Flight Training Instruction - Cnatra - U.S. Navy

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CHAPTER SEVEN T-6B PRIMARY INSTRUMENT NAVIGATION d. At the completion of outbound leg timing or at the specified DME, turn towards the holding radial to intercept the holding course inbound. Remember: TAIL – RADIAL – TURN. At the completion of the turn, the aircraft will either be inbound on the holding course or have an intercept set. e. Once wings level inbound, start timing if required. f. Upon rolling wings level, check the position of the head of the needle relative to the holding course. If they differ, note the number of degrees difference. This will determine the amount of heading correction to use on the outbound leg of the correction orbit. Do this as quickly as possible. g. If an intercept is required on the turn inbound, there are winds and corrections need to be made. Use the following method to determine what direction the wind is FROM: While the intercept angle is set, visualize a line drawn from the tail of the needle through the radial to the nearest cardinal heading. The wind is FROM this approximate direction. Remember: TAIL – RADIAL – WIND. For ease in computing headings on correction orbits, always think of the wind as being from North, South, East or West and not from the left or right. h. Establish the aircraft on the holding course and track inbound to the holding fix. i. At station passage, note how much time has elapsed (if required) on the inbound leg. Determine the difference between the elapsed time and the desired inbound timing. Use this correction factor for timing on the outbound leg of the correction orbit. j. Figure 7-6 illustrates a typical no-wind orbit. The inbound turn resulted in an overshoot and a double-the-angle intercept was set. The Tail–Radial–Wind rule indicates a wind from the North. With a 15º heading correction factor, the inbound timing of 50 seconds indicates a 10 second timing correction factor. 7-8 HOLDING PROCEDURES Figure 7-6 No-Wind Orbit
T-6B PRIMARY INSTRUMENT NAVIGATION CHAPTER SEVEN 6. Correction Orbit. a. The third and subsequent orbits in holding are called correction orbits. Correction orbits are flown by applying the correction factors determined on the previous orbit to the outbound leg of the holding pattern. b. Using Figure 7-7 as an example, apply the heading correction to the outbound leg. The wind is from the North and the correction factor is 15º. The no-wind outbound heading would be 90º, and 15º North of this is 75º. Therefore, use 75º as an outbound heading on the correction orbit. c. The inbound leg in Figure 7-7 took 50 seconds, indicating a tailwind component with a 10 second correction factor. To make the inbound leg a full 60 seconds, increase the outbound timing. Apply the 10 second factor to 60 seconds (original outbound timing). The outbound timing on the correction orbit is then 70 seconds. If the inbound leg of the “no-wind” orbit was longer than 60 seconds, use the timing correction factor to shorten the next outbound leg. NOTE For simplicity, wind is thought of as being from a cardinal heading in holding. An examination of Figure 7-7 shows the wind must actually be from the northeast, since the inbound leg was 50 seconds; however, for ease in determining heading corrections, it is best to think of winds as being from cardinal headings. d. If the outbound heading correction was sufficient, the aircraft will be on course at the completion of the inbound turn. When tracking inbound to the holding fix, a correction into the wind of approximately one-third of that used on the outbound leg should keep the aircraft on course. e. If the corrections determined in the no-wind orbit do not put the aircraft on desired course and timing on the first “correction orbit” inbound leg, you must “re-correct” the next outbound leg. The amount, direction, and time to correct are determined exactly as in the no-wind orbit, but the corrections must be applied to the heading and timing used on the previous outbound leg (not the no-wind outbound leg). It may take several orbits to get the heading and timing exactly right. Figure 7-8 shows a correction orbit that worked out perfectly, a rare case in practice. TRIPLE THE DRIFT - Alternate Crosswind Component Correction Method An acceptable alternate method for correcting for the crosswind component while holding is the Triple the Drift Method, which may be used for VOR, VOR/DME, and GPS Holding. In this case, on the outbound leg of the Correction Orbit, turn to the reciprocal of the holding course, plus or minus the triple-drift correction factor. For example, assume the aircraft is established on a holding course of 270° and a 5° right (to the North) drift correction (i.e., heading 275°) is required to maintain course. Applying a triple-drift correction (5° X 3), a 15° left (still to the HOLDING PROCEDURES 7-9
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NAVAL AIR TRAINING COMMAND NAS CORP
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INTERIM CHANGE SUMMARY The followin
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502. CONSTANT AIRSPEED CLIMBS AND D
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APPENDIX A T-6B PRIMARY INSTRUMENT
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APPENDIX B T-6B PRIMARY INSTRUMENT
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Flight Training Instruction - Cnatra - U.S. Navy

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