P-404

NAVAL AIR TRAINING COMMAND
NAS CORPUS CHRISTI, TEXAS CNATRA P-404 (Rev. 04-18)
WORKBOOK
ADVANCED INSTRUMENT
FLIGHT PLANNING
TH-57C
2018
ADVANCED
INSTRUMENT FLIGHT PLANNING
WORKBOOK
TH-57
iii
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Original…15 Feb 02 (this will be the date issued)
Revision1…19 Sep 03
Revision2…15 Jul 07
Change Transmittal1…30 Sep 08
Revision3…18 Mar 10
Revision4…08 Jun 11
Revision5…25 Feb 15
Revision6…23 Apr 18
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 72 CONSISTING OF THE FOLLOWING:
Page No. Change No. Page No. Change No.
COVER 0
LETTER 0
iii – xvii 0
xviii (blank) 0
1 – 15 0
16 (blank) 0
17 – 23 0
24 (blank) 0
25 – 31 0
32 (blank) 0
33 – 43 0
44 (blank) 0
45 – 51 0
52 (blank) 0
53 – 54 0
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INTERIM CHANGE SUMMARY
The following Changes have been previously incorporated in this manual:
CHANGE
REMARKS/PURPOSE
NUMBER
The following interim Changes have been incorporated in this Change/Revision:
INTERIM
CHANGE REMARKS/PURPOSE ENTERED BY DATE
NUMBER
v
TABLE OF CONTENTS
LIST OF EFFECTIVE PAGES ................................................................................................. iv

INTERIM CHANGE SUMMARY ..............................................................................................v
TABLE OF CONTENTS ........................................................................................................... vi
TABLE OF FIGURES ............................................................................................................... vii
DIRECTIONS TO STUDENT ................................................................................................. xii
FLIGHT PLANNING INFORMATION ................................................................................ xiii
LECTURE PROBLEM DATA .......................................................................................................1

HELO INAV PRACTICE PROBLEM PROCEDURES (FLIGHT LOG) .....................................3
LECTURE PROBLEM QUESTIONS ...........................................................................................7
ANSWERS TO LECTURE PROBLEM QUESTIONS .................................................................8
PRACTICE PROBLEM #1 DATA ................................................................................................9
PRACTICE PROBLEM #1 QUESTIONS ...................................................................................11
ANSWERS TO PROBLEM #1 QUESTIONS .............................................................................15
PRACTICE PROBLEM #2 DATA ..............................................................................................17




R.O.E. FOR THE TEST .............................................................................................................53
vi
TABLE OF FIGURES
Figure 1-1 Flight Log ..................................................................................................................12

Figure 1-2 Fuel Plan....................................................................................................................13
Figure 1-3 Flight Plan .................................................................................................................14

Figure 2-2 Fuel Plan....................................................................................................................21

Figure 3-2 Fuel Plan....................................................................................................................29

Figure 4-2 Fuel Plan....................................................................................................................40

Figure 5-2 Fuel Plan....................................................................................................................49
vii
ADVANCED PHASE
DISCIPLINE: Navigation
COURSE TITLE: Advanced Instrument Flight Planning, TH-57C
UNIT: Flight Planning Workbook
PREREQUISITES: None
TERMINAL OBJECTIVE
Upon completion of the Flight Planning Lecture and workbook text, the student will understand
the flight planning requirements set forth by CNAF M-3710.7 series for use during syllabus
radio instrument (RI) and cross-country flights and on the flight planning portion of the final
examination for this course in partial fulfillment of the requirements to obtain a standard
instrument rating.
ENABLING OBJECTIVES
1. Complete Single Engine Flight Logs (CNATRA-GEN 3760/1) and fuel plans for practice
problems one through five.
a. Given basic aircraft weight, crew weight, and baggage weight calculate maximum
allowable fuel on board based on NATOPS max gross weight of 3200 lbs.
b. Given the route of flight, select the optimum planned flight altitude (“cruising
altitude”) consistent with the Instrument Flight Rules (IFR) semicircular cruising
rules from a list containing four or more altitudes and their forecast winds.
c. Given outside air temperatures and indicated airspeeds or calibrated airspeeds, with
the selected altitude, determine True Airspeeds (TAS) at planned flight altitude and
for the approach.
d. Given forecast winds, with the TAS and courses, determine ground speeds for flight
legs and approaches.
e. Using calculated aircraft weight with crew, baggage, and fuel, and with the selected
cruising altitude, OAT, and IAS, determine fuel flow at planned flight altitude
utilizing NATOPS fuel charts.
f. With ground speed, route of flight, and fuel flow, compute the Estimated Time
Enroute (ETE) and fuel required.
h. State CNAF M-3710.7 series, TH-57 NATOPS, and RWOP requirements for
minimum planned fuel reserve.
viii
i. Determine the total fuel required at take-off to complete the flight as planned.
Determine the hours of fuel on board at takeoff for inclusion on the DD-175.
2 Plan IFR Flights to include:
a. IFR flight to destination.
b. IFR flight to destination with an alternate.
c. IFR flight to destination with an enroute delay or terminal delay.
d. IFR flight with a stopover.
3. Complete the DD-175 for IFR flights.
a. Complete the DD-175 for IFR flight to destination.
b. Complete the DD-175 for IFR flight to destination with an alternate airport.
c. Complete the DD-175 for IFR flight to destination with an enroute delay or terminal
delay.
d. Complete the DD-175 for IFR flight for stopover flights.
4. Demonstrate a working knowledge of the information contained in the DoD Flight

Information Publications (FLIP) and the appropriate sections of CNAF M-3710.7.
a. List FAR/DoD/CNAF cloud clearances and visibility requirements to operate in

controlled airspace and uncontrolled airspace, and special rules for helicopters (if
any).
b. State the FAR/DoD/CNAF rules for operating helicopters in Class B, C, and D

airspace, and special rules for helicopters (if any).
c. Understand and apply CNAF “standard instrument rating” takeoff weather minimum
requirements for non-precision approaches.
d. Understand and apply CNAF M-3710.7 approach minimum rules for single-piloted
and multi-piloted aircraft and special rules for helicopters (if any).
e. State CNAF requirements for selection of alternate airports on IFR flight plans.
f. State takeoff minimums for “standard instrument rating” pilots using available
precision approaches.
ix
g. Understand and apply CNAF M-3710.7 rules to approach plate ceiling and visibility
minimums for executing various approaches.
h. Interpret the information provided in the low altitude instrument approach plate pilot
briefing and procedures section.
i. Interpret low altitude instrument approach plate plan view information.
j. Interpret low altitude instrument approach plate profile view information.
k. 4Interpret the information on low altitude instrument approach plate airport sketches
and diagrams.
l. Select the correct procedure by translating approach clearances issued by

ATC/Approach control/Tower.
m. State the difference between closing out and canceling a flight plan.
n. Define an ATC approved "contact approach."
o. Define the Low Altitude Airways system and list its limitations.
p. List the limitations of NAVAIDs established by the "Radio Class Codes" in the IFR
Supplement.
q. Understand and apply CNAF M-3710.7 approach minima for a single-piloted aircraft
executing a precision approach.
r. Complete the DD-175 for IFR flights IAW the GP.
s. Understand and apply CNAF M-3710.7 and approach plate minimums for executing
various types of approaches. (2nd set of approach minimum questions)
t. Apply CNAF Instructions for selecting alternate airports in various given situations.
u. Know how to use the Airport/Facility Directory Legend of the IFR Supplement.
v. Interpret airport information in the Airport/Facility Directory of the IFR Supplement.
w. Understand the information contained in the Pilot Procedures chapter of the FLIP GP
publication.
x. Understand the information contained in the Flight Hazards section of the FLIP AP/1
publication.
x
y. Understand the information contained in the Explanation of Terms chapter of the
FLIP GP publication.
z. Know how to obtain and use inflight weather advisories.
aa. Understand the information contained in the Emergency Procedures section of the
FLIP FIH publication.
bb. Know how to use the Supplementary Enclosures of FLIP Low Altitude Approach
Plates.
cc. Know how to read the information on a FLIP Low Altitude Chart.
dd. Understand the information contained in the legends and flaps of a FLIP Low
Altitude Chart.
ee. Understand the information contained in the National and International Flight Data
and Procedures section (Section B) of the FLIP FIH publication.
ff. Be able to correctly interpret METAR weather information.
gg. Understand the information contained in Flight Rules, chapter 5, of CNAF M-3710.7.
hh. Understand the information contained in the Glossary appendix of CNAF M-3710.7.
ii. Know how to use Pilot-to-Metro Services.
jj. Know how to use the Supplementary Airport Information section FLIP AP/1
publication.
kk. Understand the information contained in the Theater Flight Data/Procedures section
of the FLIP IFR Supplement.
ll. Understand the CNAF requirements concerning weather for planning, briefing, and
filing of a flight plan.
mm. Compute cruise altitude fuel flow for flights using the NATOPS fuel flow charts.
nn. Given calibrated airspeed (IAS minus NATOPS calibration adjustment), altitude and
temperature, compute true air speed (TAS) using the CR-2 computer.
xi
DIRECTIONS TO STUDENT
STEP 1 Read Chapters 1 - 3 of the Instrument Navigation Workbook, Advanced Helicopter

(CNATRA P-403).
STEP 2 Incorporate errata information, if any was provided, into this workbook. Read the
information on pages xii – xvii of this workbook.
STEP 3 Attend the Helicopter Flight Planning Lecture. Bring this workbook, a TH-57
NATOPS Manual, 2016 Flight Information Publications (FLIPS) (from Book Issue),
and a flight computer (CR-X and know how to use it) to the lecture with you. The
class is a REVIEW only. It is your responsibility to read thoroughly all
pubs/instructions prior to completing the practice problems and taking the exam.
STEP 4 Read Chapters 4 - 9 of the Instrument Navigation Workbook, Advanced Helicopter

(CNATRA P-403).
STEP 5 After attending the Flight Planning Lecture, complete the five practice problems
contained in this text.
 Check your flight logs, DD 175, and answers carefully against the answer keys
for each problem. There are amplifying remarks given for specific areas on
some flight logs and for particular answers which require a bit more thorough
explanation. If your answers don’t match, figure out why! You will be required
to demonstrate flight planning skills throughout the RI training syllabus. It is
imperative that you fully understand these flight planning skills.
 Once you’ve completed all five problems, refer to the “R.O.E. for The Test” at
the back of the workbook.
At any time during this process, you are highly encouraged to ask one of the INAV
instructors for clarification of any question or flight planning issue that may be
unclear to you. A course instructor is available in Bldg. 2946, room 4 between 1215
and 1430 each day. If you cannot find one of the course instructors, see
Mr. D’Ambra in room #4 (0730-1530) or ask one of your squadron instructors for
help.
For all problems, follow these procedures:
 Show all work on Flight Log.
 Fill out all blocks (freqs, dates, etc. – Do not write “Today”) on each flight
log.
 Include all references for question answers (include specific pub and
page).
xii
 Initially plan to spend between 2 and 3 hours per problem depending on
the complexity. Goal is to be able to complete the planning process in
approximately 1 to 1.5 hours for the test.
STEP 6 Keep track of your simulator and flight schedule, you must complete the five
problems and take the exam prior to your first flight in the I-4300 block.
FLIGHT PLANNING INFORMATION
Use the following information for all practice problems and the exam unless different figures are
stated in the specific problem. As the problems in this book progress, more information will be
given. The test problems will be similar to the last problem in amount of information given. Some
information and procedures are not realistic for actual flight, but have been standardized for the
academic learning process (such as one altitude for the entire flight as discussed in #8 below). The
level of detail required for actual flights depends on the situation and must be evaluated on a case
by case basis by the pilot in command.
1. Aircraft and Engine: All flights and problems will utilize the TH-57 with a 250-C20 engine.
2. Gross takeoff weight: Calculate, given a basic aircraft weight of 2150 lbs. (generic heavy
acft), crew weight, baggage weight, and fuel weight of 6.7 lbs/gal. Per NATOPS, the maximum
gross weight allowed is 3200 lbs.
3. Maximum fuel load: Compute the maximum fuel load allowed in the aircraft based upon the
given crew and baggage weight for each problem. This is important because you will need to
decide whether the maximum fuel load is sufficient to complete the flight as planned.
4. Start and Taxi Fuel: Three gallons.
5. Indicated airspeeds for flights and problems: Cruise 100 KIAS, Approach 90 KIAS. The
climb calculations will be based on an average GROUND SPEED of 70 Kts.
6. Calibrated airspeeds: Unless the information is given, flights and problems will compute
calibrated airspeed from NATOPS Figure 23-1 Airspeed Calibration Chart (pg. 23-3) using
Method B.
7. True Airspeed (TAS): Unless the information is given, compute for cruise and approaches.
Approach TAS is computed using the average altitude and temperature of the approach to the nearest
one-thousand-foot level. Cruising TAS is computed using cruising altitude and temperature.
8. Planned flight altitude: CNAF M-3710.7 requires the planned flight altitude be used to
compute fuel consumption. In addition, in order to file a flight plan, the FAA requires an initial
planned flight altitude be listed on the DD-175. Flight to the destination is planned at one
altitude for the entire flight, for simplification. The planned cruising altitude should be the first
altitude at or above the highest minimum safe altitude for the flight consistent with the IFR
semicircular cruising rules and having the best winds, as discussed below. If an alternate airport
xiii
is required, the planned flight altitude to the alternate will be calculated in the same manner as to
the destination. When planning your cruise altitude to the destination, select an altitude that is
consistent with IFR semicircular cruising rules. Air Traffic Control (ATC) will generally assign
you an altitude consistent with these in controlled airspace depending upon aircraft separation.
Use your average course to the destination for this determination. Select then, the best altitude
based on the given winds which would give the highest ground speeds (use CR-X to spin best
winds). The procedure for this is as follows: determine a base altitude (highest of the three
phase altitudes: take-off, enroute and approach). Measure the average course from the departure
airport to the destination airport. On the computer, plot all winds at or above the base altitude
and consistent with IFR semicircular cruising rules. Using the average course, determine which
altitude would give the highest ground speed.
For direct legs, consider the following information for altitude selection: A direct leg is an off-
airway segment of a flight-planned route. Examples include the initial segment from the airport
to the first NAVAID or fix on the airway, enroute between fixes and NAVAIDs not connected
by airways, and the segment from the airway to an off-airway initial approach fix (IAF). (SIDs,
DPs and approach procedures are not considered direct legs.)
To select the correct altitude from the airport to the first NAVAID or fix on the airway, consider
the following sources for altitudes, based on area covered, small to large. The goal is to
determine the lowest safe altitude (free from obstacles) for that leg.
a. Obstacle departure procedure. If the departure airport has an obstacle departure

procedure that includes specific routing to the airway and altitudes to be flown, that
procedure should be used to get to the airway. Existence of these procedures in noted
on the approach plates using the symbol. Refer to the tabulation in the front of
the volume.
b. Missed approach procedure. If a missed approach procedure exists that will take you
from the vicinity of the airport to the desired NAVAID or fix on the airway, use the
altitude stated in the procedure.
c. Approach or feeder route segment. If an approach or feeder route exists from the
desired NAVAID or fix to the airport, use the altitude associated with it. Remember
though that feeder routes feed you to the IAF which may not be over the airfield.
d. Airway MEA. If the airport is within 4 NM of an airway (airport under the airway)
that contains the first NAVAID or fix along the route, the airway MEA may be used
as the minimum altitude for the direct leg.
e. MSA. If the first NAVAID or fix on the route is within the range specified on the
MSA circle on the approach plate (usually 25 NM), use the MSA as the minimum
altitude.
f. ESA or OROCA. If none of the altitudes discussed above apply, use the ESA or
OROCA, as appropriate, as the minimum altitude.
xiv
To select an appropriate altitude for an off-airway segment enroute, use the same considerations
as above.
To select an appropriate altitude for an off-airway segment to an IAF, consider the following
altitudes in descending order:
a. Feeder route. A feeder route is often depicted to provide guidance from the airway to
the IAF. If a feeder route exists that is consistent with the routing given in the flight
planning problem, use the altitude associated with it.
b. Airway MEA. If the direct leg to the IAF remains within the 4 NM of an airway, use
the airway MEA as the minimum altitude for the segment.
c. MSA. If the MSA for the airport covers the entire length of the direct leg to the IAF,
use it as the minimum altitude.
d. ESA or OROCA. If the direct leg to the IAF is not completely covered by any other
means, use the ESA or OROCA as the minimum altitude for the leg, as appropriate.
NOTE
In no case shall the selected altitude be less than the IAF/procedure

turn altitude given for the approach to be flown.
9. Fuel flow (NATOPS, chap 26): For all phases of flight, use the cruise fuel flow. The
climb will use slightly more fuel and the approach will use slightly less than the calculated
fuel flow for cruise, but these will typically average out (except under extreme flight
conditions). CNAF M-3710.7 requires that we compute our fuel consumption based upon
operation at planned flight altitude. Unless the information is given, cruise fuel flow is
determined from the NATOPS Cruise Charts for the Clean Configuration and Indicated Airspeed
(IAS) to determine fuel flow. To find cruise fuel flow for odd thousand foot altitudes, use next
higher thousand. Example: 3000 feet cruise altitude, you would use 4000 feet fuel flow. To be
conservative, round fuel flow (GPH) UP to the next whole number.
10. Rate of climb/descent: Plan for 500 feet per minute for flights and problems. In flight, the
climb rate may be slightly different based upon gross weight and TQ setting.
11. Groundspeeds for climbs, cruise, and approaches: Climb groundspeed will assume 70
KGS since relatively little time is spent in the initial climb with a minimum amount of relative
ground covered (this is an approximation and may not be suitable under all circumstances). Use
the wind at cruise altitude for cruise, and surface winds at the landing facility from the Initial
Approach Fix (IAF) inbound for approaches (an artificiality to make the planning easier at this
point but not always the best option for real world flying).
xv
12. Full approaches are planned for time and fuel consumption (worst case). There are five
basic approach procedure “patterns”: 45° procedure turn, teardrop, holding pattern,
straight-in, and arcing approaches. It is important that you plan to the approach end of the
runway and not just to the Missed Approach Point (MAP) if the MAP is short of the runway. If
the Navigational Aid (NAVAID) (Tactical Air Navigation [TACAN], DME Transmitter) is
located on the airport use the entire Distance Measuring Equipment (DME) unless the actual
distance to the approach end of the runway can be determined, in which case use the actual
distance for fuel planning. If an approach requires timing from the FAF to identify the MAP,
that timing is calculated as indicated in the approach plate timing box.
45° procedure turn and teardrop: Outbound and inbound from the IAF back to the IAF; a
standard time of seven minutes is allowed. Use Groundspeed (GS) and distance to the MAP, or
the approach end of the runway, whichever is farther, to compute the additional ETE from the
Final Approach Fix (FAF).
Mandatory holding pattern: Patterns, where no time is published, are one minute straight legs,
therefore, require 4 minutes for one complete circuit from the IAF to the IAF. Use GS and
distance to compute the additional ETE from the IAF to the MAP or the approach end of the
runway, whichever is farther. Holding patterns where the straight leg time differs from one
minute will have the straight leg time published. If DME legs are specified, calculate the time to
fly the total mileage for the inbound and outbound legs at 90 Kts ground speed and add a total of
2 minutes for the standard rate turns. For standardization on the exam, disregard requirement for
arrival holding depicted on some approach plates or “maneuvering airspace” which may be
needed for alignment on an actual flight since it can be accomplished by a variety of methods.
Straight-in approaches: Where the IAF is not located at the FAF, the entire ETE depends upon
the GS and distance from the IAF to the MAP or the approach end of the runway, whichever is
farther. Disregard requirement for arrival holding or “maneuvering airspace” which may be
necessary depending on arrival heading since it can be accomplished by a variety of methods.
Arcing approaches: The entire approach is planned as published. The approach may have two
or three legs; the initial leg, intermediate leg, and the final leg. When solving the arcing leg, the
average course of the arc is determined using point-to-point procedures. On the computer wind
vector side, plot a point on the beginning radial and a point at the ending radial, align the two
points vertically, parallel to the lines on the wind face of the computer, with the starting radial of
the arc on the lower half of the computer. The answer will be under the TC INDEX. The
distance of the arc is computed using the following formula:
DME of the ARC = (DISTANCE of the ARC)

60 (INDEX) No. of RADIALS of the ARC
13. Alternate airport flight planning: When an alternate airport is required for the practice
problems, you will plan for the approach at the destination airport followed by a missed approach
and proceed to the alternate. This requirement is in excess of CNAF M-3710.7 fuel planning
requirements but is done to provide worst case fuel requirements. Actual flight planning
requirements vary and depend on the situation.
xvi
The cruising altitude to the alternate will be determined using the same procedures listed in
paragraph 8 except use the first altitude at or above the highest minimum safe attitude for the entire
route consistent with the IFR semicircular cruising rules. Disregard the altitude for the best winds
on the legs to the alternate. You have already selected an altitude based on best winds. For actual
flights, the decision would be based on the distance to the alternate, time to climb and ground
speed gained by climbing higher.
The climb will begin at the Minimum Descent Altitude/Decision Height/Decision Altitude
(MDA/DH/DA) over the center of the destination airport. TAS for climb, cruise, and descent are
computed as above in step 6. The time to climb will be determined from the MDA/DH to the new
cruising altitude. Fuel flow to the alternate is not recomputed. Use the previously computed cruising
fuel flow from the departure airport to the destinations (typically this will provide “worst case”
numbers since the aircraft is lighter and unless the altitude difference is extreme, the fuel flow may
actually be better).
14. Missed approach instructions: You must comply with the published missed approach
instructions (including altitude regardless of cruising rules) for the planned instrument approach at
your destination if those instructions match the PLANNED route to the alternate (or portion thereof).
If your flight plan requires an alternate, be sure to compare the published missed approach
instructions with the planned route of flight to the alternate given to you in the problem. If no
portion matches, you need not comply with the published missed approach instructions/restrictions
when flight planning since you would normally request alternate routing as soon as practical after
executing a missed approach.
15. Rounding procedures: Round miles and minutes off to the nearest whole number for each leg
on the log (round 0.5 up). Round fuel up. Any fraction over a gallon, round up to the next gallon.
Example: Computed 10.1 gallons to 11 gallons.
16. As with real flights, since your flight schedule usually lists takeoff times in local time, the
takeoff times given in the practice problems and test are given in local standard time (daylight
savings time not used for the problems) and must be converted to ZULU time.
17. Flight problems that you will face are as follows:
a. Destination - no alternate required,
b. Destination - alternate required,
c. Destination with a planned enroute or terminal area delay,
d. Stopover flights with two destinations.
Five practice problems are included in this workbook covering these planning evolutions.
STOP! Attend the flight planning lecture before proceeding further.
After completing the practice problems and all the programmed texts for this course, the final
examination is authorized.
xvii
THIS PAGE INTENTIONALLY LEFT BLANK
xviii
FLIGHT PLANNING WORKBOOK, ADVANCED HELICOPTER TH-57C
LECTURE PROBLEM DATA
DIRECTIONS:
1. Read all of the information given.
2. Complete a flight log, fuel plan, and DD-175.
3. Answer the questions about this problem.
PROBLEM DATA:
ACFT/BUNO/Call sign/Equipment: TH-57/162042/1E078/VOR TACAN GPS ADF
Type flight plan: IFR
Airport Weather ETA + 1 hour

Departure: NAS New Orleans, LA
(KNBG) 04010KT 2400 BKN004 SCT005 QNH2910INS
Destination: Jackson-Medgar Wiley Evers INTL, MS

(KJAN) 30004KT 3200 HZ SCT010 BKN025 QNH2910INS
Alternate: Hawkins Field, MS

(KHKS) 20010KT 4800 HZ SCT020 BKN030 QNH2910INS
Route of flight:
Destination: Plan a takeoff time of 0900 local standard time. Radar vectors to SNAKI V552
Picayune VOR/DME V555 McComb VORTAC V9 ROMAR direct to FAVIN
(IAF) for the RNAV (GPS) RWY 34L approach into Jackson-Medgar Wiley
Evers INTL.
Alternate: Direct to BRENZ (IAF) for an Instrument Landing System (ILS) RWY 16
Approach into Hawkins Field.
Airspeeds: ALT WINDS TEMP
Climb 70 Kts ground speed 1000 060/10 +15

Cruise 100 KIAS 2000 070/12 +15
Descent 90 KIAS 3000 080/14 +13
4000 100/15 +10
5000 070/15 +9
6000 060/19 +6
LECTURE PROBLEM DATA 1

Basic weight: 2150 lbs.

Crew forward: 320 lbs.
Crew aft: 160 lbs.
Baggage: 40 lbs.
Oil: 12 lbs.
Fuel load/flow: as calculated
Climb rate: 500 feet per min.
Transponder: 4096 with Mode C
Instrument Rating: Standard
Variation: 10° W (exaggerated for demonstration purposes)
2 LECTURE PROBLEM DATA

HELO INAV PRACTICE PROBLEM PROCEDURES (FLIGHT LOG)
Step 1: READ ALL THE INFORMATION PROVIDED IN THE FLIGHT PLANNING

PROBLEM.
Step 2: EXAMINE DEPARTURE WEATHER AND DETERMINE IF TAKEOFF

MINIMUMS ARE MET (CNAF M-3710.7) BY:
NOTE
Actual takeoff (T/O) minimums for flight will be determined using

current weather observation prior to manning your acft or at the
time you receive your T/O clearance.
1. Selecting the lowest published minimums for an approach you can shoot, and;
2. Comparing with the following:
Standard Instrument Rated Pilot.
Precision – published minimums but not less than 200-1/2.
Nonprecision – published minimums but not less than 300-1.
While looking up these minimums, copy the appropriate frequencies into the top line of your
flight log.
Step 3: EXAMINE DESTINATION WEATHER AND DETERMINE IF AN ALTERNATE

AIRFIELD IS REQUIRED (CNAF M-3710.7, Figure 4-1). Additionally, read any special
instructions that may be contained in the DOD FLIP.
While looking up these minimums, copy appropriate frequencies onto your Flight Log.
Step 4: SELECT AN ALTERNATE (IF REQUIRED) USING THE FOLLOWING

CONSIDERATIONS:
1. Terminal Forecast
2. NAVAID Compatibility
3. Notice to Airmen (NOTAMS)
4. Approach plate remarks (e.g., symbol and symbology)
If an alternate is required, copy appropriate information for the alternate onto your Flight Log.
HELO INAV PRACTICE PROBLEM PROCEDURES (FLIGHT LOG) 3

Step 5: REVIEW ROUTE OF FLIGHT AND SELECT APPROPRIATE CRUISING

ALTITUDE FOR DESTINATION AND ALTERNATE (IF REQUIRED) USING THE
GUIDANCE IN THE FRONT OF THE WORKBOOK.
Step 6: COMPUTE TIME TO CLIMB.
1. Subtract starting altitude from cruise altitude.
NOTE
Climb to alternate starts as MDA/DH.
2. Round to the nearest 100 feet and divide by rate of climb.
3. Round time to nearest whole minute.
Step 7: COMPUTE CALIBRATED AIRSPEED USING NATOPS METHOD B AND CRUISE

TRUE AIRSPEED (TAS) USING CR-2, 3, OR 5.
Step 8: COMPUTE APPROACH CALIBRATED AIRSPEED USING NATOPS METHOD B

AND TAS USING CR-2, 3, OR 5.
1. Compute average altitude for descent:
a. Destination elevation plus cruise altitude divided by two.
DEST FIELD ELEV + CRUISE

2
b. Round to nearest 1000 feet.
2. Using provided information, spin TAS on CR-2, 3, or 5.
Step 9: IF AN ALTERNATE IS REQUIRED, REPEAT STEPS 5 THROUGH 8 FOR THE

ALTERNATE.
Step 10: DETERMINE YOUR CRUISE FUEL FLOW USING THE FUEL FLOW CHARTS
(Chapter 26) IN YOUR NATOPS MANUAL. Use the cruise fuel flow for all segments of the
flight.
Step 11: REVIEW ROUTE OF FLIGHT AND RECORD EACH LEG ON FLIGHT LOG.
1. Rules for leg entries on the Flight Log:
a. NAVAID to NAVAID, on and off airways
4 HELO INAV PRACTICE PROBLEM PROCEDURES (FLIGHT LOG)

b. Course changes of six degrees or more on Victor Airways
c. Both ends of a direct route – anytime aircraft is not on an airway
d. Any designated compulsory reporting points along the route of flight
2. Fill in the NAVAID, frequency, magnetic course, and distance:
a. Magnetic course and distance from the departure airfield to the first fix
(INTERSECTION OR NAVAID) on an airway may be found in:
i. The Enroute Supplement in the Navigational Aids (NAVAIDS) section of some

airports
ii. On appropriate Approach Plates as Enroute/Feeder Fixes
In the absence of these two sources, measure the distances directly off the Low Altitude
Charts and compare to mileage scale, and use a nearby compass rose on the chart to
measure the course.
b. To determine magnetic course and distance on a direct leg:
i. Use approach plate information (if available).
ii. Measure courses and distances directly off the charts. Use the compass rose for
course and mileage scale for distance.
3. Flight plan the approach legs using the planning information in the front of the workbook
and as demonstrated during the lecture problem.
Step 12: DETERMINE COMPULSORY REPORTING POINTS FOR NONRADAR

ENVIRONMENT AND MARK ACCORDINGLY; e.g., FIXES ARE COMPULSORY
REPORTING POINTS UNDER THE FOLLOWING CIRCUMSTANCES (FIH B-5):
1. Both ends of a direct route
2. Solid Triangle at a Fix
Step 13: COMPUTE GROUND SPEED (GS) USING WIND SIDE OF CR-2, 3, OR 5.
1. Using TAS, winds and variation, compute GS for each leg
2. Using 70 Kts ground speed for the climb, compute the distance covered to level off and/or
first fix
HELO INAV PRACTICE PROBLEM PROCEDURES (FLIGHT LOG) 5

3. Three possibilities concerning your point of level-off exist:
a. Crossing the fix at the same point and time as reaching cruise altitude
b. Reaching cruise altitude prior to the fix
c. Reaching cruise altitude after crossing the first fix
4. The leg with the level-off is referred to as a split leg; part of the leg is climb and part is
cruising. 70 Kts ground speed is used for the climb portion to determine distance covered with
the remaining mileage and time calculated using cruise true air speed and ground speed, and
remaining distance.
5. Compute ground speeds for remaining legs.
Step 14: COMPUTE ETE FOR EACH LEG USING THE COMPUTATION SIDE OF THE
CR-2, 3, OR 5.
Step 15: CALCULATE LEG FUEL FOR EACH LEG.
Step 16: COMPUTE TOTAL DISTANCE, ETE AND FUEL FOR DEST AND ALT.
Step 17: CALCULATE EFR FOR EACH LEG.
Step 18: COMPLETE “ALTERNATE, ROUTE, ALT, TIME, AND FUEL” LINE (DRAFT
report) OF THE FLIGHT LOG.
Step 19: COMPLETE TH-57 FUEL PLAN USING FLIGHT LOG INFORMATION.
Step 20: COMPLETE THE DD-175 IN ACCORDANCE WITH GP CHAPTER FOUR.
Step 21: ANSWER THE QUESTIONS AT THE END OF THE PROBLEM.
6 HELO INAV PRACTICE PROBLEM PROCEDURES (FLIGHT LOG)

LECTURE PROBLEM QUESTIONS
1. How much reserve fuel is required? _____________
2. How many mandatory position reporting points are there to the destination? ___________
3. How much fuel is remaining at Picayune? _____________
4. Over Picayune Very High Frequency (VHF) Omnidirectional Radio and Tactical Air
Navigation (VORTAC), whom would you contact to change your flight plan, and on what
frequency(ies)? _____________
5. Can you accept an approach clearance for the TACAN RWY 34L approach at the
destination? ____________
6. What is the minimum sector altitude on the route that you approach the destination?
__________
7. Shooting the GPS RWY 16 R approach with the duty runway 34R at the destination, what
is the Height Above Airport (HAA)? ___________ AGL or MSL?
8. Is Automatic Terminal Information Service (ATIS) available at the destination?

____________
9. The elevation of the destination's control tower is _________ Above Ground Level or
Mean Sea Level (AGL/MSL).
10. What type of approach lights are available on the runway 34L at the destination? _______
11. Is there a military organization at Jackson Evers Intl and, if so, whom? ____________
12. Referring to question 15, what phone number would you use to contact them if needed?
___________
13. If you spent the night at the destination airport, with whom would you file your flight plan
prior to departing the next day? _____________
14. If your destination was NAS New Orleans, would you need permission to land there before
beginning the flight? ______, if so, whom would you call? _____________
LECTURE PROBLEM QUESTIONS 7

ANSWERS TO LECTURE PROBLEM QUESTIONS
1. 10 gals
2. 3
3. 60
4. Greenwood FSS 255.4 UHF, 122.2 VHF or VHF transmit on 122.1, listen on 112.2 (ask if
you don’t understand)
5. Yes
6. 3500 feet MSL
7. 534 feet AGL
8. Yes
9. 474 feet MSL
10. Medium-Intensity Approach Lighting System with Runway Alignment Indicator

(MALSR). Sequenced flashing and pilot controlled.
11. Air National Guard
12. DSN: 828-8372
13. Air National Guard Base Ops
14. Yes, DSN: 678-3602/3
8 ANSWERS TO LECTURE PROBLEM QUESTIONS

PRACTICE PROBLEM #1 DATA
DIRECTIONS:
PROBLEM DATA:
Departure: NAS Whiting Field South, FL

(KNDZ) 32005KT 9999 SCT015 SCT100 QNH2910INS
Destination: Maxwell AFB, AL 09012KT 9000 HZ SCT020 BKN120 OVC250

(KMXF) QNH2910INS
Alternate: Dannelly Field, AL

(KMGM) 08004KT 6000 HZ OVC200 QNH2910INS
Route of flight:
Destination: Plan a takeoff time of 1000 CST. Direct Crestview VORTAC V115 Montgomery
VORTAC direct Maxwell TACAN direct to SEEME (IAF) for the TACAN RWY
15 Approach into Maxwell AFB.
Alternate (if required): Direct to IAF for an NDB RWY 10 approach into Dannelly Field.

Cruise 100 KIAS 2000 080/05 +12
Descent 90 KIAS 3000 080/06 +11
4000 080/08 +10
5000 110/15 +9
6000 090/20 +8
PRACTICE PROBLEM NUMBER ONE 9


Crew aft: 140 lbs.
Baggage: 40 lbs.
Oil: 12 lbs.
Variation: 3° W
10 PRACTICE PROBLEM NUMBER ONE

PRACTICE PROBLEM #1 QUESTIONS
1. Per 3710.7 and aircraft NATOPs requirements, how much reserve fuel is required?
_____________
2. How many mandatory position reporting points, in a non-radar environment, should there
be on this flight log (in accordance with the rules in the FIH, section B)? _____________
3. How much fuel is remaining at PIGON intersection? __________
4. If instructed to hold South of REDDI Int on V115, what course would you set in the KDI-
525A (HSI)? _____________
5. Could you accept a visual approach clearance to the destination airport at night in Visual
Flight Rules (VFR) conditions? ___________
6. If you arrived at your destination at 1500Z on Wednesday, September 2 with weather CLR
7 SM, should you expect to receive a TACAN approach clearance? ____________
7. What is the latest time you could arrive at the destination during operating hours on a
Thursday? ____________ (Local)
8. What rate of descent must you maintain to remain on the glideslope of the Precision
Approach Radar (PAR) 23 approach to NAS Whiting (South) (Assume 90 Kts ground speed)?
___________
9. If you were at the MDA for the TACAN approach at the destination, what should your
radar altimeter read? ____________
10. What are your lowest possible approach minimums to RWY 15 at your destination?
____________
11. Canceling an IFR flight plan with Air Route Traffic Control Center (ARTCC) is the same
as "closing out" a flight plan? ___________ (True/False)
12. A pilot is executing a TACAN RWY 15 approach to runway 15 at Maxwell AFB and is at
0.5 DME at 630 feet MSL (50 feet above MDA). If the pilot does not have the landing
environment in sight, must he/she execute a missed approach now or can the pilot continue down
to the MDA before executing missed approach? __________________
13. If you used the 6000’ cruise chart, -5 to +15C range, any airspeed concerns?

Figure 1-1 Flight Log

Figure 1-2 Fuel Plan

Figure 1-3 Flight Plan

ANSWERS TO PROBLEM #1 QUESTIONS
1. 10 gals
2. 4
3. 62
4. 021
5. Yes – See definition of “Visual Approach” GP 2-50
6. No “No-NOTAM MP” IFR Supplement B-412. What is a NO, NOTAM MP? See IFR
Supp, Section C
7. 2200, the field closes at 0400Z, IFR Supplement B-411
8. 480 Feet per Minute (FPM) (inside back cover of approach plates: 3.01 GS, 90 KGS)
9. 409 feet above the touchdown zone of the runway. App. Plates Vol 14, pg. 255
10. 200 – ¼. Per CNAF M-3710.7, Chapter 5, vis may be reduced by ½ published mins but no
lower than ¼ mile.
11. False. See note, CNAF M-3710.7, Chapter 4
12. Execute missed approach now. You have already passed the MAP for the TACAN
approach.
13. Yes, worst case, at 3200 lbs, 6000’ and +15C and 100 KIAS, you would be over the Vne
line. However, realistically you would be close but not over since you will be flying at 5000’,
the temperature is forecast to be less than 15 deg and you won’t actually be at 3200lb after take-
off. Just be aware that you may be near the airspeed limits at the higher altitudes.


DIRECTIONS:
PROBLEM DATA:
Departure: McComb Pike County, MS

(KMCB) 28012K 9999 SCT030 QNH3012INS
Destination: Mobile Regional, AL

(KMOB) 28012KT 1900 RA OVC010 QNH3002INS
Alternate: Gulfport-Biloxi Intl, MS

(KGPT) 30007KT 3200 RA OVC010 QNH3004INS
Route of flight:
Destination: Plan a takeoff time of 0900 CST. Direct McComb VOR, V555 Picayune VOR, V552
to OBOES (IAF) for the ILS RWY 33 approach to Mobile.
Alternate: Direct Semmes, V20 Gulfport for the VOR RWY 32 at Gulfport-Biloxi Intl.
Airspeeds: ALT WIND TEMP

Cruise 100 KIAS 2000 280/10 +06
Descent 90 KIAS 3000 300/12 +04
4000 320/14 +02
5000 340/15 +-0
6000 350/20 -02
PRACTICE PROBLEM NUMBER TWO 17


Crew aft: 160 lbs.
Baggage: 40 lbs.
Oil: 12 lbs.
Variation: 1° W
When filling out your DD-175, use the following data for the next leg(s).
Takeoff time: Landing plus 1 hour 30 min.

TAS: 102 Kts
Altitude: 3000 feet
Route of flight: Direct Semmes, V241 PENSI, direct Saufley VOR for a
practice approach (terminal area delay) to Pensacola
International, then direct PENSI and direct to the IAF for a
TACAN RWY 5 to Whiting North Field.
NOTAMS: Whiting Field South is closed.
ETE to Saufley 0+46 Approach to Pensacola 0+13

ETE to TROJN 0+14 Approach to Whiting 0+12
The required alternate for Whiting is NAS Pensacola with a total ETE of 0+25. Fuel on board
leaving Mobile was 2+47.
18 PRACTICE PROBLEM NUMBER TWO

1. What is your fuel remaining in time at the destination IAF? _______________
2. What are your takeoff minimums from McComb Pike County (duty Runway 33)?
_______________
3. What is the TCH on the ILS 33 (on Glideslope) into Mobile Regional? _______________
4. What type of approach lighting is on Rwy 33 at Mobile Regional? _______________
5. Does Mobile Tower operate continuously? _______________
6. There are ____________ helicopter alighting (landing) areas at Mobile Regional.
7. Does SJI have continuous HIWAS transmitted? _______________
8. Passing the FAF while executing the ILS RWY 33 approach, the ILS glide slope fails. Can
you complete the approach or must you execute the missed approach? Yes/No
If you can complete the approach, how would you do it? _____________________
9. Timing from FAF to MAP, using your ground speed, at Mobile is _______________.
10. What approach control frequency(s) would you expect to be on if you went to Keesler AFB
as your alternate? _______________
11. Keesler Metro is full service continuous. _______________(True/False)
12. What are the hours of operation for the Class D airspace at Gulfport-Biloxi INTL,
Mississippi? _______________
13. Over MINDO Intersection, who would you call to change your destination?
_______________
14. Prior Permission Required (PPR) is required to RON at Mobile Regional Airport?
_______________ (True/False)




1. 1+39. If you gave your answer in Gallons, read the question carefully!
2. 500-1. Circle to land minimums off ILS/LOC plates since there is no approach to RWY33.
3. 57’. App plate profile view. Glideslope not coincident with VGSI.
4. MALSR: pilot controlled, sequenced flashing. App plate and FIH

5. No on App plate in the tower frequency box. App plate General Information legend
pg. I or IFR Supp B-445.
6. 3. Look for “circled H” on the airport sketch.
7. No. Check low chart legend and NAVAID box on low chart L-22.
8. Yes. Use LOC minimums and timing (you did start the clock, right?) from JABAK to the
MAP.
9. 80 Kts ground speed for 5.1 miles = 3 min 50 sec
10. 127.5/254.25. Sector frequencies on App plate. Inbound from north-east half.
11. False. FIH C-22
12. 1200-0500Z++ (M-F). IFR Supp B-280
13. Greenwood FSS. “book (test) answer” – FSS is responsible for processing/making changes
to flight plans. On a workload permitting basis, your ATC controller may do it for you (real
world).
14. False. IFR Supp B-445 Remarks. PPR is only required for unscheduled aircraft over
65,000 lb.


DIRECTIONS:
PROBLEM DATA:
Departure: NAS Meridian, MS

(KNMM) 02003KT 9999 SCT015 SCT100 QNH2910INS
Destination: NAS Pensacola, FL

(KNPA) 05006KT 4800 HZ BKN020 QNH2910INS
Alternate: Pensacola Intl., FL

(KPNS) 07004KT 4800 HZ SCT010 OVC040 QNH2910INS
Route of flight:
Destination: Plan a takeoff time of 1300 CST. Direct Kewanee VORTAC V209 Semmes
VORTAC direct SIDNY (IAF) for the RNAV (GPS) RWY 7L approach into
NAS Sherman Field.
NOTE
Since the turn at SIDNY can be accomplished numerous ways

(turn in holding, offset, intercept inbound etc.) for the problem, we
will ignore the “maneuver airspace” requirement.
Alternate: Direct to Saufley VHF Omnidirectional Range (VOR), direct to BRENT (IAF) for
an ILS RWY 17 approach into Pensacola International.
PRACTICE PROBLEM NUMBER THREE 25


Cruise 100 KIAS 2000 180/05 +10
Descent 90 KIAS 3000 180/06 +8
4000 200/10 +6
5000 270/12 +5
6000 290/14 +3

Crew aft: 150 lbs.
Baggage: 40 lbs.
Oil: 12 lbs.
Variation: 2° W
26 PRACTICE PROBLEM NUMBER THREE

1. How many mandatory position reporting points are there to the destination? ___________
2. How much fuel is remaining at SIDNY if the flight goes as planned? _____________
3. If you experience lost comm while holding enroute, when would you be expected to
commence your approach at the IAF? _________________________________________
4. If you arrived at the alternate airfield after its published TWR hours in a VHF transceiver-
equipped aircraft, whom would you contact and on what frequency to land at the airport?
____________
5. Upon arriving at Semmes VORTAC you receive the following: “Cleared for the RNAV
(GPS) RWY 7L approach to NAS Pensacola.” When could you leave your cruising altitude and
how low could you descend? _____________
6. If flying to NAS Meridian, at what range should you initiate contact with Meridian
approach control? ___________ (VFR flight)
7. On what frequency would you contact Pensacola METRO? ____________
8. If flight planning to NAS Pensacola from the east, what route of flight are you expected to
file for? ________________
9. What is your (TH-57C single-piloted) minimum weather required to commence the RNAV
(GPS) RWY 17 approach at Pensacola International? _____________
10. The reported weather at NAS Pensacola is 500 feet, ½ mile, and you have received clearance to
execute NAS Pensacola's TACAN RWY 7R approach. Can you accept the approach clearance?
_________. Can you shoot a practice approach if no landing is intended? ________
11. On a precision approach, a missed approach is executed immediately upon reaching the
__________ unless the runway environment is in sight and a safe landing can be made.
12. To “close out” a flight plan, VFR or IFR, it is the pilot in command's responsibility to
ensure the proper agency is notified of _______________ _____________.
13. Must a suitable alternate always have a published instrument approach compatible with
installed aircraft navigation equipment? ____________




1. 3
2. 28 gallons
3. The actual takeoff time (XXXX) adjusted for the ETE (1:36) and the time spent in holding
(Y:YY) (clearance amended by ATC). COMMENCE APP TIME = XXXX + 1:36 + Y:YY FIH
A-7
4. After TWR hours CTAF on 119.9. IFR Supp
5. SEMMES, 2200’. Since you are on an enroute feeder facility and have been cleared for the
approach (not likely real world) you can begin a descent at Semmes VORTAC down to the
published MEA (2200’) flying the feeder route. AIM Para 5-4-6 Approach Clearance.
6. 25 NM if on a VFR flight. IFR Supp Remarks B-428.
7. 359.6 MHz IFR Supp B-517, FIH C-22
8. V198 - 241 PENSI Direct NPA. AP-1 Supplementary Airport Information, pg. 3-155.
9. LNAV MDA weather is 400-1/2 so with 3710 allowed visibility reduction 400-1/4.
10. Yes/Yes. 3710 5.3.5.1 – reduce required visibility so you are within minimums. You can
make practice approaches at your destination and alternate as long as the weather is at or above
your minimums. 3710 5.3.5.7.
11. Decision height. 3710 5.3.5.4 or GP chap 2.
12. Flight termination. 3710 4.9
13. No, if the forecast ceiling and visibility at the alternate is 3000/3 or better +1 hour of your
ETA and the destination has a published instrument approach compatible with the installed
operable aircraft navigation equipment. See note at top of 3710 4.8.4.3.


DIRECTIONS:
PROBLEM DATA:
Type flight plan: IFR (w/enroute holding delay)
Airport Weather ETA +1 hour
Departure: Cairns AAF, AL

(KOZR) 12008KT 8000 HZ OVC008 QNH2992INS
Destination: Tyndall AFB, FL 08012KT 9000 HZ BKN020 QNH2992INS

(KPAM)
Alternates: Northwest Florida Beaches International, FL

(KECP) 06010KT 9000 HZ OVC018 QNH2992INS
Eglin AFB, FL 35005KT 3200 RA SCT009 BKN040 QNH2992INS

(KVPS)
Route of flight:
Destination: Plan a takeoff time of 2000 CST. Radar departure to Wiregrass VORTAC, V521
to BRITS Intersection. Request 15 minute delay at BRITS to practice holding.
Depart BRITS direct to NENCY (IAF) for a TACAN Z RWY 14L approach at
Tyndall.
Alternates: Northwest Florida Beaches International; Direct to Handle VORTAC (IAF) for a
VOR/DME RWY 34 approach.
Eglin AFB; Direct to Handle VORTAC, Direct GINTY IAF for ILS Z RWY 30 approach.
PRACTICE PROBLEM NUMBER FOUR 33

Climb: 70 Kts ground speed 1000 180/15 +30

Cruise: 108 Kts True 2000 120/20 +28
Descent: 94 Kts True 3000 090/18 +26
Alternate Cruise: 107 Kts True 4000 050/18 +24
Alternate Descent: 93 Kts True 5000 030/18 +20
6000 060/18 +17
7000 060/20 +15
Maximum weight*: 3000 lbs

Crew aft: none
Baggage: 30 lbs.
Oil: 12 lbs.
Fuel flow: 26 gph

Variation: 4° W
NOTE
Planned max acft weight reduced by accepting smaller fuel load

due to performance considerations related to higher temperatures.
34 PRACTICE PROBLEM NUMBER FOUR

1. How many mandatory position reporting points are there on this flight
log? _____________
2. How much fuel is remaining at Marianna VORTAC? _____________
3. Given your T/O fuel and fuel required, should you tell your instructor that the flight is not
possible and you should not take-off? Why or why not?
4. At Cairns, you would receive your ATC clearance from
a. Ground Control c. Clearance Delivery

b. Departure Control d. Tower
5. At Cairns, your lowest weather minimums for takeoff on RWY 6 are
a. 200 - ½ c. 300 - 3/4

b. 300 - 1 d. 400 - 1/2
6. At Cairns, prior to takeoff on RWY 6, you should tune your KR-87 radio to _______
frequency, in case of emergency approach to the field.
7. At Cairns, after takeoff, you would probably be assigned a frequency of
a. 255.4 c. 125.4 or 327.125

b. 353.5 d. 242.6
8. At Cairns, after airborne, your initial voice report would be with
a. Cairns Approach Control c. Dothan FSS

b. Jacksonville Center d. Wiregrass ARTC
9. You departed Cairns at Estimated Time of Departure (ETD) (assume radar services
terminated). You will be over Wiregrass VORTAC 11 minutes later at your flight-planned
altitude. Write your position
report.________________________________________________________________________
_____________________________________________________________________________
10. If you should lose communications inbound to Marianna, you would be expected to begin
your approach to Tyndall at takeoff time plus
a. 1 + 04 c. 1 + 01
b. 0 + 51 d. 1 + 19

Outbound from Marianna, you receive the following clearance:
"Navy 1E078 Jacksonville Center, hold east of BRITS on the Seminole 252 radial, 2 - mile legs.
Maintain (altitude) expect further clearance at XXXX (BRITS arrival time plus 15 minutes),
over."
11. At BRITS, based on the above clearance, your holding pattern would be
a. b.
c. d.
12. To enter holding at BRITS as published on your actual chart, you would turn _________
(right/left) to _______ heading.
a. left . . . 141 c. right . . . 321

b. left . . . 321 d. right . . . 141

13. At BRITS, what holding course would you set in the KI-525A Horizon Situation Indicator
(HSI)? ____________
14. After departing BRITS, if you should lose communications, you would be expected to
begin your approach at Tyndall at Cairns departure time plus
a. 1 + 04 c. 1 + 02
b. 0 + 51 d. 1 + 19
15. If you arrived at Tyndall at 0030 CST, your approach controller would be
a. Panama City Approach Control c. Jacksonville Center

b. Tyndall Approach Control d. Tallahassee Radio
16. At Tyndall, you would expect your controller to
a. clear you for a TACAN RWY 14L approach.

b. radar vector you for a straight-in TACAN approach to RWY 14L.
c. clear you for a PAR approach (without request).
17. At Tyndall, your MDA is
a. 49 c. 540
b. 480 d. 214
18. The Tyndall TACAN is usable in all directions within a distance of 40 NM. ____________
(TRUE/FALSE)
19. If your destination weather is greater than the required minimums but less than 3000-3, the
ILS RWY 16 approach at Northwest Florida Beaches International airport can be used as an
alternate anytime the weather there is forecast to be 400-1 or higher. ____________
(TRUE/FALSE)
20. At Northwest Florida Beaches International, if approach control provided you with the
Destin altimeter setting while executing the VOR/DME RWY 34 approach to RWY 34
____________.
a. your MDA is 480. c. your MDA is 520.

b. your MDA is 580. d. the approach procedure is not authorized.
21. At Northwest Florida Beaches International, the Class D airspace effective times are from
_____ to _____ .
a. 1330Z . . . 0130Z c. 1230Z . . . 0300Z

b. 1200Z . . . 0400Z d. 1200Z . . . 0200Z

22. On the ILS Z RWY 30 approach at Eglin AFB, the DH to RWY 30 is ______ feet above
the field elevation.
a. 187 c. 249
b. 200 d. 440
23. At Northwest Florida Beaches International, shooting the VOR/DME Rwy 34 approach,
you would expect to see which approach lighting system?
a. c.
b. d. None of these.
24. On the low-level chart (L-22), your flight path to the alternate goes through several blocks of
restricted airspace (R-2914B/R-2919B). Is that a problem YES or NO? Why or why not?




1. 5
2. 51 gals. + 1
3. No, you can still take-off on this flight. 3710.7 requires enough fuel + reserves for 1
approach. Your planning includes two approaches – destination and alternate. The destination
approach requires approximately 9 gallons of fuel. Removing that from the plan means you
could still land at your alternate with 2 gallons spare plus your reserve intact. Implication is that
if the weather was right at minimums at Tyndall and there was any doubt about breaking out on
the approach, you should skip it and head to your alternate which has better weather. Another
option earlier in the flight would be to skip the planned practice holding delay and save the 7
gallons to give yourself a cushion. Monitoring fuel consumption compared to planned fuel
throughout a flight is critical.
4. c. Approach Plates
5. a. App Plates, Vol 14 pg. 73 ILS RWY 6 approach.
6. 212 KHZ. App Plates, Vol 14 pg. 73 ILS RWY 6 approach. Know your aircraft radios
(review NATOPS or the workbook) KR-87 is the ADF receiver.
7. c. IFR Supp B-95, sector frequencies or App Plates Vol 14 pg. 73.
8. a. App Plate Vol 14 pg. 73
9. JACKSONVILLE CENTER, NAVY 1E078, WIREGRASS, ONE ONE, FIVE

THOUSAND, MARIANNA, TWO NINE, BRITS, OVER. Basic voice reports (PTAPTP) IAW
FIH B-6.
10. c. FIH A-7. Assuming you haven’t received ATC clearance (amended clearance) to hold
yet, if you go lost comm., why would you still practice holding along the way?
11. d.
12. b. Left to 321 (outbound holding heading) direct entry for non-standard left hand holding.
13. 141
14. d. FIH A-7. Assumes that ATC amended your clearance to allow the practice holding at
BRITS, as requested in your DD-175.
15. c. IFR Supp B-676 Comm section “OT CTC JAX CTR” Other times, contact JAX Center.
16. b.

17. b.
18. True. IFR Supp pg. B-674, NAVAIDS section lists Tyndall TACAN as a “HA” NAVAID.
Supp Legend, pg. A-27 explains what that means.
19. False. Published minimums 200-1/2 plus CNAF M-3710.7 reqd 200-1/2 = 400/1. While
this is sufficient WX to select field as an Alternate, see at top of approach plate in pilot
briefing section. Refer to “IFR Alternate Minimums” section, pg. LIX. Panama City-Bay
County is “NA when local weather not available” and the ILS is also NA when tower closed.”
The question asked “can be used anytime.” Read the questions carefully!
20. b. Apply the note at the top which stated to “Increase all MDAs 100 feet” when using
Destin altimeter setting.
21. b. IFR Supp B-490
22. a. Although the question did NOT ask for HAT, since the field elevation is the same as the
TDZE, 200’ is correct. If you selected answer b, the DH, you did not read the question carefully.
23. d. IFR Supp or APP Plates for approach lighting codes.
24. No. According to the chart special use airspace panel (behind the Legend flap) R-2914B
and 2919B effective altitudes are 8500 MSL and up. Flight planned altitude is 4000 ft.


DIRECTIONS:
PROBLEM DATA:
Departure: Savannah Hilton Head Intl, GA

(KSAV) 16010KT 2800 HZ BKN009 QNH2972INS
Destination: Asheville Regional, NC

(KAVL) 07003KT 5000 RA BKN100 QNH2980INS
Alternate: Rutherford CO 08004KT 6000 BR OVC070 QNH2991INS

(KFQD)
Route of Flight:
Destination: Plan for a departure time of 0700 local standard time. Proceed direct to SPONG
Intersection, V185 to SARDY (IAF) for the ILS or LOC RWY 35 approach into
Augusta Rgnl at Bush Field (KAGS) for a terminal delay/practice approach.
Use 94 KTAS and winds of 16010Kts for the approach. At the completion of the
approach proceed direct to Colliers VORTAC and proceed via V185 to Sugarloaf
VORTAC, direct to the Broad River NDB (IAF) for the ILS RWY 35 approach
into Asheville.
NOTAMS: AVL: BROAD RIVER NDB OTS UFN

NO 100 LL CONST E SIDE RWY 35
APP LGT RWY 16 LTD LOW INT
Alternate: As needed (route is your choice)
PRACTICE PROBLEM NUMBER FIVE 45

Airspeeds: ALT WIND TEMP

Cruise 91 Kts True (Vne limited) 3000 170/10 +12
Descent 94 Kts True 4000 180/12 +10
5000 180/12 +06
6000 200/20 +04
7000 200/20 +02
8000 200/20 00

Crew aft: 150 lbs.
Baggage: 40 lbs.
Oil: 12 lbs.
Fuel flow: 23 gph
Variation: 7° W
46 PRACTICE PROBLEM NUMBER FIVE

1. What is your total fuel required? _______________
2. How many hours of fuel do you have on board? _______________
3. What is your destination approach time? _______________
4. How many hours and minutes of fuel do you have remaining at your destination
IAF? _______________
5. What is the height of the glide slope at the ILS FAF for the ILS or LOC RWY 35 approach
at Augusta Regional at Bush Field, GA.? _______________
6. What is the MSA at TUXDO Intersection? _______________
7. When departing from AVL, what altitude restrictions apply and why? _______________
8. UNMAN Intersection is located between TUXDO and Spartanburg VORTAC; what is the
minimum altitude at this intersection if you had stayed on V185? _______________
9. If you had stayed on V185, you would have passed over the Greenville Spartanburg Intl
airport. What is the operating hours of the class "C" airspace mentioned above?
_______________
10. What are your takeoff minimums for AVL? _______________
11. Using the following information, determine your cruise fuel flow?
Pressure altitude 4000
Temperature 10 degrees C
Acft weight 3000 lbs
Fuel flow = ?? GPH
12. Using the data provided, calculate the true airspeeds.
Cruise altitude and temperature 4000/10 degrees C

100 KIAS = ??? KTAS
Average approach altitude and temperature 2000/15 degrees C

90 KIAS = ?? KTAS




1. 72 gallons +/- 2
2. 3+15 +/- 5
3. 0+10
4. 0+55. 21 gallons remaining at IAF @ 23 GPH (CR-2)
5. 1700’. Question asked for height of glide slope at the ILS FAF, not the Localizer FAF. If
you have read the legends for the approach plates, you know that the lightning bolt
is the precision FAF!
6. 7700’. Approach plate, MSA circle. Question did not ask for the lowest safe altitude.
7. on approach plate indicates go to “obstacle departure procedures” in front of plates.

Depending on runway in use, the procedures call for a visual climb to various altitudes before
proceeding on course. The “why” is because there is a “Trouble T”. Although the real reason is
not indicated, it is due to the mountainous terrain around Asheville.
8. 4000’. There is a on UNMAN and the note says V185 4000N. L-25C. Look up
the definition of “minimum crossing altitude” if you are still confused.
9. 1100-0445Z++ IFR Supp B-275
10. 200-3/4. App plates. Best option is the ILS RWY 35 at 200-3/4 which also meets CNAF
3710.7 requirements.
11. 26 GPH
12. 105 KTAS

91 KTAS


R.O.E. FOR THE TEST
1. In addition to your reading list/study guide, make sure you review the flight planning
“rules” outlined in the front of your workbook and the lecture problem. You cannot use your
workbook during the exam.
2. Take your 2016 FLIP pubs, CNAF M-3710.7 and AIM (one will be provided if you do not
have your own) with you into the test. Feel free to highlight, underline, and tab the pubs if you
desire; however, do not make notes of any kind in the pubs. You will not need your NATOPS
manual or pocket checklist. You will be given NATOPS Fuel Flow Charts and Terminal Area
Forecasts (possible weather question/s) as appropriate.
3. You may bring a basic calculator, plotter/straight edge, dividers and number 2
pencils/erasers. You cannot use cell phones, PDAs, electronic flight planning calculators or
similar electronic devices on the test. Scratch paper will be provided.
4. Your squadron may schedule you for the test. Standard start time for the INAV exam is
1000, M-F. However, check with your squadron prior to deviating from your scheduled test
time.
5. You are allotted 3 hours to take the test. The test consists of 40 multiple choice questions
on the computer or paper (80%), as well as 5 fill-in-the-blank questions on the Flight Log and 5
entries on the DD 175 (20%). Flight Log questions are listed on back of the problem data sheet
and a space for answers is provided on the Flight Log itself. You may take the test in whatever
order you prefer, but it is recommended that you do the flight planning first then do the multiple
choice questions. Also, it is recommended that you spend no more than 1+15 on the flight log
and spend the rest of the time on the multiple choice questions.
6. If you give yourself at least 1.5 hours for the questions, that gives you about 2 minutes per
question – more than enough time if you have studied the books. If you don’t find an answer in
2 minutes, start a list of questions you want to review later and move on! Once you have gone
through the entire test, you should have some extra time at the end; use it to go back to your list
and dig a little deeper for the answers you didn’t find the first time and review the test. Also,
you will not turn in the flight log until you complete the test, so you can always go back to it if
you have extra time.
7. Be precise when doing your flight planning. Small errors may tend to “snowball” into
huge errors.
8. Read the questions carefully. On the flight log, answer the question that is asked. If it
asks for fuel in “hours and minutes” do not answer in “gallons,” etc. If one of the 5 questions
asks for the number of compulsory reporting points to the “Destination IAF,” do not include
compulsory points that may have been marked for routing to the alternate.
53 R.O.E. FOR TEST

9. Read the information in the CNAF M-3710/FLIP/AIM carefully before answering the
question, e.g., lookup and verify all answers! Pay attention to Helicopter “exceptions to the
rule.” You are not allowed to ask questions during the test (International Students may ask for
language clarification only). After the test you are encouraged to seek clarification of anything
you do not agree with or understand.
10. Use the reading list as a study guide. If we mention the glossary, legend, etc., then ensure
that you actually read through that particular section. Do not merely tab its location!!! Go back
and review the practice problems, especially the ones that require stopover flight plans, terminal
area delays and holding delays. Review the answers (both printed and handwritten) for each of
the practice problems.
“Careless” mistakes CAN KILL YOU when flying so there is no forgiveness for carelessness
on the test either. Attention to detail!
54 R.O.E. FOR TEST

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NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-404 (Rev. 04-18)

Dates of issue for original and changed pages are:

The following Changes have been previously incorporated in this manual:

The following interim Changes have been incorporated in this Change/Revision:

LIST OF EFFECTIVE PAGES ................................................................................................. iv

LECTURE PROBLEM DATA .......................................................................................................1

PRACTICE PROBLEM #2 DATA ..............................................................................................17

PRACTICE PROBLEM #3 DATA ..............................................................................................25

PRACTICE PROBLEM #4 DATA ..............................................................................................33

PRACTICE PROBLEM #5 DATA ..............................................................................................45

R.O.E. FOR THE TEST .............................................................................................................53

Figure 1-1 Flight Log ..................................................................................................................12

Figure 2-1 Flight Log ..................................................................................................................20

Figure 3-1 Flight Log ..................................................................................................................28

Figure 4-1 Flight Log ..................................................................................................................39

Figure 5-1 Flight Log ..................................................................................................................48

COURSE TITLE: Advanced Instrument Flight Planning, TH-57C

UNIT: Flight Planning Workbook

2 Plan IFR Flights to include:

a. IFR flight to destination.

b. IFR flight to destination with an alternate.

c. IFR flight to destination with an enroute delay or terminal delay.

d. IFR flight with a stopover.

3. Complete the DD-175 for IFR flights.

a. Complete the DD-175 for IFR flight to destination.

d. Complete the DD-175 for IFR flight for stopover flights.

4. Demonstrate a working knowledge of the information contained in the DoD Flight

a. List FAR/DoD/CNAF cloud clearances and visibility requirements to operate in

b. State the FAR/DoD/CNAF rules for operating helicopters in Class B, C, and D

i. Interpret low altitude instrument approach plate plan view information.

j. Interpret low altitude instrument approach plate profile view information.

l. Select the correct procedure by translating approach clearances issued by

n. Define an ATC approved "contact approach."

r. Complete the DD-175 for IFR flights IAW the GP.

v. Interpret airport information in the Airport/Facility Directory of the IFR Supplement.

z. Know how to obtain and use inflight weather advisories.

ff. Be able to correctly interpret METAR weather information.

ii. Know how to use Pilot-to-Metro Services.

STEP 1 Read Chapters 1 - 3 of the Instrument Navigation Workbook, Advanced Helicopter

STEP 4 Read Chapters 4 - 9 of the Instrument Navigation Workbook, Advanced Helicopter

For all problems, follow these procedures:

 Show all work on Flight Log.

FLIGHT PLANNING INFORMATION

4. Start and Taxi Fuel: Three gallons.

a. Obstacle departure procedure. If the departure airport has an obstacle departure

In no case shall the selected altitude be less than the IAF/procedure

DME of the ARC = (DISTANCE of the ARC)

17. Flight problems that you will face are as follows:

a. Destination - no alternate required,

b. Destination - alternate required,

c. Destination with a planned enroute or terminal area delay,

d. Stopover flights with two destinations.

STOP! Attend the flight planning lecture before proceeding further.

LECTURE PROBLEM DATA

1. Read all of the information given.

2. Complete a flight log, fuel plan, and DD-175.

3. Answer the questions about this problem.

ACFT/BUNO/Call sign/Equipment: TH-57/162042/1E078/VOR TACAN GPS ADF