i3101 · pdf filei3101 worksheet . planned route: takeoff: kmob, ... via mvc v454 bfm...

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I3101 WORKSHEET

Planned Route: Takeoff: KMOB, RWY 33 Altitude: 5,000’ Airspeed 200 KIAS Destination: Monroe County via BFM1.STETS V454 MVC Approaches: KMVC VOR RWY 21 (SIM ONLY) (PT), VOR RWY 3 (SIM ONLY) (TD) Alternate: Mobile Downtown (KBFM) via MVC V454 BFM 6,000’ Syllabus Notes May be conducted in the UTD Expected to fly all maneuvers without the use of FMS navigation

o Left MFD will be set to Frequency page Special Syllabus Requirements None Discuss

a. Clearance and departure procedures SID (BFM1.STETS)

o Climb Via clearance o NAVAID Setup o Emergency return options

b. VOR Procedure turn approach FTI Procedures (to the FAF)

o Altitude restrictions PT altitude Segment altitudes MDA

o Remain within distance restrictions o Flying the Barb o Type of intercept on inbound turn

When more than 5 radials from inbound course during the initial turn

When less than 5 radials from inbound course during the initial turn o BAC transition point

BLT with MAYO mnemonic FTI Procedures for Final Approach Segment (FAF – MAP) When the PT is not required

c. VOR Teardrop approach FTI Procedures

o Altitude restrictions

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Segment altitudes MDA

o Remain within distance restrictions o Outbound to inbound radial intercept o Type of intercept on inbound turn

When more than 5 radials from inbound course during the initial turn

When less than 5 radials from inbound course during the initial turn o BAC transition point

d. 6 T’s At the IAF At the FAF

e. FAF-MAP timing adjustments Computations

f. VDP Published verses non-published Associated altitude restriction when published Alignment with installed VASI/PAPI systems Computation VDP when not published VDP verses MAP requirements/considerations

g. Missed approach MAP instructions

o Published o Assigned climbout instructions

MAP identification o Examples:

Timing DME DME backed up with timing Station passage

Priorities o Aviate o Navigate o Communicate

Options following a missed approach o DRAFT mnemonic

h. Traffic Advisories Practices at Airports Without Operating Control Towers

i. Any emergency procedure

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T-6B Radio Instruments I3100 Block STUDENT GRADE SHEET DATE __________________ INSTRUCTOR __________________________ MEDIA: OFT VT- ________ BRIEF TIME: ________ NAME: ________________________________ EVENT:__________

# MANEUVER MIF I3101 I3102 I3103 I3104 I3105 13106 1 GENERAL KNOWLEDGE / PROCEDURES 3+ X X X X X X 2 EMERGENCY PROCEDURES 3+ X X X X X X 3 HEADWORK / SITUATIONAL AWARENESS 3+ X X X X X X 4 BASIC AIRWORK 3+ X X X X X X 5 IN-FLIGHT CHECKS / FUEL MANAGEMENT 3+ X X X X X X 6 IN-FLIGHT PLANNING/AREA ORIENTATION 3 7 TASK MANAGEMENT 3+ X X X X X X 8 COMMUNICATION 3+ X X X X X X 9 MISSION PLANNING/BRIEFING/DEBRIEFING 3+ X X X X X X 10 GROUND OPERATIONS 4 11 TAKEOFF 4+ X X X X X X 12 DEPARTURE 3+ X X X X X X 44 RADIAL INTERCEPTS 3+ X X X 45 POINT-TO-POINT 3+ X 49 HOLDING 2+ X X X X 50 ENROUTE PROCEDURES 2+ X X X X X X 51 ENROUTE DESCENT 2+ X X X X X X 52 HIGH-ALTITUDE APPROACH 2 53 TEARDROP APPROACH 2+ X 54 ARCING APPROACH 2+ X 55 HILO APPROACH 2+ X 56 PROCEDURE TURN APPROACH 2+ X 57 RVFAC APPROACH 2+ X 58 GPS APPROACH 2 59 PAR APPROACH 2+ X 60 ASR APPROACH 2+ X 61 VOR FINAL 2+ X X X 62 ILS FINAL 2+ X X 63 LOC FINAL 2+ X X 64 GPS FINAL 2 65 BACKUP FLIGHT INSTRUMENT APPROACH 2 66 CIRCLING APPROACH 2 67 MISSED APPROACH 2+ X X X X X X 68 TRANSITION TO LANDING / LANDING 3

NOTES: I3105 AND I3106 shall be under simulated night conditions. I3101-3 may be conducted in the UDT. During this phase of training, the student will be expected to fly all maneuvers without the use of FMS navigation. I3101 and I3102 shall only be scheduled as one event per day. DISCUSS ITEMS: I3101: Clearance and departure procedures, VOR procedure turn and teardrop approaches, 6T’s, FAF-to-MAP timing adjustments, VDP, and missed approach. I3102: Holding, HILO approaches, oil system malfunctions, shuttle descent, and intersections. I3103: PAR, ASR, IMC emergencies, and propeller malfunctions. I3104: RVFAC, ILS/LOC procedures, and fuel system malfunctions. I3105: Arcing, night procedures, night lighting, night cockpit setup, and hydraulics system malfunctions. I3106: SID / STAR, obstacle departure procedure, Trouble T, and obtaining IFR clearance from uncontrolled airports. DEPART ______________ ARRIVE ______________ SIDE # ______________ SIM TIME ___________

JPPT 1542.166B Rev 03/30/2017

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3100

(BFM1.STETS) TC-001 (CUBIC) BROOKLEY ONE DEPARTURE

ATIS S 124.75 257.85

MOBILE RGNL (MOB) MOBILE, ALABAMA

CLNC DEL 119.85 GND CON 121.9 348.6 MOBILE TOWER (CTAF) 118.3 239.0 MOBILE APP CON 118.5 269.3 UNICOM 122.95

SIMULATOR USE ONLY Note: Chart not to scale

DEPARTURE ROUTE DESCRIPTION

TAKE-OFF RWY 15: Turn left to heading 045°, Intercept BFM R-031. Thence… TAKE-OFF RWY 33: Climb runway heading 330°. Arc CW North of BFM via the 15 DME arc, Intercept BFM R-031. Thence… …Maintain 5000 or ATC assigned altitude. Expect clearance to filed altitude 10 minutes after departure.

BROOKLEY ONE DEPARTURE (BFM1.STETS) 16 JUN 17

MOBILE, ALABAMA MOBILE RGNL (MOB)

STETS

YORUP

TAKEOFF OBSTACLE NOTES: Rwy 15: Tree 1758' from DER, 886' right of centerline 79' AGL/270' MSL. Tree 1987' from DER, 856' left of centerline, 73' AGL/277' MSL. Tree 2102' from DER, 861' right of centerline, 78' AGL/269' MSL. Tree 2131' from DER, left of centerline, 76' AGL/280' MSL.

BFM

MONROEVILLE 116.8 MVC Chan 115

3000

3000

TOP ALTITUDE: 5000

N31°27.56’ W87°21.15’

‒ ‒ • • • ‒ ‒ • ‒ •

BROOKLEY 112.8 BFM Chan 75

‒ • • • • • ‒ • • ‒ ‒

N30°36.76’ W88°03.33’

SIMULATOR USE ONLY

L-22

L-22, H-6, H-8

AIM 12/10/15

5−2−10 Departure Procedures

(c) Determine if obstacle avoidance can bemaintained visually or if the ODP should be flown;and

(d) Consider the effect of degraded climb per-formance and the actions to take in the event of anengine loss during the departure. Pilots should notifyATC as soon as possible of reduced climb capabilityin that circumstance.

NOTE−Guidance concerning contingency procedures thataddress an engine failure on takeoff after V1 speed on alarge or turbine−powered transport category airplanemay be found in AC 120−91, Airport Obstacle Analysis.

2. Pilots should not exceed a published speed re-striction associated with a SID waypoint until passingthat waypoint.

3. After an aircraft is established on an SID andsubsequently vectored or cleared to deviate off of theSID or SID transition, pilots must consider the SIDcanceled, unless the controller adds “expect to re-sume SID;” pilots should then be prepared to rejointhe SID at a subsequent fix or procedure leg. If theSID contains published altitude restrictions, pilotsshould expect the controller to issue an altitude tomaintain. ATC may also interrupt the vertical naviga-tion of a SID and provide alternate altitudeinstructions while the aircraft remains established onthe published lateral path. Aircraft may not be vec-tored off of an ODP or issued an altitude lower thana published altitude on an ODP until at or above theMVA/MIA, at which time the ODP is canceled.

4. Aircraft instructed to resume a proceduresuch as a DP or SID which contains speed and/or alti-tude restrictions, must be:

(a) Issued/reissued all applicable restrictions,or

(b) Advised to comply with restrictions or re-sume published speed.

EXAMPLE−“Resume the Solar One departure, comply with restric-tions.”“Proceed direct CIROS, resume the Solar One departure,comply with restrictions.”

5. A clearance for a SID which contains pub-lished altitude restrictions may be issued using thephraseology “climb via.” Climb via is an abbreviated

clearance that requires compliance with the proced-ure lateral path, associated speed and altituderestrictions along the cleared route or procedure.Clearance to “climb via” authorizes the pilot to:

(a) When used in the IFR departure clearance,in a PDC, DCL or when cleared to a waypoint depic-ted on a SID, to join the procedure after departure orto resume the procedure.

(b) When vertical navigation is interruptedand an altitude is assigned to maintain which is notcontained on the published procedure, to climb fromthat previously-assigned altitude at pilot’s discretionto the altitude depicted for the next waypoint.

(c) Once established on the depicted depar-ture, to navigate laterally and climb to meet allpublished or assigned altitude and speed restrictions.

NOTE−1. When otherwise cleared along a route or procedure thatcontains published speed restrictions, the pilot must com-ply with those speed restrictions independent of a climb viaclearance.

2. ATC anticipates pilots will begin adjusting speed theminimum distance necessary prior to a published speed re-striction so as to cross the waypoint/fix at the publishedspeed. Once at the published speed ATC expects pilots willmaintain the published speed until additional adjustmentis required to comply with further published or ATC as-signed speed restrictions or as required to ensurecompliance with 14 CFR Section 91.117.

3. If ATC interrupts lateral/vertical navigation while anaircraft is flying a SID, ATC must ensure obstacle clear-ance. When issuing a “climb via” clearance to join orresume a procedure ATC must ensure obstacle clearanceuntil the aircraft is established on the lateral and verticalpath of the SID.

4. ATC will assign an altitude to cross if no altitude is de-picted at a waypoint/fix or when otherwise necessary/required, for an aircraft on a direct route to a waypoint/fixwhere the SID will be joined or resumed.

5. SIDs will have a “top altitude;” the “top altitude” is thecharted “maintain” altitude contained in the proceduredescription or assigned by ATC.

REFERENCE−FAAO 7110.65, Paragraph 5-6-2, MethodsPCG, Climb Via, Top Altitude

EXAMPLE−1. Lateral route clearance:

“Cleared Loop Six departure.”

3/15/077110.65R CHG 2AIM 5/26/16

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YORUP

2000

MVC R-212

MISSED APPROACH: Climb to 2000 on MVC R-212 to YORUP Int/MVC 14.0 DME.

Obtain local altimeter setting on CTAF, when not received, use Evergreen altimeter setting and increase all MDA 60 feet and S-21 Cats C/D visibility ½ mile and FATUN fix minimums increase S-21 Cats C/D visibility ½ mile. Helicopter visibility reduction below 1 SM not authorized. Rwy 21 Straight-in and Circling and Circling Rwy 03 NA

SIMULATOR USE ONLY

SIMULATOR USE ONLY

ATLANTA CENTER 118.55 267.9

UNICOM 123.0 (CTAF)

FATUN

MVC 3

YORUP

MISSED APCH FIX

SIMULATOR USE ONLY

SIMULATOR USE ONLY

Obtain local altimeter setting on CTAF, when not received, use Evergreen altimeter setting and increase all MDAs 60 feet and S-3 Cats C/D visibility ¼ mile, and FONGU fix minimums increase S-3 Cats C/D visibility ¼ mile. Helicopter visibility reduction below 1 SM not authorized. Rwy 03 Straight-in and Circling and Circling Rwy 21 NA at night.

MISSED APPROACH: Climb to 5000 on MVC R-045 to PICKS/MVC 30.0 DME

MISSED APCH FIX

PICKS MVC 30.0

5000 MVC R-045

PICKS

2000

SIMULATOR USE ONLY

SIMULATOR USE ONLY

CHAPTER EIGHT PRIMARY INSTRUMENT NAVIGATION T-6B

814. PROCEDURE TURN APPROACH

General

Reverse the aircraft heading within assigned airspace in order to align it with the final approach course.

Description

The Procedure Turn Approach is an instrument maneuver used to reverse direction and establish the aircraft inbound on the intermediate or final approach course while insuring the “Remain Within” distance is observed. Procedure Turns are depicted by a “barb” symbol on the approach plate. The Barb indicates which side of the outbound course to complete the turn (Figure 8-8). Headings are provided to reverse course using a 45/180 degrees type maneuver. However, the point at which the turn may be commenced and the type and rate of turn, are left to the discretion of the pilot, as long as the Procedure Turn is executed on the proper side of the outbound course and the “Remain Within” distance (normally 10 NM) is not exceeded. Options for this type of maneuver include the 45/180 degrees course reversal, the racetrack pattern, or the 80/260 degree course reversal. During Primary training, only the 45/180 degrees course reversal will be practiced.

Do NOT execute a Procedure Turn when:

1. ATC clears you for a Straight-in approach.

2. Flying the approach via “NoPT” routing.

3. Established in a holding pattern aligned with the procedure turn course and subsequently cleared for the approach.

4. ATC Radar vectors you to final.

5. Cleared for a Timed approach.

“SNERT” is a useful mnemonic to aid in recall of these restrictions.

Procedure

The following procedures assume clearance for the DAYTONA BEACH INTERNATIONAL VOR RWY 16 approach (Figure 8-8) has been received and you are proceeding to the IAF.

1. Approximately 5 NM prior to the IAF, slow to 150 KIAS. At the IAF, indicated by station passage, execute the 6 Ts (Over-the-Station Intercept):

a. TIME - Not required.

8-14 TERMINAL PROCEDURES

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PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER EIGHT

b. TURN - in the shortest direction to parallel the outbound course (336º). If the

outbound course is more than 90° from the course used inbound to the IAF, turn to an intercept heading not to exceed 45°.

c. TIME - Start timing for one (1) minute outbound when wings level or abeam the

station, whichever occurs last. NOTE

Comply with the “remain within distance” if stated on the approach plate.

d. TRANSITION - If a descent is necessary at the IAF, set approximately 15% torque,

lower the nose, and descend at 150 KIAS.

NOTE

Comply with any additional altitude restrictions imposed by ATC.

e. TWIST/ Intercept

i. Set CDI to the outbound course (336º).

ii. Use “Over-the-Station Intercept” procedures to establish the aircraft on course outbound. The objective is to be established on the outbound radial by the end of one minute.

f. TALK - Give an appropriate voice report if required.

2. Level-off at Procedure Turn altitude (1600’).

a. Approximately 100’ prior to the Procedure Turn altitude, add power smoothly

towards 33% torque as you raise the nose to level flight attitude and re-trim.

b. Maintain Procedure Turn altitude until you are established on the inbound course.

NOTE

The aircraft is not considered “established on course” until the head of the bearing pointer is within five radials of the inbound course. With the CDI set correctly, the course deviation bar will be between the “one dot” and “centered” position.

3. At the end of outbound timing, execute the 45/180 degrees course reversal by turning 45° to the heading depicted on the “barb” symbol (291º). Start the clock as you roll wings level and maintain this heading for one (1) minute. Twist in the inbound course (156º) in the CDI.

TERMINAL PROCEDURES 8-15


4. At the end of one (1) minute timing, execute a 180º turn in a direction opposite the first turn (i.e., turn away from the station). Approaching the barb heading (111°), note the head of the bearing pointer.

a. If the head of the bearing pointer is not within 5° of the inbound course,

stop the turn on the heading depicted on the barb (111°). b. If the head of the needle is within 5° of the inbound course, continue the

turn and roll out with a double-the-angle intercept. If you overshoot the inbound course, turn to establish an appropriate intercept.

5. As you intercept the inbound course, turn and track inbound.

6. Once established on the inbound course, and within 5 NM of the FAF (when DME is available), configure to BAC. Maintain altitude until reaching 120 KIAS then commence any descent required (Slow Down, Then Go Down). In this case maintain 1600’ until the FAF.

7. Comply with the remainder of the Low Altitude Instrument Approach Procedures.



Figure 8-8 VOR RWY 16 (KDAB)



814. PROCEDURE TURN APPROACH

General

Reverse the aircraft heading within assigned airspace in order to align it with the final approach course.

Description

The Procedure Turn Approach is an instrument maneuver used to reverse direction and establish the aircraft inbound on the intermediate or final approach course while insuring the “Remain Within” distance is observed. Procedure Turns are depicted by a “barb” symbol on the approach plate. The Barb indicates which side of the outbound course to complete the turn (Figure 8-8). Headings are provided to reverse course using a 45/180 degrees type maneuver. However, the point at which the turn may be commenced and the type and rate of turn, are left to the discretion of the pilot, as long as the Procedure Turn is executed on the proper side of the outbound course and the “Remain Within” distance (normally 10 NM) is not exceeded. Options for this type of maneuver include the 45/180 degrees course reversal, the racetrack pattern, or the 80/260 degree course reversal. During Primary training, only the 45/180 degrees course reversal will be practiced.

Do NOT execute a Procedure Turn when:

1. ATC clears you for a Straight-in approach.

2. Flying the approach via “NoPT” routing.

3. Established in a holding pattern aligned with the procedure turn course and subsequently cleared for the approach.

4. ATC Radar vectors you to final.

5. Cleared for a Timed approach.

“SNERT” is a useful mnemonic to aid in recall of these restrictions.

Procedure

The following procedures assume clearance for the DAYTONA BEACH INTERNATIONAL VOR RWY 16 approach (Figure 8-8) has been received and you are proceeding to the IAF.




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CHAPTER NINE FINAL APPROACH PROCEDURES

900. INTRODUCTION The previous chapter covered how to safely navigate to the final approach fix. This chapter will cover the segment between the FAF to the MAP. This segment of the approach is the most demanding, as the aircraft is slow, low, and configured.

901. NON-PRECISION APPROACH

General

Fly the final segment of the instrument approach on speed, on course and arrive at the published MDA prior to the MAP to set the aircraft up for landing.

Description

The final segment for Non-Precision approaches may include the following variations.

1. Approaches requiring a small course change at the final approach fix.

2. Approaches without a FAF.

3. Visual Descent Points (VDPs).

4. Approaches with or without DME.

5. MAPs identified by timing, DME, DME backed up with timing, or station passage.

Procedure

For the following example, assume the aircraft is at the FAF for the VOR or GPS RWY 16 (KDAB) (Figure 9-1), configured in BAC.

1. Perform 6 Ts:

a. TIME - Start timing if given (backup to identify the MAP if DME fails).

b. TURN - Turn in the shortest direction to parallel the final approach course (156º).

c. TIME - Not required.

d. TRANSITION - Set approximately 15% torque, trim for 120 KIAS descent to next

segment altitude or MDA, as required (700’MDA).

FINAL APPROACH PROCEDURES 9-1

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CHAPTER NINE PRIMARY INSTRUMENT NAVIGATION T-6B

NOTE

Adjust pitch to maintain airspeed; use power as required to maintain a stabilized rate of descent not to exceed 1000 fpm.

e. TWIST - If not already done, twist the final approach course (FAC) into the CDI

(156º) and set intercept as required.

f. TALK - Give the appropriate voice report if required.

2. Approximately 100’ prior to MDA, slowly add power to arrest the rate of descent.

3. Level off at the MDA (700’) at or before the published or derived VDP in order to have a normal descent angle to land, and maintain 120 KIAS (approximately 42% torque). Proceed to the MAP (7.4 DME).

NOTE

Do not descend below the MDA, even if the field is in sight, until reaching the VDP. In this example, a VDP of 5.2 DME is calculated using procedures outlined in this chapter and Appendix B.

NOTE

Avoid rapid descent requirements on final by crossing the FAF at the published altitude. Note that you can descend from the FAF once on the appropriate heading outbound from the station or the appropriate radial inbound. Do not wait to descend until the needle settles out from the cone of confusion.

4. Once the field is in sight and a safe landing can be made, maneuver to land.

5. At the MAP, if the field is not in sight or a safe landing cannot be made, execute a Missed Approach.

Visual Descent Point

Depending on the location of the MAP, the descent from the MDA often will have to be initiated prior to reaching the MAP in order to execute a normal (approximately 3°) descent to landing. This point is called the Visual Descent Point (VDP). The VDP will often be published on the approach chart; if not depicted, it may be computed.

9-2 FINAL APPROACH PROCEDURES

PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER NINE

WARNING

While the FAA is attempting to place more VDPs on approaches, it should be noted that if there is a penetration of the obstruction clearance surface on final, they will not publish a VDP. Therefore, if there is no VDP published, it may be for a reason. If choosing to calculate a VDP, it may be used, but be vigilant looking for obstacles from the VDP to landing.

The first step to computing a VDP is to divide the HAT by your desired descent gradient. Most pilots desire approximately a 3° (300 ft/NM) glidepath for landing utilizing the following formula:

HAT/Gradient (normally 300) = VDP in NM from end of runway

This distance can then be added/subtracted to/from the DME at the end of the runway to get a DME for your VDP.

Example: HAT = 665 FT, MDA = 700 FT MSL, DME at the end of the runway = 7.4 DME

VDP = HAT/Gradient = 665/300 = 2.2 NM from end of runway

VDP DME = DME at end of runway - VDP distance = 7.4 DME - 2.2 DME = 5.2 DME

Common Errors

1. Excessive corrections over or near the VOR.

2. Failure to back up DME with timing where appropriate.

3. Descending below MDA.

4. Late recognizing the MAP.



Figure 9-1 VOR or GPS RWY 16 (KDAB)



815. TEARDROP APPROACH

General

Reverse the aircraft heading in order to align it with the final approach course.

Description

A Teardrop approach makes use of an outbound to inbound radial intercept maneuver to reverse course and establish the aircraft inbound on the intermediate or final approach course while insuring the “Remain Within” distance is observed. A Non-Depicted Teardrop approach is an authorized variant to the Procedure Turn, and is flown by intercepting an outbound radial offset 20° to the protected “barb” side of the Procedure Turn Final Approach Course.

Procedure

The following procedures assume clearance for the ROBINS AFB VOR RWY 15 approach (Figure 8-9) has been received and you are proceeding to the IAF.



b. TURN - Turn in the shortest direction to parallel the outbound course (295º). If the

outbound course is more than 90° from the course used inbound to the IAF, turn to an intercept heading not to exceed 45°.

c. TIME - Start timing for two (2) minutes outbound when wings level or abeam the

station, whichever occurs last.

NOTE

In strong winds or at indicated speeds greater than 150 KIAS, you may have to adjust outbound timing to comply with any “Remain Within” distance associated with the approach. Normally, (2) two minutes timing outbound will be sufficient.

d. TRANSITION - If a descent is necessary at the IAF, set approximately 15% torque,

and descend at 150 KIAS.

NOTE

Comply with any additional altitude restrictions imposed by ATC.


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e. TWIST /Intercept

i. Set the outbound course (295º) into the CDI.

ii. Use “Over-the-Station Intercept” Procedures to establish the aircraft on course

outbound. The objective is to be established on the outbound radial by the end of one minute.

f. TALK - Give an appropriate voice report if required.

2. Level-off at Procedure Turn altitude (2300’).

a. Approximately 100’ prior to the Procedure Turn altitude, add power and raise the

nose to maintain 150 KIAS in level flight. Continue to re-trim.

b. Maintain Procedure Turn altitude until you are established on the inbound course.

NOTE

The aircraft is not considered “established on course” until the head of the bearing pointer is within five radials of the inbound course. With the CDI set correctly, the course deviation bar will be between the “one dot” and “centered” position.

3. After 1 ½ minutes of outbound timing, twist inbound course into the CDI (134º).

4. At two (2) minutes of outbound timing, execute a turn in the direction depicted (in this case, turn right). During the turn inbound note the position of the bearing pointer:

a. If the head of the bearing pointer is not within 5º of the inbound course, stop the

turn with a 45º intercept.

b. If the head of the bearing pointer is within 5º of the inbound course, you should roll out with a double–the–angle intercept. If you overshoot the inbound course, turn to establish an appropriate intercept.

5. Once established on the inbound course, and within 5 NM of the FAF (when DME is available), configure to BAC. Maintain altitude until reaching 120 KIAS then commence any descent required (in this case descend to 1500’ MSL, Slow Down, Then Go Down).

6. Comply with the remainder of the Low Altitude Instrument Approach Procedures.

NOTE

To facilitate training, if local VOR approaches do not have a Teardrop procedure available, a procedure turn approach may be



used to substitute by intercepting an outbound radial offset 20º to the barb side of a depicted procedure turn Final approach course and continue with FTI procedures for a Teardrop procedure turn.

Figure 8-9 VOR RWY 15 (KWRB)


APPROACH

•Missed approach timing adjustments when ground speed is less than 120 KTS can be quickly computed using the following method. •Note the distance from the FAF to MAP (5.6 nm). Disregarding the decimal point, this just happens to be the number of seconds between the 90 an 120 KT times. 3:44 – 2:48 = 56 seconds.

•Dividing that by 3 will give you the number of seconds to adjust for every 10 KTS of groundspeed change. 56 / 3 = 18.6 or about -20 seconds for every 10 KTS of speed change -10 seconds for every 5 KTS of speed change

NOTE This method is just a quick way to compute

adjustments between 90 an 120 KTS. It is not as accurate for other speeds .


NOTE

Adjust pitch to maintain airspeed; use power as required to maintain a stabilized rate of descent not to exceed 1000 fpm.

e. TWIST - If not already done, twist the final approach course (FAC) into the CDI

(156º) and set intercept as required.

f. TALK - Give the appropriate voice report if required.

2. Approximately 100’ prior to MDA, slowly add power to arrest the rate of descent.

3. Level off at the MDA (700’) at or before the published or derived VDP in order to have a normal descent angle to land, and maintain 120 KIAS (approximately 42% torque). Proceed to the MAP (7.4 DME).

NOTE

Do not descend below the MDA, even if the field is in sight, until reaching the VDP. In this example, a VDP of 5.2 DME is calculated using procedures outlined in this chapter and Appendix B.

NOTE

Avoid rapid descent requirements on final by crossing the FAF at the published altitude. Note that you can descend from the FAF once on the appropriate heading outbound from the station or the appropriate radial inbound. Do not wait to descend until the needle settles out from the cone of confusion.

4. Once the field is in sight and a safe landing can be made, maneuver to land.

5. At the MAP, if the field is not in sight or a safe landing cannot be made, execute a Missed Approach.

Visual Descent Point

Depending on the location of the MAP, the descent from the MDA often will have to be initiated prior to reaching the MAP in order to execute a normal (approximately 3°) descent to landing. This point is called the Visual Descent Point (VDP). The VDP will often be published on the approach chart; if not depicted, it may be computed.


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PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER NINE

WARNING

While the FAA is attempting to place more VDPs on approaches, it should be noted that if there is a penetration of the obstruction clearance surface on final, they will not publish a VDP. Therefore, if there is no VDP published, it may be for a reason. If choosing to calculate a VDP, it may be used, but be vigilant looking for obstacles from the VDP to landing.

The first step to computing a VDP is to divide the HAT by your desired descent gradient. Most pilots desire approximately a 3° (300 ft/NM) glidepath for landing utilizing the following formula:

HAT/Gradient (normally 300) = VDP in NM from end of runway

This distance can then be added/subtracted to/from the DME at the end of the runway to get a DME for your VDP.

Example: HAT = 665 FT, MDA = 700 FT MSL, DME at the end of the runway = 7.4 DME

VDP = HAT/Gradient = 665/300 = 2.2 NM from end of runway

VDP DME = DME at end of runway - VDP distance = 7.4 DME - 2.2 DME = 5.2 DME

Common Errors

1. Excessive corrections over or near the VOR.

2. Failure to back up DME with timing where appropriate.

3. Descending below MDA.

4. Late recognizing the MAP.


APPENDIX B PRIMARY INSTRUMENT NAVIGATION T-6B

Calculate

VDP

Distance from the runway = HAT (in 100s of feet)

Gradient

“GUS wears a HAT”

Calculate Gradient

100s of feetDistance in nm = Descent Gradient in Degrees

Calculate Required Rate

of Descent (VSI)

NMMin

x 100 ft x Gradient = Required VSI

B-2 60-TO-1 RULE AND OTHER FORMULAS

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CHAPTER ELEVEN T-6B PRIMARY INSTRUMENT NAVIGATION

11-4 TRANSITION TO LANDING AND MISSED APPROACH

Adherence to these procedures will assure that an aircraft will remain within the circling and Missed Approach obstruction clearance areas.

Figure 11-3 Missed Approach from a Circling Maneuver

NOTE At locations where ATC Radar Service is provided, ATC may provide modified climbout instructions in lieu of the published Missed Approach procedure.

1103. MISSED APPROACH Description. A Missed Approach is a procedure used to discontinue an instrument approach if the runway environment is not in sight, or the aircraft is not in a position to make a safe landing. The primary concern, if unable to land, is to climb to a safe altitude. Therefore, establishing and maintaining a positive rate of climb should be your first priority if a Missed Approach is commenced. Your second priority should be to turn the aircraft (if required) to intercept the Missed Approach course or to the designated heading. The Missed Approach instructions are found in the profile view of the approach plate. The student shall review the Missed Approach prior to the FAF, or once established on final, if no FAF is depicted.

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T-6B PRIMARY INSTRUMENT NAVIGATION CHAPTER ELEVEN

TRANSITION TO LANDING AND MISSED APPROACH 11-5

NOTE

When flying practice approaches, ATC frequently assigns climbout instructions that differ from the published Missed Approach procedures. You are expected to fly the assigned climbout instructions vice Missed Approach procedures when executing a Missed Approach.

Missed Approach Prior to the FAF If executing an instrument approach and full scale deflection of the CDI occurs PRIOR to the FAF, the pilot should make every attempt to return back onto course. If unable to reestablish the aircraft on course, do not descend below the FAF altitude, inform ATC, and follow ATC instructions. Missed Approach Between the FAF and MAP If executing an instrument approach and full scale deflection of the CDI occurs at any time between the FAF and the MAP, begin an IMMEDIATE climb to the depicted Missed Approach altitude (or altitude ATC has assigned in the event of a Missed Approach), fly to the MAP and execute the Missed Approach procedure. Advise ATC at the earliest opportunity. Set an intercept heading to establish the aircraft back on the final approach course.

WARNING

Obstacle clearance is not ensured when the aircraft is off the published portions of an approach. With full scale deflection of the CDI in areas of high terrain or obstacles, a climb to the Minimum Safe Altitude (MSA) may be required.

Procedure. At the MAP, if sufficient visual cues are not available, or a safe landing cannot be made, execute a Missed Approach as follows: 1. Increase PCL to MAX. 2. Raise the nose to a positive climbing attitude (10-15º nose up). 3. Check for a positive rate of climb (check the altimeter and VSI). 4. Raise the landing gear and flaps. 5. Start a SRT toward the Missed Approach course or heading. Stay on the attitude indicator and maintain the climbing attitude.

CHAPTER ELEVEN T-6B PRIMARY INSTRUMENT NAVIGATION

11-6 TRANSITION TO LANDING AND MISSED APPROACH

6. Establish an intercept to the Missed Approach course or continue the turn to the designated heading as required. 7. Make the “Missed Approach” report to Tower. 8. Level-off at Missed Approach altitude. 9. If directed to contact approach control, inform them of your Missed Approach and state your intentions. Options include:

a. Request the same approach. If you flew a bad approach due to your own poor basic airwork, you might request to fly the same approach again.

b. Request a different approach with lower minimums, if available. c. Proceed to your alternate. If weather and/or fuel considerations dictate that you

proceed to your alternate, coordinate with ATC to obtain clearance. 10. Update the weather as appropriate. Common Errors. 1. Poor Instrument Scan/Poor Airwork. 2. Slow to establish a climb. 3. Not distinguishing the differences between a depicted heading and a radial outbound. 4. Not trimming as the aircraft accelerates.

CLEARANCE TO AN ALTERNATE

-A helpful format for requesting clearance to an alternate from ATC is

the “DRAFT” report.

-Destination Airport

-Route of flight

-Altitude

-Fuel onboard (hr+min)

-Time enroute (hr+min)

•Looking at our chart , PENSI is an IAF for the ILS to our alternate Pensacola RGNL. •SAINT (our holding fix) is on the V198 airway that goes all the way to PENSI. •3000 feet is the MEA for V198 and complies with semi-circular rules going east. •Our total fuel onboard divided by our cruise fuel flow in PPH will give us fuel onboard in hours and minutes •The distance from SAINT to PENSI is 52 nm.

“TEXAN 123, request clearance to Pensacola Gulf Coast Regional, via SAINT V198 PENSI, at 3000’, Fuel 1+10, Time 0+16.” “TEXAN 123, you are cleared to the Pensacola Regional Airport, as requested, climb and maintain 3000.”

“TEXAN 123, cleared to Pensacola Gulf Coast Regional, as requested, leaving 2000 for 3000.”

Note this is an example of an abbreviated clearance.

AIM 4/3/14

4−1−2 Services Available to Pilots

4−1−7. Operation Take-off and OperationRaincheck

Operation Take-off is a program that educates pilotsin how best to utilize the FSS modernization effortsand services available in Flight Service Stations(FSS), as stated in FAA Order 7230.17, PilotEducation Program − Operation Takeoff. OperationRaincheck is a program designed to familiarize pilotswith the ATC system, its functions, responsibilitiesand benefits.

4−1−8. Approach Control Service for VFRArriving Aircraft

a. Numerous approach control facilities haveestablished programs for arriving VFR aircraft tocontact approach control for landing information.This information includes: wind, runway, andaltimeter setting at the airport of intended landing.This information may be omitted if contained in theAutomatic Terminal Information Service (ATIS)broadcast and the pilot states the appropriate ATIScode.

NOTE−Pilot use of “have numbers” does not indicate receipt of theATIS broadcast. In addition, the controller will providetraffic advisories on a workload permitting basis.

b. Such information will be furnished upon initialcontact with concerned approach control facility. Thepilot will be requested to change to the towerfrequency at a predetermined time or point, to receivefurther landing information.

c. Where available, use of this procedure will nothinder the operation of VFR flights by requiringexcessive spacing between aircraft or deviousrouting.

d. Compliance with this procedure is notmandatory but pilot participation is encouraged.

REFERENCE−AIM, Terminal Radar Services for VFR Aircraft, Paragraph 4−1−18.

NOTE−Approach control services for VFR aircraft are normallydependent on ATC radar. These services are not availableduring periods of a radar outage. Approach controlservices for VFR aircraft are limited when CENRAP is inuse.

4−1−9. Traffic Advisory Practices atAirports Without Operating Control Towers

(See TBL 4−1−1.)

a. Airport Operations Without OperatingControl Tower

1. There is no substitute for alertness while inthe vicinity of an airport. It is essential that pilots bealert and look for other traffic and exchange trafficinformation when approaching or departing anairport without an operating control tower. This is ofparticular importance since other aircraft may nothave communication capability or, in some cases,pilots may not communicate their presence orintentions when operating into or out of such airports.To achieve the greatest degree of safety, it is essentialthat all radio-equipped aircraft transmit/receive on acommon frequency identified for the purpose ofairport advisories.

2. An airport may have a full or part-time toweror FSS located on the airport, a full or part-timeUNICOM station or no aeronautical station at all.There are three ways for pilots to communicate theirintention and obtain airport/traffic information whenoperating at an airport that does not have an operatingtower: by communicating with an FSS, a UNICOMoperator, or by making a self-announce broadcast.

3. Many airports are now providing completelyautomated weather, radio check capability and airportadvisory information on an automated UNICOMsystem. These systems offer a variety of features,typically selectable by microphone clicks, on theUNICOM frequency. Availability of the automatedUNICOM will be published in the Airport/FacilityDirectory and approach charts.

b. Communicating on a Common Frequency

1. The key to communicating at an airportwithout an operating control tower is selection of thecorrect common frequency. The acronym CTAFwhich stands for Common Traffic AdvisoryFrequency, is synonymous with this program. ACTAF is a frequency designated for the purpose ofcarrying out airport advisory practices whileoperating to or from an airport without an operatingcontrol tower. The CTAF may be a UNICOM,MULTICOM, FSS, or tower frequency and isidentified in appropriate aeronautical publications.

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4−1−3Services Available to Pilots

TBL 4−1−1

Summary of Recommended Communication Procedures

Communication/Broadcast Procedures

Facility at Airport Frequency Use Outbound InboundPractice

InstrumentApproach

1. UNICOM (No Tower orFSS)

Communicate with UNICOMstation on published CTAFfrequency (122.7; 122.8; 122.725;122.975; or 123.0). If unable tocontact UNICOM station, useself-announce procedures onCTAF.

Before taxiing andbefore taxiing onthe runway fordeparture.

10 miles out.Enteringdownwind, base,and final. Leavingthe runway.

2. No Tower, FSS, orUNICOM

Self-announce on MULTICOMfrequency 122.9.



Departing finalapproach fix(name) or on finalapproach segmentinbound.

3. No Tower in operation,FSS open

Communicate with FSS on CTAFfrequency.



Approach com-pleted/terminated.

4. FSS Closed (No Tower) Self-announce on CTAF. Before taxiing andbefore taxiing onthe runway fordeparture.


5. Tower or FSS not inoperation

Self-announce on CTAF. Before taxiing andbefore taxiing onthe runway fordeparture.


2. The CTAF frequency for a particular airportis contained in the A/FD, Alaska Supplement, AlaskaTerminal Publication, Instrument Approach Proce-dure Charts, and Instrument DepartureProcedure (DP) Charts. Also, the CTAF frequencycan be obtained by contacting any FSS. Use of theappropriate CTAF, combined with a visual alertnessand application of the following recommended goodoperating practices, will enhance safety of flight intoand out of all uncontrolled airports.

c. Recommended Traffic Advisory Practices

1. Pilots of inbound traffic should monitor andcommunicate as appropriate on the designated CTAFfrom 10 miles to landing. Pilots of departing aircraftshould monitor/communicate on the appropriatefrequency from start-up, during taxi, and until10 miles from the airport unless the CFRs or localprocedures require otherwise.

2. Pilots of aircraft conducting other thanarriving or departing operations at altitudes normallyused by arriving and departing aircraft shouldmonitor/communicate on the appropriate frequencywhile within 10 miles of the airport unless required todo otherwise by the CFRs or local procedures. Suchoperations include parachute jumping/dropping, enroute, practicing maneuvers, etc.REFERENCE−AIM, Parachute Jump Aircraft Operations, Paragraph 3−5−4.

d. Airport Advisory/Information ServicesProvided by a FSS

1. There are three advisory type servicesprovided at selected airports.

(a) Local Airport Advisory (LAA) is pro-vided at airports that have a FSS physically located onthe airport, which does not have a control tower orwhere the tower is operated on a part−time basis. TheCTAF for LAA airports is disseminated in theappropriate aeronautical publications.

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(b) Remote Airport Advisory (RAA) isprovided at selected very busy GA airports, which donot have an operating control tower. The CTAF forRAA airports is disseminated in the appropriateaeronautical publications.

(c) Remote Airport Information Ser-vice (RAIS) is provided in support of special eventsat nontowered airports by request from the airportauthority.

2. In communicating with a CTAF FSS, checkthe airport’s automated weather and establishtwo−way communications before transmitting out-bound/inbound intentions or information. Aninbound aircraft should initiate contact approximate-ly 10 miles from the airport, reporting aircraftidentification and type, altitude, location relative tothe airport, intentions (landing or over flight),possession of the automated weather, and requestairport advisory or airport information service. Adeparting aircraft should initiate contact beforetaxiing, reporting aircraft identification and type,VFR or IFR, location on the airport, intentions,direction of take−off, possession of the automatedweather, and request airport advisory or informationservice. Also, report intentions before taxiing ontothe active runway for departure. If you must changefrequencies for other service after initial report toFSS, return to FSS frequency for traffic update.

(a) Inbound

EXAMPLE−Vero Beach radio, Centurion Six Niner Delta Delta isten miles south, two thousand, landing Vero Beach. I havethe automated weather, request airport advisory.

(b) Outbound

EXAMPLE−Vero Beach radio, Centurion Six Niner Delta Delta, readyto taxi to runway 22, VFR, departing to the southwest. Ihave the automated weather, request airport advisory.

3. Airport advisory service includes winddirection and velocity, favored or designated runway,altimeter setting, known airborne and ground traffic,NOTAMs, airport taxi routes, airport traffic patterninformation, and instrument approach procedures.These elements are varied so as to best serve thecurrent traffic situation. Some airport managers havespecified that under certain wind or other conditionsdesignated runways be used. Pilots should advise theFSS of the runway they intend to use.

CAUTION−All aircraft in the vicinity of an airport may not be incommunication with the FSS.

e. Information Provided by AeronauticalAdvisory Stations (UNICOM)

1. UNICOM is a nongovernment air/groundradio communication station which may provideairport information at public use airports where thereis no tower or FSS.

2. On pilot request, UNICOM stations mayprovide pilots with weather information, winddirection, the recommended runway, or othernecessary information. If the UNICOM frequency isdesignated as the CTAF, it will be identified inappropriate aeronautical publications.

f. Unavailability of Information from FSS orUNICOM

Should LAA by an FSS or Aeronautical AdvisoryStation UNICOM be unavailable, wind and weatherinformation may be obtainable from nearbycontrolled airports via Automatic Terminal Informa-tion Service (ATIS) or Automated WeatherObserving System (AWOS) frequency.

g. Self-Announce Position and/or Intentions

1. General. Self-announce is a procedurewhereby pilots broadcast their position or intendedflight activity or ground operation on the designatedCTAF. This procedure is used primarily at airportswhich do not have an FSS on the airport. Theself-announce procedure should also be used if a pilotis unable to communicate with the FSS on thedesignated CTAF. Pilots stating, “Traffic in the area,please advise” is not a recognized Self−AnnouncePosition and/or Intention phrase and should not beused under any condition.

2. If an airport has a tower and it is temporarilyclosed, or operated on a part-time basis and there is noFSS on the airport or the FSS is closed, use the CTAFto self-announce your position or intentions.

3. Where there is no tower, FSS, or UNICOMstation on the airport, use MULTICOM frequency122.9 for self-announce procedures. Such airportswill be identified in appropriate aeronauticalinformation publications.

4. Practice Approaches. Pilots conductingpractice instrument approaches should be particular-ly alert for other aircraft that may be departing in the

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4−1−5Services Available to Pilots

opposite direction. When conducting any practiceapproach, regardless of its direction relative to otherairport operations, pilots should make announce-ments on the CTAF as follows:

(a) Departing the final approach fix, inbound(nonprecision approach) or departing the outermarker or fix used in lieu of the outer marker, inbound(precision approach);

(b) Established on the final approach segmentor immediately upon being released by ATC;

(c) Upon completion or termination of theapproach; and

(d) Upon executing the missed approachprocedure.

5. Departing aircraft should always be alert forarrival aircraft coming from the opposite direction.

6. Recommended self-announce phraseologies:It should be noted that aircraft operating to or fromanother nearby airport may be making self-announcebroadcasts on the same UNICOM or MULTICOMfrequency. To help identify one airport from another,the airport name should be spoken at the beginningand end of each self-announce transmission.

(a) Inbound

EXAMPLE−Strawn traffic, Apache Two Two Five Zulu, (position),(altitude), (descending) or entering downwind/base/final(as appropriate) runway one seven full stop, touch−and−go, Strawn.Strawn traffic Apache Two Two Five Zulu clear of runwayone seven Strawn.

(b) Outbound

EXAMPLE−Strawn traffic, Queen Air Seven One Five Five Bravo(location on airport) taxiing to runway two six Strawn.Strawn traffic, Queen Air Seven One Five Five Bravodeparting runway two six. Departing the pattern to the(direction), climbing to (altitude) Strawn.

(c) Practice Instrument Approach

EXAMPLE−Strawn traffic, Cessna Two One Four Three Quebec(position from airport) inbound descending through(altitude) practice (name of approach) approach runwaythree five Strawn.Strawn traffic, Cessna Two One Four Three Quebec

practice (type) approach completed or terminated runwaythree five Strawn.

h. UNICOM Communications Procedures

1. In communicating with a UNICOM station,the following practices will help reduce frequencycongestion, facilitate a better understanding of pilotintentions, help identify the location of aircraft in thetraffic pattern, and enhance safety of flight:

(a) Select the correct UNICOM frequency.

(b) State the identification of the UNICOMstation you are calling in each transmission.

(c) Speak slowly and distinctly.

(d) Report approximately 10 miles from theairport, reporting altitude, and state your aircraft type,aircraft identification, location relative to the airport,state whether landing or overflight, and request windinformation and runway in use.

(e) Report on downwind, base, and finalapproach.

(f) Report leaving the runway.

2. Recommended UNICOM phraseologies:

(a) Inbound

PHRASEOLOGY−FREDERICK UNICOM CESSNA EIGHT ZERO ONETANGO FOXTROT 10 MILES SOUTHEASTDESCENDING THROUGH (altitude) LANDINGFREDERICK, REQUEST WIND AND RUNWAYINFORMATION FREDERICK.FREDERICK TRAFFIC CESSNA EIGHT ZERO ONETANGO FOXTROT ENTERING DOWNWIND/BASE/FINAL (as appropriate) FOR RUNWAY ONE NINER (fullstop/touch−and−go) FREDERICK.FREDERICK TRAFFIC CESSNA EIGHT ZERO ONETANGO FOXTROT CLEAR OF RUNWAY ONE NINERFREDERICK.

(b) Outbound

PHRASEOLOGY−FREDERICK UNICOM CESSNA EIGHT ZERO ONETANGO FOXTROT (location on airport) TAXIING TORUNWAY ONE NINER, REQUEST WIND AND TRAFFICINFORMATION FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONETANGO FOXTROT DEPARTING RUNWAY ONE NINER.“REMAINING IN THE PATTERN” OR “DEPARTINGTHE PATTERN TO THE (direction) (as appropriate)”FREDERICK.

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4−1−10. IFR Approaches/Ground VehicleOperations

a. IFR Approaches. When operating in accor-dance with an IFR clearance and ATC approves achange to the advisory frequency, make anexpeditious change to the CTAF and employ therecommended traffic advisory procedures.

b. Ground Vehicle Operation. Airport groundvehicles equipped with radios should monitor theCTAF frequency when operating on the airportmovement area and remain clear of runways/taxi-ways being used by aircraft. Radio transmissionsfrom ground vehicles should be confined tosafety-related matters.

c. Radio Control of Airport Lighting Systems.Whenever possible, the CTAF will be used to controlairport lighting systems at airports without operatingcontrol towers. This eliminates the need for pilots tochange frequencies to turn the lights on and allows acontinuous listening watch on a single frequency. TheCTAF is published on the instrument approach chartand in other appropriate aeronautical informationpublications. For further details concerning radiocontrolled lights, see AC 150/5340−27, Air−to−Ground Radio Control of Airport Lighting Systems.

4−1−11. Designated UNICOM/MULTICOMFrequencies

Frequency use

a. The following listing depicts UNICOM andMULTICOM frequency uses as designated by theFederal Communications Commission (FCC). (See TBL 4−1−2.)

TBL 4−1−2

Unicom/Multicom Frequency Usage

Use Frequency

Airports without an operatingcontrol tower.

122.700122.725122.800122.975123.000123.050123.075

(MULTICOM FREQUENCY)Activities of a temporary, seasonal,emergency nature or search andrescue, as well as, airports with notower, FSS, or UNICOM.

122.900

(MULTICOM FREQUENCY)Forestry management and firesuppression, fish and gamemanagement and protection, andenvironmental monitoring andprotection.

122.925

Airports with a control tower orFSS on airport.

122.950

NOTE−1. In some areas of the country, frequency interferencemay be encountered from nearby airports using the sameUNICOM frequency. Where there is a problem, UNICOMoperators are encouraged to develop a “least interfer-ence” frequency assignment plan for airports concernedusing the frequencies designated for airports withoutoperating control towers. UNICOM licensees areencouraged to apply for UNICOM 25 kHz spaced channelfrequencies. Due to the extremely limited number offrequencies with 50 kHz channel spacing, 25 kHz channelspacing should be implemented. UNICOM licensees maythen request FCC to assign frequencies in accordance withthe plan, which FCC will review and consider for approval.

2. Wind direction and runway information may not beavailable on UNICOM frequency 122.950.

b. The following listing depicts other frequencyuses as designated by the Federal CommunicationsCommission (FCC). (See TBL 4−1−3.)

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