, etc.) If an altitude block is desired, enter the lower altitude of the requested block, the letter B, and the top of the block (i.e. 240B270) Route of Flight The first point in the route of flight should be the planned navaid or fix for entering the en route structure; i.e. VOR, TACAN, VORTAC, named intersection, etc. To transition from one airway to another, enter the designations of the two airways, separated either by a space (i.e. YKM V4 V187 TCM) or by the fix where the airways intersect (i.e. V33 FAGED V286) 2 letter NDB identifiers may be filed if they define an airway segment, otherwise do not file 2 letter identifiers For VFR Flight Plans The last fix entered is the point from which the final leg is begun to the destination For IFR Flight Plans The last fix entered is either: The identifier of the nearest appropriate IAF, navaid, first point of intended landing, or published fix which most clearly establishes the rout of flight to the destination, or: The coded identifier of a STAR placed after the transition fix. For a composite flight plan the last entry in the ROUTE OF FLIGHT is the fix/facility at which the transition is made Stopover Flight Plans If an alternate is required, enter the airport identifier and the ETE to the alternate in parenthesis with the fuel on board entry (i.e. (2+30, SKF, 0+30)) Terminal Area Delays Enter the delay location airport identifier as the last item in the route of flight Do not make an entry in the TO block TO Enter location identifier of full stop or final destination airport (as appropriate) opposite the last line entry in the ROUTE OF FLIGHT ESTIMATED TIME IN ROUTE VFR flight plan The time from takeoff to a position over the destination airport, including known or preplanned en route delays (practice approaches, landings, etc.) IFR flight plan

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The time from takeoff or departure from a Terminal or Special Use Airspace en route delay location of the last fix shown in the ROUTE OF FLIGHT exclusive of planned en route delays REMARKS Enter information essential to safe and efficient control of air traffic. Service codes and other pertinent information should also be included in this section Enter requested refueling levels (i.e. Refueling FL 240B270) Enter hazardous cargo, inert devices, or both, as appropriate Service codes: PPR (number) PPR number, if applicable. S service required. R aircraft will remain over night Enter in plain English any other pertinent information deemed necessary to be transmitted to the destination FUEL ON BOARD Enter total time that an aircraft can stay aloft while flying the planned profile with the fuel available at initial take off using procedures recommended in the appropriate flight manual ETE TO ALTERNATE Enter the time required to fly from original destination to the alternate airport, based on flight at the last cruising altitude SIGNATURE OF APPROVAL AUTHORITY 11-202v3 4.4 The PIC will sigh the flight plan; indicates: The flight plan was authorized, NOTAMs and WX has been checked, applicable governing directives will be followed, flight plan is accurate, etc. DUTY POSITION Enter the symbol for the duty to be performed by each crew member listed, as prescribed by appropriate service directives. For formation flights, identify the crew duty symbol and position of the aircraft in formation (i.e. IP/1, P/2, etc.) GPS Use of GPS Equipment 11-202v3 2.16.4 Aircrews of aircraft equipped with a GPS certified by the FAA are authorized to fly GPS and RNAV (GPS) instrument approaches. RAIM prediction Pilots shall always ensure RAIM availability prior to commencing an RNAV approach Requires 5 (4 with barometric aiding) to validate GPS integrity Flying RNAV approaches MAJCOMs must approve the use of FMS / GPS guidance to fly approaches with or without GPS or or GPS in the title Pilot using suitable RNAV equipment to fly an approach must extract the entire procedure from a current database, and may not alter the extracted procedure RNAV substitution MACOM approved RNAV systems may be used as a substitute means of navigation for a named fix, VOR, TACAN, NDB, DME, or compass locator In terminal areas, with good P-RAIM and RAIM, approved RNAV systems may be substituted for required NAVAIDS or named fixes on arrivals, departures, and non-localizer based instrument approaches Any substitution must be extracted from a current database These operations are allowable even when a facility is explicitly identified as required on a procedure (ADF REQUIRED), but not if the instrument procedure is NOTAMed as OTS/NA

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Pilots using approved RNAV systems as a substitute means of navigation guidance in lieu of an OTS navaid should advise ATC of this intent and capability Pilots will TIM and display the appropriate ground based navaids whenever practicable Terminal area RNAV substitution 11-217v1 5.10.6 Terminal area procedures and restrictions apply when on any segment of a published instrument approach You may consider yourself in the terminal area if you are within 25 nm of the facility, below Class A airspace, or are using a published procedure for navigation CDI must be set to terminal sensitivity Pilots may determine aircraft position over or distance from a VOR, TACAN, NDB, compass locator, DME fix, or a named fix defined by a VOR radial, TACAN course, NDB bearing, or compass locator bearing intersecting a VOR or localizer course Pilots may navigate to or from a VOR, TACAN, NDB, compass locator, or hold over a VOR, TACAN, NDB, compass locator, or DME fix, or fly an arc based on DME RNAV prohibitions 11-217v1 5.10.3 Following RNAV substitution operations are prohibited Substitution of the navaid providing lateral guidance for the final approach segment of an instrument procedure without reference to the raw navigational data Navigation on any localizer based course without reference to raw localizer data Pilots may not substitute for the navigation aid providing lateral guidance for the final approach segment. This restriction does not refer to instrument approach procedures with or GPS in the title using GPS or WAAS Navigation on procedures that are identified as not authorized without exception by a NOTAM GPS Database Requirements 11-217v1 5.11 In order to use GPS in the terminal area, all procedures (DP, STAR, IAP) must be retrieved in their entirety from a current, approved database A copy of the applicable instrument procedure must always be available and crosschecked in the terminal environment If the database is out of date: May continue a mission with an expired database if the database information required for the flight can be verified with current FLIP Shall get the database updated at the first opportunity May not use the database to fly procedures that require terminal or better accuracy GPS Stand Alone Approaches 11-202v3 AETC Sup 5.8.3.2.2.8 GPS stand alone (GPS or RNAV (GPS) in the title) approaches may be flown during IMC. Descent to later navigation (LNAV) or vertical navigation (VNAV) DA is only authorized if the aircraft GPS is certified for those minima. Use of LPV (Localizer Performance with Vertical Guidance) minimums requires WAAS equipment on the aircraft (not on the Tone) GPS Overlay Approaches 11-202v3 AETC Sup 5.8.3.4 Only GPS overlay approaches identified with OR GPS in the title of the approach procedure are authorized for use. Authorized GPS overlay approaches may be flown during IMC Overlay approaches are instrument approaches that have been approved for use with GPS based on an existing traditional instrument approach such as a VOR or NDB approach Authorized GPS approaches must be retrievable from the aircraft database and must include OR GPS, GPS, or RNAV (GPS) in the title. This does not prevent using the GPS for situational awareness on approaches that cannot be flown GPS only.

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GPS Approaches (in General) 11-217v1 6.5.6 Use of LNAV/VNAV DA requires certified VNAV functionality or WAAS on the aircraft. Use of LPV minimums requires WAAS equipment Baro VNAV systems compute a vertical path based on aircraft barometric altimetry systems. This vertical path may be greatly affected by non standard temperatures, incorrect or rapidly changing altimeter settings, and altimeter error. Pilots shall not use Baro-VNAV guidance for reference below the published DA Descent rates are between 2.75 to 3.5, optimum 3.0 RNP SAAAR approaches must be certified to fly GPS Overlay Approach Procedures 11-217v1 6.5.8 Must have good P-RAIM and RAIM to fly the approach Only GPS overlay approaches identified with or GPS in the title of the approach procedure are authorized for use Authorized GPS overlay approaches may be flown in IMC Approaches without or GPS in the title, but retrievable/extracted from a current database In terminal areas, following a successful predictive RAIM check, approved RNAV systems may be substituted for required navaids or named fixes on arrivals, departures, and non localizer based instrument procedures These operations are allowable even when a facility is explicitly identified as required on a procedure (ADF REQUIRED), but not if the instrument procedure is NOTAMed as OTS/NA Pilots using approved RNAV systems as a substitute means of navigation guidance in lieu of an OTS navaid should advise ATC of this intent and capability Pilots will TIM and display the appropriate ground based navaids whenever practicable As far as I can tell, we can fly non-overlay published approaches, but found in the GPS, in VMC or IMC. Read 11-217v1 6.5.8.2 Retrieved courses must clearly depict the final approach waypoint (FAWP), the missed approach waypoint (MAWP), and the missed approach holding point (MAHP) Pilots will TIM and display the appropriate ground based navaids whenever practicable GPS DPs 11-217v1 7.6 RNAV departure procedures Procedure must be retrieved in its entirety from a current, approved navigation database Pilots must double check all waypoint names, type (flyby vs. over) altitude, and airspeed information from the database against information listed on the paper copy of the terminal procedure Must have RAIM, and CDI set to terminal Monitor ground based navaids that are part o the basic procedure as required by aircraft specific flight manuals Conventional DPs There are conventional DPs (RNAV and/or GPS not in the title) that are retrievable from the database. These may be flown using the FMS as long as your aircraft is certified to do so USAF aircraft are authorized to fly these procedures in IMC provided it is retrieved from the database and ground based navaids are TIMed Aircrews must verify the information in the database with the published procedure course must be 5, and distances within 0.1 nm GPS STARs 11-217v1 9.8.1.2 GPS STARs can be stand alone or overlay If flying a GPS stand alone or overlay: Procedure must be retrieved in its entirety from a current, approved navigation database

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Pilots must double check all waypoint names, type (flyby vs. over) altitude, and airspeed information from the database against information listed on the paper copy of the terminal procedure Must have RAIM, and CDI set to terminal Aircrews must verify the information in the database with the published procedure course must be 5, and distances within 0.1 nm Pilots must comply with any navigation system requirements if published on the STAR (/E, /G, etc.) Pilots will TIM and display the appropriate ground based navaids whenever practical T-1A GPS Certification and Navigation 11-2T-1v3 3.8.7 GPS installed in the T-1A is certified compliant with FAA technical standard order (TSO) C-129a, Class B1, for IFR GPS operations in the National Airspace System (NAS, FAA controlled airspace) T-1A aircrews may use GPS as the primary navigational source for all IFR operations from en route navigation through non-precision approach provided the aircraft contains a current Jeppesen database The T-1A is certified for operations down to LNAV/VNAV DA minimums for GPS stand alone approaches and RNP 0.3 nm operations DME/DME restrictions published on RNAV IAPs do not apply to the T-1A A properly trained and certified T-1A pilot, or an unqualified pilot under the supervision of a GPS certified IP may fly GPS stand alone and overlay approaches in IMC. For GPS overlay approaches, the underlying navaid must be operational and properly displayed on the PNF instruments. Day VMC is required for GPS overlay approaches if the underlying navaid cannot be displayed Note the 11-2T-1v3 specifically references the (old) 11-217v1 and 11-202v3 for more guidance. The new 11-217v1 and 11-202v3 contradicts the above bullet for overlay approaches, the underlying navaids must be displayed and TIMed whenever practical and there are no restrictions on day VMC if the required navaids cannot be displayed GPS FLIGHT PROCEDURES 11-217v1 CDI Sensitivity MODE En route Terminal (within 30 nm of Airport Reference Point Final Approach (Dev Chng begins 2 nm from FAF) Missed Approach

SENSITIVITY 5 nm 1 nm 0.3 nm 1 nm

Vertical Navigation 11-217v1 12.2.3.2.2 Unless circling from the approach, VNAV guidance should be followed if provided and certfid USAF crews shall not use VNAV guidance below the MDA or DA Backup Approach (unknown reference) When flying a stand alone GPS procedure, it is prudent to monitor a backup approach when available If the GPS approach becomes unreliable, comply with procedures outlined in 11-202v3 for the missed approach If you are in a safe position to do so and are outside the FAF, request clearance to fly your backup approach Do not transition to your backup approach without a clearance CONDENSED GPS INFORMATION

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Types of GPS Approaches Stand alone Designed for use only with GPS, no other navaids required or allowed for this approach Ex Laughlin GPS RWY 13 C or Midland RNAV [GPS] RWY 16L GPS overlay Designed for use with either GPS or traditional navaid Must have NAVAID or GPS in title Ex Abilene VOR or GPS RWY 22 The Basics Cannot fly approaches or SID/STAR with an expired database 11-202v3 2.16.4.3.2; 11-217v1 5.11.3.1 Cannot use as a primary means of navigation with expired database 11-2T-1v3 3.8.7.1 SID/STAR must have underlying navaid TIMed whenever practical Must check GPS NOTAMs Must check Jeppesen NOTAMS Must check RAIM Authorized / certified to LNAV/VNAV minimums Cannot manually enter points, must be retrieved from database Overlay Approach Underlying navaid must be operational and displayed on the PNF instruments 11-2T-1v3 3.8.7.2 Day VMC is required if underlying navaid cannot be displayed 11-2T-1v3 3.8.7.2 Course must be within 0.3 nm and 5 degrees Stand Alone Approach May be flown in IMC Course must be within 0.1 nm and 5 degrees FLYING THE APPROACH Prior to Descent or Approach 11-202v3 8.17 Pilots will obtain the latest destination airport conditions prior to beginning descent or commencing approach Pilots shall not begin an en route descent, arrival, or published approach if the destinations weather is below the required approach minimums Straight in or sidestep approach weather must only be at or above the published visibility minimums Circling approach weather must be at or above both the published ceiling and visibility minimums Determining visibility RVR must be used if available 11-202v3 8.10 If a variable report is given, pilots will apply the lowest reported RVR value If necessary, pilots may convert the reported visibility from one format to another. Pilots will use the higher of: the next higher value in the conversion chart, or the highest published value from the IAP minima block; do not interpolate For circling approaches, PV shall be used Prior to Descent or Approach 11-2T-1v3 3.8.6 Do not begin a penetration, en route descent, or approach unless existing ceiling and visibility meet requirements (PWC)

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After commencing a penetration or approach, if weather is reported below the required PWC or published minimums (ceiling or visibility), the pilot may continue the approach to the PWC or published minimums, whichever is higher Descent Procedures 11-217v1 9.2 Descend at an optimum rate to 1,000 ft above the assigned altitude If at any time you are unable to descend at a rate of at least 500 fpm, advise ATC Not required when leveling off at 10,000 ft on descent, or 2,500 ft above airport elevation (prior to entering a Class B, C, or D surface area) when required for speed reduction Before starting descent, review the IAP, recheck the weather (if appropriate), check the heading and attitude systems, and coordinate lost comm Procedures (if required) After Beginning Descent or Approach 11-202v3 8.17 If a pilot has begun the en route descent, arrival, or published approach (or given radar vectors), and subsequently determines the weather is below minimums (visibility for straight in approaches or either ceiling or visibility for circling approaches): The pilot must not deviate from the last ATC clearance until obtaining a new clearance The pilot may request a clearance to a holding fix or alternate Unless restricted by MAJCOM, continue the approach as published to the MAP and land, if the aircraft is in a position to make a safe landing and the runway environment is in sight (AETC) unless specifically prohibited by AFI 11-2 MDS specific guidance, aircrews are authorized to continue a published instrument approach when the weather is below minimums The PIC will ensure the aircraft has sufficient fuel to go missed approach and land at the alternate airfield with required reserves After Beginning Descent or Approach 11-2T-1v3 3.8.6.1 After commencing a penetration or approach, if weather is reported below the required PWC or published minimums (ceiling or visibility, regardless of the approach) the pilot may: Continue the approach to the PWC or published minimums, whichever is higher PWC II pilots may continue to published minimums which are below PWC minimums if at home field The pilot must ensure the aircraft has sufficient fuel to go missed approach and land at the alternate airfield with the required reserves The pilot may descend below the DH/DA/MDA if the aircraft is in a position to make a normal approach to the runway of intended landing and the pilot sees the runway environment PWC and Precision Approaches 11-2T-1v3 3.8.6.3 PWC minimums on a precision approach or GPS approach flown to LNAV/VNAV minimums may require pilots to execute a missed approach prior to the published DH/DA In these instances, on reaching PWC minimums and making the decision not to continue the approach, the pilot should start a climb immediately while proceeding to the missed approach point On reaching the MAP, the pilot should continue with the published missed approach procedure MISSED APPROACH When to go Missed 11-217v1 14.4.2.1 The pilot shall perform the missed approach when the MAP, DH, or DA is reached and any of the following exist: The runway environment is not in sight You are unable to make a safe landing You are directed by the controlling agency Executing the Missed Approach

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If on arrival at the MAP or DH/DA (or at any time thereafter) the runway environment is not in sight and/or the aircraft is not in a position to execute a safe landing the pilot must immediately execute the appropriate missed approach procedure, ATC issued climb out instructions, or other ATC clearance To ensure obstacle/terrain clearance, the missed approach procedure may not be initiated until over the MAP/DH/DA, unless otherwise cleared by ATC Climbing prior to the MAP/DH/DA is permitted but ATC should be advised as soon as practical Missed approach Procedures 11-217v1 14.2 The published missed approach procedure provides obstacle clearance only when the missed approach is conducted on the missed approach segment from or above the missed approach point When the missed approach is initiated prior to the MAP, the pilot shall, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the MAP at or above the DA/DH before executing a turning maneuver Initiate the missed approach no later than the MAP Missed Approach / Departure (Climbout) Instructions 11-217v1 14.3 Unless otherwise instructed, initiate an immediate climb to the assigned altitude Delay any turns until past the DER, if visible, and 400 ft AGL If the DR is not visible, climb on rwy hdg until 400 ft AGL before beginning your turn Circling Missed Approach Procedures 11-217v1 14.3.2 If upon reaching the MAP and the airport environment is not in sight, execute the climb out instructions from the MAP If the circling maneuver has begun and the airport environment is visually lost, begin an initial climbing turn toward the landing runway to ensure the aircraft remains in the obstruction clearance area Fly the missed approach for the approach procedure just flown, not for the runway of intended landing Missed Approach Climb Gradient 11-217v1 14.2.6 Unless a higher climb gradient is published or assigned by ATC, a minimum climb gradient of 200 ft/nm OEI must be maintained during the missed approach procedure RIGHT OF WAY 11-202V3 5.7 Each pilot must take whatever action is necessary to avoid collision, regardless of who has the right of way. The yielding aircraft must not pass over, under, abeam, or ahead of the other aircraft until well clear (1,000 ft) Distress Converging the aircraft to the others right has the right of way. Aircraft of different categories have the right of way in the following order: Balloons Gliders Aircraft towing or refueling other aircraft Airships Rotary or fixed wing aircraft Approaching head on alter course to the right Overtaking aircraft an overtaken aircraft has the right of way. The overtaking aircraft must alter course to the right Landing an aircraft established on final approach has the right of way over other aircraft except when two or more aircraft are approaching to land In this case, the lower aircraft has the right of way AIRSPEEDS 11-202v3 5.9

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Not allowed to exceed 250 KIAS below 10,000 ft MSL unless MAJCOM waiver Do not exceed 200 KIAS at or below 2,500 ft AGL within 4 nms of the primary airport of a Class C or D surface area unless authorized by ATC or required to maintain the minimum safe maneuvering airspeed in the aircraft T.O Do not exceed 200 KIAS in the airspace underlying a Class B airspace area or in a VFR corridor designated through Class B airspace area unless required to maintain the minimum safe maneuvering airspeed specified in the aircraft T.O.

AIRCRAFT CATEGORY AND CIRCLING 11-217V1 6.5 Category speeds aircraft approach category is based on 1.3 times the stalling speed in the landing configuration at maximum certified gross landing weight An aircraft can fly an IAP only for its own category or higher Category Speed (KIAS) Circling Distance (NM) A 90 1.3 B 91 120 1.5 C 121 140 1.7 D 141 165 2.3 E 166 4.5 LOW LEVEL AND VFR LEG PROCEDURES Squawk Codes Type Weather Squawk Speed Max Speed VR 3000/5 4000 240 GS 270 GS (planned) SR 1500/3 1200 210 GS 250 IAS IR 1500/3 ATC 240 GS 270 GS (planned) Low Level 1-2T-1V3 For locally published routes, slow routes (SR), and instrument routes (IR), aircrew will ensure a ceiling and visibility of at least 1,500 ft and 3 miles and 3,000 ft and 5 miles for a visual route (VR) Maximum planned groundspeed on MTRs is 270 kts Low level routes will be flown between 500 and 1,000 ft AGL with adequate terrain and obstacle clearance The minimum allowable on all low levels is 500 ft above the highest terrain within 2,000 ft of the aircraft For towers on or near the route, plan to fly a minimum of 500 ft above the highest obstacle within 2 nm of the aircraft. Once the obstacle is acquired visually and positively identified, flay a minimum of 500 ft above the highest obstacle within 2,000 ft of the aircraft Enter the route no earlier than 30 minutes after sunrise (1 hour for mountainous terrain) and exit the route no later than 30 minutes prior to sunset (1 hour for mountainous terrain) ERAA provides 1,000 ft (2,000 ft mountainous) clearance above the highest obstacle within 25 nm of either side of the route In flight prep Radar altimeter set to desired altitude to fly Set DH to an altitude 10% below the radar altimeter Complete entry and exit checklists, crew briefing on how the route is to be entered, set ERAA into altitude preselect window, post MCT Altitudes and distances If not otherwise stated in the AP/1B: Airfields when practicable, avoid flight within 1,500 ft AGL or 3 NM of airports

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Obstacles if not visible, 500 ft above highest, 2 NM horizontally, if visible, co altitude, 2,000 ft horizontally Time corrections For every second late or early, increase or decrease groundspeed by 1 knot and hold that change for the number of minutes equal to the nms per minute you are flying Course corrections Standard crossing angle = 60 / gs (in nm per min) T-1A 640 GS = 15 degrees For every mile off track, change the heading toward track by the SCA for 1 minute Turn point procedures PNF will preannounce next heading, turn direction, and altitude 1-2 minutes out Both PF and PNF will clear during turns PNF will note time and fuel immediately before or after the turn and compare to expected fuel PF will apply airspeed, altitude, and heading correction as necessary after rollout on the next leg PNF will periodically accomplish the cruise checklist Communication requirements For IFR MTR, you ned a clearance onto and off of the route. If you cannot obtain clearance immediately following the route, fly your flight plan VFR Emergencies Climb to maintain aircraft control If IMC cannot be avoided, climb at MCT no faster than 250 KIAS Squawk 7700 as necessary Weather Ceiling and visibility requirements must be maintained along the entire route Crews must consider the possibility of mountain wave turbulence when operating low level over mountainous terrain. If significant winds are expected on the route, consult with the sup Discontinue all mountainous low level operations in actual moderate turbulence or if moderate turbulence has been reported in the previous 2 hours Mountainous low level wind restrictions 21-25 kts no lower than 1,000 ft AGL > 25 kts no lower than 1,500 ft AGL Birds and Low Level If both the AHAS and BAM models forecast the low level or out base to be severe, the crew should plan another route or destination If only one model forecasts the low level route or out base to be severe, the IP will obtain SUP approval If a low level or destination is reported severe, the low level destination must be changed unless approved by the 47 OG/CC VFR Navigation 11-2T1v3 3.4.5 Minimum altitude for VFR point to point navigation is 3,000 ft AGL Aircrews may descend below 3,000 ft AGL as required for low level entry / VFR arrival Do not descend outside the area covered by the chummed low level or VFR arrival chart Flight following will be utilized to the max extent possible Traffic pattern entry will either be via straight in or 45 degrees to downwind Fly your VFR leg like a high level low level ALTITUDES

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Minimum Safe Altitudes (MSA) Altitudes depicted on approach charts which provide at least 1,000 ft of obstacle clearance for emergency use within a specified distance from the navigation facility upon which a procedure is predicated These altitudes are identified as minimum sector altitude or emergency safe altitude Minimum Sector Altitude Altitudes depicted on approach charts which provides at least 1,000 ft of obstacle clearance within a 25 mile radius of the navigation facility upon which the procedure is predicated Sectors depicted on approach charts must be at least 90 degrees in scope These altitudes are for emergency use only and do not necessarily assure acceptable navigational signal coverage Emergency Safe Altitude Altitudes depicted on approach charts which provide at least 1,000 ft of obstacle clearance in non mountainous areas and 2,000 ft of obstacle clearance in designated mountainous areas within a 100 mile radius of the navigational facility upon which the procedure is predicated and normally used only in military procedures Minimum Enroute IFR Altitude / MEA (7500) The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes Provides 1,000 ft / 2,000 mountainous Minimum Obstruction Clearance Altitude / MOCA (*7500) The lowest published altitude in effect between radio fixes on VOR airways, off airway routes, or route segment which meets obstacle clearance requirements for the entire route segment Only assures acceptable navigation signal coverage only within 25 sm (22 nm) of a VOR Always at or above the MEA, provides 1,000 ft / 2,000 ft mountainous clearance Off-Route Obstruction Clearance Altitude / OROCA Located on IFR enroute charts as the sector altitudes between lat/long grids and displayed as 125 An off route altitude which provides obstruction clearance with a 1,000 foot buffer in non-mountainous terrain areas and a 2,000 ft buffer in designated mountainous areas within the US This altitude may not provide signal coverage from ground based navaids, ATC radar, or communication coverage Provides obstacle clearance for any obstacle within the respective grid and 4 nm past the grid lines Off-Route Terrain Clearance Altitude / ORTCA An off route altitude which provides terrain clearance with a 3,000 ft buffer from terrain This altitude may not provide signal converge from ground based navigational aids, ATC radar, or communications coverage Maximum Elevation Figure / MEF Located on VFR sectional charts as the sector altitudes between lat/long grids and displayed as 12 5 Represent the highest elevation, including terrain and other vertical obstacles within a quadrant When determining the MEF, takes the elevation of the obstacle above MSL, adds possible vertical error (100 200 ft depending on contour interval) and round the resultant figure up to the next higher hundred foot level Minimum Vectoring Altitude / MVA The lowest MSA at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departure, and missed approaches It may be lower than the published MEA along an airway. It may be used for radar vectoring only upon the controllers determination that an adequate radar return is being received from the aircraft being controlled

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Charts depicting MVAs are normally available only to controllers and not pilots

GENERAL QUESTIONS What Defines a Published Instrument Approach? 11-202v3 8.4 An instrument procedure charted in US government FLIP by the DoD/National Geospatial-Intelligence Agency (NGA) or FAA/National Aeronautical Charting Office (NACO). USAF aircrews will use NGA or NACO products when available A local use procedure developed IAW AFI 11-230, Instrument Procedures Radar procedure with minimums published graphically or in FLIP Radar Instrument Approach Minimums Section For pilots to fly a published radar approach or instrument approach procedure that requires radar to define a fix essential for flying the approach, a non radar facility must provide a positive aircraft position within 25 nms of the airfield Pilots operating in Class A airspace may file to the nearest non radar facility or fix (regardless of distance from the terminal) and request radar vector service to the terminal A host nation or commercially produced procedure which is approved by MAJCOM per paragraph 8.4.5 What Are the Fuel Requirements? 11-202v3 2.4 General requirements Before takeoff or immediately after in flight refueling, the aircraft must have enough useable fuel aboard to complete the flight: To a final landing, either at the destination airport or alternate airport, plus the fuel reserves To or between air refueling control points (ARCPs) and then to land at the destination (or a recovery base, if refueling is not successful), plus the fuel reserve Alternate airport required Fuel required for an approach and missed approach must e included in the total flight plan fuel if visibility only weather criteria is used to determine the suitability of the original destination Fuel required for an approach and missed approach is not required if the ceiling and visibility criteria is used to determine the suitability of the original destination Fuel reserve The PIC must ensure the aircraft is carrying enough useable fuel on each flight to increase the total planned flight time between refueling points by 10% (up to a maximum of 45 minutes) or 20 minutes, whichever is greater For turbine powered aircraft use fuel consumption rates that provided maximum endurance at 10,000 ft MSL What Equipment is Required for Night Flight? 11-202v3 2.15.3, 5.12, 5.20 Operational cockpit lighting that allows crewmembers to view all cockpit instrument panels, controls, and read instrument approach plates Each crewmember must have an operable flashlight Night operations Fixed wing aircraft must not operate from a runway unless it is outlined with operable lighting and is clearly discernible Lighting Landing lights will b illuminated below 10,000 MSL day or night within operational constraints What are in-flight Altitude Requirements? 11-202v3 5.14 Emergency landing Below an altitude that, should an emergency landing become necessary, creates undue hazards to persons or property

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VFR above 3,000 ft AGL Congested areas Over congested areas (cities, towns, settlements, groups of people) ensure at least 1,000 ft clearance above the highest obstacle within 2,000 ft of the aircraft Non congested areas Minimum of 500 ft AGL except over open water, in special use airspace, or in sparsely populated areas Pilots must not operate aircraft closer than 500 ft to any person, vessel, vehicle, or structure Flight over national recreation areas and wildlife refuges No lower than 2,000 ft AGL over national park service monuments, seashores, lake shores, recreation and scenic river ways, US fish and wildlife refuges and ranges, and US forest service wilderness and primitive areas. Not applicable to published MTRs Disaster areas see NOTAMs Who is the Clearance Authority? 11-202v3 4.6 Uncontrolled airspace the PIC is the clearance authority for IFR or VFR flight in uncontrolled airspace Controlled airspace the PIC shall obtain ATC clearance before an IFR departure (or as soon as practicable after departure, while maintaining VFR, if contact cannot be established on the ground). The PIC is the clearance authority for VFR flight (if allowed) in controlled airspace When can you Deviate From an ATC Clearance? Deviations 11-202v3 1.7 An ATC clearance is not authority to deviate from the 11-202v3. A PIC may only deviate from any flight rule or ATC clearance to: Protect life Safety of flight When an in flight emergency requires immediate action Notification when deviating, notify ATC as soon as possible Post flight actions PIC will verbally report the incident to a supervisor and commander within 24 hours and make a detailed written record The unit will keep a copy of that record for a minimum of 1 year ATC clearances and instructions The PIC will ensure compliance with ATC clearances or instructions unless: An amended clearance is obtained An emergency exists Deviation is required in response to a TCAS RA Deviation is necessary to ensure safety of flight Can We File VFR on Top? 11-202v3 8.18 Unless otherwise restricted by MAJCOM, PICS may request and fly IFR VFR on top (IAW 11-217v2) when the mission requires such clearances AETC VFR on top Prohibited unless needed by syllabus guidance Define and Describe the Obstacle Clearance Surface (OCS) 11-217v1 7.3 Obstacle clearance surface (OCS) TERPS looks for any obstacle that would penetrate a 152 ft/nm slope (2.5% gradient, 40:1) drawn from the DER (0)

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 1 nm = 6067 ft Required Obstacle Clearance (ROC) Add required to the OCS which always adds at least 48 ft/nm which results in a minimum climb gradient of 200 ft/nm (3.3% gradient, 30:1) OCS, ROC, and diverse departures The TERPS specialist determines if an obstacle penetrates the OCS in the diverse departure obstacle assessment area 25 nm for non-mountainous areas 46 nm for mountainous areas On all IFR departure procedures, USAF aircraft are required to meet or exceed 200 ft/nm or the published climb gradient, whichever is higher, with all engines operating, or with OEI The OCS at USAF and USN bases normally begins at 0 ft AGL at the DER, but the OCS may be raised as much as 35 ft in order to clear obstacles. If the TERPS specialist raises the OCS, it will be published in the ODP US Army and FAA have a screen height of 35 ft DER For any departure at other than non-joint use USAF or USN bases, if the screen height is not published in the ODP or other reliable source, pilots will plan to cross the DER at or above 35 ft What Defines a Mountainous Area? 11-217v3 2.11 Those areas defined in 14 CFR 95.11 for CONUS, Alaska, Hawaii, and Puerto Rico For all other areas of operation, 500 ft surface elevation change over a nm distance AIRSPACE USAF VFR Cloud Clearance and Visibility Minimums 11-202v3 pg 46 FAA Airspace Class Prevailing Visibility Class A N/A Class B 3 SM Class C and D (3-152s) 3 SM Class E and G Below 10,000 MSL Class E and G (5-111) At or Above 10,000 MSL 3 SM 5 SM

Distance From Clouds N/A Clear of Clouds 1,000 ft Above 500 ft Below 2,000 ft Horizontal 1,000 ft Above 500 ft Below 2,000 ft Horizontal 1,000 ft Above 1,000 ft Below 1 SM Horizontal

Airspace Categories 11-217v2 2.6 Class A Location 18,000 ft MSL up to and including FL600 Includes the airspace overlying the waters within 12 nm of the coast Operations IFR VFR only in certain circumstances Equipment IFR equipment comm radio, VOR or TACAN receiver Charting Not specifically charted

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Class B Location Generally from the surface to 10,000 MSL surrounding the busiest airports in the NAS The configuration is individually tailored and consists of the surface area and two or more layers Contains all published instrument approach procedures for the primary airport as well as all secondary airports Operations requirements Pilots must obtain an ATC clearance to enter Class B even when VFR All large turbine engine powered aircraft operating to or from the primary airport must operate at or above the floor of the Class B airspace when operating within its lateral limits VFR aircraft are provided sequencing and separation from all other aircraft while operating in Class B Equipment Must have a transponder with Mode C for any operations within 30 NM of the primary airport in Class B airspace (surface up to 10,000 MSL) Charting Big, bad, blue Airspeeds Maximum airspeed within Class B airspace is 250 KIAS Maximum speed beneath the lateral limits of Class B is 200 KIAS Class C Location Generally from the surface to 4,000 AGL above airports with an operating control tower and are serviced by a radar approach control Two rings: Bottom ring surface to 1,200 AGL, 5 nm inner circle Top ring 1,200 AGL to 4,000 AGL, 10 nm outer circle An additional Class C outer area extends out to 20 nm and extends from the lower limits of radio/radar coverage up to the ceiling of the approach controls designated airspace. Participation is voluntary within the 20 nm outer ring Operations requirements A clearance is not required, however, pilots must be in two way radio communication with ATC Contact the class C airspace facility far enough from the Class C airspace boundary to preclude entering the airspace before two way radio communications are established Controller must use A/C call sign. He can deny entry When departing from a primary or secondary airport with an operating control tower, two way radio communications must be established and maintained with the control tower When departing a secondary airport without an operating control tower, two way radio communications must be established as soon as practicable after departing with the ATC facility having jurisdiction over the Class C airspace Class C procedural area 20 nm ring from the primary airport SFC to ceiling of the class C Equipment requirements An operable two way radio and transponder with Mode C Charting

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Magenta Airspeed When within 4 nm of the primary airport at or below 2,500 ft AGL, do not exceed 200 KIAS Class D Location Generally airspace from the surface to 2,500 ft AGL around airports with an operating control tower The lateral dimensions are tailored to the airspace and designed to contain published IAPs When departing from a primary or secondary airport with an operating control tower, two way radio comm. Must be established and maintained with the control tower Operations requirements Two way radio communication must e established and maintained with the ATC facility providing ATC services prior to entry into class D Equipment requirements Aircraft must have an operable two way radio Charting Dashed blue lines Airspeed When within 4 nm of the airport at or below 2,500 ft AGL, do not exceed 200 KIAS Class E Location Any other controlled airspace that is not designated as Class A, B, C, D, or a TRSA. No defined vertical limit Surface area designated for an airport class E airspace that is configured to contain instrument approaches within controlled airspace. Extends down to the surface Extension to a surface area Controlled airspace that extends from either 700 ft AGL or 1,200 AGL used to transition to/from the terminal or enroute environment Federal airways extends from 1,200 ft AGL up to not including 18,000 ft MSL All airspace above 14,500 MSL, up to but not including 18,000 MSL Operations requirements No specific communication requirements Charting Is charted as dashed magenta, fading magenta, fading blue, or castellated blue which defines the floor of the Class E Class F Not used in the USA NAS It is uncontrolled airspace where separation is provided for IFR aircraft to other IFR aircraft with traffic information provided where possible Class G Location Uncontrolled airspace that has not been designated as Class A, B, C, D, E, or F Operations requirements No specific communication requirements IFR operations are permitted in Class G airspace and are largely autonomous Two way radio contact vs ATC clearance 11-202v3 2.8.4

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An ATC clearance allows the aircraft to proceed into the controllers airspace. For example, Tone 69, cleared to enter Class B airspace, maintain 4,500. Two way radio contact means you are talking to ATC but may or may not have been cleared for anything. In order to be in two way radio contact, the controller must refer to the aircraft by its call sign

Runway Environment Descent below MDA is not authorized until sufficient visual reference with the runway environment has been established and the aircraft is in a position to execute a safe landing Runway environment consists of: The approach light system (except that the pilot may not descend below 100 ft above the TDZE using the approach lights as a reference unless the red termination bars or the red side row bars are also visible and identifiable) The threshold, threshold markings, or threshold lights The runway end identifier lights The touchdown zone, touchdown zone markings, or touchdown zone lights The runway or runway markings The runway lights The visual approach slope indicator Airport Environment After descending to circling MDA and when the airport environment is in sight, determine if the ceiling and visibility are sufficient for performing the circling maneuver The airport environment consists of: The runways Runway lights and markings Taxiways Hangars Other buildings associated with the airport Note on Radar Contact In plain English, it means the controller sees your aircrafts radar return on his scope and he has positively identified you. Its also important to understand what radar contact does not mean it does not mean the controller now has responsibility for your terrain/obstacle clearance. Specifically, heres what the AIM says: The term radar contact, when used by the controller during departure, should not be interpreted as relieving pilots of their responsibility to maintain appropriate terrain and obstruction clearance. AIM goes on to say that Terrain/obstruction clearance is not provided by ATC until the controller begins to provide navigational guidance in the form of radar vectors. Even this statement is a little misleading; ATC is never solely responsible for your terrain/obstruction clearance. A better way to describe this relationship would be to say, ATC does not begin to share responsibility for terrain/obstacle clearance until the controller begins to provide navigational guidance. Instrument Ground Check (0, 1, 2, 3, 4, 5) Altimeter must check within 75 feet of a known ground checkpoint ADI indicates wings level Check turn needle and ball for proper deflection in turns

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Check VSI indication 0 DME should check within NM or 3% of ground checkpoint, whichever is greater. If ground checkpoint is greater than 16 NM away, the 3% rule applies VOR should check (CDI and bearing pointer) within 4 degrees of ground checkpoint Heading indicators within 5 degrees of a known heading

Special Use Airspace GP 2.1 Alert area airspace which may contain a high volume of pilot training activities or an unusual type of aerial activity neither of which is hazardous to aircraft. Alert areas are depicted on aeronautical charts for the information of nonparticipating pilots. All activities within an alert area are conducted in accordance with FARs and pilots of participating aircraft as well as pilots transitioning the area are equally responsible for collision avoidance Controlled Firing Area airspace wherein activities are conducted under conditions so controlled as to eliminate hazards to nonparticipating aircraft and to ensure the safety of persons and property on the ground MOA airspace established outside Class A airspace area to separate or segregate certain nonhazardous military activities from IFR traffic and to identify for VFR traffic where these activities are conducted Prohibited Area designated airspace within which the flight of aircraft is prohibited Restricted Area airspace designated under FAR Part 73 within which the flight of aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designated joint use and IFR/VFR operations are in the area may be authorized by the controlling ATC facility when it is not being utilized by the using agency. Restricted areas are depicted on enroute charts. Where joint use is authored, the name of the ATC facility is also shown Warning Area airspace which may contain hazards to nonparticipating aircraft in international airspace Radio Out Procedures FIH A-6, FAR 91.185 Local radio out procedures are to be followed per the IFG in flying local sorties If off station, follow NORDO procedures from the FIH AVEFAME ROUTING: Acronym AVE-F: Fly the Assigned, Vectored, Expected, or Filed, in that order ALTITUDE: Acronym AME: Fly the higher of MEA, Expected, or Assigned Airfield Lighting FIH B-31 Runway end identifier lights (REIL) consists of two synchronized flashing lights, one of which is located laterally on each side of the runway threshold facing the appropriate area Visual approach slope indicator (VASI) system for final approach only. VASI glide slope angles are normally adjusted to coincide with ILS and/or PAR glideslopes servicing the same runway. VASIs have two separate blocks Precision approach path indicator (PAPI) four light boxes installed in horizontal row on one side of the runway. High intensity runway lighting (HIRL) elevated bidirectional lights, which extend by the length of the runway Medium intensity runway lighting (MIRL) consists of elevated, omnidirectional lights, installed on runways that are not to be used under IMC due to impaired clearance, short length, or other factors Touchdown zone lighting two rows of high intensity light bars arranged on either side of the runway centerline. The two rows of light bars are 3,000 ft long and extend from the threshold of the runway toward the rollout end of the runway

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Runway centerline lighting starts 75 ft from the threshold and extends down the runway to 1,000 ft section displays alternate red and white lights, while the last 1,000 ft section displays all red light If ALS is INOP, and no other guidance is published in the approach book, visual requirements increase by SM ILS critical area hold short line effective when told by controlling agency or when the WX is below 800 or visibility is less than 2

NOTAMs All military bases and selected civilian fields are covered by the DoD NOTAM distribution system. Airfields covered by the DoD NOTAM system are designated by a diamond in FLIPs enroute supplement. A darkened diamond means partial NOTAM coverage at a civilian field. Locations that have neither diamond do not have approach procedures in FLIP and NOTAM information in not available on the military NOTAM summaries FAA NOTAMs FAA D (Distant) contain information needing wide dissemination similar to DoD NOTAMs. D NOTAMS may affect your ability to use a particular field or navigation facility. If your destination airfield is not covered by the DoD NOTAM system, you may call any FSS to obtain this information FAA L (Local) similar to DoD airfield advisories. L NOTAMs are less critical in nature. While L NOTAMs will not usually affect your ability to use a field, these NOTAMs will contain important information like taxiway closures or VASI outages. The only way to obtain L NOTAMs is by contacting the fields servicing FSS or by calling the airfield directly FAA Flight Data Center (FDC) regulatory in nature and contains important information such as amendments to published approaches, chart changes, and TFRs Notice to Airmen Publication NTAP contains FDC and other NOTAMs that meet the criteria of D NOTAMs and are expected to remain in effect for an extended period of time What Makes an Approach a Circling Approach Glideslope 400 ft/nm Radial does not intercept the extended centerline prior to the MAP Approach course > 30 degrees from runway heading Victor Airways 1,200 ft AGL to 18,000 ft MSL Width < 102 nm from VOR 4 nm May enter Victor airway in the middle of the route Jet Airway No definite width May only enter Jet airways at a navaid Low Close in Obstacles <50 ft AGL ignore > 500 ft off centerline ignore Calculate climb gradient from t/o distance NAVAID Reception T Terminal

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1,000 AGL 12,000 AGL 25 NM L Low 1,000 AGL 18,000 AGL 40 NM H High 1,000 AGL 14,500 AGL 40 NM 14,500 AGL 60,000 AGL 100 NM 18,000 AGL 45,000 AGL 130 NM Localizer < 10 NM, 35 degrees from centerline 10 < x < 18 NM, 10 degrees from centerline

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