LA MS CSTL WTRS
CIG OVC001 – OVC006. TOPS TO FL240. VIS ¼ – ¾ SM
FG. SWLY WND. 16Z CIG OVC010 VIS 2 SM BR. OCNL
VIS 3-5SM –RN BR OVC009. OTLK…MVFR CIG VIS.
FL
CIG BKN020 TOPS TO FL180. VIS 1–3 SM BR. SWLY
WND. 18Z BRK030. OTLK…MVFR CIG.
At this time, there are no SIGMETs or PIREPs reported.
However, there are several AIRMETs, one for IFR
conditions, one for turbulence that covers the entire route,
and another for icing conditions that covers an area just north
of the route:
WAUS44 KKCI 111150
DFWS WA 0111150
AIRMET SIERRA FOR IFR VALID UNTIL 111800
AIRMET IFR...OK TX LA AR MS AL FL
TS IMPLY SEV OR GTR TURB SEV ICE LLWS AND
IFR CONDS.
NON MSL HGHTS DENOTED BY AGL OR CIG.
A recheck of NOTAMs for Gulfport confirms that the
localizer to runway 32 is out of service until further notice
and runway 18/36 is closed. If runway 6 is planned for the
departure, confirm that the climb restriction for the departure
can be met.
GPT 12/006 GPT LOC OS UFN
GPT 12/008 GPT MIRL RWY 18/36 OS UFN
Since the weather is substantially better to the east, Pensacola
Regional Airport is a good alternate with current conditions
and a forecast of marginal VFR.
METAR KPNS 111150Z 21010Z 3SM BKN014 OVC025
09/03 A2973
TAF KPNS 111152Z 111212 22010KT 3 SM BR OVC020
BECMG 1317 4 SM BR OVC025
FM1700 23010KT 4SM –RA OVC030
FM 0400 25014KT 5SM OVC050 TEMPO1612 P6SM
OVC080
If weather minimums are below a pilot’s personal minimums,
a delay in departure to wait for improved conditions is
a good decision. This time can be used to complete the
navigation log, which is the next step in planning an IFR
flight. [Figure 10-19]
Use the POH/AFM to compute a true airspeed, cruise power
setting, and fuel burn based on the forecast temperatures
aloft and cruising pressure altitude. Also, compute weight-
and-balance information and determine takeoff and landing
distances. There will be a crosswind if weather conditions
require a straight-in landing on runway 14 at GPT. Therefore,
compute the landing distance assuming a 10-knot crosswind
and determine if the runway length is adequate to allow
landing. Determine the estimated flight time and fuel burn
using the winds aloft forecast and considering Pensacola
Regional Airport as an alternate airport. With full tanks, the
flight can be made nonstop with adequate fuel for flight to
the destination, alternate, and the reserve requirement.
Next, check the surface analysis chart, which shows where
the pressure systems are found. The weather depiction chart
shows areas of IFR conditions and can be used to find areas
of improving conditions. These charts provide information a
pilot needs should a diversion to VFR conditions be required.
For this flight, the radar depicts precipitation along the route,
and the latest satellite photo confirms what the weather
depiction chart showed.
When the navigation log is finished, complete the flight plan
in preparation for filing with flight service. [Figure 10-20]
Call an FSS for an updated weather briefing. Birmingham
INTL airport is now reporting 700 overcast with 3 miles
visibility, and Gulfport-Biloxi is now 400 overcast with 2
miles visibility. The alternate, Pensacola Regional Airport,
continues to report adequate weather conditions with 2,000
overcast and 3 miles visibility in light rain.
Several pilot reports have been submitted for light icing
conditions; however, all the reports are north of the route
of flight and correspond to the AIRMET that was issued
earlier. No pilot reports have included cloud tops, but the
area forecast predicted cloud tops to flight level 240. Since
the weather conditions appear to be improving, a flight plan
can be filed using the completed form.
Analyze the latest weather minimums to determine if they
exceed personal minimums. With the absence of icing
reported along the route and steadily rising temperatures,
FLIGHT LOG
ATIS
TIME DISTANCE FUEL
TAKE OFF LANDING TOTAL REQUIRED AVAILABLE
ROUTE
(Check Point) REMARKS MAG
CRSE
IDENT
FREQ
ALTITUDE
GND SPD
ETE
ATE
ETE
ATE
LEG
REMAINING
DEPERTURE ARRIVAL
INFORMATION
CEILING
VISIBILITY
ALTIMETER
WINDS
TEMP / DEWPOINT
REMARKS
RWY IN USE
INFORMATION
CEILING
VISIBILITY
ALTIMETER
WINDS
TEMP / DEWPOINT
REMARKS
RWY IN USE
1600 E 228 51 Gal 87 Gal
Brookwood OKW
111.0
197 230 +16 16:16 4000
120 3 Gal
Kewanee EWA
113.8
117 225 +40 16:56 4000
120 8 Gal
Rascagoula Regional
PNS
0 085 +35 3000
158 18 Gal
Appr
0 +08 17:58 2 Gal
Mindo
17 195 +54 17:50 4000
125 12 Gal
1+58
Figure 10-18. Flight plan from. Figure 10-19. Navigation log.
structural icing should not be a problem. Make a note to do an
operational check of the pitot heat during preflight and to take
evasive action immediately should even light icing conditions
be encountered in flight. This may require returning to BHM
or landing at an intermediate spot before reaching GPT. The
go/no-go decision is constantly reevaluated during the flight.
Once at the airport, conduct a thorough preflight inspection.
A quick check of the logbooks indicates all airworthiness
requirements have been met to conduct this IFR flight
including an altimeter, static, and transponder test within
the preceding 24 calendar months. In addition, a log on
the clipboard indicates the VOR system has been checked
Figure 10-19. Flight plan form.
OKW V 209 EWA MINDO
Gulfport,
Biloxi 1 58
04 20 PNS
blue/white
James Jones, 841 Oak St. Gardendail, Al. 205-555-6028
X N/230A C182/G 140 BHM 1600 4000
Figure 10-20. Flight plan form.
within the preceding 30 days. Turn on the master switch and
pitot heat, and quickly check the heating element before it
becomes too hot. Then, complete the rest of the walk-around
procedure. Since this is a flight in actual IFR conditions, place
special emphasis on IFR equipment during the walk-around,
including the alternator belt and antennas. After completing
the preflight, organize charts, pencils, paper, and navigation
log in the flight deck for quick, easy access. This is also the
time to enter the planned flight into the GPS.
Departure
After starting the engine, tune in ATIS and copy the
information to the navigation log. The conditions remain the
same as the updated weather briefing with the ceiling at 700
overcast and visibility at 3 miles. Call clearance delivery to
receive a clearance:
“Clearance Delivery, Cessna 1230A IFR to Gulfport
Biloxi with information Kilo, ready to copy.”
“Cessna 1230A is cleared to Gulfport-Biloxi via the
Birmingham Three Departure, Brookwood, Victor
209 Kewanee then direct Mindo, Gulfport. Climb and
maintain 4,000. Squawk 0321.”
Read back the clearance and review the DP. Although a
departure frequency was not given in the clearance, note that
on the DP, the departure control frequency is listed as 123.8
for the southern sector. Since a departure from runway 24
is anticipated, note the instruction to climb to 2,100 prior
to turning. After tuning in the appropriate frequencies and
setting up navigation equipment for the departure routing,
contact ground control (noting that this is IFR) and receive
the following clearance:
“Cessna 1230A taxi to runway 24 via taxiway Mike.”
Read back the clearance and aircraft call sign. After a review
of the taxi instructions on the airport diagram, begin to taxi
and check the flight instruments for proper indications.
Hold short of runway 24 and complete the before takeoff
checklist and engine run-up. Advise the tower when ready
for takeoff. The tower gives the following clearance:
“Cessna 30A cleared for takeoff runway 24.
Caution wake turbulence from 737 departing to the
northwest.”
Taxi into position. Note the time off on the navigation log,
verify that the heading indicator and magnetic compass are
in agreement, the transponder is in the ALT position, all the
necessary lights, equipment, and pitot heat are on. Start the
takeoff roll. To avoid the 737’s wake turbulence, make note
of its lift off point and take off prior to that point.
En Route
After departure, climb straight ahead to 2,100 feet as directed
by the Birmingham Three Departure. While continuing a
climb to the assigned altitude of 4,000 feet, the following
instructions are received from the tower:
“Cessna 30A contact Departure.”
Acknowledge the clearance and contact departure on the
frequency designated by the DP. State the present altitude
so the departure controller can check the encoded altitude
against indicated altitude:
“Birmingham Departure Cessna 1230A climbing
through 2,700 heading 240.”
Departure replies:
“Cessna 30A proceed direct to Brookwood and resume
own navigation. Contact Atlanta Center on 134.05.”
Acknowledge the clearance, contact Atlanta Center and
proceed direct to Brookwood VORTAC, using the IFR-
approved GPS equipment. En route to Kewanee, VORTAC
Atlanta Center issues the following instructions:
“Cessna 1230A contact Memphis Center on
125.975.”
Acknowledge the instructions and contact Memphis Center
with aircraft ID and present altitude. Memphis Center
acknowledges contact:
“Cessna 1230A, Meridian altimeter is 29.87. Traffic
at your 2 o’clock and 6 miles is a King Air at 5,000
climbing to 12,000.”
Even when on an IFR flight plan, pilots are still responsible
for seeing and avoiding other aircraft. Acknowledge the call
from Memphis Center and inform them of negative contact
with traffic due to IMC.
“Roger, altimeter setting 29.87. Cessna 1230A is in
IMC negative contact with traffic.”
Continue the flight, and at each fix note the arrival time on
the navigation log to monitor progress.
To get an update of the weather at the destination and issue
a pilot report, contact the FSS servicing the area. To find the
nearest FSS, locate a nearby VOR and check above the VOR
information box for a frequency. In this case, the nearest VOR
is Kewanee VORTAC which lists a receive-only frequency
of 122.1 for Greenwood FSS. Request a frequency change
from Memphis and then attempt to contact Greenwood on
122.1 while listening over the Kewanee VORTAC frequency
of 113.8:
“Greenwood Radio Cessna 1230A receiving on
frequency 113.8, over.”
“Cessna 30A, this is Greenwood, go ahead.”
“Greenwood Radio, Cessna 30A is currently 30 miles
south of the Kewanee VORTAC at 4,000 feet en
route to Gulfport. Requesting an update of en route
conditions and current weather at GPT, as well as
PNS.”
“Cessna 30A, Greenwood Radio, current weather at
Gulfport is 400 overcast with 3 miles visibility in light
rain. The winds are from 140 at 7 and the altimeter
is 29.86. Weather across your route is generally IFR
in light rain with ceilings ranging from 300 to 1,000
overcast with visibilities between 1 and 3 miles.
Pensacola weather is much better with ceilings now
at 2,500 and visibility 6 miles. Checking current
NOTAMs at GPT shows the localizer out of service
and runway 18/36 closed.”
“Roger, Cessna 30A copies the weather. I have a
PIREP when you are ready to copy.”
“Cessna 30A go ahead with your PIREP.”
“Cessna 30A is a Cessna 182 located on the Kewanee
195° radial at 30 miles level at 4,000 feet. I am
currently in IMC conditions with a smooth ride.
Outside air temperature is plus 1° Celsius. Negative
icing.”
“Cessna 30A thank you for the PIREP.”
With the weather check and PIREP complete, return to
Memphis Center:
“Memphis Center, Cessna 1230A is back on your
frequency.”
“Cessna 1230A, Memphis Center, roger, contact
Houston Center now on frequency 126.8.”
“Roger, contact Houston Center frequency 126.8,
Cessna 1230A.”
“Houston Center, Cessna 1230A level at 4,000
feet.”
“Cessna 30A, Houston Center area altimeter 29.88.”
Arrival
40 miles north of Gulfport, tune in ATIS on number two
communication radio. The report reveals there has been no
change in the weather and ATIS is advertising ILS runway
14 as the active approach.
Houston Center completes a hand off to Gulfport approach
control with instructions to contact approach:
“Gulfport Approach, Cessna 1230A level 4,000 feet
with information TANGO. Request GPS Runway 14
approach.”
“Cessna 30A, Gulfport Approach, descend and
maintain 3,000 feet.”
“Descend to 3,000, Cessna 30A.”
Begin a descent to 3,000 and configure your navigation radios
for the approach. The GPS automatically changes from the
en route mode to the terminal mode. This change affects the
sensitivity of the CDI. Tune in the VORTAC frequency of
109.0 on the number one navigation radio and set in the final
approach course of 133° on the OBS. This setup helps with
situational awareness should the GPS lose signal.
“Cessna 30A your position is 7 miles from MINDO,
maintain 3,000 feet until MINDO, cleared for the GPS
runway 14 approach.”
Read back the clearance and concentrate on flying the aircraft.
At MINDO descend to 2,000 as depicted on the approach
chart. At BROWA turn to the final approach course of
133°. Just outside the Final Approach Way Point (FAWP)
AVYUM, the GPS changes to the approach mode and the
CDI becomes even more sensitive. Gulfport approach control
issues instructions to contact Gulfport tower:
“Cessna 30A contact Tower on 123.7.”
“123.7, Cessna 30A.”
“Tower, Cessna 1230A outside AVYUM on the GPS
runway 14.”
“Cessna 30A Gulfport Tower, the ceiling is now 600
overcast and the visibility is 4 miles.”
“Cleared to land runway 14, Cessna 30A.”
Continue the approach, complete the appropriate checklists,
cross AVYUM, and begin the final descent. At 700 feet MSL
visual contact with the airport is possible. Slow the aircraft
and configure it to allow a normal descent to landing. As
touch down is completed, Gulfport Tower gives further
instructions:
“Cessna 30A turn left at taxiway Bravo and contact
ground on 120.4.”
“Roger, Cessna 30A.”
Taxi clear of the runway and complete the appropriate
checklists. The tower automatically cancels the IFR flight
plan.