Flight Training Instruction - Cnatra - U.S. Navy

More documents

Recommendations

Info

CHAPTER NINE T-6B PRIMARY INSTRUMENT NAVIGATION e. Airport conditions important to the safe operation of aircraft. f. Lost Communication Procedures (i.e., “If no transmissions received for more than one minute in the pattern or five seconds on final, attempt contact on backup frequency and proceed VFR. If IMC, proceed with the ILS 19L approach.”). g. Missed Approach instructions. 2. Comply with vectors provided by approach control and the final approach controller. Maintain situational awareness at all times. 3. On downwind fly 200 KIAS. 9-14 FINAL APPROACH PROCEDURES NOTES 1. Army and <strong>Navy</strong> final controllers are required to advise pilots to “Perform landing checks”. 2. Configurations and airspeeds may vary in the GCA pattern as dictated by local directives. 4. Upon making the turn to base, set 10-25% torque and slow towards 150 KIAS. If a descent or more rapid deceleration is required, a lower power setting or the use of the speed brake may be needed. 5. Once established on final, configure to BAC. 6. Expect a frequency change to the final controller on final or dog-leg to final. 7. Begin descent when the final controller advises that you are “on glidepath.” - Reduce power 24%, allow the nose to fall, trim to maintain 120 KIAS. 8. For glidepath deviations, make appropriate corrections. Maintain 120 KIAS and continue to comply with assigned headings. NOTE Use the Power + Attitude = Performance principle. Control airspeed with pitch attitude and glideslope with power. 9. At the DA (as determined by the altimeter or the controller advising you that you are at DA, whichever occurs first), if the runway environment is not in sight or you are not in a position to make a safe landing, then execute the Missed Approach instructions.
T-6B PRIMARY INSTRUMENT NAVIGATION CHAPTER NINE Common Errors. 1. Not following instructions given by the controller. 2. Late to configure and getting behind the aircraft. 907. AIRPORT SURVEILLANCE APPROACH (ASR) Description: A surveillance approach is a non–precision approach in which the controller provides navigational guidance in azimuth only. Airport surveillance radar is less precise than precision radar. This accounts for the higher minimums on ASR approaches. It is a good practice to “back up” any Radar approach with a published non-precision approach, if possible. Procedure: 1. Execute the same steps 2-6 as in the PAR. 2. Begin descent when directed to “descend to your minimum descent altitude.” Reduce power to 15%, allow the nose to fall, trim to maintain 120 KIAS (recommended altitude advisories will be given if requested). 3. 100’ prior to MDA, initiate level-off by adding power to 35% and raising the nose. 4. Level-off at MDA. 5. The controller will tell you when you are at the MAP. If the runway is not in sight or you are not in a position to make a safe landing, execute the Missed Approach instructions. Common Errors. 1. Not flying the headings assigned by the controller. 2. Late to configure and getting behind the aircraft. 908. NO-GYRO APPROACH Description. The No-Gyro approach is used when experiencing heading indicator malfunctions. In this case, the word “gyro” refers to your directional gyro, which provides heading input to the PFD. It is conceivable that during flight your heading indication could fail, while all other systems essential to flight remain normal. Under such conditions, ATC can provide a No-Gyro approach. The radar controller, seeing your track on radar, can apply a procedure very similar to timed turns. In this case, the controller tells you when to start and stop your turns. These No-Gyro vectors can be used to vector you to VFR conditions for a visual landing or vector you through a Ground Controlled Approach (GCA). The same glideslope and DA/MDA that apply to the FINAL APPROACH PROCEDURES 9-15
Page 1:
NAVAL AIR TRAINING COMMAND NAS CORP
Page 4 and 5:
SAFTEY/HAZARD AWARENESS NOTICE This
Page 6 and 7:
INTERIM CHANGE SUMMARY The followin
Page 8 and 9:
502. CONSTANT AIRSPEED CLIMBS AND D
Page 10 and 11:
TABLE OF FIGURES Figure 2-1 Configu
Page 12 and 13:
THIS PAGE INTENTIONALLY LEFT BLANK
Page 14 and 15:
CHAPTER ONE T-6B PRIMARY INSTRUMENT
Page 16 and 17:
CHAPTER ONE T-6B PRIMARY INSTRUMENT
Page 18 and 19:
CHAPTER TWO T-6B PRIMARY INSTRUMENT
Page 20 and 21:
Page 22 and 23:
Page 24 and 25:
Page 26 and 27:
CHAPTER THREE T-6B PRIMARY INSTRUME
Page 28 and 29:
CHAPTER FOUR T-6B PRIMARY INSTRUMEN
Page 30 and 31:
CHAPTER FOUR T-6B PRIMARY INSTRUMEN
Page 32 and 33:
CHAPTER FIVE T-6B PRIMARY INSTRUMEN
Page 34 and 35:
Page 36 and 37:
Page 38 and 39:
Page 40 and 41:
Page 42 and 43:
Page 44 and 45:
Page 46 and 47:
Page 48 and 49:
CHAPTER SIX T-6B PRIMARY INSTRUMENT
Page 50 and 51:
Page 52 and 53:
Page 54 and 55:
Page 56 and 57:
Page 58 and 59:
Page 60 and 61:
Page 62 and 63:
CHAPTER SEVEN T-6B PRIMARY INSTRUME
Page 64 and 65:
Page 66 and 67:
Page 68 and 69:
Page 70 and 71:
Page 72 and 73:
Page 74 and 75: CHAPTER SEVEN T-6B PRIMARY INSTRUME
Page 80 and 81: CHAPTER EIGHT T-6B PRIMARY INSTRUME
Page 112 and 113: CHAPTER NINE T-6B PRIMARY INSTRUMEN
Page 128 and 129: CHAPTER TEN T-6B PRIMARY INSTRUMENT
Page 138 and 139: CHAPTER ELEVEN T-6B PRIMARY INSTRUM
Page 144 and 145: APPENDIX A T-6B PRIMARY INSTRUMENT
Page 146: APPENDIX B T-6B PRIMARY INSTRUMENT
show all

Flight Training Instruction - Cnatra - U.S. Navy

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?