NAVAIR 00-80T-112 NATOPS INSTRUMENT FLIGHT MANUAL (15 NOVEMBER 2006)

NAVAIR 00-80T-112

Note

When cleared for the approach, the published off airway (feeder) routes that

lead from the en route structure to the IAF are part of the approach

clearance.

If a feeder route to an IAF begins at a fix located along the route of flight prior to reaching the holding fix, and

clearance for an approach is issued, a pilot should commence the approach via the published feeder route (i.e., the

aircraft would not be expected to overfly the feeder route and return to it). The pilot is expected to commence the

approach in a similar manner at the IAF if the IAF for the procedure is located along the route of flight to the holding

fix.

If a route of flight directly to the initial approach fix is desired, it should be so stated by the controller with phraseology

to include the words “direct,” “proceed direct,” or a similar phrase that the pilot can interpret without question. When

uncertain of the clearance, immediately query ATC as to what route of flight is desired.

The name of an instrument approach, as published, is used to identify the approach, even though a component of the

approach aid, such as the glideslope on an instrument landing system, is inoperative or unreliable. The controller will

use the name of the approach as published, but must advise the aircraft at the time an approach clearance is issued

that the inoperative or unreliable approach aid component is unusable.

30.7

INSTRUMENT APPROACH PROCEDURES

Minimums are specified for various aircraft approach categories based upon a value 1.3 times the stalling speed of

the aircraft in the landing configuration at maximum certified gross landing weight. In 14 CFR Section 97.3(b)

categories are listed as follows:

1. Category A: Speed less than 91 knots.

2. Category B: Speed 91 knots or more but less than 121 knots.

3. Category C: Speed 121 knots or more but less than 141 knots.

4. Category D: Speed 141 knots or more but less than 166 knots.

5. Category E: Speed 166 knots or more.

Aircraft approach categories are also discussed in the U.S. Terminal Procedures (commonly called approach plates),

which states, among other things, that “An aircraft shall fit in only one category. If it is necessary to maneuver at

speeds in excess of the upper limit of a speed range for a category, the minimums for the next higher category should

be used.” If it is necessary, while circling to land, to maneuver at speeds in excess of the upper limit of the speed range

for each category, due to the possibility of extending the circling maneuver beyond the area for which obstruction

clearance is provided, the circling minimum for the next higher approach category should be used. For example, an

aircraft that falls in Category C, but is circling to land at a speed of 141 knots or higher, should use the approach

Category D minimum when circling to land.

When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is

received, shall, in addition to complying with the minimum altitudes for IFR operations (14 CFR Section 91.177),

maintain the last assigned altitude unless a different altitude is assigned by ATC, or until the aircraft is established

on a segment of a published route or IAP. After the aircraft is so established, published altitudes apply to descent

within each succeeding route or approach segment unless a different altitude is assigned by ATC. Notwithstanding

this pilot responsibility for aircraft operating on unpublished routes or while being radar vectored, ATC will, except

when conducting a radar approach, issue an IFR approach clearance only after the aircraft is established on a segment

of a published route or IAP, or assign an altitude to maintain until the aircraft is established on a segment of a published

route or instrument approach procedure. For this purpose, the procedure turn of a published IAP shall not be

considered a segment of that IAP until the aircraft reaches the initial fix or navigation facility upon which the

procedure turn is predicated.

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Note

The altitude assigned will ensure IFR obstruction clearance from the point

at which the approach clearance is issued until established on a segment of

a published route or IAP. If uncertain of the meaning of the clearance,

immediately request clarification from ATC.

Several IAPs, using various navigation and approach aids, may be authorized for an airport. ATC may advise that a

particular approach procedure is being used, primarily to expedite traffic. If issued a clearance that specifies a

particular approach procedure, notify ATC immediately if a different one is desired. In this event it may be necessary

for ATC to withhold clearance for the different approach until such time as traffic conditions permit; however, a pilot

involved in an emergency situation will be given priority. If the pilot is not familiar with the specific approach

procedure, ATC should be advised and they will provide detailed information on the execution of the procedure.

At times, ATC may not specify a particular approach procedure in the clearance, but will state “CLEARED

APPROACH.” Such clearance indicates that the pilot may execute any one of the authorized IAPs for that airport.

This clearance does not constitute approval for the pilot to execute a contact approach or a visual approach.

Except when being radar vectored to the final approach course, when cleared for a specifically prescribed IAP (i.e.,

“cleared ILS runway one niner approach”) or when “cleared approach” (i.e., execution of any procedure prescribed

for the airport), pilots shall execute the entire procedure commencing at an IAF or an associated feeder route as

described on the IAP chart unless an appropriate new or revised ATC clearance is received or the IFR flight plan is

canceled.

Pilots planning flights to locations served by special IAPs should obtain advance approval from the owner of the

procedure. Approval by the owner is necessary because special procedures are for the exclusive use of the single

interest unless otherwise authorized by the owner. Additionally, some special approach procedures require certain

crew qualifications training or other special considerations in order to execute the approach. Also, some of these

approach procedures are based on privately owned navigational aids. Owners of aids that are not for public use may

elect to turn off the aid for whatever reason they may have (e.g., maintenance, conservation, etc.). Air traffic

controllers are not required to question pilots to determine if they have permission to use the procedure. Controllers

presume a pilot has obtained approval and is aware of any details of the procedure if an IFR flight plan was filed to

that airport.

When executing an instrument approach and in radio contact with an FAA facility, unless in radar contact, report

passing the final approach fix inbound (nonprecision approach) or the outer marker or fix used in lieu of the outer

marker inbound (precision approach).

Pilots should not rely on radar to identify a fix unless the fix is indicated as RADAR on the IAP. Pilots may request

radar identification of an OM, but the controller may not be able to provide the service due either to workload or not

having the fix on the video map.

If a missed approach is required, advise ATC and include the reason (unless initiated by ATC). Comply with the

missed approach instructions for the instrument approach procedure being executed unless otherwise directed by

ATC.

30.8

PROCEDURE TURN

A procedure turn is the maneuver prescribed when it is necessary to perform a course reversal to establish the aircraft

inbound on an intermediate or final approach course. The procedure turn or hold in lieu of procedure turn is a required

maneuver. The procedure turn is not required when the symbol NoPT is shown, when radar vectoring to the final

approach course is provided, when conducting a timed approach, or when the procedure turn is not authorized. The

hold in lieu of procedure turn is not required when radar vectoring to the final approach course is provided or when

NoPT is shown. The altitude prescribed for the procedure turn is a minimum altitude until the aircraft is established

on the inbound course. The maneuver must be completed within the distance specified in the profile view.

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On U.S. Government charts, a barbed arrow indicates the direction or side of the outbound course on which

the procedure turn is made. Headings are provided for course reversal using the 45-degree type procedure turn;

however, the point at which the turn may be commenced and the type and rate of turn is left to the discretion

of the pilot. Some of the options are the 45-degree procedure turn, the racetrack pattern, the teardrop procedure

turn, or the 80 degree ↔ 260 degree course reversal. Some procedure turns are specified by procedural track.

These turns must be flown exactly as depicted.

When the approach procedure involves a procedure turn, a maximum speed of not greater than 200 knots

Indicated Airspeed (IAS) should be observed from first overhead the course reversal IAF through the

procedure turn maneuver to ensure containment within the obstruction clearance area. Pilots should begin the

outbound turn immediately after passing the procedure turn fix. The procedure turn maneuver must be

executed within the distance specified in the profile view. The normal procedure turn distance is 10 miles. This

may be reduced to a minimum of 5 miles where only Category A or helicopter aircraft are to be operated or

increased to as much as 15 miles to accommodate high-performance aircraft.

A teardrop procedure or penetration turn may be specified in some procedures for a required course reversal.

The teardrop procedure consists of departure from an initial approach fix on an outbound course followed by

a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. Its purpose is to

permit an aircraft to reverse direction and lose considerable altitude within reasonably limited airspace. Where

no fix is available to mark the beginning of the intermediate segment, it shall be assumed to commence at a

point 10 miles prior to the final approach fix. When the facility is located on the airport, an aircraft is considered

to be on final approach upon completion of the penetration turn; however, the final approach segment begins

on the final approach course 10 miles from the facility.

A holding pattern in lieu of procedure turn may be specified for course reversal in some procedures. In such

cases, the holding pattern is established over an intermediate fix or a final approach fix. The holding pattern

distance or time specified in the profile view must be observed. Maximum holding airspeed limitations, as set

forth for all holding patterns, apply. The holding pattern maneuver is completed when the aircraft is established

on the inbound course after executing the appropriate entry. If cleared for the approach prior to returning to

the holding fix, and the aircraft is at the prescribed altitude, additional circuits of the holding pattern are not

necessary nor expected by ATC. If pilots elect to make additional circuits to lose excessive altitude or to become

better established on course, it is their responsibility to so advise ATC upon receipt of their approach clearance.

A procedure turn is not required when an approach can be made directly from a specified intermediate fix to

the final approach fix. In such cases, the term NoPT is used with the appropriate course and altitude to denote

that the procedure turn is not required. If a procedure turn is desired, and when cleared to do so by ATC, descent

below the procedure turn altitude should not be made until the aircraft is established on the inbound course,

since some NoPT altitudes may be lower than the procedure turn altitudes.

30.8.1 Limitations on Procedure Turns

1. In the case of a radar initial approach to a final approach fix or position, or a timed approach from a holding

fix, or where the procedure specifies NoPT, no pilot may make a procedure turn unless, when final approach

clearance is received, the pilot so advises ATC and a clearance is received to execute a procedure turn.

2. When a teardrop procedure turn is depicted and a course reversal is required, this type turn must be executed.

3. When a holding pattern replaces a procedure turn, the holding pattern must be followed, except when radar

vectoring is provided or when NoPT is shown on the approach course. The recommended entry procedures

will ensure the aircraft remains within the holding pattern protected airspace. As in the procedure turn, the

descent from the minimum holding pattern altitude to the final approach fix altitude (when lower) may not

commence until the aircraft is established on the inbound course. Where a holding pattern is established in lieu

of a procedure turn, the maximum holding pattern airspeeds apply.

4. The absence of the procedure turn barb in the plan view indicates a procedure turn is not authorized for that

procedure.

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30.9

TIMED APPROACHES FROM A HOLDING FIX

Timed approaches may be conducted when the following conditions are met:

1. A control tower is in operation at the airport where the approaches are conducted.

2. Direct communications are maintained between the pilot and the center or approach controller until the pilot

is instructed to contact the tower.

3. If more than one missed approach procedure is available, none require a course reversal.

4. If only one missed approach procedure is available, the following conditions are met:

a. Course reversal is not required.

b. Reported ceiling and visibility are equal to or greater than the highest prescribed circling minimums for the

IAP.

5. When cleared for the approach, pilots shall not execute a procedure turn. (14 CFR Section 91.175.)

Although the controller will not specifically state that timed approaches are in progress, the assigning of a time to

depart the final approach fix inbound (nonprecision approach) or the outer marker or fix used in lieu of the outer

marker inbound (precision approach) is indicative that timed approach procedures are being utilized, or in lieu of

holding, the controller may use radar vectors to the final approach course to establish a mileage interval between

aircraft that will ensure the appropriate time sequence between the final approach fix/outer marker or fix used in lieu

of the outer marker and the airport.

Each pilot in an approach sequence will be given advance notice as to the time they should leave the holding point

on approach to the airport. When a time to leave the holding point has been received, the pilot should adjust the flight

path to leave the fix as closely as possible to the designated time (Figure 30-14).

Example:

At 12:03 local time, in the example shown, a pilot holding receives instructions to leave the fix inbound at 12:07.

These instructions are received just as the pilot has completed turn at the outbound end of the holding pattern and is

proceeding inbound toward the fix. Arriving back over the fix, the pilot notes the time is 12:04 and there are 3 minutes

to lose in order to leave the fix at the assigned time. Since the time remaining is more than 2 minutes, the pilot plans

to fly a racetrack pattern rather than a 360-degree turn, which would use up 2 minutes. The turns at the ends of the

racetrack pattern will consume approximately 2 minutes. Three minutes to go, minus 2 minutes required for the turns,

leaves 1 minute for level flight. Since two portions of level flight will be required to get back to the fix inbound, the

pilot halves the 1 minute remaining and plans to fly level for 30 seconds outbound before starting the turn back to

the fix on final approach. If the winds were negligible at flight altitude, this procedure would bring the pilot inbound

across the fix precisely at the specified time of 12:07; however, if expecting headwind on final approach, the pilot

should shorten the 30-second outbound course somewhat, knowing the wind will carry the aircraft away from the fix

faster while outbound and decrease the groundspeed while returning to the fix. On the other hand, compensating for

a tailwind on final approach, the pilot should lengthen the calculated 30-second outbound heading somewhat,

knowing the wind would tend to hold the aircraft closer to the fix while outbound and increase the groundspeed while

returning to the fix.

30.10 RADAR APPROACHES

The only airborne radio equipment required for radar approaches is a functioning radio transmitter and receiver. The

radar controller vectors the aircraft to align it with the runway centerline. The controller continues the vectors to keep

the aircraft on course until the pilot can complete the approach and landing by visual reference to the surface. There

are two types of radar approaches: Precision (PAR) and Surveillance (ASR).

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A radar approach may be given to any aircraft upon request and may be offered to pilots of aircraft in distress or to

expedite traffic; however, an ASR might not be approved unless there is an ATC operational requirement, or in an

unusual or emergency situation. Acceptance of a PAR or ASR by a pilot does not waive the prescribed weather

minimums for the airport or for the particular aircraft operator concerned. The decision to make a radar approach

when the reported weather is below the established minimums rests with the pilot.

PAR and ASR minimums are published on separate pages in the FAA Terminal Procedures Publication (TPP).

A Precision Approach (PAR) is one in which a controller provides highly accurate navigational guidance in

azimuth and elevation to a pilot. Pilots are given headings to fly, to direct them to, and keep their aircraft aligned

with the extended centerline of the landing runway. They are told to anticipate glidepath interception

approximately 10 to 30 seconds before it occurs and when to start descent. The published DH will be given

only if the pilot requests it. If the aircraft is observed to deviate above or below the glidepath, the pilot is given

the relative amount of deviation by use of terms “slightly” or “well” and is expected to adjust the aircraft rate

of descent/ascent to return to the glidepath. Trend information is also issued with respect to the elevation of

the aircraft and may be modified by the terms “rapidly” and “slowly” (e.g., “well above glidepath, coming

down rapidly”). Range from touchdown is given at least once each mile. If an aircraft is observed by the

controller to proceed outside of specified safety zone limits in azimuth and/or elevation and continue to operate

outside these prescribed limits, the pilot will be directed to execute a missed approach or to fly a specified

course unless the pilot has the runway environment (runway, approach lights, etc.) in sight. Navigational

guidance in azimuth and elevation is provided the pilot until the aircraft reaches the published DH. Advisory

course and glidepath information is furnished by the controller until the aircraft passes over the landing

threshold, at which point the pilot is advised of any deviation from the runway centerline. Radar service is

automatically terminated upon completion of the approach.

A Surveillance Approach (ASR) is one in which a controller provides navigational guidance in azimuth only.

The pilot is furnished headings to fly to align the aircraft with the extended centerline of the landing runway.

Since the radar information used for a surveillance approach is considerably less precise than that used for a

precision approach, the accuracy of the approach will not be as great and higher minimums will apply.

Guidance in elevation is not possible but the pilot will be advised when to commence descent to the MDA or,

if appropriate, to an intermediate stepdown fix Minimum Crossing Altitude (MCA) and subsequently to the

prescribed MDA. In addition, the pilot will be advised of the location of the MAP prescribed for the procedure

and the aircraft position each mile on final from the runway, airport, heliport, or MAP, as appropriate. If

requested by the pilot, recommended altitudes will be issued at each mile, based on the descent gradient

established for the procedure, down to the last mile that is at or above the MDA. Normally, navigational

guidance will be provided until the aircraft reaches the MAP. Controllers will terminate guidance and instruct

the pilot to execute a missed approach unless at the MAP the pilot has the runway, airport, or heliport in sight

or, for a helicopter point-in-space approach, the prescribed visual reference with the surface is established.

Also, if, at any time during the approach the controller considers that safe guidance for the remainder of the

approach cannot be provided, the controller will terminate guidance and instruct the pilot to execute a missed

approach. Similarly, guidance termination and missed approach will be effected upon pilot request and, for

civil aircraft only, controllers may terminate guidance when the pilot reports the runway, airport, heliport or

visual surface route (point-in-space approach) in sight or otherwise indicates continued guidance is not

required. Radar service is automatically terminated at the completion of a radar approach.

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Note

D The published MDA for straight-in approaches will be issued to the pilot

before beginning descent. When a surveillance approach will terminate in

a circle-to-land maneuver, the pilot must furnish the aircraft approach

category to the controller. The controller will then provide the pilot with the

appropriate MDA.

D ASR approaches are not available when an ATC facility is using Center

Radar Approach Control (CERAP).

3. A no-gyro approach is available to a pilot under radar control who experiences circumstances wherein the

directional gyro or other stabilized compass is inoperative or inaccurate. When this occurs, the pilot should

so advise ATC and request a no-gyro vector or approach. Pilots of aircraft not equipped with a directional gyro

or other stabilized compass who desire radar handling may also request a no-gyro vector or approach. The pilot

should make all turns at standard rate and should execute the turn immediately upon receipt of instructions

(e.g., “TURN RIGHT,” “STOP TURN”). When a surveillance or precision approach is made, the pilot will be

advised after the aircraft has been turned onto final approach to make turns at half standard rate.

30.11 RADAR MONITORING OF INSTRUMENT APPROACHES

PAR facilities operated by the FAA and the military services at some joint-use (civil and military) and military

installations monitor aircraft on instrument approaches and issue radar advisories to the pilot when weather is below

VFR minimums (1,000 and 3), at night, or when requested by a pilot. This service is provided only when the PAR

final approach course coincides with the final approach of the navigational aid and only during the operational hours

of the PAR. The radar advisories serve only as a secondary aid, since the pilot has selected the navigational aid as the

primary aid for the approach.

Prior to starting final approach, the pilot will be advised of the frequency on which the advisories will be transmitted.

If, for any reason, radar advisories cannot be furnished, the pilot will be so advised.

Advisory information, derived from radar observations, includes information on:

1. Passing the final approach fix inbound (nonprecision approach) or passing the outer marker or fix used in lieu

of the outer marker inbound (precision approach).

Note

Parallel approach operations demand heightened pilot situational

awareness. A thorough approach procedure chart review should be

conducted with, as a minimum, emphasis on the following approach chart

information: name and number of the approach, localizer frequency,

inbound localizer/azimuth course, glideslope intercept altitude, decision

height, missed approach instructions, special notes/procedures, and the

assigned runway location/proximity to adjacent runways. Pilots will be

advised that simultaneous ILS/MLS or simultaneous close parallel ILS

Precision Runway Monitor (PRM) approaches are in use. This information

may be provided through the ATIS.

2. The close proximity of adjacent aircraft conducting simultaneous parallel ILS/MLS and simultaneous close

parallel ILS PRM approaches mandates strict pilot compliance with all ATC clearances. ATC assigned

airspeeds, altitudes, and headings must be complied with in a timely manner. Autopilot coupled ILS/MLS

approaches require pilot knowledge of procedures necessary to comply with ATC instructions. Simultaneous

parallel ILS/MLS and simultaneous close parallel ILS PRM approaches necessitate precise localizer tracking

to minimize final monitor controller intervention and unwanted No Transgression Zone (NTZ) penetration.

In the unlikely event of a breakout, ATC will not assign altitudes lower than the minimum vectoring altitude.

Pilots should notify ATC immediately if there is a degradation of aircraft or navigation systems.

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3. Strict radio discipline is mandatory during parallel ILS/MLS approach operations. This includes an alert

listening watch and the avoidance of lengthy, unnecessary radio transmissions. Attention must be given to

proper call sign usage to prevent the inadvertent execution of clearances intended for another aircraft. Use of

abbreviated call signs must be avoided to preclude confusion of aircraft with similar sounding call signs. Pilots

must be alert to unusually long periods of silence or any unusual background sounds in their radio receiver.

A stuck microphone may block the issuance of ATC instructions by the final monitor controller during

simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches.

4. Use of Traffic Alert and Collision Avoidance Systems (TCAS) provides an additional element of safety to

parallel approach operations. Pilots should follow recommended TCAS operating procedures presented in

approved flight manuals, original equipment manufacturer recommendations, professional newsletters, and

FAA publications.

30.12 PARALLEL ILS/MLS APPROACHES (DEPENDENT)

Parallel approaches are an ATC procedure permitting parallel ILS/MLS approaches (Figure 30-15) to airports having

parallel runways separated by at least 2,500 feet between centerlines. Integral parts of a total system are ILS/MLS,

radar, communications, ATC procedures, and required airborne equipment.

A parallel (dependent) approach differs from a simultaneous (independent) approach in that the minimum distance

between parallel runway centerlines is reduced there is no requirement for radar monitoring or advisories, and a

staggered separation of aircraft on the adjacent localizer/azimuth course is required (Figure 30-16).

Aircraft are afforded a minimum of 1.5 miles radar separation diagonally between successive aircraft on the adjacent

localizer/azimuth course when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart. When

runway centerlines are more than 4,300 feet but no more than 9,000 feet apart, a minimum of 2 miles diagonal radar

separation is provided. Aircraft on the same localizer/azimuth course within 10 miles of the runway end are provided

a minimum of 2.5 miles radar separation. In addition, a minimum of 1,000 feet vertical or a minimum of 3 miles radar

separation is provided between aircraft during turn onto the parallel final approach course.

Figure 30-15. Parallel ILS Approaches

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Figure 30-16. Staggered ILS Approaches

Whenever parallel ILS/MLS approaches are in progress, pilots are informed that approaches to both runways are in

use. In addition, the radar controller will have the interphone capability of communicating with the tower controller

where separation responsibility has not been delegated to the tower.

30.13 SIMULTANEOUS PARALLEL ILS/MLS APPROACHES (INDEPENDENT)

30.13.1 System

This approach system permits simultaneous ILS/MLS approaches (Figure 30-17) to parallel runways with centerlines

separated by 4,300 to 9,000 feet and equipped with final monitor controllers. Simultaneous parallel ILS/MLS

approaches require radar monitoring to ensure separation between aircraft on the adjacent parallel approach course.

Aircraft position is tracked by final monitor controllers who will issue instructions to aircraft observed deviating from

the assigned localizer course. Staggered radar separation procedures are not utilized. Integral parts of a total system

are ILS/MLS, radar, communications, ATC procedures, and required airborne equipment. The approach procedure

chart permitting simultaneous parallel ILS/MLS approaches will contain the note “simultaneous approaches

authorized RWYS 14L and 14R,” identifying the appropriate runways as the case may be. When advised that

simultaneous parallel ILS/MLS approaches are in progress, pilots shall advise approach control immediately of

malfunctioning or inoperative receivers, or if a simultaneous parallel ILS/MLS approach is not desired.

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Figure 30-17. Simultaneous Parallel ILS Approaches

30.13.2 Radar Monitoring

This service is provided for each simultaneous parallel ILS/MLS approach to ensure aircraft do not deviate from the

final approach course. Radar monitoring includes instructions if an aircraft nears or penetrates the prescribed NTZ

(an area 2,000 feet wide located equidistant between parallel final approach courses). This service will be provided

as follows:

1. During turn onto parallel final approach, aircraft will be provided 3 miles radar separation or a minimum of

1,000 feet vertical separation. Aircraft will not be vectored to intercept the final approach course at an angle

greater than 30 degrees.

2. The final monitor controller will have the capability of overriding the tower controller on the tower frequency.

3. Pilots will be instructed to monitor the tower frequency to receive advisories and instructions.

4. Aircraft observed to overshoot the turn-on or to continue on a track that will penetrate the NTZ will be

instructed to return to the correct final approach course immediately. The final monitor controller may also

issue missed approach or breakout instructions to the deviating aircraft.

5. If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ, the aircraft on

the adjacent final approach course may be instructed to alter course.

6. Radar monitoring will automatically be terminated when visual separation is applied, the aircraft reports the

approach lights or runway in sight, or the aircraft is 1 mile or less from the runway threshold (for runway

centerlines spaced 4,300 feet or greater). Final monitor controllers will not advise pilots when radar monitoring

is terminated.

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30.14 SIMULTANEOUS CLOSE PARALLEL ILS PRM APPROACHES (INDEPENDENT)

30.14.1 System

This approach system permits simultaneous ILS PRM approaches (Figure 30-18) to dual runways with centerlines

separated by less than 4,300 feet and equipped with final monitor controllers. To qualify for reduced lateral runway

separation, final monitor controllers must be equipped with high-update radar and high-resolution ATC radar

displays, collectively called a PRM system. The PRM system displays almost instantaneous radar information.

Automated tracking software provides monitor controllers with aircraft identification, position, a 10-second

projected position, as well as visual and aural controller alerts. The PRM system is a supplemental requirement for

simultaneous close parallel approaches in addition to the system requirements for simultaneous parallel ILS/MLS

approaches described in paragraph 30.13. Simultaneous close parallel ILS PRM approaches are identified by a

separate approach procedure chart named ILS PRM (Simultaneous Close Parallel). The name ILS PRM is derived

from the Precision Runway Monitor System (PRMS), which provides a means for simplifying the name of the

simultaneous close parallel ILS approach.

30.14.2 Requirements

The following requirements must be met in order to fly an ILS PRM approach:

1. Air carrier pilots (including Part 121 and Part 135) must complete ILS PRM training, which includes viewing

one of the FAA videos, RDU Precision Runway Monitor: A Pilot’s Approach or ILS PRM Approaches,

Information for Pilots. Watching one of these videos is strongly recommended for all pilots who wish to fly

these approaches.

2. All ATC-directed breakouts, a vector off the ILS prior to the DA, must be hand flown.

3. If the airport has two tower frequencies operating for each runway, the aircraft flying the ILS PRM approach

must have the capability of enabling the pilot(s) to listen to two frequencies simultaneously. Pilots shall advise

air traffic control within 200 miles of the airport of intended landing if the pilot(s) are not qualified and/or the

aircraft is not equipped to fly the approach.

30.14.3 Radar Monitoring

Simultaneous close parallel ILS/MLS approaches require final monitor controllers utilize the Precision Runway

Monitor System (PRMS) to ensure prescribed separation standards are met. Procedures and communications

phraseology are described in paragraph 30.13. To ensure separation is maintained, and in order to avoid an imminent

situation during simultaneous close parallel ILS/MLS approaches, pilots must immediately comply with final

monitor controller instructions to avoid an imminent situation. A minimum of 3 miles radar separation or 1,000 feet

vertical separation will be provided during the turn onto close parallel final approach courses. In the event of a missed

approach, radar monitoring is provided to one-half mile beyond the departure end of the runway. Final monitor

controllers will not notify pilots when radar monitoring is terminated.

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Figure 30-18. ILS PRM Approaches

30.14.4 Differences Between ILS and ILS PRM Approaches of Importance to the Pilot

30.14.4.1 Runway Spacing

Prior to ILS PRM approaches, most ATC-directed breakouts were the result of two aircraft in trail getting too close

together. Two aircraft going in the same direction did not mandate quick reaction times, but two aircraft along side

each other separated by less than 4,300 feet and closing at 135 feet per second does constitute the need for quick action.

A blunder has to be recognized by one controller, the information passed on to another controller, and breakout

instructions issued to the endangered aircraft. The pilot will not have any warning that a breakout is imminent because

the blundering aircraft will probably be on another frequency. It is important that when a pilot receives breakout

instructions, he/she assumes that a blundering aircraft is heading into his/her approach course and begins the breakout

as soon as safety allows.

30.14.4.2 Communications

To help in avoiding communication problems caused by stuck mikes and two parties talking at the same time, two

tower frequencies for each runway will be in use during ILS PRM approach operations. The tower controller and the

monitor controller will be broadcasting on both of the assigned frequencies. The monitor controller has the capability

of overriding the tower controller. The pilots flying the approach will listen to both frequencies and only broadcast

on the primary tower frequency. If a breakout is initiated by the monitor controller and the primary frequency is

blocked by another transmission, the breakout instruction will be able to be heard on the second frequency.

Antiblocking technology installed in VHF radios might remove the requirement for the second VHF communications

frequency in the near future.

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30.14.4.3 Hand-Flown Breakouts

The use of the autopilot is encouraged while flying an ILS PRM approach, but the autopilot must be disengaged in

the rare event that a breakout is issued. Simulation studies of breakouts have shown that a hand-flown breakout is

initiated consistently faster than a breakout performed using the autopilot.

30.14.4.4 TCAS

TCAS II-equipped aircraft will fly the ILS PRM approach with the TCAS set to the Traffic Advisory (TA) only mode.

If the TCAS is set to the TA/Resolution Advisory (RA) mode, there is a chance that the TCAS resolution advisory

will be in conflict with the breakout instruction and result in a confusing situation during a critical time. Pilots must

remember to switch back to the TA/RA mode after completing the breakout maneuver.

30.14.4.5 Descending Breakouts

In the past, breakout descents were rarely given to pilots when flying on the lLS localizer and glideslope. A greater

chance exists for the controller to issue a descending breakout when there is a blundering aircraft from an adjacent

approach course crossing an aircraft path. Pilots must be aware that a descending breakout is a possibility. In no case

will the controller descend an aircraft below the Minimum Vectoring Altitude (MVA), which will provide at least

1,000 feet clearance above obstacles. The pilot is not expected to exceed 1,000 feet per minute rate of descent in the

event a descending breakout is issued.

30.15 SIMULTANEOUS CONVERGING INSTRUMENT APPROACHES

ATC may conduct instrument approaches simultaneously to converging runways (i.e., runways having an included

angle from 15 to 100 degrees) at airports where a program has been specifically approved to do so.

The basic concept requires that dedicated, separate standard instrument approach procedures be developed for each

converging runway included. Missed approach points must be at least 3 miles apart and missed approach procedures

ensure missed approach protected airspace does not overlap.

Other requirements are radar availability, nonintersecting final approach courses, precision (ILS/MLS) approach

systems on each runway and, if runways intersect, controllers must be able to apply visual separation as well as

intersecting runway separation criteria. Intersecting runways also require minimums of at least 700-foot ceilings and

2 miles visibility. Straight-in approaches and landings must be made.

Whenever simultaneous converging approaches are in progress, aircraft will be informed by the controller as soon

as feasible after initial contact or via ATIS. Additionally, the radar controller will have direct communications

capability with the tower controller where separation responsibility has not been delegated to the tower.

30.16 SIDESTEP MANEUVER

ATC may authorize a nonprecision approach procedure that serves either one of parallel runways that are separated

by 1,200 feet or less followed by a straight-in landing on the adjacent runway.

Aircraft that will execute a sidestep maneuver will be cleared for a specified nonprecision approach and landing on

the adjacent parallel runway (e.g., “cleared ILS runway 7 left approach, sidestep to runway 7 right”). Pilots are

expected to commence the sidestep maneuver as soon as possible after the runway or runway environment is in sight.

Landing minimums to the adjacent runway will be based on nonprecision criteria and therefore higher than the

precision minimums to the primary runway, but will normally be lower than the published circling minimums.

30.17 APPROACH AND LANDING MINIMUMS

30.17.1 Landing Minimums

The rules applicable to landing minimums are contained in 14 CFR Section 91.175.

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30.17.2 Published Approach Minimums

Approach minimums are published for different aircraft categories and consist of a minimum altitude (DA, DH,

MDA) and required visibility. These minimums are determined by applying the appropriate TERPS criteria. When

a fix is incorporated in a nonprecision final segment, two sets of minimums may be published: one for the pilot who

is able to identify the fix and a second for the pilot who cannot. Two sets of minimums may also be published when

a second altimeter source is used in the procedure. When a nonprecision procedure incorporates both a stepdown fix

in the final segment and a second altimeter source, two sets of minimums are published to account for the stepdown

fix and a note addresses minimums for the second altimeter source.

30.17.3 Obstacle Clearance

Final approach obstacle clearance is provided from the start of the final segment to the runway or missed approach

point, whichever occurs last. Sidestep obstacle protection is provided by increasing the width of the final approach

obstacle clearance area. Circling approach protected areas are defined by the tangential connection of arcs drawn from

each runway end. The arc radii distance differs by aircraft approach category. Because of obstacles near the airport,

a portion of the circling area may be restricted by a procedural note (e.g., “Circling NA E of RWY 17-35”). Obstacle

clearance is provided at the published minimums for the pilot who makes a straight-in approach, sidesteps, circles,

or executes the missed approach. Missed approach obstacle clearance requirements may dictate the published

minimums for the approach (Figure 30-19).

30.17.4 Straight-In Minimums

Straight-in minimums are shown on the IAP when the final approach course is within 30 degrees of the runway

alignment (15 degrees for GPS IAPs) and a normal descent can be made from the IFR altitude shown on the IAP to

the runway surface. When either the normal rate of descent or the runway alignment factor of 30 degrees (15 degrees

for GPS IAPs) is exceeded, a straight-in minimum is not published and a circling minimum applies. The fact that a

straight-in minimum is not published does not preclude pilots from landing straight-in if they have the active runway

in sight and have sufficient time to make a normal approach for landing. Under such conditions and when ATC has

cleared them for landing on that runway, pilots are not expected to circle even though only circling minimums are

published. If they desire to circle, they should advise ATC.

30.17.5 Sidestep Maneuver Minimums

Landing minimums for a sidestep maneuver to the adjacent runway will normally be higher than the minimums to

the primary runway.

30.17.6 Circling Minimums

In some busy terminal areas, ATC may not allow circling and circling minimums will not be published. Published

circling minimums provide obstacle clearance when pilots remain within the appropriate area of protection. Pilots

should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent

to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. Circling may

require maneuvers at low altitude, at low airspeed, and in marginal weather conditions. Pilots must use sound

judgment, have an in-depth knowledge of their capabilities, and fully understand the aircraft performance to

determine the exact circling maneuver because weather, unique airport design, and the aircraft position, altitude, and

airspeed must all be considered. The following basic rules apply:

1. Maneuver the shortest path to the base or downwind leg, as appropriate, considering existing weather

conditions. There is no restriction from passing over the airport or other runways.

2. It should be recognized that circling maneuvers may be made while VFR or other flying is in progress at the

airport. Standard left turns or specific instruction from the controller for maneuvering must be considered when

circling to land.

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3. At airports without a control tower, it may be desirable to fly over the airport to observe wind and turn indicators

and other traffic that may be on the runway or flying in the vicinity of the airport.

30.17.7 Instrument Approach at a Military Field

When instrument approaches are conducted by civil aircraft at military airports, they shall be conducted in accordance

with the procedures and minimums approved by the military agency having jurisdiction over the airport.

30.18 MISSED APPROACH

When a landing cannot be accomplished, advise ATC and, upon reaching the missed approach point defined on the

approach procedure chart, the pilot must comply with the missed approach instructions for the procedure being used

or with an alternate missed approach procedure specified by ATC.

Protected obstacle clearance areas for missed approach are predicated on the assumption that the missed approach

is initiated at the DH or at the missed approach point and not lower than MDA. A climb of at least 200 feet per nautical

mile is required, unless a higher climb gradient is published on the approach chart. Reasonable buffers are provided

for normal maneuvers, but no consideration is given to an abnormally early turn; therefore, when an early missed

approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate

to the missed approach point at or above the MDA or DH before executing a turning maneuver.

If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that

particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To

become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward

the landing runway and continue the turn until established on the missed approach course. Inasmuch as the circling

maneuver may be accomplished in more than one direction, different patterns will be required to become established

on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost.

Adherence to the procedure will ensure an aircraft will remain within the circling and missed approach obstruction

clearance areas (Figure 30-20).

At locations where ATC radar service is provided, the pilot should conform to radar vectors when provided by ATC

in lieu of the published missed approach procedure (Figure 30-21).

When approach has been missed, request clearance for specific action (e.g., to alternative airport, another approach,

etc.).

30.19 VISUAL APPROACH

A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds

to the airport. The pilot must have either the airport or the preceding identified aircraft in sight. This approach must

be authorized and controlled by the appropriate air traffic control facility. Reported weather at the airport must have

a ceiling at or above 1,000 feet and visibility 3 miles or greater. ATC may authorize this type approach when it will

be operationally beneficial. Visual approaches are an IFR procedure conducted under IFR in Visual Meteorological

Conditions (VMC). Cloud clearance requirements of 14 CFR Section 91.155 are not applicable, unless required by

operation specifications.

30.19.1 Operating to an Airport Without Weather Reporting Service

ATC will advise the pilot when weather information is not available at the destination airport. ATC may initiate a

visual approach, provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1,000 feet

and visibility 3 miles or greater (e.g., area weather reports, Pilot Reports [PIREPs], etc.).

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30.19.2 Operating to an Airport With an Operating Control Tower

Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or

VFR approaches to another parallel, intersecting, or converging runway. When operating to airports with parallel

runways separated by less than 2,500 feet, the succeeding aircraft must report sighting the preceding aircraft unless

standard separation is being provided by ATC. When operating to parallel runways separated by at least 2,500 feet

but less than 4,300 feet, controllers will clear/vector aircraft to the final at an angle not greater than 30 degrees unless

radar, vertical, or visual separation is provided during the turn-on. The purpose of the 30-degree intercept angle is

to reduce the potential for overshoots of the final and to preclude side-by-side operations with one or both aircraft

in a belly-up configuration during the turn-on. Once the aircraft are established within 30 degrees of final, or on the

final, these operations may be conducted simultaneously. When the parallel runways are separated by 4,300 feet or

more, or intersecting/converging runways are in use, ATC may authorize a visual approach after advising all aircraft

involved that other aircraft are conducting operations to the other runway. This may be accomplished through use

of the ATIS.

30.19.3 Separation Responsibilities

If the pilot has the airport in sight but cannot see the aircraft to be followed, ATC may clear the aircraft for a visual

approach; however, ATC retains both separation and wake vortex separation responsibility. When visually following

a preceding aircraft, acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for

maintaining a safe approach interval and adequate wake turbulence separation.

A visual approach is not an IAP and therefore has no missed approach segment. If a go-around is necessary for any

reason, aircraft operating at controlled airports will be issued an appropriate advisory/clearance/instruction by the

tower. At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as

possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as

soon as possible for further clearance. Separation from other IFR aircraft will be maintained under these

circumstances.

Visual approaches reduce pilot/controller workload and expedite traffic by shortening flightpaths to the airport. It is

the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired.

Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan cancellation

responsibility.

Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to change to

advisory frequency.

30.20 CHARTED VISUAL FLIGHT PROCEDURE (CVFP)

CVFPs are charted visual approaches established for environmental/noise considerations and/or when necessary for

the safety and efficiency of air traffic operations. The approach charts depict prominent landmarks, courses, and

recommended altitudes to specific runways. CVFPs are designed to be used primarily for turbojet aircraft.

These procedures will be used only at airports with an operating control tower.

Most approach charts will depict some NAVAID information, which is for supplemental navigational guidance only.

Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are

recommended only. Pilots are not prohibited from flying other-than-recommended altitudes if operational

requirements dictate.

When landmarks used for navigation are not visible at night, the approach will be annotated “PROCEDURE NOT

AUTHORIZED AT NIGHT.”

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CVFPs usually begin within 20 flying miles from the airport.

Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended

altitudes depicted on charts.

CVFPs are not instrument approaches and do not have missed approach segments.

ATC will not issue clearances for CVFPs when the weather is less than the published minimum.

ATC will clear aircraft for a CVFP after the pilot reports siting a charted landmark or a preceding aircraft. If instructed

to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval and wake turbulence

separation.

Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft.

Missed approaches will be handled as a go-around.

30.21 CONTACT APPROACH

Pilots operating in accordance with an IFR flight plan, provided they are clear of clouds and have at least 1 mile flight

visibility and can reasonably expect to continue to the destination airport in those conditions, may request ATC

authorization for a contact approach.

Controllers may authorize a contact approach provided:

1. The contact approach is specifically requested by the pilot. ATC cannot initiate this approach.

2. The reported ground visibility at the destination airport is at least 1 statute mile.

3. The contact approach will be made to an airport having a standard or special instrument approach procedure.

4. Approved separation is applied between aircraft so cleared and between these aircraft and other IFR or special

VFR aircraft.

A contact approach is an approach procedure that may be used by a pilot (with prior authorization from ATC) in lieu

of conducting a standard or special IAP to an airport. It is not intended for use by a pilot on an IFR flight clearance

to operate to an airport not having a published and functioning IAP, nor is it intended for an aircraft to conduct an

instrument approach to one airport and then, when “in the clear,” discontinue that approach and proceed to another

airport. In the execution of a contact approach, the pilot assumes the responsibility for obstruction clearance. If radar

service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency.

30.22 LANDING PRIORITY

A clearance for a specific type of approach (ILS, MLS, ADF, VOR, or straight in) to an aircraft operating on an IFR

flight plan does not mean that landing priority will be given over other traffic. Airport Traffic Control Towers (ATCTs)

handle all aircraft, regardless of the type of flight plan, on a first-come, first-served basis; therefore, because of local

traffic or runway in use, it may be necessary for the controller, in the interest of safety, to provide a different landing

sequence. In any case, a landing sequence will be issued to each aircraft as soon as possible to enable the pilot to

properly adjust the aircraft flightpath.

30.23 OVERHEAD APPROACH MANEUVER

Pilots operating in accordance with an IFR flight plan in VMC may request ATC authorization for an overhead

maneuver. An overhead maneuver is not an instrument approach procedure. Overhead maneuver patterns are

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developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an

overhead maneuver is considered to be VFR and the IFR flight plan is canceled when the aircraft reaches the initial

point on the initial approach portion of the maneuver (Figure 30-22). The existence of a standard overhead maneuver

pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns

if an overhead maneuver cannot be approved. Aircraft operating to an airport without a functioning control tower must

initiate cancellation of an IFR flight plan prior to executing the overhead maneuver. Cancellation of the IFR flight

plan must be accomplished after crossing the landing threshold on the initial portion of the maneuver or after landing.

Controllers may authorize an overhead maneuver and issue the following to arriving aircraft:

1. Pattern altitude and direction of traffic. This information may be omitted if either is standard.

2. Request for a report on initial approach.

3. Break information and a request for the pilot to report. The break point will be specified if nonstandard. Pilots

may be requested to report break if required for traffic or other reasons.

30.24 APPROACH LIGHT SYSTEM (ALS)

The ALS provides the basic means to transition from instrument flight to visual flight for landing. Operational

requirements dictate the sophistication and configuration of the approach light system for a particular runway.

The ALS is a configuration of signal lights starting at the landing threshold and extending into the approach area a

distance of 2,400 to 3,000 feet for precision instrument runways and 1,400 to 1,500 feet for nonprecision instrument

runways. Some systems include sequenced flashing lights, which appear to the pilot as a ball of light traveling toward

the runway at high speed (twice a second) (Figure 30-23).

Figure 30-22. Overhead Maneuver

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30.25 VISUAL GLIDESLOPE INDICATORS

30.25.1 Visual Approach Slope Indicator (VASI)

The Visual Approach Slope Indicator (VASI) is a system of lights so arranged to provide visual descent guidance

information during the approach to a runway. These lights are visible from 3 to 5 miles during the day and up to 20

miles or more at night. The visual glidepath of the VASI provides safe obstruction clearance within ±10 degrees of

the extended runway centerline and to 4 nm from the runway threshold. Descent, using the VASI, should not be

initiated until the aircraft is visually aligned with the runway. Lateral course guidance is provided by the runway or

runway lights.

VASI installations may consist of 2, 4, 6, 12, or 16 light units arranged in bars referred to as near, middle, and far bars.

Most VASI installations consist of 2 bars, near and far, and may consist of 2, 4, or 12 light units. Some VASIs consist

of three bars (near, middle, and far), which provide an additional visual glidepath to accommodate high-cockpit

aircraft. This installation may consist of either 6 or 16 light units. VASI installations consisting of 2, 4, or 6 light units

are located on one side of the runway, usually the left. Where the installation consists of 12 or 16 light units, the units

are located on both sides of the runway.

Two-bar VASI installations provide one visual glidepath, which is normally set at 3 degrees. Three-bar VASI

installations provide two visual glidepaths. The lower glidepath is provided by the near and middle bars and is

normally set at 3 degrees whereas the upper glidepath, provided by the middle and far bars, is normally 1/4 degree

higher. This higher glidepath is intended for use only by high-cockpit aircraft to provide a sufficient threshold crossing

height. Although normal glidepath angles are 3 degrees, angles at some locations may be as high as 4.5 degrees to

give proper obstacle clearance. Pilots of high-performance aircraft are cautioned that use of VASI angles in excess

of 3.5 degrees may cause an increase in runway length required for landing and rollout.

The basic principle of the VASI is that of color differentiation between red and white. Each light unit projects a beam

of light having a white segment in the upper part of the beam and red segment in the lower part of the beam. The light

units are arranged so that the pilot using the VASIs during an approach will see the combination of lights shown below.

For 28-bar VASI (4 light units), Figure 30-24.

For 3-bar VASI (6 light units), Figure 30-25.

For other VASI configurations, Figure 30-26.

30.25.2 Precision Approach Path Indicator (PAPI)

The PAPI uses light units similar to the VASI but are installed in a single row of either two or four light units. These

systems have an effective visual range of approximately 5 miles during the day and up to 20 miles at night. The row

of light units is normally installed on the left side of the runway and the glidepath indications are as depicted

(Figure 30-27).

30.25.3 Tricolor Systems

Tricolor visual approach slope indicators normally consist of a single light unit projecting a three-color visual

approach path into the final approach area of the runway upon which the indicator is installed. The below-glidepath

indication is red, the above-glidepath indication is amber, and the on-glidepath indication is green. These types of

indicators have a useful range of approximately one-half to 1 mile during the day and up to 5 miles at night depending

upon the visibility conditions (Figure 30-28).

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Figure 30-28. Tricolor Visual Approach Slope Indicator

Note

D Since the tricolor VASI consists of a single light source that could possibly

be confused with other light sources, pilots should exercise care to properly

locate and identify the light signal.

D When the aircraft descends from green to red, the pilot may see a dark

amber color during the transition from green to red.

30.25.4 Pulsating Systems

Pulsating visual approach slope indicators normally consist of a single light unit projecting a two-color visual

approach path into the final approach area of the runway upon which the indicator is installed. The on-glidepath

indication is a steady white light. The slightly-below-glidepath indication is a steady red light. If the aircraft descends

further below the glidepath, the red light starts to pulsate. The above-glidepath indication is a pulsating white light.

The pulsating rate increases as the aircraft gets farther above or below the desired glideslope. The useful range of the

system is approximately 4 miles during the day and up to 10 miles at night (Figure 30-29).

Note

Since the PVASI consists of a single light source that could possibly be

confused with other light sources, pilots should exercise care to properly

locate and identify the light signal.

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Figure 30-29. Pulsating Visual Approach Slope Indicator

30.25.5 Alignment of Elements Systems

Alignment of elements systems are installed on some small general aviation airports and are a low-cost system

consisting of painted plywood panels, normally black and white or fluorescent orange. Some of these systems are

lighted for night use. The useful range of these systems is approximately three-quarters of a mile. To use the system,

the pilot positions the aircraft so the elements are in alignment. The glidepath indications are shown in Figure 30-30.

30.26 RUNWAY END IDENTIFIER LIGHTS (REIL)

REILs are installed at many airfields to provide rapid and positive identification of the approach end of a particular

runway. The system consists of a pair of synchronized flashing lights located laterally on each side of the runway

threshold. REILs may be either omnidirectional or unidirectional facing the approach area. They are effective for:

1. Identification of a runway surrounded by a preponderance of other lighting.

2. Identification of a runway that lacks contrast with surrounding terrain.

3. Identification of a runway during reduced visibility.

30.27 RUNWAY EDGE LIGHT SYSTEMS

Runway edge lights are used to outline the edges of runways during periods of darkness or restricted visibility

conditions. These light systems are classified according to the intensity or brightness they are capable of producing:

they are the High Intensity Runway Lighting (HIRL), Medium Intensity Runway Lighting (MIRL), and the Low

Intensity Runway Lighting (LIRL). The HIRL and MIRL systems have variable intensity controls, whereas the LIRLs

normally have one intensity setting.

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Figure 30-30. Alignment of Elements

The runway edge lights are white, except on instrument runways, where yellow replaces white on the last 2,000 feet

or half the runway length, whichever is less, to form a caution zone for landings.

The lights marking the ends of the runway emit red light toward the runway to indicate the end of runway to a departing

aircraft and emit green outward from the runway end to indicate the threshold to landing aircraft.

30.28 IN-RUNWAY LIGHTING

30.28.1 Runway Centerline Lighting System (RCLS)

Runway centerline lights are installed on some precision approach runways to facilitate landing under adverse

visibility conditions. They are located along the runway centerline and are spaced at 50-foot intervals. When viewed

from the landing threshold, the runway centerline lights are white until the last 3,000 feet of the runway. The white

lights begin to alternate with red for the next 2,000 feet, and for the last 1,000 feet of the runway, all centerline lights

are red.

30.28.2 Touchdown Zone Lights (TDZL)

Touchdown zone lights are installed on some precision approach runways to indicate the touchdown zone when

landing under adverse visibility conditions. They consist of two rows of transverse light bars disposed symmetrically

about the runway centerline. The system consists of steady-burning white lights that start 100 feet beyond the landing

threshold and extend to 3,000 feet beyond the landing threshold or to the midpoint of the runway, whichever is less.

30.28.3 Taxiway Lead-Off Lights

Taxiway lead-off lights extend from the runway centerline to a point on an exit taxiway to expedite movement of

aircraft from the runway. These lights alternate green and yellow from the runway centerline to the runway holding

position or the ILS/MLS critical area, as appropriate.

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30.28.4 Land and Hold Short Lights

Land and hold short lights are used to indicate the hold short point on certain runways that are approved for Land and

Hold Short Operations (LAHSO). Land and hold short lights consist of a row of pulsing white lights installed across

the runway at the hold short point. Where installed, the lights will be on anytime LAHSO is in effect. These lights

will be off when LAHSO is not in effect. Reference Aeronautical Information Manual (AIM), Pilot Responsibilities

When Conducting Land and Hold Short Operations (LAHSO).

30.29 CONTROL OF LIGHTING SYSTEMS

Operation of approach light systems and runway lighting is controlled by the control tower (ATCT). At some

locations, the FSS may control the lights where there is no control tower in operation.

Pilots may request that lights be turned on or off. Runway edge lights, in-pavement lights, and approach lights also

have intensity controls that may be varied to meet the pilot’s request. Sequenced Flashing Lights (SFL) may be turned

on and off. Some sequenced flashing light systems also have intensity control.

30.30 PILOT CONTROL OF AIRPORT LIGHTING

Radio control of lighting is available at selected airports to provide airborne control of lights by keying the aircraft

microphone. Control of lighting systems is often available at locations without specified hours for lighting and where

there is no control tower or FSS or when the tower or FSS is closed (locations with a part-time tower or FSS) or

specified hours. All lighting systems that are radio controlled at an airport, whether on a single runway or multiple

runways, operate on the same radio frequency (Figures 30-31 and 30-32).

Intensity Step Selected Per No. of Mike Clicks

No. of Int.

Status During

Lighting System

Steps

Nonuse Period

3 Clicks

5 Clicks

7 Clicks

Approach Lights

Off

Low

High

(Med. Int.)

Approach Lights

Off

Low

Med

High

(Med. Int.)

MIRL

Off or Low

•

HIRL

Off or Low

•

VASI

Off

NOTES:

• Predetermined intensity step.

* Low intensity for night use. High intensity for day use as determined by photocell control.

Figure 30-31. Runways with Approach Lights

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Intensity Step Selected Per No. of Mike Clicks

No. of Int.

Status During

Lighting System

Steps

Nonuse Period

3 Clicks

5 Clicks

7 Clicks

MIRL

Off or Low

Low

Med.

High

HIRL

Off or Low

Step1 or 2

Step 3

Step 5

LIRL

Off

VASIL*

Off

•

REIL*

Off

On/Off

REIL*

Off

Low

Med.

High

NOTES:

• Low intensity for night use. High intensity for day use as determined by photocell control.

* The control of VASIL and/or REIL may be independent of other lighting systems.

Figure 30-32. Runways without Approach Lights

With FAA-approved systems, various combinations of medium-intensity approach lights, runway lights, taxiway

lights, VASI, and/or REIL may be activated by radio control. On runways with both approach lighting and runway

lighting (runway edge lights, taxiway lights, etc.) systems, the approach lighting system takes precedence for

air-to-ground radio control over the runway lighting system, which is set at a predetermined intensity step, based on

expected visibility conditions. Runways without approach lighting may provide radio-controlled intensity

adjustments of runway edge lights. Other lighting systems, including VASI, REIL, and taxiway lights, may either be

controlled with the runway edge lights or controlled independently of the runway edge lights.

The control system consists of a 3-step control responsive to 7, 5, and/or 3 microphone clicks. This 3-step control

will turn on lighting facilities capable of either 3-step, 28-step, or 1-step operation. The 3-step and 28-step lighting

facilities can be altered in intensity, whereas the 1-step cannot. All lighting is illuminated for a period of 15 minutes

from the most recent time of activation and may not be extinguished prior to end of the 15-minute period (except for

1-step and 28-step REILs, which may be turned off when desired by keying the mike 5 or 3 times, respectively).

Suggested use is always to key the mike 7 times initially; this ensures all controlled lights are turned on to the

maximum available intensity. If desired, adjustment can then be made, where the capability is provided, to a lower

intensity (or the REIL turned off) by keying 5 and/or 3 times. Due to the close proximity of airports using the same

frequency, radio-controlled lighting receivers may be set at a low sensitivity requiring the aircraft to be relatively close

to activate the system. Consequently, even when lights are on, always key mike as directed when overflying an airport

of intended landing or just prior to entering the final segment of an approach. This will ensure the aircraft is close

enough to activate the system and a full 15 minutes lighting duration is available. Approved lighting systems may

be activated by keying the mike (within 5 seconds) as indicated below:

Radio Control System

Key Mike

Function

7 times within 5 seconds

Highest intensity available

5 times within 5 seconds

Medium or lower intensity (Lower REIL or REIL off)

3 times within 5 seconds

Lowest intensity available (Lower REIL or REIL off)

For all public use airports with FAA standard systems, the Airport/Facility Directory contains the types of lighting,

runway, and the frequency that is used to activate the system. Airports with IAPs include data on the approach chart

identifying the light system, the runway on which they are installed, and the frequency that is used to activate the

system.

ORIGINAL

30-56

NAVAIR 00-80T-112

Note

Although the CTAF is used to activate the lights at many airports, other

frequencies may also be used. The appropriate frequency for activating the

lights on the airport is provided in the Airport/Facility Directory and the

standard instrument approach procedures publications. It is not identified

on the sectional charts.

Where the airport is not served by an IAP, it may have either the standard FAA-approved control system or an

independent type system of different specification installed by the airport sponsor. The Airport/Facility Directory

contains descriptions of pilot-controlled lighting systems for each airport having other-than-FAA-approved systems

and explains the type lights, method of control, and operating frequency in clear text.

30.31 AIRPORT/HELIPORT BEACONS

Airport and heliport beacons have a vertical light distribution to make them most effective from 1 to 10 degrees above

the horizon; however, they can be seen well above and below this peak spread. The beacon may be an omnidirectional

capacitor-discharge device, or it may rotate at a constant speed, which produces the visual effect of flashes at regular

intervals. Flashes may be one or two colors alternately. The total number of flashes are:

24 to 30 per minute for beacons marking airports, landmarks, and points on Federal airways.

30 to 45 per minute for beacons marking heliports.

The colors and color combinations of beacons are:

1. White and green — lighted land airport.

*Green alone — lighted land airport.

3. White and yellow — lighted water airport.

*Yellow alone — lighted water airport.

5. Green, yellow, and white — lighted heliport.

Note

*Green alone or yellow alone is used only in connection with a

white-and-green or white-and-yellow beacon display, respectively.

Military airport beacons flash alternately white and green, but are differentiated from civil beacons by dual-peaked

(two quick) white flashes between the green flashes.

In Class B, Class C, Class D, and Class E surface areas, operation of the airport beacon during the hours of daylight

often indicates the ground visibility is less than 3 miles and/or the ceiling is less than 1,000 feet. ATC clearance in

accordance with 14 CFR Part 91 is required for landing, takeoff, and flight in the traffic pattern. Pilots should not rely

solely on the operation of the airport beacon to indicate if weather conditions are IFR or VFR. At some locations with

operating control towers, ATC personnel turn the beacon on or off when controllers are in the tower. At many airports,

the airport beacon is turned on by a photoelectric cell or time clocks and ATC personnel cannot control them. There

is no regulatory requirement for daylight operation and it is the pilot’s responsibility to comply with proper preflight

planning as required by 14 CFR Section 91.103.

30.32 TAXIWAY LIGHTS

30.32.1 Taxiway Edge Lights

Taxiway edge lights are used to outline the edges of taxiways during periods of darkness or restricted visibility

conditions. These fixtures emit blue light.

30-57

ORIGINAL

NAVAIR 00-80T-112

Note

At most major airports, these lights have variable intensity settings and may

be adjusted at pilot request or when deemed necessary by the controller.

30.32.2 Taxiway Centerline Lights

Taxiway centerline lights are used to facilitate ground traffic under low visibility conditions. They are located along

the taxiway centerline in a straight line on straight portions, on the centerline of curved portions, and along designated

taxiing paths in portions of runways, ramps, and apron areas. Taxiway centerline lights are steady burning and emit

green light.

30.32.3 Clearance Bar Lights

Clearance bar lights are installed at holding positions on taxiways in order to increase the conspicuity of the holding

position in low visibility conditions. They may also be installed to indicate the location of an intersecting taxiway

during periods of darkness. Clearance bars consist of three in-pavement steady-burning yellow lights.

30.32.4 Runway Guard Lights

Runway guard lights are installed at taxiway/runway intersections. They are primarily used to enhance the

conspicuity of taxiway/runway intersections during low visibility conditions, but may be used in all weather

conditions. Runway guard lights consist of either a pair of elevated flashing yellow lights installed on either side of

the taxiway or a row of in-pavement yellow lights installed across the entire taxiway at the runway holding position

marking.

Note

Some airports may have a row of three or five in-pavement yellow lights

installed at taxiway/runway intersections. They should not be confused

with clearance bar lights described in paragraph 30.32.3.

30.32.5 Stop Bar Lights

Stop bar lights, when installed, are used to confirm the ATC clearance to enter or cross the active runway in low

visibility conditions (below 1,200 feet runway visual range). A stop bar consists of a row of red, unidirectional,

steady-burning in-pavement lights installed across the entire taxiway at the runway holding position and elevated

steady-burning red lights on each side. A controlled stop bar is operated in conjunction with the taxiway centerline

lead-on lights, which extend from the stop bar toward the runway. Following the ATC clearance to proceed, the stop

bar is turned off and the lead-on lights are turned on. The stop bar and lead-on lights are automatically reset by a sensor

or backup timer.

CAUTION

Pilots should never cross a red illuminated stop bar, even if an ATC

clearance has been given to proceed onto or across the runway.

Note

If, after crossing a stop bar, the taxiway centerline lead-on lights

inadvertently extinguish, pilots should hold their position and contact ATC

for further instructions.

ORIGINAL

30-58

NAVAIR 00-80T-112

CHAPTER 31

The Instrument Flight Evaluation

31.1

PURPOSE OF THE INSTRUMENT FLIGHT EVALUATION

Maintaining a high degree of instrument flight proficiency is basic to safe and effective flight operations and essential

for meeting unit all-weather operational commitments. The NATOPS instrument flight evaluation program was

established to assist the commanding officer in maintaining a high level of all-weather flying proficiency in his unit.

Instrument flight procedures contained in this manual represent the optimum methods for training for and performing

the various maneuvers that will be required for Instrument Flight Rules (IFR) flight. The NATOPS instrument

evaluation is intended to evaluate the pilot’s knowledge and application of these procedures and techniques during

flight operations in instrument weather conditions.

31.2

REQUIREMENTS FOR INSTRUMENT FLIGHT EVALUATIONS

Together, OPNAVINST 3710.7 and this manual contain the elements that compose the NATOPS evaluation program.

The requirements and administrative procedures for NATOPS instrument flight evaluations are contained in

OPNAVINST 3710.7 series. The conduct, content, and grading criteria for these instrument evaluations, which

compliment the information contained OPNAVINST 3710.7, are contained in this chapter. If conflicts develop

between the contents in this manual and OPNAVINST 3710.7 series, the requirements in OPNAVINST 3710.7 series

shall take precedence.

31.3

THE INSTRUMENT FLIGHT EVALUATION PROCESS

The instrument flight evaluation process requires completion of a formal TYCOM-approved ground training syllabus

(if available), a ground evaluation, and a flight evaluation.

31.3.1 Instrument Ground Training

OPNAVINST 3710.7 series requires that all pilots and Naval Flight Officers (NFOs) in DIFOPS status shall complete

a formal TYCOM-approved ground training syllabus (if one is available). In addition to the subjects normally

addressed during the instrument ground and flight evaluations and listed below, the ground training syllabus shall

include any additional ground training subjects listed in OPNAVINST 3710.7 series.

31.3.2 Instrument Ground Evaluation

Incident to the completion of instrument ground training (if utilized) and prior to the evaluation flight, pilots and

NFOs shall satisfactorily complete an approved written examination. The written examination may be open book

or closed book or both. In addition to any subjects listed for coverage during the ground training and written

examination evaluation phases in OPNAVINST 3710.7 series, the written examination shall include questions on

the following subjects:

1. Pertinent Navy regulations, orders, and instructions.

2. Pertinent parts of the Federal aviation regulations, other regulations, and/or aeronautical publications that are

applicable.

3. Interpretation of weather information normally used in flight planning.

31-1

ORIGINAL

NAVAIR 00-80T-112

The written examination should emphasize air traffic control procedures that have been issued or revised during the

preceding year. The written examination shall be completed with a grade of “Qualified,” in accordance with

OPNAVINST 3710.7 series, prior to the commencement of the instrument evaluation flight.

31.3.3 Instrument Flight Evaluation

Following completion of the ground evaluation, an instrument flight evaluation shall be flown and completed with

a grade of “Qualified.” The number of flights required to complete the instrument flight evaluation should be kept

to a minimum — normally one flight. Areas to be observed and graded on an evaluation flight are outlined in the

grading criteria. The instrument flight evaluation shall consist of two parts. Part One covers basic instrument flying,

and Part Two covers the planning and conduct of a flight under actual or simulated instrument conditions in controlled

airspace. Flight evaluations may be in an aircraft or an approved flight simulator. Instrument flight checks under

actual instrument conditions are encouraged.

31.3.3.1

Basic Instrument Flying (Part One)

Part One of the instrument flight evaluation shall consist of:

1. Instrument takeoff (optional).

*2. Climbing, descending, and timed turns.

*3. Steep turns.

*4. Recovery from unusual attitudes.

5. Positioning aircraft on predetermined VHF Omnidirectional Range (VOR)/Tactical Air Navigation (TACAN)

radial.

*6. Partial panel airwork.

7. ADF orientation.

a. ADF/Manual Direction Finder (MDF) for pilots operating in areas where radio beacons are the primary or

secondary means of instrument navigation.

b. Ultrahigh Frequency (UHF)/ADF for jet aircraft.

Note

Asterisked items above are not required when the evaluation is conducted

under actual instrument conditions.

31.3.3.2

Instrument Flight in Controlled Airspace (Part Two)

Part Two of the instrument evaluation shall consist of:

1. Airways flight — The pilot shall be required to take off and proceed to a destination in accordance with an

Air Traffic Control (ATC) clearance and execute an appropriate published instrument approach, utilizing the

available and pertinent navigation facilities. If weather and other conditions permit, the pilot shall be required

to execute approaches (including ILS/radar or GPS) and missed approaches as applicable, utilizing as many

of the existing navigation aids as practicable. The use of VOR/TACAN shall be emphasized when feasible.

2. The pilot shall demonstrate a thorough working knowledge of the operation and use of all installed

communications and navigation equipment.

ORIGINAL

31-2

NAVAIR 00-80T-112

3. The pilot shall demonstrate ability to cope with any emergency situation that might logically be expected to

occur on an instrument flight, for example:

a. Engine failure.

b. Instrument failure.

c. Communications failure.

d. Navigation equipment failure.

31.4

FLIGHT EVALUATION GRADING CRITERIA

The criteria for determining area adjective grades are outlined in the following paragraphs.

31.4.1 Basic Instrument Flying (Part One) Grading Criteria

31.4.1.1

Instrument Takeoff

31.4.1.1.1

Qualified

Receives and acknowledges ATC clearances. Executes engine runup and instrument checks. Brake release is smooth

and good directional control is maintained. Liftoff is accomplished as required to a positive climbing attitude and

acceleration to climb schedule is expeditiously and safely accomplished.

31.4.1.1.2

Unqualified

Does not receive and acknowledge takeoff clearance, causing unnecessary delay or traffic disruption. Exhibits poor

or unsafe technique in directional control, liftoff, transition, climb attitude, or in establishing climb schedule.

31.4.1.2

Climbing, Descending, and Timed Turns

31.4.1.2.1

Qualified

Smoothly transitions to an angle of bank that approximates that required for the desired rate of turn. Adjusts angle

of bank as required to maintain desired rate of turn. Maintains relatively constant turn throughout maneuver.

31.4.1.2.2

Unqualified

Transition to angle of bank indicates a lack of knowledge of procedure and technique or results in an unsafe maneuver.

Exhibits poor or unsafe technique in attaining desired rate of turn. Does not maintain a relatively constant turn

throughout maneuver.

31.4.1.3

Steep Turns

31.4.1.3.1

Qualified

Maintains positive control and applies proper correction to keep within safe limits of altitude and airspeed.

31.4.1.3.2

Unqualified

Exhibits poor or unsafe control. Allows altitude and airspeed to exceed safe limits.

31-3

ORIGINAL

NAVAIR 00-80T-112

31.4.1.4

Recovery from Unusual Attitudes

31.4.1.4.1

Qualified

Demonstrates proper procedure for recovery from unusual attitudes.

31.4.1.4.2

Unqualified

Not familiar with proper procedures for recovery from unusual attitudes.

31.4.1.5

VOR/TACAN Positioning

31.4.1.5.1

Qualified

Demonstrates proper procedures for positioning aircraft on predetermined VOR/TACAN radial.

31.4.1.5.2

Unqualified

Not familiar with proper procedures for positioning aircraft on predetermined VOR/TACAN radial.

31.4.1.6

Partial Panel Airwork

31.4.1.6.1

Qualified

Maintains control and applies proper corrections to keep within safe limits of altitude, airspeed, attitude, and heading.

31.4.1.6.2

Unqualified

Exhibits poor or unsafe control. Exceeds safe limits of altitude, airspeed, attitude, or heading.

31.4.1.7

ADF/MDF Orientation

31.4.1.7.1

Qualified

Demonstrates proper procedures for aural null/ADF orientation.

31.4.1.7.2

Unqualified

Not familiar with proper procedures for aural null/ADF orientation.

31.4.2 Instrument Flight in Controlled Airspace (Part Two) Grading Criteria

31.4.2.1

Flight Planning

31.4.2.1.1

Qualified

Flight plan and clearance executed in accordance with LOCAL, Flight Information Publications (FLIP), OPNAV,

and other governing instructions. Special factors, as required by the mission or aircraft configuration, are computed

and recorded where applicable. Completes flight planning log for route without major errors. Fuel consumption is

properly computed based upon available planning factors and recorded on the flight log. Ensures that maps and charts

for route, destination, and alternate are available and are current. Weather factors, temperatures and winds aloft

information, and Notices to Airmen (NOTAMs) are used in planning the mission. Standard Instrument Departure

(SID)/IFR departure procedures and routes are obtained, if required, and takeoff/climb planned accordingly.

ORIGINAL

31-4

NAVAIR 00-80T-112

31.4.2.1.2

Unqualified

Flight planning was incomplete or resulted in discrepancies that could possibly prevent successful completion of the

mission.

31.4.2.2

Clearance Compliance

31.4.2.2.1

Qualified

Maintains heading/track, airspeed, and altitude as briefed or cleared by controlling agency. Observes good radio

discipline. Gives required reports clearly and in proper sequence.

31.4.2.2.2

Unqualified

Does not maintain heading/track, airspeed, or altitude as cleared. Little or no radio discipline. Unable to communicate

without excessive words and time. Reports incomplete, requiring repeated transmissions.

31.4.2.3

Instrument Approaches

31.4.2.3.1

Qualified

Executes approaches as published or instructed. Completes prelanding checks and executes smooth, safe aircraft

configuration transitions. Adheres to all altitude restrictions. A successful straight-in or circling approach to landing

can be made.

31.4.2.3.2

Unqualified

Deviations from procedures, restrictions, instructions, or errors in technique jeopardize flight safety.

31.4.2.4

Communication and Navigation Equipment

31.4.2.4.1

Qualified

Executes prompt, proper procedures for activating, tuning, and utilizing installed communication and navigation

equipment.

31.4.2.4.2

Unqualified

Not familiar with operation and use of installed communication and navigation equipment.

31.4.2.5

Emergency Procedures

31.4.2.5.1

Qualified

Properly analyzes the emergency situation and takes appropriate action without deviation, error, or omission.

31.4.2.5.2

Unqualified

Improperly analyzes or takes inappropriate action for emergency situations that jeopardizes the mission or flight

safety.

31.4.2.6

Voice Procedures

31.4.2.6.1

Qualified

Complies with procedures prescribed by military and Federal Aviation Administration

(FAA) regulations.

Transmissions are made and received correctly on the proper frequency in minimum time and without interruption

of other transmission. Monitored frequencies and/or facilities at appropriate time. Utilizes backup facilities without

hesitation.

31-5

ORIGINAL

NAVAIR 00-80T-112

31.4.2.6.2

Unqualified

Fails to transmit or receive mandatory reports through omission or lack of familiarity with procedures. Any violation

of military/FAA regulations. Any violation of safety.

31.4.3 Flight Evaluation Grade Determination

All areas on the instrument flight evaluation are critical. An unsatisfactory grade in any area shall result in an

unsatisfactory grade for the flight.

31.5

INSTRUMENT EVALUATION FINAL GRADE DETERMINATION

The final NATOPS instrument evaluation grade shall be the same as the grade assigned for the flight evaluation. An

evaluee who receives an “Unqualified” grade on the ground or flight evaluation shall be placed in an “Unqualified”

instrument flight status until the evaluee achieves a grade of “Qualified” on a reevaluation.

31.6

RECORDS AND REPORTS

A NATOPS Instrument Rating Request OPNAV Form 3710/2 shall be completed for each evaluation and forwarded

to the evaluee’s commanding officer. When completed, this form shall be retained in the individual’s flight training

record. In addition, an entry shall be made in the pilot’s/NFO’s flight log book under “Qualifications and

Achievements” as follows:

QUALIFICATION

Standard (or) special instrument rating.

Exp. (expiration date) DATE (Date issued).

SIGNATURE (Authenticating signature) (Unit issuing rating).

31.7

MAINTAINING ALL-WEATHER READINESS

NATOPS instrument evaluations, combined with a unit training syllabus that includes periodic flights to maintain

these skills, will help each unit prepare for and remain ready to safely and successfully meet its all-weather

commitments.

ORIGINAL

31-6

NAVAIR 00-80T-112

APPENDIX A

References

A.1

PURPOSE

As discussed in Chapter 1, this appendix lists publication series that contain additional information related to

instrument flight. These publications are listed in Figure A-1 below.

Pub Number or Author

Pub Title and Other Significant Information

AFM 11-217V1

USAF Instrument Flight Manual

BUMEDINST 6410.9

Medical Monitoring Flight Personnel in Locations

Where Flight Surgeons are not Available

FAA Order 7110.65

Air Traffic Control

MIL-DTL-85025 (AS)

Draft NATOPS Program Technical Publications and Products;

Style, Format, and Common Technical Content

NAVAIR 00-80T-105

CV NATOPS Manual

NAVAIR 00-80T-106

LHA/LHD NATOPS Manual

NAVAIR 00-80T-111

V/STOL Shipboard and Landing Signal Officer NATOPS Manual

NAVAIR 00-80T-113

NATOPS Aircraft Signals Manual

NAVAIR 00-80T-122

NATOPS Helicopter Operating Procedures For Air-Capable Ships

Manual

NAVMED FM 6410/1

Aeromedical Grounding Notice

NAVMED FM 6410/2

Aeromedical Flight Clearance Notice

OPNAVINST 3710.7

NATOPS General Flight and Operating Instructions

OPNAVINST 6110.1

Physical Readiness Standards

FAA

Aeronautical Information Manual

14 CFR Part 71

Airspace

14 CFR Part 91

General Operating and Flight Rules

Figure A-1.

Other Publications Related to Instrument Flight

A-1/(A-2 blank)

ORIGINAL

NAVAIR 00-80T-112

INDEX

Page

No.

Terminal area operations and

departure

26-10

Acceleration error

15-4

Airfoil

6-10

ACM or air-to-ground ordnance deliveries

9-2

Airmass:

Additional reports

29-4

Classification

3-1

At all times

29-4

Development

3-1

When not in radar contact

29-5

Modification

3-1

Thunderstorms

6-3

ADF:

Weather

3-2

Homing procedures

23-10

AIRMETs

27-4

Procedure(s)

23-3 , 23-7

Airport/heliport beacons

30-57

Adherence to clearance

28-5

Airspeed(s)

29-11

Adjacent channel interference

22-6

Control

18-11 , 18-16

Advance information on instrument

Indicator

15-4

approach

30-3

Airway(s):

Advection fog

6-8

And jet routes depiction on flight plan

27-6

Aileron roll

19-9

Or route course changes

29-7

Airborne equipment

24-4

Airways and route systems

29-5

Aircraft control

17-1

Area navigation (RNAV) routes

29-6

Attitude control

17-2

Radar vectors

29-6

Aircraft icing

6-9

Alignment of elements systems

30-53

Clear ice

6-9

Alternate:

Frost

6-9

Airport restrictions

26-9

Rime ice

6-9

Navigation equipment

26-9

Structural icing

6-9

RNAV procedural speed restrictions

26-9

Aircraft trim

17-9

Altimeters

16-1

Altitude:

Aircraft:

Control

18-16

Control

17-1

Data

28-2

Dual-seat

12-2

Stabilization

18-16

Engine icing

6-11

Amended clearances

28-3

Multicrewed

12-2

Angle of attack indicator

15-8

Single-seat

12-1

Application

Trim

17-9

Planning

18-1

Aircrew actions

26-10

Approach and landing minimums

30-39

Approach procedures

26-12

Circling minimums

30-40

Be prepared to use traditional

Instrument approach at a military field

30-42

NAVAIDs

26-11

Landing minimums

30-39

En route operations

26-11

Obstacle clearance

30-40

Preflight

26-10

Published approach minimums

30-40

Prior to descent

26-11

Sidestep maneuver minimums

30-40

Terminal area operations and arrival

26-11

Straight-in minimums

30-40

Index-1

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Approach control

30-2

Direct communications, controllers

Radar approach control

30-2

and pilots

29-1

ATC:

Approach(es):

Advance information on instrument

30-3

Clearance/instruction readback

28-4

Frequency change procedures

29-1

Clearance

30-26

Attitude:

Contact

30-46

Control

17-2 , 18-16

Dual-facility

21-36

Indicator failure

18-18

Final

26-13

Interpretation

20-2

From holding

21-42

Stabilization

18-15

GPS overlay

26-9

Automatic direction finding (ADF):

GPS stand-alone

26-9

Course interceptions

23-3

High-altitude penetration and

22-18

Procedures

23-1

Holding type

21-42

Station passage

23-3

Light systems (ALS)

30-47

Tuning

23-2

Localizer

24-10

Aviation severe weather warning

Localizer (LOC) back course

24-11

bulletins (WWs)

27-2

Low-altitude

22-20

Azimuth cone of confusion

22-6

Missed

30-42

Non-DME teardrop

21-34

Performing the ILS

24-5

Bank control

17-2

Performing the missed

26-13

Barrel roll

19-7

Pilot operational considerations when

Basic instrument flying (part one)

flying nonprecision

30-21

grading criteria

31-3

Precision final

25-4

ADF/MDF orientation

31-4

Procedures

23-14 , 26-12

Climbing, descending, and timed turns

31-3

Radar

25-3 , 30-30

Instrument takeoff

31-3

Radar monitoring of instrument

30-33

Partial panel airwork

31-4

Simultaneous converging instrument

30-39

Recovery from unusual attitudes

31-4

Straight-in

21-36

Steep turns

31-3

Surveillance final

25-6

VOR/TACAN positioning

31-4

Vertical descent angle (VDA) on

Be prepared to use traditional NAVAIDs

26-11

nonprecision

30-21

Be wary of “heads-down”

26-11

Visual

30-42

Bearing indicators:

Arc interceptions

22-10

Bearing-distance-heading

Arctic fog

6-8

indicator (BDHI)

16-6

Area navigation (RNAV)

27-8 , 29-6 , 30-22

Horizontal situation indicator (HSI)

16-6

Instrument approach charts

30-22

Radio magnetic indicator (RMI)

16-6

Routes

29-6

Bearing-distance-heading

Area

indicator (BDHI)

16-6

RNAV in the terminal

26-8

Bearing/distance “unlock”

22-5

ARTCC communications

29-1

Before takeoff

28-9

ARTCC radio frequency outage

29-2

Blood donation

10-2

ATC frequency change procedures

29-1

BRAVO pattern

19-6

Index-2

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Standby magnetic compass

15-1

Variation

15-1

Canceling IFR flight plan

27-11

Completing the intercept

21-17 , 23-7

CDI only

21-6

Concept:

Change:

Airmass classification

3-1

In flight plan

27-11

Airmass development

3-1

In proposed departure time

27-11

Airmass modification

3-1

Changeover point (COP)

29-8

Airmass weather

3-2

Characteristics:

Confidence maneuvers:

TACAN

22-5

Aileron roll

19-9

CHARLIE pattern

19-5

Barrel roll

19-7

Charts:

Half Cuban eight

19-11

Area navigation (RNAV) instrument

Immelmann

19-11

approach

30-22

Loops

19-9

Instrument approach procedure

30-4

Wingover

19-7

Check NOTAMs

26-10

Confusion of ground lights with stars

8-9

Clear ice

6-9

Constant:

Clear-air turbulence

6-7

Airspeed climbs and descents

18-12

Rate climbs and descents

18-14

Clearance

28-1

Contact approach

30-46

Bar lights

30-58

Control:

Limit

28-1

Aircraft

17-1

Prefix

28-1

Airspeed

18-16

Clearance items

28-1

Altitude

18-16

Altitude data

28-2

Approach

30-2

Clearance limit

28-1

Attitude

17-2

Departure procedure

28-1

Bank

17-2

Holding instructions

28-2

Instruments

17-4

Route of flight

28-2

Of lighting systems

30-55

Climbing:

Panel

21-2

And descending turns

18-15

Pitch

17-2

Constant rate climbs and descents

18-14

Power

18-16

Radar approach

30-2

Climbs and descent(s)

28-9

Segment

26-1

Constant airspeed climbs and descents

18-12

Yaw

17-2

Constant-rate climbs and descents

18-14

Convective:

Clock

15-8

SIGMETs

27-3

Closing VFR/DVFR flight plans

27-11

Thunderstorms

6-3

Cold fronts

4-1

Wind shear

6-12

Thunderstorms

6-4

Conventional cross-check

14-3

Communications

30-38

Convergence zones

5-2

Compasses:

Coriolis illusion

8-2

Acceleration error

15-4

Correlation:

Deviation

15-3

Under actual instrument

Magnetic dip

15-3

conditions

11-1 , 11-2 , 11-3

Oscillation error

15-4

Under instrument conditions

11-3

Index-3

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Course indicator

16-10

Entry

21-39

ILS display

16-11

Procedures

29-12

VOR/TACAN display

16-11

Environmental factors

9-1

Course:

Equipment

21-1

Interceptions

21-4 , 23-3

Ground

22-2

Sensitivity

26-4

Radar

25-2

Crosswind correction

21-33

Equipment and operation:

Cumulus stage

6-1

Airborne equipment

24-4

Equipment

21-1

Ground equipment

24-1

Operation

21-2

Database:

Equipment and transmission principles:

Requirements

26-8

Ground equipment

22-2

Restrictions

26-8

TACAN approach procedures

22-18

Dental care

10-2

TACAN characteristics

22-5

Departure procedure

28-1

TACAN procedures

22-7

Descending breakouts

30-39

Erroneous TACAN indications

22-6

Descent

21-42

Establishing and maintaining airspeed

18-6

Develop a backup plan

26-11

Estimating drift correction

21-17

Deviation

15-3

Exercise

10-1

Dial calibration

15-4

Experience

11-3

Differences between ILS and ILS PRM

ACM or air-to-ground ordnance

deliveries

9-2

approaches of importance to the pilot

30-38

Takeoff and landing phases

9-1

Direct:

Communications, controllers and pilots

29-1

Entry procedure

29-12

Flights

27-7

Factors related to type or phase of flight:

Display:

ACM or air-to-ground ordnance

ILS

16-11

deliveries

9-2

VOR/TACAN

16-11

Formation flight

9-2

Dissipating stage

6-2

Takeoff and landing phases

9-1

Distance measuring equipment (DME)

22-3

Failure, indicator:

DME cone of confusion

22-6

Attitude

18-18

Drugs

10-1

Heading

18-17

Dual-facility approaches

21-36

False perception (general)

8-1

Dual-seat aircraft

12-2

During helicopter flights

8-10

Illusions: primarily inner ear

8-1

Visual illusions and problems

8-9

False:

Elevator illusion

8-6

Or incorrect lock-on

22-6

Emergency procedures

31-5

Perception of attitude

8-6

En route:

Perceptions during helicopter flights

8-10

Mode

26-5

Sensation of reversal of motion

11-2

Operations

26-11

Sensation of rotation

8-2

Index-4

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Sensations of tilting to right or left

11-2

Flight(s):

Vertical and horizontal cues

8-9

Along a direct route

29-3

Along airways or routes

29-3

Fast-moving cold fronts

4-3

Director system (FDS)

16-12

File the appropriate equipment suffix

26-10

In a radar environment

29-4

Final:

Outside the U.S

27-10

Approach

26-13

Weather packets

27-2

Approach mode

26-7

Fog

6-7

Flicker vertigo

8-12

Advection

6-8

Flight evaluation grade determination

31-6

Arctic

6-8

Flight evaluation grading criteria

31-3

Frontal

6-8

ADF/MDF orientation

31-4

Radiation

6-7

Basic instrument flying (part one)

Follow IFR procedures even when

grading criteria

31-3

operating VFR

27-4

Clearance compliance

31-5

Formation flight(s)

9-2

Climbing, descending, and timed turns

31-3

In night or weather

12-2

Communication and navigation

40° azimuth error lock-on

22-6

equipment

31-5

Frontal movement

4-7

Emergency procedures

31-5

Effect of mountains

4-7

Modifications

4-7

Flight evaluation grade determination

31-6

Speed

4-7

Flight planning

31-4

Frontal:

Instrument approach(es)

31-5

Fog

6-8

Instrument flight in controlled airspace

Thunderstorms

6-4

(part two) grading criteria

31-4

Frost

6-9

Instrument takeoff

31-3

Functions of instruments − full panel scan

17-4

Partial panel airwork

31-4

Future improvements to GPS

26-16

Recovery from unusual attitudes

31-4

Local area augmentation system

Steep turns

31-3

(LAAS)

26-17

Voice procedures

31-5

Wide area augmentation system

VOR/TACAN positioning

31-4

(WAAS)

26-16

Flight management system (FMS)

26-2

Flight plan:

Composite (VFR/IFR flights)

27-5

Glideslope

24-3

Defense VFR (DVFR) flights

27-5

Global orientation

14-1

IFR flights

27-5

Global positioning system (GPS):

VFR flights

27-5

Flight management system (FMS)

26-2

Flight planning:

Introduction

26-1

Preflight preparation

27-1

Required navigation performance

Weather briefing

27-1

(RNP)

26-2

Weather briefing, support products,

RNAV leg types

26-3

and severe weather restrictions and

System overview

26-1

products

27-1

Waypoints

26-3

Index-5

ORIGINAL

NAVAIR 00-80T-112

Page

No.

GPS approach nomenclature:

Holding

29-8

Overlay approaches

26-9

Instructions

28-2

RNAV (GPS) approaches

26-10

Pattern located on the initial

approach course

21-42

RNAV (RNP) approaches

26-10

Type approach

21-42

Stand-alone approaches

26-9

Homing

21-17 , 23-10

GPS approach restrictions:

Horizontal situation indicator (HSI)

16-6

Multiple GPS receivers

26-9

Hover indicator

15-8

RNAV procedural speed restrictions

26-9

HUD:

Scaling and alerting

26-9

Field of view

14-3

GPS navigation training:

Limitations

14-1

Flight training

26-15

General

26-14

Ground instruction

26-14

Icing

6-3

GPS:

IFR:

Approach briefing

26-11

Clearance VFR-on-top

28-4

Approach restrictions

26-8

Operations to high altitude destinations

27-9

Equipment checks

26-10

Separation standards

28-7

Integrity warning after the FAF

26-13

Illness

10-2

Integrity warning prior to FAF

26-13

Illusion(s):

Is a new form of flying

26-12

Coriolis

8-2

Not in the title

26-9

Elevator

8-6

Overlay approaches

26-9

Inversion

8-6

Segments

26-1

Of attitude change (somatogravic

Stand-alone approaches

26-9

illusion)

8-4

Graveyard:

Of banking

8-10

Spin

8-2

Of deviation

8-11

Of nosedown

8-6

Spiral

8-2

Of noseup

8-4

Ground equipment

22-2 , 24-1

Of pivoting on longitudinal axis

8-11

Of vertical flight

8-12

Primarily inner ear

8-1

Somatogravic

8-4

Half Cuban eight

19-11

Visual illusions and problems

8-9

Hand-flown breakouts

30-39

ILS channel/frequency:

Heading indicator failure

18-17

Radar vectors

24-10

Heads-up display (HUD)

14-1

Simplified directional facility (SDF)

24-10

Conventional cross-check

14-3

ILS display

16-11

Global orientation

14-1

ILS procedures:

HUD field of view

14-3

Localizer (LOC) back course

HUD limitations

14-1

approach

24-11

Headwind or tailwind corrections

21-33

Localizer approaches

24-10

High-altitude:

Performing the ILS approach

24-5

Approach procedures

21-34

Radar vectors

24-10

Penetration and approach

22-18

Simplified directional facility (SDF)

24-10

Index-6

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Immelmann

19-11

Visual portion of the final segment

30-21

Immunization/injections

10-2

Instrument approach procedures

30-27

In-runway lighting

30-54

Instrument evaluation final grade

determination

31-6

Land and hold short lights

30-55

Instrument flight in controlled airspace

Runway centerline lighting

(part two) grading criteria

31-4

system (RCLS)

30-54

Clearance compliance

31-5

Taxiway lead-off lights

30-54

Communication and navigation

Touchdown zone lights (TDZL)

30-54

equipment

31-5

Inbound

23-7 , 29-12

Emergency procedures

31-5

Leg

29-12

Flight planning

31-4

Procedures

21-6

Instrument approach(es)

31-5

Indications, erroneous TACAN

22-6

Voice procedures

31-5

Indicator(s):

Instrument flight physiology:

Airspeed

15-4

General

7-1

Angle of attack

15-8

Your senses

7-1

Bearing

16-6

Instrument groupings:

Bearing-distance-heading (BDHI)

16-6

Control instruments

17-4

Course

16-10

Functions of instruments − full

Failure

panel scan

17-4

Attitude

18-18

Instrument scan

17-4

Heading

18-17

Performance instruments

17-4

Horizontal situation (HSI)

16-6

Position instruments

17-4

Hover

15-8

Scan analysis

17-7

Radio magnetic (RMI)

16-6

Scan technique

17-6

Range

16-4

Use of angle of attack

17-7

Turn and slip

15-4

Instrument patterns

19-1

Vertical speed (VSI/VVI)

15-4

BRAVO

19-6

Visual glideslope

30-49

CHARLIE

19-5

Inside of 30 nm

26-12

OSCAR

19-4

Instrument approach at a military field

30-42

Steep turns

19-4

Minimum safe altitude (MSA)

30-5

Vertical S-1, S-2, S-3, S-4

19-1

Minimum vectoring altitude (MVA)

30-16

YANKEE

19-6

Terminal arrival area (TAA)

30-6

Instrument patterns and confidence

Visual descent point (VDP)

30-21

maneuvers

19-1

Visual portion of the final segment

30-21

Purpose

19-1

Instrument approach procedure charts

30-4

Instrument takeoff (ITO)

Area navigation (RNAV) instrument

Pretakeoff procedures

18-2

approach charts

30-22

Instrument:

Minimum safe altitude (MSA)

30-5

Hovering

17-10

Minimum vectoring altitude (MVA)

30-16

Scan

17-4

Terminal arrival area (TAA)

30-6

Integrated systems

26-1

Vertical descent angle (VDA) on

Integrity monitoring

26-8

nonprecision approaches

30-21

Intercepting a radial from an arc

22-10

Visual descent point (VDP)

30-21

Intertropical convergence zone

5-2

Index-7

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Introduction to aircraft flight instruments

Localizer:

General

13-1

(LOC) back course approach

24-11

Introduction:

Approaches

24-10

General

1-1

Transmitter

24-1

Loops

19-9

Purpose

1-1

Low-altitude approach

22-20

Responsibilities

1-1

Procedures

21-36

Scope

1-1

Low-level wind shear

6-11

Training

1-2

Convective wind shear

6-12

Waivers

1-2

Nonconvective wind shear

6-12

Inversion illusion

8-6

ITO procedures (fixed wing)

18-2

Magnetic dip

15-3

Maintain(ing):

A desired altitude

18-4

Land and hold short lights

30-55

A desired heading

18-6

Landing:

All-weather readiness

31-6

Minimums

30-39

Arcs

22-10

Priority

30-46

Situational awareness

26-11

Leans, the

8-1

Manual database manipulation

26-8

Level turns

18-8

Marker beacons

23-14 , 24-3

Lightning

6-3

Mature stage

6-1

Lights:

Meeting an expected further clearance

Clearance bar

30-58

time (EFC)

21-33

Land and hold short

30-55

Meteorology for naval aviators

2-1

Runway guard

30-58

Microbursts

6-12

Stop bar

30-58

Military weather warning advisories

(MWWAs)

27-3

Taxiway

30-57

Minimum safe altitude (MSA)

30-5

Taxiway centerline

30-58

Minimum vectoring altitude (MVA)

30-16

Taxiway edge

30-57

Missed approach

30-42

Taxiway lead-off

30-54

Climb gradient

26-14

Touchdown zone

30-54

Mode

26-7

Limitations:

Point (MAP)

26-13

HUD

14-1

Mode:

Of radar

25-2

En route

26-5

On procedure turns

30-29

Final approach

26-7

Load:

Missed approach

26-7

SID

26-10

Select missed approach

26-13

STAR

26-11

Terminal approach

26-5

Local:

Motion (inner ear)

7-1

Area augmentation system (LAAS)

26-17

Mountainous terrain

6-6

Flow traffic management program

30-2

Multicrewed aircraft

12-2

Index-8

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Overcoming spatial disorientation:

Dual-seat aircraft

12-2

Navigation database

26-7

Formation flights in night or weather

12-2

Night (instrument) catapult launch

18-3

General

12-1

No gyro approach (heading indicator

Multicrewed aircraft

12-2

inoperative)

25-6

Single-seat aircraft

12-1

Non-DME teardrop approach

21-34

Overhead approach maneuver

30-46

Nonconvective:

SIGMETs

27-3

Wind shear

6-12

Panel

Nonstandard:

Control

21-2

Holding pattern

29-14

Recovery procedures − partial

20-4

Pattern

29-11

Parallel ILS/MLS approaches

Nose-low recovery

20-4

(dependent)

30-34

Nutrition

10-1

Parallel procedure

29-12

Nystagmus

8-2

Partial panel

Unusual attitudes

20-4

Partial panel flight:

Attitude indicator failure

18-18

Obstacle clearance

30-40

Heading indicator failure

18-17

Occluded:

Performance instruments

17-4

And stationary fronts

6-4

Performing:

Fronts

4-5

The ILS approach

24-5

Operating to an airport:

The missed approach

26-13

With an operating control tower

30-45

The published missed approach

Without weather reporting service

30-42

procedure

26-13

Operation(s):

Missed approach point (MAP)

26-13

En route

26-11

Personal factors

9-1

Equipment and

21-1 , 24-1

Pilot responsibility upon clearance

Principle of

21-2

issuance

28-4

Training

28-10

ATC clearance/instruction readback

28-4

Optimum path aircraft routing system

Record ATC clearance

28-4

(OPARS)

27-2

Pilot:

Orographic thunderstorms

6-4

Action

29-14

OSCAR pattern

19-4

Control of airport lighting

30-55

Oscillation error

15-4

Operational considerations when flying

Otolith organs

7-4

nonprecision approaches

30-21

Outbound

29-13

Pitch control

17-2

Away from the station

23-7

Pitot-static/angle of attack (AOA) systems

6-11

Immediately after station passage

23-7

Planning

18-1

Leg

29-13

Position report(ing)

29-3

Procedures

21-16

Items

29-4

Procedures − immediately after station

Points

29-3

passage

21-6

Position identification

29-3

Outside air temperature gauge

15-8

Requirements

29-3

Index-9

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Position:

Outbound

21-16

Identification

29-3

Parallel

29-12

Instruments

17-4

Performing the published missed

Report items

29-4

approach

26-13

Pretakeoff

18-2

Reporting points

29-3

Reporting requirements

29-3

Radar approach

25-3

Recovery

20-2

Postural (“seat of the pants”)

7-4

TACAN approach

22-18

Power control

18-16

Teardrop

29-12

Precipitation

6-3

Use of visual clearing

28-9

Precision:

Voice

25-6

Approach path indicator (PAPI)

30-49

Proceeding direct to station

21-4

Final approach

25-4

Propeller

6-10

Preflight

26-10

Published approach minimums

30-40

Pressure:

Pulsating systems

30-52

Altimeter

16-1

Purpose of the instrument flight evaluation

31-1

At fronts

4-7

Vertigo

8-4

Pretakeoff procedures

18-2

Prevention of spatial disorientation:

Radar:

Experience

11-3

Approach control

30-2

General

11-1

Approach procedures

25-3

Training

11-1

Approaches

25-3 , 30-30

Preventive measures

8-12

Equipment and operation

25-2

Principle(s):

Limitations

25-2

Of operation

21-2

Monitoring

30-36 , 30-37

Of radar

25-1

Monitoring of instrument approaches

30-33

Prior to descent

26-11

Traffic information service

25-1

Prior to the IAF

26-12

Vectors

24-10 , 29-6

Procedure turn(s) (PT)

21-39 , 30-28

Radiation fog

6-7

Entry

21-39

Radio magnetic indicator (RMI)

16-6

Limitations on

30-29

Radio/radar altimeters

16-4

Procedure(s):

Ramp down

26-12

ADF

23-3 , 23-7

Range indicator

16-4

ADF homing

23-10

Fluctuations

22-6

Approach

23-14 , 26-12

Receiver autonomous integrity monitoring

ATC frequency change

29-1

(RAIM)

26-7

Departure

28-1

Record(s):

Direct entry

29-12

And reports

31-6

High-altitude approach

21-34

ATC clearance

28-4

ILS

24-5

Recovery from unusual attitudes:

Inbound

21-6

Nose-high recovery

20-2

Instrument approach

30-27

Nose-low recovery

20-4

Low-altitude approach

21-36

Partial panel unusual attitudes

20-4

Index-10

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Recovery procedures:

Heading

26-4

Nose-high recovery

20-2

Initial fix

26-3

Nose-low recovery

20-4

Radius to fix

26-4

Partial panel

20-4

Track to fix

26-3

Partial panel unusual attitudes

20-4

Rotary wing instrument flying:

Reduced vertical separation minimums

Airspeed control

18-16

(RVSM)

29-8

Altitude control

18-16

Relation of fronts to airmasses

4-1

Altitude stabilization

18-16

Cold fronts

4-1

Attitude control

18-16

Fast-moving cold fronts

4-3

Attitude stabilization

18-15

Occluded fronts

4-5

Power control

18-16

Slow-moving cold fronts

4-1

Yaw stabilization

18-16

Stationary fronts

4-5

Rotary:

Warm fronts

4-3

Wing ITO

18-3

Relation of fronts to cyclones

4-1

Wing night (instrument) shipboard

Required navigation performance (RNP)

26-2

takeoffs

18-4

RNP levels

26-2

Route of flight

28-2

Runway:

Requirements

29-3 , 30-37

Database

26-8

Centerline lighting system (RCLS)

30-54

for instrument flight evaluations

31-1

Edge light systems

30-53

Position reporting

29-3

End identifier lights (REIL)

30-53

Guard lights

30-58

Responsibilities:

Separation

28-8

Commanding officers

1-2

Spacing

30-38

NATOPS advisory group

1-1

NATOPS cognizant command

1-1

NATOPS model manager

1-2

Separation

30-45

Scan:

Restrictions on the use of GPS:

Analysis

17-7

Alternate airport restrictions

26-9

Technique

17-6

Database requirements

26-8

Select missed approach mode

26-13

GPS approach restrictions

26-8

Semicircular canals

7-1

Receiver autonomous integrity

Sensation of:

monitoring (RAIM)

26-7

Climbing during a turn

11-1

RNAV in the terminal area

26-8

Climbing during straight-and-level

Specific capabilities and restrictions

26-7

flight

11-2

Use of GPS outside of the U.S

26-7

Diving during recovery from a turn

11-2

Rime ice

6-9

Diving or rolling beyond the vertical

RMI:

plane

11-2

And CDI

21-6

Separation responsibilities

30-45

RMI only

21-6

Setting the pressure altimeter

16-4

RNAV in the terminal area

26-8

Severe:

RNAV leg types

26-3

Thunderstorms

6-2

Course to fix

26-4

Weather restrictions and products

27-1

Direct to fix

26-4

Shear lines

5-3

Index-11

ORIGINAL

NAVAIR 00-80T-112

Page

No.

Sidestep maneuver

30-39

Proceeding direct to

21-4

Minimums

30-40

Stationary fronts

4-5

Sight

7-5

Steep turns

19-4

SIGMETs

27-3

Level turns

18-8

AIRMETs

27-3

Maintaining a desired altitude

18-4

Signal accuracy

26-1

Stepdown waypoints

26-13

Simplified directional facility (SDF)

24-10

Stop bar lights

30-58

Simultaneous close parallel ILS PRM

Straight and level

28-10

approaches (independent)

30-37

Straight-and-level flight:

Differences between ILS and ILS PRM

Level turns

18-8

approaches of importance to the pilot

30-38

Maintaining a desired altitude

18-4

Radar monitoring

30-37

Straight-in:

Requirements

30-37

Approaches

21-36

System

30-37

Minimums

30-40

Simultaneous converging instrument

Structural deicing

6-10

approaches

30-39

Aircraft engine icing

6-11

Simultaneous parallel ILS/MLS approaches

Airfoil

6-10

(independent)

30-35

Pitot-static/angle of attack (AOA)

Radar monitoring

30-36

systems

6-11

System

30-35

Propeller

6-10

Single-seat aircraft

12-1

Structural icing precautions

6-11

Slip indicator (ball)

15-6

Support products

27-1

Slow-moving cold fronts

4-1

Surveillance final approach

25-6

Space segment

26-1

System overview:

Spatial misorientation

8-12

Course sensitivity

26-4

Special VFR clearances

28-3

Flight management system (FMS)

26-2

Specific capabilities and restrictions

26-7

GPS segments

26-1

Speed

18-6

Integrated systems

26-1

Adjustments

28-7

Navigation database

26-7

Establishing and maintaining air

18-6

Required navigation performance

Spin

(RNP)

26-2

Graveyard

8-2

RNAV leg types

26-3

Squall lines

6-4

Signal accuracy

26-1

Standard:

Waypoints

26-3

Pattern

29-11

System(s)

30-35 , 30-37

Terminal arrival (STAR), flight

Airways and route

29-5

management system procedures

Alignment of elements

30-53

(FMSP) for arrivals

30-1

Control of lighting

30-55

Standby magnetic compass

15-1

Integrated

26-1

Station

Pulsating

30-52

Outbound − away from the

23-7

Runway edge light

30-53

Passage

21-23 , 23-3

Tricolor

30-49

Index-12

ORIGINAL

NAVAIR 00-80T-112

Page

No.

The instrument flight evaluation process

31-1

Basic instrument flying (part one)

31-2

Tactical air navigation (TACAN):

Instrument flight evaluation

31-2

Approach procedures

22-18

Instrument flight in controlled airspace

Arcs

22-8

(part two)

31-2

Characteristics

22-5

Instrument ground evaluation

31-1

Equipment and transmission principles

22-1

Instrument ground training

31-1

The leans

8-1

Holding

22-15

30° method

21-23

Introduction

22-1

3 nm prior to the FAF

26-12

Procedures

22-7

Thunderstorm(s)

6-1

Signal pattern

22-2

Classification

6-3

Takeoff:

Development

6-1

And landing phases

9-1

Weather

6-3

Before

28-9

Time-distance check

23-7

Taxiway lights

30-57

Timed approaches from a holding fix

30-30

Centerline

30-58

Timing

29-12

Edge

30-57

Tornadoes and waterspouts

6-4

Lead-off

30-54

Touchdown zone lights (TDZL)

30-54

TCAS

30-39

Tracking

23-7

Teardrop procedure

29-12

Traffic:

Technique(s):

Alert and collision avoidance system

For determining lead

22-10

(TCAS I & II)

28-10

Of navigating point to point

22-14

At VOR sites

28-10

Scan

17-6

Pattern

28-10

Training operations

28-10

Terminal area operations and arrival

Training:

Maintain situational awareness

26-11

False sensations of reversal of motion

11-2

Terminal:

False sensations of tilting to right or left

11-2

Approach mode

26-5

Sensation of climbing during a turn

11-1

Area operations and arrival

26-11

Sensation of climbing during

Area operations and departure

26-10

straight-and-level flight

11-2

Arrival area (TAA)

30-6

Sensation of diving during recovery

Sensitivity

26-11

from a turn

11-2

The altimeter setting

16-1

Sensation of diving or rolling beyond

The instrument flight evaluation

31-1 , 31-6

the vertical plane

11-2

Flight evaluation grading criteria

31-3

Transition to:

Maintaining all-weather readiness

31-6

Final

25-4

Purpose of the instrument flight

The initial approach fix (IAF)

21-33

evaluation

31-1

Tricolor systems

30-49

Records and reports

31-6

Tropical waves:

Requirements for instrument flight

Neutral wave

5-1

evaluations

31-1

Stable wave

5-1

The instrument flight evaluation

Unstable wave

5-1

process

31-1

Tuning

21-3 , 23-2

Index-13

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NAVAIR 00-80T-112

Page

No.

Turbine icing

6-11

S-2

19-1

Turbulence

6-3 , 6-6

S-3

19-1

Clear-air turbulence

6-7

S-4

19-1

Mountainous terrain

6-6

Speed indicator (VSI/VVI)

15-4

Turn and slip indicator:

VFR/IFR flights

28-5

Slip indicator (ball)

15-6

Visual approach

30-42

Turn indicator (needle)

15-6

Operating to an airport with an operating

Turn indicator (needle)

15-6

control tower

30-45

Operating to an airport without weather

Turning performance

18-12

reporting service

30-42

2 nm lockout

26-13

Separation responsibilities

30-45

Types of altitude

16-4

Visual approach slope indicator (VASI)

30-49

Visual autokinesis

8-10

Visual descent point(s) (VDP)

30-21

UHF:

Precision approach path indicator

(PAPI)

30-49

Homing adapters

23-14

Visual approach slope indicator

Nondirectional radio beacon (homer)

23-11

(VASI)

30-49

UHF/ADF navigation auxiliary receivers

23-11

Visual glideslope indicators

30-49

Updating of weather data

29-16

Alignment of elements systems

30-53

Use of predictive integrity

26-11

Pulsating systems

30-52

Climbs and descents

28-9

Tricolor systems

30-49

Straight and level

28-10

Visual approach slope indicator (VASI) . . . 30-49

Traffic at VOR sites

28-10

Visual:

Traffic pattern

28-10

Illusions and problems

8-9

Use of visual clearing procedures

28-9

Portion of the final segment

30-21

Before takeoff

28-9

Separation

28-9

Climbs and descents

28-9

Voice procedures

25-6

Straight and level

28-10

VOR/DME paired frequencies

21-4

Traffic at VOR sites

28-10

VOR/TACAN:

Traffic pattern

28-10

Display

16-11

Training operations

28-10

Positioning

31-4

Use of:

VSI error

15-4

Angle of attack

17-7

GPS outside of the U.S

26-7

User segment

26-1

Waivers

1-2

Warm front(s)

4-3

Thunderstorms

6-4

Variation

15-1

Waypoints

26-3

Vertical:

Stepdown

26-13

Descent angle (VDA) on nonprecision

Weather briefing, support products, and

approaches

30-21

severe weather restrictions and products

27-1

S-1

19-1

Severe weather restrictions

S-1, S-2, S-3, S-4

19-1

and products

27-2

Index-14

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NAVAIR 00-80T-112

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NAVAIR 00-80T-112 NATOPS INSTRUMENT FLIGHT MANUAL (15 NOVEMBER 2006) - page 5