Flight Training Instruction - Cnatra - U.S. Navy

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CHAPTER SEVEN T-6B PRIMARY INSTRUMENT NAVIGATION North) correction to the outbound heading is required, making the outbound heading 075°. Apply the triple-drift correction immediately after rolling out on the outbound leg of the Correction Orbit, but do not begin the triple-drift timing until passing abeam the holding fix. Maintain the triple-drift correction for one minute once you commence timing on the outbound leg (or until the expiration of outbound timing, whichever occurs first). After one minute of triple-drift correction, fly a single-drift heading to compensate for wind (this also applies to VOR/DME and GPS holding). 7-10 HOLDING PROCEDURES Figure 7-7 Correction Orbit 7. Confirm expected further clearance (EFC) time. - Confirm EFC time with approach control at least five minutes prior to the EFC. Receipt of EFC is not a clearance to commence approach at that time unless you have lost communications with ATC. 8. Cleared out of holding. a. It is very important to listen to the approach clearance once established in holding. If established in a published holding pattern and subsequently cleared for the Holding Pattern Approach, commence the approach from within the holding pattern and descend to the IAF altitude at pilot’s discretion. If established in a holding pattern and subsequently cleared for an approach other than a Holding Pattern Approach, maintain last assigned altitude or the published minimum holding altitude, whichever is lower, until established on a segment of the approach. b. Airspeed when departing holding is at pilot’s discretion. This decision should be based on your intentions departing holding (continue enroute or commence an approach) and the aircraft position in relation to the instrument approach (if conducting an approach from holding).
T-6B PRIMARY INSTRUMENT NAVIGATION CHAPTER SEVEN Common Errors. 1. Improper entry into holding. 2. Twisting in the reciprocal vice the course. 3. Starting the outbound leg timing when the wings roll level vice when the wings roll level or abeam the station, whichever occurs last. 4. Misinterpreting wind direction/improper use of the Tail–Radial–Wind method. 5. Attempting to correct for crosswind by shallowing or steepening the turn inbound. This may work, but it leads to sloppy airwork, and should not be practiced. 6. Not intercepting the holding course on each orbit. If the aircraft is not established on the holding course at station passage, the wind corrections determined will not be accurate. 7. Using an insufficient intercept angle to acquire the inbound course. 8. Not holding SRTs and constant airspeed during all turns. It is difficult to correct for winds if airwork is not consistent throughout the orbit. 701. HOLDING DURING ADVERSE WIND CONDITIONS It is not unusual for winds aloft to attain velocities in excess of 20 knots. In these circumstances, some modifications to the holding procedures discussed earlier may be necessary. Just how much will depend on wind speed and direction. The instructor will provide guidance on how to correct for excessive winds. You should be able to predict high winds prior to entering the holding pattern. Pay attention to the forecast winds aloft. During the enroute phase, a high crosswind component would be indicated by the need for an abnormally large drift correction. A high headwind or tailwind would be indicated by a groundspeed that differs significantly from predicted values. 702. VOR DME HOLDING / TACAN HOLDING Objective. To hold at a fix defined as a radial and DME from a station. Discussion. This type of holding was developed in order to hold aircraft off of a TACAN station. As learned in ground school, a TACAN station has a larger cone of confusion as compared to a VOR station. As a result, holding at a TACAN station requires holding at a specific radial and DME away from the station. This procedure has been adapted to holding off of a radial and DME from a VOR. The holding pattern can be orientated on any course, radial or route, directed by the controller, or as published on either an enroute chart or an approach plate (Figure 7-8). HOLDING PROCEDURES 7-11
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NAVAL AIR TRAINING COMMAND NAS CORP
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SAFTEY/HAZARD AWARENESS NOTICE This
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502. CONSTANT AIRSPEED CLIMBS AND D
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TABLE OF FIGURES Figure 2-1 Configu
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CHAPTER ONE T-6B PRIMARY INSTRUMENT
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CHAPTER NINE T-6B PRIMARY INSTRUMEN
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CHAPTER TEN T-6B PRIMARY INSTRUMENT
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CHAPTER ELEVEN T-6B PRIMARY INSTRUM
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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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