RI-11 WEATHERUP GOUGE ADV HELO
c. & d. Glideslope / Course receiver failure - (FTI 915.D)
If a glideslope indicator disappears on the CDI/HSI during the approach, descend no lower than published localizer minima, or if not published, no lower than circling minima for your category aircraft. If course deviation bar is fully deflected when inside of final approach fix and runway is not in sight, execute missed approach.
e. CAT II ILS
Why Brief this? Well, I would guess that it is to show us that we cannot shoot CAT II ILS approaches because we don’t have either the installed equipment or the authorization. If you happen to know update this gouge.
CATEGORY II OPERATIONS EQUIPMENT (FAR PART 91 Appendix A)
2. Required Instruments and Equipment.
The instruments and equipment listed in this section must be installed in each aircraft operated in a Category II operation. This section does not require duplication of instruments and equipment required by §91.205 or any other provisions of this chapter.
(a) Group I.
(1) Two localizer and glide slope receiving systems. Each system must provide a basic ILS display and each side of the instrument panel must have a basic ILS display. However, a single localizer antenna and a single glide slope antenna may be used.
(2) A communications system that does not affect the operation of at least one of the ILS systems.
(3) A marker beacon receiver that provides distinctive aural and visual indications of the outer and the middle markers.
(4) Two gyroscopic pitch and bank indicating systems.
(5) Two gyroscopic direction indicating systems.
(6) Two airspeed indicators.
(7) Two sensitive altimeters adjustable for barometric pressure, each having a placarded correction for altimeter scale error and for the wheel height of the aircraft. After June 26, 1979, two sensitive altimeters adjustable for barometric pressure, having markings at 20-foot intervals and each having a placarded correction for altimeter scale error and for the wheel height of the aircraft.
(8) Two vertical speed indicators.
(9) A flight control guidance system that consists of either an automatic approach coupler or a flight director system. A flight director system must display computed information as steering command in relation to an ILS localizer and, on the same instrument, either computed information as pitch command in relation to an ILS glide slope or basic ILS glide slope information. An automatic approach coupler must provide at least automatic steering in relation to an ILS localizer. The flight control guidance system may be operated from one of the receiving systems required by subparagraph (1) of this paragraph.
(10) For Category II operations with decision heights below 150 feet either a marker beacon receiver providing aural and visual indications of the inner marker or a radio altimeter.
f. Takeoff/Approach/landing minimums
Takeoff Minimums
Special Instrument Rating No takeoff ceiling or visibility minimums apply. Takeoff shall depend on the judgement of the pilot and urgency of flight.
Standard Instrument Rating Published minimums for the available nonprecision approach but not less than 3001. Takeoff is authorized provided the weather is at least equal to the precision approach minimums for the landing runway in use but in no case less than 2001/2 or 2400 RVR.
Instrument Approach & Landing Minimums
Can we reduce min visibility for Cat A? How much? Copter Approach?
Helos (CAT A) can reduce visibility by 1/2 but in no case less than 1/4 or RVR 1200. Helicopter procedures visibility may not be reduced. Copter Approaches may not cut visibilities.
Approach Criteria
Multipiloted:
if below mins, approach shall not be commenced unless A/C has capability to proceed to a suitable alternate.
Singlepiloted:
approach shall not be commenced if below mins. Absolute mins for singlepiloted (precision) are 2001/2 or 2400 RVR, whichever is higher. .
Continue Approach to Landing
Runway in sight
Safe landing can be made
Permission to land from tower or ATC at uncontrolled field
Missed Approach
Precision execute missed approach at DH .
Nonprecision execute missed approach at MAP. If visual reference is lost on a circling approach, make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course.
Final Approach Abnormalities, Radar Approaches Controller will issue missed approach instruction for the following reasons.
safe limits are exceeded or radical A/C deviations are observed
position or identification of aircraft is in doubt
radar contact is lost or a malfunctioning radar is suspected (pilot may continue landing for above cases if runway or approach lights are in sight and safe landing can be made.)
field conditions, conflicting traffic, or other unsafe conditions observed from the tower prevent approach completion 'this is the mandatory missed approach***
Practice Approaches with Weather below Minimums .
facility must not be the filed destination or alternate
no intention to land
destination and alternate must meet filing weather criteria
suitable fuel for remainder of flight
VFR
Weather: In Class B,C,D,E surface areas 1000 feet/ 3 sm or more stringent mins as remarked in AP charts. Must be forecast to remain VFR for entire duration of the flight. Destination must be forecast for ≥ 10003 for ETA +/ 1 hour.
Special VFR: Pilot must obtain authorization from ATC; ceiling minimum of 500!1, remain clear of clouds, and pilot and A/C must be instrument rated Aviation COs may authorize helicopter special VFR flight below 500/1 for missions of operational necessity.
- Class B,C,D surface areas, obtain clearance from ATC .
Class E surface area, ATC, nearest tower, FSS, or center
ATC will provide separation while in Class B,C,D and E
Special VFR for fixed wing is prohibited from sunset to sunrise unless the pilot is instrument rated and the aircraft is equipped to IFR flight
Outside Controlled Airspace: Helicopters may be operated below 1,200 feet AGL, clear of clouds when visibility < 1 sm if operated at a speed that allows the pilot adequate opportunity to see and avoid other aircraft and maintain obstacle clearance.
g. Precision minima
Approach Criteria for Single-Piloted Aircraft (OPNAV 3710.7R 5.3.4.3)
An instrument approach shall not be commenced if the reported weather is below published minimums for the type approach being conducted. …. Absolute minimums for a single-piloted aircraft executing a precision approach are 200-foot ceiling/height above touchdown (HAT) and visibility 1/2-statute-mile / 2,400 feet RVR or published minimums, whichever is higher.
(AIM 1-1-9.i.1)
1. The lowest authorized ILS minimums, with all required ground and airborne systems components operative, are
(a) Category I Decision Height (DH) 200 feet and Runway Visual Range (RVR) 2,400 feet (with touchdown zone and centerline lighting, RVR 1800 feet).
h. Straight-in approach / circle to land
i. Option approach – “Navy 1E___, you are cleared for the option”
touch and go
stop and go
low approach.
full stop
missed approach
A. Takeoff/Approach/landing minimums
IFR FLIGHT PLAN
Takeoff Minimums (OPNAV 3710.7R 5.3.3.1)
a. Special instrument rating —No takeoff ceiling or visibility minimums apply. Takeoff shall depend on the judgment of the pilot and urgency of flights.
b. Standard instrument rating — Published minimums for the available non-precision approach, but not less than 300-foot ceiling and 1-statute mile visibility. When a precision approach compatible with installed and operable aircraft equipment is available, with published minimums less than 300/1, takeoff is authorized provided the weather is at least equal to the precision approach minimums for the landing runway in use, but in no case when the weather is less than 200-foot ceiling and 1/2-statute-mile visibility/ 2,400-foot runway visual range (RVR).
Note: Determination that existing weather/visibility is adequate for approach / landing is the responsibility of the pilot.
IFR Flight Plans. (OPNAV 3710.7R 4.6.4.2)
Regardless of weather, IFR flight plans shall be filed and flown whenever practicable as a means of reducing midair collision potential. In any case, forecast meteorological conditions must meet the weather minimum criteria shown in Figure 4-1 for filing IFR flight plans and shall be based on the pilot’s best judgment as to the runway that will be in use upon arrival. IFR flight plans may be filed for destination at which the forecasted weather is below the appropriate minimums provided a suitable alternate airfield is forecast to have at least 3,000-foot ceiling and 3-statute-mile visibility during the period 1hour before ETA until 1 hour after ETA.
Alternate Airfield. (OPNAV 3710.7R 4.6.4.3)
An alternate airfield is required when the weather at the destination is forecast to be less than 3,000-foot ceiling and 3-statute-mile visibility during the period 1 hour before ETA until I hour after ETA.
Note:
If an alternate airfield is required, it must have a published approach compatible with installed operable aircraft navigation equipment that can be flown without the use of two-way radio communication whenever either one of the following conditions is met:
a. The destination lacks the above described approach.
b. The forecasted weather at the alternate is below 3,000-foot ceiling and 3-statute-mile visibility during the period 1 hour before ETA until 1 hour after ETA.
DESTINATION WEATHERETA plus and minus 1 hour / ALTERNATE WEATHER
ETA plus and minus 1 hour
O-0 up to but not including
published minimums / 3,000 — 3 or better
Published minimums up to but not
including 3,000 — 3 (single-piloted
absolute minimums 200 — 1/2) / NON-
PRECISION / PRECISION
ILS / PAR
*Published minimums
plus 300-1 / Published minimums
plus 200-1/2 / *Published
minimums
plus 200-1/2
3,000 — 3 or better /
No alternate required
*In the case of single-piloted or other aircraft with only one operable UHF/VHF transceiver, radarapproach minimums may not be used as the basis for selection of an alternate airfield.
Figure 4-1
Instrument Approaches and Landing Minimums (OPNAV 3710.7R 5.3.4)
5.3.4.1 General. Approved instrument approach procedures for use at other than U.S. airports are published in DOD FLIPs (Terminal). For U.S. airports, approved instrument approach procedures are published in DOD FLIPs (Terminal) or other similar type publications. For straight-in approaches, pilots shall use RVR if available, determine if visibility meets the weather criteria for approaches, which ire published in DOD FLIP Terminal Approach Procedures. Prevailing visibility shall be used for circling approach criteria. Helicopter-required visibility minimum may be reduced to one-half the published visibility minimum for Category A aircraft, but in no case may it be reduced to less than one-fourth mile or 1,200 feet RVR. Helicopter procedures visibility may not be reduced. Helicopter procedures and reduced Category A visibility recognize the unique maneuvering capability of the helicopter and are based on airspeeds not exceeding 90 knots on final approach.
Note:
Determination that existing weather/visibility is adequate for approach/landing is the responsibility of the pilot.
5.3.4.2 Approach Criteria for Multi-piloted Air-craft
When reported weather is at or below published landing minimums for the approach to be conducted, an approach shall not be commenced in multi-piloted aircraft unless the aircraft has the capability to proceed to a suitable alternate in the event of a missed approach.
5.3.4.3 Approach Criteria for Single-Piloted Aircraft
An instrument approach shall not be commenced if the reported weather is below published minimums for the type approach being conducted. When a turbojet en route descent is to be executed, the approach is considered to commence when the aircraft descends below the highest initial penetration altitude established in high altitude instrument approach procedures for the destination airport. Once an approach has been commenced, pilots may, at their discretion, continue the approach to the approved published landing minimums as shown in the appropriate FLIP for the type approach being conducted, Absolute minimums for a single-piloted aircraft executing a precision approach are 200-foot ceiling/height above touchdown (HAT) and visibility l/2-statute-mile / 2,400 feet RVR or published minimums, whichever is higher.
5.3.4.7 Practice Approaches.
The provisions of this section are not intended to preclude a single-piloted aircraft from executing practice approaches (no landing intended) at a facility where weather is reported below published minimums when operating with an appropriate ATC clearance. The facility in question must not be filed destination or alternate and the weather at the filed destination and alternate must meet the filing criteria for an instrument clearance as set forth in this instruction.
B. Straight-in approach/circle to land
STRAIGHTIN APPROACH, IFR (GP)
An instrument approach wherein final approach is begun without first having executed a procedure turn. Not necessarily completed with a straightin landing or made to straightin landing minimums.
STRAIGHTIN LANDING (GP)
A landing made on a runway aligned within 30 'degrees of the final approach course following completion of an instrument approach.
CIRCLE TO LAND MANEUVER/CIRCLING MANEUVER (GP)
A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straightin landing from an instrument approach is not possible or is not desirable. This maneuver is made only after Air Traffic Control authorization has been obtained and the pilot has established required visual reference to the airport. (See Landing Minimums)
LANDING MINIMUMS/IFR LANDING MINIMUMS (GP)
The minimum visibility prescribed for landing a civil aircraft while using an instrument approach procedure. The minimum applies with other limitations set forth in Federal Air Regulations Part 91, with respect to the Minimum Descent Altitude (MDA) or Decision Height (DH) prescribed in the Instrument Approach Procedures as follows:
(1) STRAIGHTIN LANDING MINIMUMS A statement of Minimum Descent Altitude and visibility, or Decision Height and visibility, required for straightin landing on a specified runway; or
(2) CIRCLING MINIMUMS A statement of Minimum Descent Altitude and visibility required for the circletoland maneuver.
Descent below the established Minimum Descent Altitude or Decision Height is not authorized during an approach unless the aircraft is in a position from which a normal approach to the runway of intended landing can be made, and adequate visual reference to required visual cues is maintained.
C. Option approach
OPTION APPROACH (GP)
An approach requested and conducted by a pilot which will result in either a touchandgo, missed approach, low approach, stopandgo or full stop landing.
OPTION APPROACH (AIM 4-3-22.)