I3203 WORKSHEET / DD-175 / JETLOG

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1 I3203 WORKSHEET / DD-175 / JETLOG Planned Route: Takeoff: Mobile Regional KMOB RWY 14 Altitude: 5,000 Airspeed Max Cruise Power or filed TAS whichever is less. Destination: Navy Pensacola KNPA via SAINT TRADR ODACA Approach: KNPA ASR RWY 7L KNPA NO-GYRO PAR RWY 7L Alternate: Pensacola International KPNS via DIRECT NUN PENSI 2,000 Approach: KPNS LOC RWY 17 (RVFAC circle to land RWY 26) Syllabus Notes Student shall fly one GCA as a no-gyro approach Full use of FMS is available to the student Flight planning shall include a completed Jet log and DD-175 Special Syllabus Requirements None Discuss a. NO-GYRO APPROACH Conditions requiring a No-Gyro approach Types of approaches available FTI Procedures b. BFI APPROACH (BFI only) PFD / BFI differences BFI DISPLAY Types of approaches available Power control with BFI only situation How to set ½ SRT and SRT without turn needle c. CIRCLING MANEUVERS Circling Area Obstacle Protection within the Circling Area Planning the Maneuver Missed Approach turn (during the circling maneuver) d. Any emergency procedure

2 T-6B Radio Instruments I3200 Block STUDENT GRADE SHEET DATE INSTRUCTOR MEDIA: OFT VT- BRIEF TIME: NAME: EVENT: # MANEUVER MIF I3201 I3202 I3203 I3204 I GENERAL KNOWLEDGE / PROCEDURES 3+ X X X X X 2 EMERGENCY PROCEDURES 3+ X X X X X 3 HEADWORK / SITUATIONAL AWARENESS 3+ X X X X X 4 BASIC AIRWORK 3+ X X X X X 5 IN-FLIGHT CHECKS / FUEL MANAGEMENT 3+ X X X X X 6 IN-FLIGHT PLANNING/AREA ORIENTATION 3 7 TASK MANAGEMENT 3+ X X X X X 8 COMMUNICATION 3+ X X X X X 9 MISSION PLANNING/BRIEFING/DEBRIEFING 3+ X X X X X 10 GROUND OPERATIONS 4 11 TAKEOFF 4+ X X X X X 12 DEPARTURE 3+ X X X X X 44 RADIAL INTERCEPTS 3+ X X X X X 45 POINT-TO-POINT 3+ X X X 49 HOLDING 3+ X 50 ENROUTE PROCEDURES 3+ X X X X 51 ENROUTE DESCENT 3+ X X X 52 HIGH-ALTITUDE APPROACH 2+ X 53 TEARDROP APPROACH 3+ X 54 ARCING APPROACH 3+ X 55 HILO APPROACH 3+ X 56 PROCEDURE TURN APPROACH 3+ X 57 RVFAC APPROACH 3+ X 58 GPS APPROACH 3+ X X X 59 PAR APPROACH 3+ X 60 ASR APPROACH 3+ X 61 VOR FINAL 3+ X X X 62 ILS FINAL 3+ X 63 LOC FINAL 3+ X 64 GPS FINAL 3+ X X X 65 BACKUP FLIGHT INSTRUMENT APPROACH 3+ X 66 CIRCLING APPROACH 3 67 MISSED APPROACH 3+ X X X X X 68 TRANSITION TO LANDING / LANDING 3 NOTES: I3204 and I3205 shall be under simulated night conditions. I may be conducted in the UDT. Student shall fly one GCA as a no-gyro approach in the block. Full use of the FMS is available to the student on I On I3204-5, students should practice maneuvers and approaches without the use of the FMS, excluding GPS approaches. Flight planning for all events in this block shall include a completed jet log and DD-175. DISCUSS ITEMS: I3201: GPS procedures, GPS allowable operations (GPS waypoints in lieu of NDB, VOR, and TACAN fixes), GPS approaches, GPS holding, and GPS flight modes.. I3202: FMS flight plan usage, (SID / STAR, holding, and approach), and FMS arrivals. I3203: NO-GYRO approach, and BFI approach. I3204: High altitude approach, non-radar environment communications and lost communications (local / FIH). I3205: Avionics failures, obstacle departure procedures, and Trouble T.. DEPART ARRIVE SIDE # SIM TIME JPPT B Rev 03/30/2017

NAVAL AVIATOR I3203 CRUISE 5000 updated Nov 14 170 50 219 MOB 119.85 121.9/348.6 118.3/239.0 60 445 124.75/257.

3 NAVAL AVIATOR I3203 CRUISE 5000 updated Nov MOB / / / IAS / TTC-2 150/ FUEL DIST-5 28 NPA / / / /266.8 STTO BFM D SAINT BFM D TRADR BFM D ODACA I-NPA (117.2) PNS NUN PENSI / / / / D NUN NUN D PENSI IPNS

5 I3203 TO ALTERNATE

6 02 SEP 16 VV(2-3-6)EXXX TEX2/G I 256 KMOB SAINT TRADR ODACA KNPA KPNS 0+16 X 0101 (filed at)/(date) , CTW-5, NSE

7 RADAR MINS N4 30 MAR 2017 to 27 APR 2017 PENSACOLA NAS (KNPA), (FORREST SHERMAN FLD), FL (Amdt 2, USN) RADAR 1 - (E) ELEV 28 HAT/ RWY GS/TCH/RPI CAT DH/ MDA-VIS HATh/ HAA CEIL-VIS PAR 7L /55/1078 ABCDE 124-¼ 100 (100-¼) /39/744 ABCDE 128-½ 100 (100-½) 7R 3.0 /55/1040 ABCDE 124-½ 100 (100-½) /40/737 ABCDE 116-½ 100 (100-½) 25L /39/744 ABCDE 115-½ 100 (100-½) 25R /38/745 ABCDE 116-½ 100 (100-½) PAR W/O GS 7L 6 AB 380-½ 356 (400-½) CDE 380-⅝ 356 (400-⅝) 1 ABCDE (400-1) 7R ABCDE (400-1) 19 ABCDE (400-1) 25R AB (400-1) CDE 420-1⅛ 404 (400-1⅛) 25L AB (500-1) CDE 440-1¼ 425 (500-1¼) PAR W/O GS 7R 3 ABCDE (400-1) SIDESTEP 25L 3 AB (500-1) CDE 440-1¼ 424 (500-1¼) ASR 7L 7 AB 500-½ 476 (500-½) CDE (500-1) 1 AB (500-1) CDE 460-1¼ 432 (500-1¼) 7R AB (500-1) CDE 500-1⅜ 476 (500-1⅜) 19 AB (500-1) CDE 500-1⅜ 484 (500-1⅜) 25L AB (500-1) CDE 500-1⅜ 485 (500-1⅜) 25R AB (500-1) CDE 500-1⅜ 484 (500-1⅜) ASR SIDESTEP 7R 8 AB (500-1) CDE 500-1⅜ 476 (500-1⅜) 25L 9 AB (500-1) CDE 500-1⅜ 484 (500-1⅜) (CONTINUED ON NEXT PAGE) 30 MAR 2017 to 27 APR 2017 SE-3 RADAR MINS N4

8 RADAR MINS N5 PENSACOLA NAS (KNPA) (CONT D) HAT/ RWY GS/TCH/RPI CAT DH/ MDA-VIS HATh/ HAA CEIL-VIS CIR AB (500-1) C 520-1½ 492 (500-1½) D (600-2) E (600-2) 1 No-NOTAM preventive maint PAR Z++ Sat. 2 When ALS inop, increase vis CAT ABCDE to ½ mile. 3 Sidestep only authorized from PAR W/O GS and ASR. 4 Procedure not authorized for WCH Group 4. 5 Procedure not authorized for WCH Groups 3 & 4. 6 When ALS inop, increase vis CAT ABCDE to 1 mile. 7 When ALS inop, increase vis CAT AB to 1 mile, CAT CDE to 1⅜ miles. 8 Sidestep not authorized until within 2.5 DME of NPA TACAN (1.73 NM from THLD). 9 Sidestep not authorized until within 2.5 DME of NPA TACAN (1.94 NM from THLD). 10 Circling authorized from PAR WO GS and ASR only. Circling not authorized from Sidestep procedure. 11 CIRC CAT B from ASR RWY 1, 7L, or 7R vis 1¼. 30 MAR 2017 to 27 APR 2017 TALLAHASSEE, FL Amdt 6, 10DEC15 (15344) (FAA) ELEV 83 TALLAHASSEE INTL (TLH) RADAR DA/ HAT/ HATh/ DA/ HAT/ HATh/ RWY GP/TCH/RPI CAT MDA-VIS HAA CEIL-VIS CAT MDA-VIS HAA CEIL-VIS ASR 36 A 460/ (400-½) B 460/ (400-½) CD 460/ (400-¾) 27 AB 480/ (500-½) CD 480/ (500-¾) 9 AB 500/ (500-1¼) CD 500-1¼ 435 (500-1¼) 18 AB (500-1) CD 560-1⅜ 477 (500-1⅜) CIRCLING ALL RWY AB (500-1) C 640-1½ 557 (600-1½) D 780-2¼ 697 (700-2¼) When control tower closed, ASR NA. Rwy 9, 18, helicopter visibility reduction below ¾ SM not authorized. 30 MAR 2017 to 27 APR 2017 SE-3 RADAR MINS N5

9 PENSACOLA, FLORIDA LOC/DME I-PNS APP CRS Rwy Idg TDZE Chan 48 Apt Elev 121 AL-318 (FAA) ILS or LOC RWY 17 PENSACOLA INTL(PNS) T A ATIS For inop MALSR, increase S-ILS 17 all Cats visibility to RVR 4000 and 3 increase S-LOC 17 Cats C/D to 1 4 mile. ALICO fix minimums: for inop MALSR increase S-LOC 17 Cats C/D visibility to RVR Caution: Intensive VFR student training invof airport. PENSACOLA APP CON PENSACOLA TOWER (CTAF) L MALSR A 5 GND CON CLNC DEL MSANU N25NM NUN R ALTERNATE MISSED APCH FIX (IAF) PENSI I-PNS NoPT 169 (8.3) MISSED APPROACH: Climb to 600 then climbing right turn to 3000 direct NUN VOR and hold, continue climb-in-hold to UNICOM I-PNS Chan 48 CILEB INT I-PNS 12.3 (IF) CILEB INT I-PNS SE-3, 30 MAR 2017 to 27 APR Remain within 10 NM 1800 R-269 GS TCH (8.4) CATEGORY A B C D S-ILS 17 S-LOC 17 CIRCLING S-LOC 17 CIRCLING PENSACOLA, FLORIDA NUN 1 480/ (400-2 ) (500-1) SAUFLEY VGSI and ILS glidepath not coincident (VGSI Angle 3.00/TCH 47). Amdt 14B 24JUL NUN BRENT INT I-PNS / (200-2 ) (600-1) ( ) NUN 1 2 I-PNS / (700-2 ) ( ) (700-1) * R ALICO INT I-PNS NM 1 NM (6) * I-PNS R NM ( ) R (700-2) ALICO FIX MINIMUMS (DUAL VOR RECEIVERS OR DME REQUIRED) 5 480/ (400-8 ) 30 28'N-87 11'W I-PNS (600-2) (IAF) BRENT INT I-PNS 6.3 ALICO INT * LOC only. ELEV LOCALIZER Knots P I-PNS 17 Chan TWR 201 P 170 IPNS A X P 7000 X % UP 35 TDZE P 162 REIL Rwys 8, 26 and 35 TDZ/CL Rwys 17 and 35 HIRL Rwys 8-26 and L FAF to MAP 4.8 NM NM from FAF PENSACOLA INTL(PNS) ILS or LOC RWY Min:Sec 4:48 3:12 2:24 1:55 1:36 SE-3, 30 MAR 2017 to 27 APR 2017

10 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER NINE b. When not utilizing recommended altitudes: Set power to approximately 15% torque, trim for 120 KIAS descent to the MDA. Adjust pitch to maintain airspeed; use power as required to maintain a stabilized rate of descent not to exceed 1000 fpm. 6. Approximately 100 prior to MDA, initiate level-off. Maintain MDA and assigned headings until the MAP. 7. The controller will advise when the aircraft has reached the MAP. If the runway environment is not in sight or you are not in a position to make a safe landing, execute the missed approach or climbout instructions. Common Errors 1. Slow to comply with or missing controller instructions. 2. Transition to BAC not completed prior to controller directing descent to MDA. 3. Not leveling off at the MDA. 4. Executing the missed approach upon reaching MDA prior to the MAP. 5. Confusing missed approach or climbout instructions with the lost communication instructions. 6. Loss of orientation during vectors to final NO-GYRO APPROACH General A No-Gyro approach is available to a pilot under radar control who experiences circumstances wherein the directional gyro or other stabilized compass is inoperative or inaccurate. When this occurs, the pilot should so advise ATC and request a No-Gyro vector or approach. No-Gyro radar vectors may be provided for the following types of radar approaches: 1. PAR 2. ASR 3. PAR W/O GS 4. Vectors for a visual approach (when the airport is under VMC conditions). FINAL APPROACH PROCEDURES 9-33

11 CHAPTER NINE PRIMARY INSTRUMENT NAVIGATION T-6B Examples: New Orleans Approach, Navy 3E123, Request No-Gyro approach for ASR RWY 4 at Navy New Orleans, for training. or New Orleans Approach, Navy 3E123, I have lost my directional gyro, Request No-Gyro approach for PAR RWY 4 at Navy New Orleans. The pilot should make all turns at standard rate and should execute the turn/roll out immediately upon receipt of instructions. For example, Turn right, Stop turn. When a surveillance or precision approach is made, the pilot will be advised after the aircraft has been turned onto final approach to make turns at half standard rate. Example: NOTE During a normal radar approach, if a controller observes incorrect directional responses, or suspects the pilot has lost directional awareness, they may begin issuing No-Gyro vectors. Navy 3E123, I show you well left of course, disregard your directional gyro, these will vector for the No-Gyro PAR to RWY 4. Make all turns ½ Standard Rate, turn right. Procedures 1. Request a No-Gyro PAR, ASR or PAR W/O GS approach. 2. Comply with the normal PAR, ASR/PAR W/O GS procedures. 3. Turn immediately when directed using SRT (not to exceed 30 AOB) until on final, then make all turns at ½ SRT unless otherwise directed. 4. Acknowledge all instructions unless directed No need to acknowledge further transmissions. Common Errors 1. Slow to comply with or missing controller instructions. 2. Transition to BAC not completed prior to descent on final. 3. Inappropriate transition at DA/MDA FINAL APPROACH PROCEDURES

12 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER NINE 4. Using improper rate of turn based on controllers instructions/position in pattern. 5. Confusing missed approach or climbout instructions with the lost communication instructions. 6. Loss of orientation during vectors to final. FINAL APPROACH PROCEDURES 9-35

13 PFD/BFI differences. -No Turn Needle will need to use the 10 and 20% rule to compute AOB as needed for rates of turn (not to exceed 30 degrees AOB) -Side Slip indicator upside down. The BFI has it on the top of the ROLL POINTER so it moves with the roll pointer. (On the PFD it is located on the bottom of the zero bank angle position of the ROLL ATTITUDE SCALE and remains stationary during turns. -Altimeter is graduated in 20 ft increments vice 10. -Miniature aircraft display is different. -Only partial Heading indication visible (direction of large turns not as obvious). -VSI has no pointer digital readout with ^ /v indications for climb and descent.

15 CHAPTER TWO FUNDAMENTAL INAV CONCEPTS 200. INTRODUCTION Prior to the first instrument flight in the T-6B, there are several fundamental topics the student should review and understand. The procedures and concepts in this chapter provide students with essential tools required for Instrument Navigation T-6B COCKPIT INSTRUMENTATION Instrument interpretation is one of the most important basic skill sets required for instrument flight. It begins with understanding how each instrument works, then applying this knowledge to: the performance of the aircraft, the particular maneuvers to be executed, the scan and control methods, and the operating conditions. For each maneuver, the student will learn what performance to expect and the combination of items that must be interpreted in order to control aircraft attitude during the maneuver REAR COCKPIT DIFFERENCES Students will fly most Instrument Stage sorties from the rear cockpit, and will therefore be required to familiarize themselves with the differences outlined in the T-6B NATOPS Flight Manual. The most important one worth noting is the ISS Mode Selector, located in the rear cockpit, left console, just behind the CFS handle. Prior to flying the student s first Instrument flight, the instructor should give the student a rear cockpit differences familiarization to include the hazards of accidental CFS actuation while manipulating the ISS Mode Selector PAT PRINCIPLE The concept of attitude flying is based upon the fact that a specific power setting when combined with a specific attitude will result in a specific aircraft performance. Power + Attitude = Performance To change the aircrafts performance the pilot will adjust the Power control lever to a setting that will support the new desired performance. Simultaneously, using the ADI as a reference, the elevator and aileron will be adjusted to the required Attitude (pitch and bank angle). An initial rudder input will also be made to offset changes in power and airspeed. Once this has been accomplished the aircraft Trim controls will be used to remove control pressures required to hold the new attitude. A mnemonic for this process is; PAT. Power Attitude Trim FUNDAMENTAL INAV CONCEPTS 2-1

16 CHAPTER FIVE PRIMARY INSTRUMENT NAVIGATION T-6B Description During normal IFR flight, turns will generally be performed at either standard or half standard rate. The Standard Rate Turn (SRT) is 3º per second. At 3º per second, a turn of 180º will take one minute and a 360º turn will take two minutes. Figure 5-1 shows the AOB necessary to produce a 3º per second turn rate at various airspeeds. From the chart, notice that an aircraft operating at high airspeeds requires a steep AOB to produce a 3º per second turn rate. Steep turns are more difficult to fly than shallow turns, since they result in heavy load factors. For example, a 60º angle of bank turn applies a force of two Gs to the aircraft and pilot. To avoid these G forces and provide better control, FAA publications recommend using either a SRT or 30º AOB turn, whichever occurs first in IMC. Rate turns are practiced initially in level flight, crosschecking the nose with VSI and altimeter, and the wings on the turn needle. A one needle width deflection produces a ½ SRT and a two needle width deflection produces a full SRT. Performance for SRTs will be 30 heading change every 10 seconds. Performance for ½ SRTs will be 30 heading change every 20. The AOB required to produce a constant rate turn will vary with airspeed and altitude. A rule of thumb to estimate the approximate AOB needed for proper turn needle deflection is 10% of the indicated airspeed for a ½ SRT and 20% of the indicated airspeed for an SRT. The above method is known as the 10% or 20% rule. It is valid only during balanced flight and will provide a fair starting point to use during the initial roll into the turn. The turn needle always shows the exact rate of turn (even in an unbalanced condition) but lags (in some aircraft) significantly behind during the initial transition into a turn. 5-4 BASIC INSTRUMENT MANEUVERS

17 1100. INTRODUCTION CHAPTER ELEVEN TRANSITION TO LANDING AND MISSED APPROACH The transition to the visual segment on an instrument approach begins once the field is in sight, and you are in a safe position to land STRAIGHT-IN APPROACHES On properly executed PAR, ASR, ILS/Localizer and most GPS approaches, the aircraft should be very close to being lined up on centerline when you gain visual reference to the runway environment. The transition, in this case, should be relatively simple. All that is normally required is an airspeed reduction and possible configuration change while continuing the descent from the DA/MDA to intercept a normal visual glidepath. On some Non-Precision Straight-in approaches, the final approach course may be as much as 30º off runway heading. In this case, it will be necessary to continue on the final approach course until you can make a turn to line up on centerline. Some Non-precision approaches have MDAs of 800 or higher. If not depicted on the approach, a VDP should be calculated. Even if the runway is in sight, you should remain at the MDA until reaching the VDP before making a normal descent to the runway. If the runway environment is not in sight until the MAP a descent from MDA to the normal touchdown zone could require an unsafe rate of descent. In this case a longer landing must be acceptable or a safe landing may not be possible. Remember, just because the runway environment is in sight at the MAP, does NOT mean a safe landing can be made CIRCLING MANEUVERS Description Prior to commencing an approach that will end in a circling maneuver, a plan should be formulated on how the circle will take place. Consider the following: 1. Winds: Will they push the aircraft towards or away from the runway? 2. Runway alignment with respect to the approach being flown. 3. Airport environment: mountains, trees, towers, etc. TRANSITION TO LANDING AND MISSED APPROACH 11-1

18 CHAPTER ELEVEN PRIMARY INSTRUMENT NAVIGATION T-6B Figure 11-1 Circling Maneuvers Procedure Upon breaking out of the weather, locate the intended runway in use. Remain at or above the circling altitude until the aircraft is in a position to land. Every effort should be made to fly normal VFR checkpoints (e.g., 180, 90, final) TRANSITION TO LANDING AND MISSED APPROACH

19 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER ELEVEN Circling Minimums NOTE Normal checkpoints such as WTD may be different since you may be at either a higher or lower altitude than a normal pattern. NOTE Because of obstacles near the airport, a portion of the circling area may be restricted by a procedural note (e.g., Circling NA E of RWY ). It is the pilot s responsibility to review any circling restrictions for the intended airport. These restrictions can be found in the Approach Plates, AP1, IFR Supplement or current NOTAMs. In some busy terminal areas, ATC may not allow circling and circling minimums will not be published. Published circling minimums provide obstacle clearance when pilots remain within the appropriate area of protection (see Figures 11-2 and 11-3). NOTE Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. When cleared for a circling maneuver, comply with any restrictions noted on the instrument approach procedure or any verbal instructions received from the controller. When the direction of the circling maneuver in relation to the airport/runway is required, the controller will state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. The following basic rules apply: 1. Unless otherwise instructed, maneuver the shortest path to the base or downwind leg, as appropriate, considering existing weather conditions. There is no restriction from passing over the airport or other runways. 2. It should be recognized that circling maneuvers may be made while VFR or other flying is in progress at the airport. Standard left turns or specific instruction from the controller for maneuvering must be considered when circling to land. TRANSITION TO LANDING AND MISSED APPROACH 11-3

20 CHAPTER ELEVEN PRIMARY INSTRUMENT NAVIGATION T-6B 3. At airports without a control tower, it may be desirable to fly over the airport to observe wind and turn indicators and other traffic which may be on the runway or flying in the vicinity of the airport. Charting Changes Figure 11-2 Circling Approach Area Radii Aeronautical charting providers have implemented new specifications to identify circle-to-land minima based on the new TERPS criteria. U.S. Terminal Procedures instrument approach charts use an Inverse C circle icon (see Figure 11-4) to identify circling radius minima based on the new criteria: Circling MDA in feet MSL Approach Category and Circling Radius (NM) CAT A CAT B CAT C CAT D CAT E 1000 or less and above Figure 11-3 New Circling Area Radii 11-4 TRANSITION TO LANDING AND MISSED APPROACH

PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER ELEVEN Figure 11-4 U.S. Terminal Procedures Approach Charts Circling Minima Based on (New) Larger Circling Areas Missed Approach from a Circling Maneuver.

21 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER ELEVEN Figure 11-4 U.S. Terminal Procedures Approach Charts Circling Minima Based on (New) Larger Circling Areas Missed Approach from a Circling Maneuver. If visual reference is lost while circling-to-land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course (see Figure 11-5). Making the initial turn toward the landing runway will help assure that an aircraft will remain laterally within the circling and missed approach obstruction clearance areas (see Figures 11-2 and 11-3) MISSED APPROACH Description Figure 11-5 Missed Approach from a Circling Maneuver A Missed Approach is a procedure used to discontinue an instrument approach if the runway environment is not in sight, or the aircraft is not in a position to make a safe landing. The primary concern if unable to land is to climb to a safe altitude. Therefore, establishing and maintaining a positive rate of climb should be your first priority if a Missed Approach is commenced. Your second priority should be to turn the aircraft (if required) to intercept the Missed Approach course or to the designated heading. TRANSITION TO LANDING AND MISSED APPROACH 11-5

I3202 WORKSHEET / DD-175 / JET LOG

I3202 WORKSHEET / DD-175 / JET LOG Planned Route: Takeoff: KHBG (Hattiesburg MUNI), RWY 13 Altitude: 8,000 Airspeed TAS as filed Destination: New Orleans INTL via LBY2.LBY LBY.RYTHM4 Approach: KMSY RVFAC