NMOA & OLFs - T6B Driver...– NSE2: VFR stereo route to NMOA • Clearance VFR “North Clearance,...

NMOA & OLFs

Created: 27 Aug 11

Updated: 23 Nov 15

Overview• North Working Areas – Total Picture

• North Military Operating Area (NMOA)

• Pelican Area

• Area Fox

• Brewton OLF

• Evergreen OLF

• Course Rules

References

• Fix-wing Operating Procedures (FWOP)

• Contact Flight Training Instruction (Contact FTI)

North Working Areas

North MOA / Pelican / Fox

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

North Working Areas

-3 Layers (NMOA/Pelican/Fox)

-Fox is only Alpha row

-Common grid layout in all 3 layers

-Designated working areas to avoid

traffic conflicts

17,999

12,000

11,000

6,000

11,700

Hi Transition CH 12

Surface

11,200

NMOA – 6k

CH 15

Pelican– 5k

CH12

5,200

Low Transition CH12

5,700

Course Rules 4,500 / 240 kias

CH12 / CH65,000

1,000

Area Fox

(under Alpha row)

CH12

• North Working Areas– Side view to show altitude deconfliction

– Very compacted and busy airspace

– Also note radio channel usage

• NMOA– Jax Ctr controls

– 6,000’ working block

– Have High Transition area below

– CH15 when established in area but CH12 when using transition

– Complete dynamic maneuvers 12,500’ – 17,500’ (500’ buffer off top/bottom)

• Pelican– VFR…no controlling agency

– Gives a 5,000’ working block

– Have High or Low transition

– Utilize CH12

– Squawk 4700 during dynamic maneuvering

– Complete dynamic maneuvers 6,500’ – 10,500’ (500’ buffer off top/bottom)

• Fox Area– VFR…no controlling agency

– 4,000’ working block

– Utilize Low Transition or lateral departure

– Also uses CH12

• Course Rules– Deconflicted with Pelican/Fox Areas and OLFs

– 4,500’ / 240 KIAS on CH12 then CH6

– As low as 1,700’ for WX with ATC coordination

Alternate (WX) CR 1,700

“Ch12 below 12k”

North MOA

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

North MOATransition: 11,200 / 11,700

Blocks: 12,000 – 17,999

Jax Ctr: CH16 (134.15 / 338.3)

MOA Common: CH15 (371.9)

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

North MOA

-11 working blocks (4C not used)

-Need operable transponder/mode C and code

from Jax Ctr or PCola App

-Must maintain VMC in MOA

-No separation services with other military

aircraft (MARSA)

-Civilian aircraft can fly through VFR

Departure to NMOA

• Stereo Route / Flight Plan

– NSE1: IFR stereo route to NMOA

– NSE2: VFR stereo route to NMOA

• Clearance VFR

“North Clearance, Texan 123 NSE2 on request ready to Copy”

N Clearance: “Texan 123 is cleared to the NMOA via the NSE2.

On departure, climb and maintain 4500, expect higher in 10

minutes. Departure will be on Ch 6. Squawk XXXX”

….(you then read back clearance)….

• Departure

– Exit pattern per FWOP departure headings for runway in use

– Follow ATC instructions upon contact

Departure to NMOA

• Clearance IFR

“North Clearance, Texan 123 NSE1 on request ready to Copy”

N Clearance: “Texan 123 is cleared to the NMOA via the NSE1.

On departure, fly heading xxx (010 or 340) climb and maintain 4000,

expect 10,000 in 10 minutes. Departure will be on Ch 6. Squawk XXXX”

….(you then read back clearance)….

• Departure

– Exit pattern per ATC instructions/clearance

– Follow ATC instructions upon contact

NMOA Entry Procedures

• At or below 10,000’ MSL, PCola App will handoff aircraft to Jax Center on Ch16

• Upon acknowledging and switching frequencies, pilots will check in with block request (coordinate with Jax Center if more than one block is required):

“Jax Center, Texan 123 request NMOA block 2A”

• Jax Center will clear aircraft into NMOA and issue a block along with frequency change to Ch15 (monitor):

(Jax Center) “Texan 123 is cleared into NMOA, block 2A, frequency change approved”

or

(Jax Center) “Texan 123 cleared NMOA 2A, frequency change approved”

….(you then read back NMOA block assignment)….

NMOA Entry Procedures

• Upon clearance into NMOA by Jax Center, continue climb to appropriate transition altitude (11,200’ / 11,700’) for direction of flight to assigned block

• If communications or a climb is delayed when contacting Jax Center, aircraft shall maintain last assigned heading and altitude and intercept the northeast line dividing Blocks B/C. Fly northeast along the line until able to contact Jax Center or getting to required altitude

• Proceed via appropriate transition altitude until with the lateral confines of the assigned block

• Once within lateral confines, climb to working block altitudes (12,000’ to 17,999’) and switch to NMOA Common on Ch15 (passing 12,000’)

NSE340/15

System Display in CockpitSpatial Orientation

-Departure Hdg 010

-Climbing to 4,500

-Check in dep CH6

-Given altitude (9,500’) & climb hdg (340)

-Handed off to JAX CH16 (134.15)

-Check in JAX & request area

-Assigned block by Jax & cleared to switch to common CH15 (371.9)

-Climb to appropriate trans altitude (11,200W/11,700E) & then direct working area on CH12 (Climb Check)

-If not to transition alt by NSE340/15,

climb north along section line

-Departure Hdg 340

-Climbing to 4,500

-Check in dep CH6

-Passing 12,000’ & established in

working area, switch to CH15

-Climbing 180 KIAS

Typical NSE2 Departure to NMOA (Pictorial)

*Denotes Technique*

-Admin: Ops Check / Set NAV display to TSD / Switch VHF to Ch16

-Admin: Switch UHF to Ch12

NMOA Exit Procedures(VFR Exit/Random Departures)

• When ready to exit, make appropriate call to Jax Center on Ch16

“Jax Center, Texan 123 request random descent VFR”

(Jax Center) “Texan 123, roger, report leaving 12,000”

“Jax Center, Texan 123 will report leaving 12,000”

• Descend down while remaining in assigned working block. At 12,000’ MSL:

“Jax Center, Texan 123 leaving 12,000”

(Jax Center) “Texan 123, squawk 1200, frequency change approved”

“Jax Center, Texan 123, squawk 1200, frequency change approved”

….(you then continue in transition layer or your descent as required)….

• Radar services are terminated upon squawking 1200

• Transit in the high transition layer and monitor Ch12

NMOA Exit Procedures(VFR Exit/Random Departures)

• Options for descent after descending below 12,000’ MSL:

– Depart the confines of the NMOA laterally (at the transition layer)

– Descend in Pelican blocks 1B or 4C

– Descend to low transition level via the border lines of Pelican working blocks

– Descend through a Pelican Block after making an advisory call on Ch12 to ensure the block is unused

• Descents along borders should be announced on Ch12. Refer to the border line in use by the corresponding blocks the border shares:

“Pelican Traffic, Texan 123 descending 2A/3A border”

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

Typical Departing NMOA (Pictorial)

*Denotes Technique*

-Call Jax CH16 (134.15) & request descent

(Switch to CH12 UHF / Descent Check)

-Call Jax CH16 (134.15) & request descent

(Switch to CH12 UHF / Descent Check)

-Call Jax Ctr passing 12,000.

-Squawk 1200

-Call Jax Ctr passing 12,000.

-Squawk 1200

NMOA Exit Procedures(IFR Departures)

• When ready to exit, make appropriate call to Jax Center on Ch16

“Jax Center, Texan 123, request IFR recovery to North Whiting”

(Jax Center) “Texan 123, roger, cleared to North Whiting via

<routing>, descend and maintain 11,000”

…read back clearance…

• Remaining in lateral confines of assigned working block

• Descend down to 11,000’

• Maintain MARSA until reaching 11,000’

Pelican Working Area

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

PelicanHi Transition: 11,200 / 11,700

Blocks: 6,000 – 11,000

Low Transition: 5,200 / 5,700

CH12 (254.9)

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

Pelican

-10 working blocks (1B & 4C not used)

-Must maintain VMC & cloud clearances

-Plan maneuvers between 6,500’-10,500’

-No separation services with other aircraft

-Civilian aircraft can fly through VFR

Pelican Entry Procedures

• Utilize high or low transition layers when entering (wx permitting)

• Listen/Call on Pelican Common Ch12 (254.9)

• When entering, make appropriate calls on Ch12:

“Anyone working 3A Pelican?”

…no response requires no further transmissions…

• Once a block is acquired, proceed to the lateral confines of the block and climb into the working area (wx permitting). Once established within the desired Pelican block, make an advisory call:

“Texan 123, established 3A Pelican”

• If wx precludes use of the transition altitudes, transit along block lines and make an advisory call:

“Texan 123, transiting 1B/2B at 7,500”

Pelican Entry Procedures

• Separation

– Remain within block(s)

– Self announce any spill-outs from block

– Exercise good scan doctrine as no radar separation (See and Avoid)

– Cloud clearances apply

– Squawk 1200 or 4700 as required

– Avoid using a B and C block combined (if needing more than one block)

-Departure Hdg 010

-Check in dep CH6

-Hdg 360

-Cancel advisories passing Hwy 4 (12 DME)

-Squawk 1200

-Switch CH12

-Head toward NSE340/15

-Coordinate for working area on CH12

-Climb/Descend to appropriate trans altitude

(5,200/5,700) & then direct working area

-Departure Hdg 340

-Check in dep CH6

-Climbing 180 KIAS to 4,500’ (ops check)

- >4,200’ or “proceed on course”

-4,500’ or 5,500’ when cleared

Typical VFR Departure to Pelican (Pictorial)

*Denotes Technique*

Pelican Ground References

Pelican Exit Procedures

• When ready to exit, only make advisory calls on Ch12 if warranted

• Descend within working block to low transition altitude and depart or climb to high transition altitude and depart

• Depart laterally out the side into open airspace (i.e. out the sides of the Pelican area or into 2B/4C). Make calls as appropriate to check an adjacent block for activity prior to entering into that block

Fox Area

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

Area Fox

Transition: 5,200 / 5,700

Working Altitudes: 1,000’ – 5,000’

**3,000’ – 5,000’ in block 4A

CH12 (254.9)

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

Area Fox

-4 blocks used for basic formation

-Use 1,500’, 2,500’, 3,500’, and 4,500’ (referred to

as “1”, “2”, “3”, and “4”)

-Remain above 3,000’ in 4A due to 2H traffic

-Combined as 1A/2A (“North”) and 3A/4A (“South”)

-Must maintain VMC & cloud clearances

Fox Entry Procedures

• When entering, make call on Ch12 to verify other traffic and working altitudes

“Fox traffic, state working altitudes”

A different formation: “Vegas flight, working Fox 4 South”

“Roger, Texan flight will take Fox 3 South”

• Normal VFR departure out of home field

• Can divide areas by blocks if required due to saturation

• Separation

– Remain within block(s)

– Exercise good scan doctrine (See and Avoid)

– Cloud clearances apply

– No ATC traffic separation is provided

-Departure Hdg 010

-Check in dep CH6

- Turn when >4,200’ or “proceed on course”

-Cancel advisories passing Hwy 29 (17 DME)

-Squawk 1200

-Switch CH12 & determine working altitude/area

-Head 270 – 320

-Climb to 4,500’

-Climb/Descend to appropriate

trans altitude or working altitude

-Departure Hdg 340

-Check in dep CH6

-Climbing 180 KIAS to 4,500’ (ops check)

Typical VFR Departure to Area Fox (Pictorial)

*Denotes Technique*

Fox Exit Procedures

• When ready to exit, make advisory calls on Ch12 if warranted:

“Vegas flight, departing Fox 4 South for course rules”

• Maneuver, within working block, to low transition altitude and depart or depart laterally out side

• Join course rules as required

North OLFs

Brewton / Evergreen

Outlying Field Operations

• RDO on station

– RDO is the final authority on operations at the OLF

– All aircrew are still required to use sound judgment as high congestion can occur at OLFs creating rapidly developing situations

– Must maintain two-way radio contact

• Crash Crew on Station

• Field Elevations (“ONE”)

– Other OLF (Barin/Brewton/Summerdale): 100’

– North Whiting: 200’

– Evergreen: 300’

• Pattern Operations

– Normal traffic pattern: Left turns

– Emergency Landing Pattern (ELP): Right turns

BREWTON

CH 13 (257.975 / 122.725)

DELTA: 1,400’ MSL

BREAK: 1,200’ MSL

PATT: 9,00’ MSL LEFT

HK: 3,100’ MSL RIGHT

LK: 1,600’ MSL

BINGO: 380# CR from Jay

Notes:-Max of 6 in pattern

-No ELPs and PEL/Ps with solos

-No ops to Rwy 18/36

-No TW 5 ops unless RDO present

-Civil aircraft have right-of-way

-Avoid paper mill or within 5NM of Brewton

below 3000 MSL unless entering

EVERGREEN

CH 14 (254.35 / 122.7)

DELTA: 1,600’ MSL

BREAK: 1,400’ MSL

PATT: 1,100’ MSL LEFT

HK: 3,300’ MSL RIGHT

LK: 1,800’ MSL

BINGO: 390# CR from 5 Lakes

Notes:-Max of 6 in pattern

-No ELPs and PEL/Ps with solos

-No TW 5 ops unless RDO present

-Civil aircraft have right-of-way

-Primary solo field

OLF Entry

• Determine Duty Runway

– Prior to arriving at OLF, aircraft will call to determine which runway is in use

– If OLF is also a civilian airfield, IP will monitor the VHF frequency for the OLF

– Evergreen is required to orient runways 01 and 10 with a cardinal direction (i.e. “landing 01 to the North” or “landing 10 to the East”) and aircrew will acknowledge

– Radio calls prior to arriving at an OLF:

“Evergreen landing?”

RDO: “Evergreen landing 19 acknowledge”

“Evergreen landing 19”

(Note you do NOT use callsign on these calls)

OLF Entry

• Remembering when to use full RDO name or aircraft callsign in radio calls

– Use the RDOs full name and your aircraft callsign until established in the pattern and then again when leaving the pattern

– You are established in the pattern at the crosswind break or High Key so:• Initial entry: Initial call and crosswind call use full RDO name and your callsign

• ELP entry: 3-5 NM call and High Key call use full RDO name and your callsign

– After you are established in the pattern, only use your 3-digit tail number (“Texan 123” would become only “123”)

• “123, crosswind, touch and go”

• “123, 180, gear down”

• “123, waveoff”

– Upon leaving the pattern, use the RDOs full name and your aircraft callsign again• “Brewton RDO, Texan 123, departing”

OLF Entry• Pattern entry via 4 NM Initial

– Intercept runway extended centerline prior to 4 NM at break altitude, airspeed, no greater than 45° angle, and ¼ WTD offset (opposite side of pattern)

– Execute a discontinued entry if RDO has not acknowledge the initial call by 2 NM from runway

– Radio calls at Initial:

“Brewton RDO, Texan 123, initial rwy 06, C4101”

RDO: “Texan 123, roger. Your are # for that and # when you get here, call your break”

“Texan 123, # for #, wilco”

(Or RDO directs a discontinued entry)

RDO: “Texan 123, execute discontinued entry”

– Upon reaching the upwind numbers and with interval (other aircraft 45° aft of wingtip and through 90° of turn to downwind):

“Brewton RDO, Texan 123, crosswind break”

RDO: “Texan 123, roger break”or

RDO: “Texan 123, negative, check interval”or

RDO: “Texan 123, discontinue”

OLF Break Entry

4 NM Initial

“Brewton RDO, Texan 123, Initial, Rwy 06, C4201”

RDO: “Texan 123, roger. You are # for that and #

when you get here, call your break”


200 KIAS

Break Alt

45 deg or less

¼ WTD offset

Upwind #s

“Brewton RDO, Texan 123, crosswind break”

RDO: “Texan 123, roger break”

180 position

“123, 180 gear down”

2 NM

Discontinued

Entry (if req)

Discontinued

Entry (if req)

4 NM

Upwind Position

“123, Crosswind touch & go”

4 NM Initial

Rwy 12

4 NM Initial

Rwy 06

4 NM Initial

Rwy 24

4 NM Initial

Rwy 30

Brewton OLF Initial Points (Pictorial)

4 NM Initial

Rwy 19

4 NM Initial

Rwy 10

4 NM Initial

Rwy 28

4 NM Initial

Rwy 01

Evergreen OLF Initial Points (Pictorial)

OLF Entry

• Pattern entry via ELP

– Make a position call to RDO 3-5 NM out from High Key (posit/alt/intentions/event.)

“Brewton RDO, Texan 123, 6 NM to the south, 7,500’, Practice ELP, rwy 06, C4204”

RDO: “Texan 123, roger. Your are # for that and # when you get here, call High Key”


– Deconflict with other aircraft enroute High Key on VHF and when directed by RDO

– When at High Key:

“Brewton RDO, Texan 123, High Key, rwy 06”

OLF ELP Entry

Low Key

“123, Low Key, gear down

IP makes Position Call (3-5 NM)

“Brewton RDO, Texan123, 5 NM to the West,

6,000’, practice ELP, rwy 06, C4303”

RDO: “Texan 123, roger. You are # for that and #

when you get here, call High Key”


High Key

“Brewton RDO, Texan 123, High Key, rwy 06”

RDO: “Roger, call Low Key with the gear”

“Texan 123, wilco”

Turning Descent to LK

Watch for 180 traffic.

LK has priority

OLF Conflicts

• High Key vs. Initial

• Low Key vs. Initial

• ELP turn to final vs. normal pattern turn to final

High Key

180

Initial

Low Key

Discontinued Entry

• A discontinued entry shall be executed immediately if:

– Directed by the RDO

– The RDO has not acknowledged the aircraft’s initial call by 2 miles from the runway threshold

– The pilot is in doubt as to whether proper interval exists with other aircraft in the pattern

• ELP between high key and low key vs. inbound at the four mile initial…RDO shall

immediately direct the aircraft at the initial to execute a discontinued entry

Discontinued Entry

• From Initial: Immediately turn away from the normal traffic pattern a minimum of 90 degrees off

the inbound runway heading while maintaining break altitude until clear of the pattern

• From the Break: Turn away from the normal traffic pattern

• Following a discontinued entry, aircraft may return to the initial to re-attempt pattern entry

• Responsibility for traffic deconfliction remains primarily with the aircraft NOT established in the

pattern

From the Break From Initial

NLT 2NM 4NM

Spacing & Departure

• Pattern Operations

– Call crosswind: “123, crosswind, touch & go (AOA, PPEL/P, etc)”

– Call 180: “123, 180 gear down”

– Call waveoffs: “123, waving off”

• Pattern Interval/Spacing

– An aircraft has crosswind interval when the preceding aircraft is abeam, and through 90 degrees of their turn to downwind

– Once an aircraft has commenced the crosswind turn or is departing, the next sequential aircraft becomes the “#1, Upwind” aircraft

• Departures

– Ensure you are #1 upwind

– Raise gear & flaps IAW NATOPS

– Turn away from pattern (opposite pattern direction) approx. 45°

– Call: “Brewton RDO, Texan 123, departing”

– Maintain at or below pattern altitude until clear of pattern

– You may modify procedure for conflicts (traffic, paper mill, other airports, etc)

Delta Pattern

• Delta for Traffic

– Racetrack oriented around runway

– Climb to Delta altitude

– 120 kias/Gear down/flaps up

– Make Crosswind/180 call

– Descend on downwind per RDO

• Delta for Runway Change

– Circle oriented around airport

– Climb to Delta altitude

– 120 kias/Gear down/flaps up

– No radio calls made

– Descend on new downwind per

RDO

Delta Pattern

Example: New runway is 09

North

Course Rules

Course Rules Arrivals

• Requirements to Join (4-As)

– ATIS – Have current KNSE ATIS from CH 1

– Altitude• Be at appropriate altitude for segment and wx

• Do not join from above or below

– Airspeed• 240 KIAS

• If airspeed cannot be maintained, steer clear of CR and contact PCola Approach

– Angle• Intercept CR at an angle of 45° or less

• Aircraft established on CR have right-of-way

• Aircraft inbound from the North shall monitor CH 12 while establishing on CR entry to T-intersection or Five Lakes

• Aircraft inbound from Area 1 shall monitor CH 8 while establishing on CR entry to Chicken Ranch

Five Lakes

Pt Nugget

Conecuh Rvr Brg

(2,700)

Pt WaldoPt Easy

North Recovery to

Conecuh River Bridge

4,500’ / 240 KIAS

*may go to 1,700’ for wx

-Intercept no greater than 45

- 180° / 4,500’ / 240 KIAS

-CH12 UHF

180

-Switch CH6

-Descend to 2,700

-Call PCola App

165°

180°

205°

205°

-Report Waldo in sight

- ¼ WTD west of Hwy 191

- ¼ WTD South of Hwy 191

-Report Easy in sight

Southern Powerline Slash

Technique for recovery

thru 5-Lakes

Castleberry

-180 KIAS Climb to 4,500’ MSL

-Head toward Evergreen

-Level at 4,500’ MSL &

accelerate to 240 KIAS

-Turn away from rwy 45°

(opposite pattern)

-Begin climb when clear

of pattern


-Head East until on the East side

of Evergreen



180°

To 5-Lakes

-Key off of the town of Evergreen

-The southern line to 5-Lakes is on

the East side of the town

-Getting ATIS, Alt, & Airspeed is time

compressed

225°135°

-Get ATIS (CH 1)

-Switch to CH 12

-Get ATIS (CH 1)

-Switch to CH 12


thru 5-Lakes



-By the time you’re abeam

Castleberry you should see

5-Lakes Field

-Intcpt CR NLT 5-Lakes Field

-Look for last field then turns to forest

225°135°

180°

Castleberry

5-Lakes Field

(SE most field)


thru 5-Lakes5-Lakes Field

(SE most field)

Conecuh Rvr Brg

2,700’ MSL

Southern

Powerline Slash

205° Nugget 165° Hwy 191

-Approaching the powerline slash, you should clearly

see the road s-bend and bridge over the river

-Set 40% & descend at 240 KIAS (Pwr setting

will get you to 2,700’ MSL just prior to Jay)

-Switch CH 6

“PCola Approach, Texan 123, approaching

Conecuh Rvr Brg with (ATIS code)”

-Set Squawk code and follow instructions


thru 5-Lakes

Conecuh Rvr Brg

2,700’ MSL

Nugget

180°

Hwy 191

Look for large set of fields

where Hwy 191 runs through

You should be looking down a

short, straight section of Hwy

87 that leads into Nugget

¼ WTD West

of Hwy 191


thru 5-Lakes

Pt. Waldo

Pt. Easy

Nugget180°

“Pcola Approach, Texan 123,

Waldo in sight”


Easy in sight”

Look for HWY 191 to bend

away and come back

Traffic from Chumuckla

@ 1,700’ MSL

Traffic from Jay

@ 2,200’ MSL

Traffic from Nugget

@ 2,200’ MSL &

1,700’ MSL

¼ WTD South

of Hwy 191

North Recovery thru Pt Jay

4,500’ / 240 KIAS

*may go to 1,700’ for wx

Pt Nugget

Pt Waldo

Pt Easy

-Intercept no greater than 45

- Hwy 113 / 4,500’ / 240 KIAS

-CH12 UHF

-Report Easy in sight

145°

Fox Area

SFC-5,000

-Level at 4,500’ MSL & accelerate to 240 KIAS

-Turn 270° when over

or abeam Brewton

Technique for recovery thru Pt. Jay


-Head to Brewton

-Turn away from rwy 45° (opposite pattern)

-Begin climb when clear of pattern


-Avoid paper mill

-Head to side of Brewton

-Get ATIS (CH 1)

-Switch to CH 12

T-intersection


Look for HWY 31 which runs from

Brewton to Century/Flomaton

Where road makes a dip to south and comes

back will help you see the approximate

location of the T-intersection

-Turn 45° to Hwy 113 (good intcpt angle)

-Then turn down Hwy 113 to T-intersection

225°135°

-4,500’ MSL

-240 KIAS (82%)-Look off nose for Hwy 113


T-intersection

Refinery

-Turn to 130° (Aim at Jay. If can’t see Jay, look for refinery just prior to Jay)

-Set 40% & descend at 240 KIAS (Pwr setting will get you to 2,200’ MSL just

prior to Jay)

Point Jay

2,200’ MSL

115° Nugget

160° Waldo

-Switch CH 6

“Pcola Approach, Texan 123, approaching Jay with (ATIS code)”

-Set Squawk code and follow instructions

-Level at 2,200’ MSL

-240 KIAS (82%)

Technique for recovery thru Pt. JayPoint Jay

2,200’ MSL

Nugget

Pt. Waldo

Pt. Easy


@ 1,700’ MSL

Traffic from Nugget

@ 2,700’ MSL

Traffic from Munson

Hwy @ 2,700’ MSL

Look for HWY 4 out of Jay and follow it west

past the bend to visually acquire Nugget

Look for HWY 89 out of Jay and

follow it down to double road bend to

visually acquire Waldo

Double road bend


@ 1,700’ MSL


Waldo in sight”


Easy in sight”

Conflict

Areas

Conflict Areas

-Acft going to NMOA

-Acft leaving NMOA for Brewton

-PPEL traffic over Brewton

--Dep acft climbing to 4,500-5,500 or clearing Class C

-Arriving acft at 2,700 (3,000 on instr app)

-Traffic around “coffin corner”

-Traffic down airway

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

-Acft going from NMOA to Evergreen

-Acft leaving Evergreen for CR

-Acft leaving NMOA for Brewton

-Pelican 3B working to far East

-Pelican 3C working to far SW

Conflict Areas

1A

1C

1B

2A

3A

4A

2B

3B

4B

2C

3C

4C

-Acft joining CR

-Acft joining rules in narrow airspace

-Fox Area traffic departing laterally

Conflict Areas

CONTINGENCIES

VFR Holding

• 150 KIAS, clean

• Set BINGO fuel

• Racetrack pattern, right turns

• VISUAL reference

• ATC will be directive

• Maintain positional awareness

Example of Holding

Conecuh Rvr Brg

205° Nugget 165° Hwy 191

Emergencies

• Squawk 7700

• Execute NATOPS procedures (BOLDFACE)

• Intercept ELP

– High Key if able

– May have to intercept at some other point in ELP pattern

• KNSE ELP in same direction as normal pattern

– Tower will deconflict

– Be cognizant of downwind traffic

• Full stop and taxi clear as required

Lost Communication(General)

• Troubleshoot

– Try other cockpit radios & standby VHF

– Utilize PCL – Electrical Tab, “Loss of ICS/Audio” checklist

• Squawk 7600

• Make all radio calls in the blind

• Keep good scan/look-out for traffic and intervals

Lost Communication(Visual Meteorological Conditions)

• Landing pattern– Minimize troubleshooting

– Look for ALDIS signals

• Radar Identified on course rules:– Continue to fly course rules

– Rock wings at break

– Maintain interval on any conflicting traffic

– Look for ALDIS light signal at 180

• Outside course rules and not in radar contact– Fly directly back to KNSE at 3500’ MSL or above

– Determine duty runway and execute the ELP

– Rock wings at High Key

– Maintain interval on any conflicting traffic

– Look for ALDIS lights at Low Key

Controlled Ejection Area

Over Land “EJECL”

(South of Atmore)

Over Water “EJECW”

(Southwest of Choctaw)

Controlled Ejection Area

• VMC

– Over Water – Overfly Choctaw and depart on a 215º. Feet wet, complete the

NATOPS Controlled Ejection procedure.

– Over Land – Overfly Atmore Airfield and depart on a 180 º heading. Complete

the NATOPS Controlled Ejection procedure.

• IMC

– Over Water – Overfly Choctaw enroute to “EJECW.” The heading will be

approximately 215º. When within 2NM of “EJECW”, complete the NATOPS

Controlled Ejection procedure.

– Over Land – Overfly Atmore enroute to “EJECL.” The heading will be

approximately 180 degrees. When within 2NM of “EJECL”, complete the

NATOPS Controlled Ejection procedure

Questions?

NMOA & OLFs - T6B Driver...– NSE2: VFR stereo route to NMOA • Clearance VFR “North Clearance,...

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Transcript of NMOA & OLFs - T6B Driver...– NSE2: VFR stereo route to NMOA • Clearance VFR “North Clearance,...