Flight Training Instruction - Cnatra - U.S. Navy

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CHAPTER NINE T-6B PRIMARY INSTRUMENT NAVIGATION standard GCA also apply to the No-Gyro approach. This information should be reviewed prior to any GCA. Procedure. Review the GCA Procedures from this chapter. No-Gyro Procedures are the same with the following exceptions: 1. Make a specific request for a “No-Gyro PAR/ASR” when you contact approach control. 2. Make all turns at standard rate until on final approach, then make turns at half-standard rate, unless otherwise instructed by ATC. 3. Roll into turns promptly and verbally acknowledge ATC upon hearing the words “turn right” or “turn left”. Roll wings level and acknowledge on receipt of the words “stop turn.” 9-16 FINAL APPROACH PROCEDURES
1000. INTRODUCTION CHAPTER TEN GPS APPROACH PROCEDURES Prior to conducting any Global Positioning System (GPS) approach training, it is essential that the student read the T-6B NATOPS <strong>Flight</strong> Manual GPS section and be thoroughly familiar with the components and operation of the FMS and GPS. Some basic concepts follow. Two major types of GPS approaches exist, GPS stand-alone, and GPS overlay approaches. The skills and knowledge required to fly these approaches are basically the same, however, some small procedural changes exist between these GPS approaches. 1001. GPS STAND-ALONE APPROACHES The GPS stand-alone approach is commonly known as the terminal arrival area (TAA) or “Basic T” approach (Figure 10-1). The objective of the TAA is to provide a seamless transition from the enroute structure to the terminal environment for arriving aircraft equipped with GPS. GPS TAA approaches make use of both Fly-Over and Fly-By waypoints. Fly-By waypoints are used when an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two route segments. This is known as turn anticipation and is compensated for in the airspace and terrain clearance. Approach waypoints, except for the Missed Approach waypoint (MAWP) are normally Fly-By waypoints. Fly-Over waypoints are used when the aircraft must fly over the waypoint prior to executing a turn. Approach charts depict Fly-Over waypoints with a circle around the waypoint. The “T” design will normally have from one to three IAF's; an intermediate fix (IF) that serves as a dual purpose IF/IAF; a FAF, and a MAP, usually located at the runway threshold. The three IAF's are normally aligned in a straight line perpendicular to the intermediate course, which is an extension of the final course leading to the runway, forming a “T.” The standard TAA consists of three areas defined by the extension of the IAF legs and the intermediate segment course. These areas are called the straight-in, left-base, and right-base areas. TAA lateral boundaries are identified by magnetic courses TO the IF/IAF. The TAA procedure is a portion of the new and rapidly evolving GPS arrival procedure program. For the most current and in-depth information on the TAA approach, consult the AIM. 1002. GPS OVERLAY APPROACHES Overlay approaches consist of GPS waypoints overlayed on conventional (VOR, VOR/DME, etc.) non-precision approaches (Figure 10-2). Though overlays have the same minimums as the underlying approach, they offer the opportunity to fly an instrument approach procedure using GPS. Because GPS approaches are designed as a TO-TO system (meaning you navigate to one fix, cross it, and proceed to the next fix), overlays are not a perfect fit with the underlying procedure. Some conventional approaches, for example, have no FAF. Without a FAF, the GPS would not be able to navigate to the fix, nor would it know when to switch the CDI sensitivity. GPS APPROACH PROCEDURES 10-1
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CHAPTER ONE T-6B PRIMARY INSTRUMENT
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Flight Training Instruction - Cnatra - U.S. Navy

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