I3201
WORKSHEET
Planned Route:
Takeoff:
KNSE, RWY 32
Altitude:
6000’
Route:
KNSE BAEYE 1. PENSI NUN (hold at NUN)
Approaches: KNUN VOR RWY 14 (teardrop approach from kiddie plates)
KNPA PAR RWY 7L,
KNPA ASR RWY 7L (using BFI only),
Prerequisites:
-I3102
Syllabus Notes:
-None
Special Syllabus Requirements:
-None
Discuss Items
a. Clearance and departure procedures
 SID
b. Lost communications
 Local procedures (FWOP)
 FIH procedures
c. Radar approaches
 PAR
o FTI procedures
 ASR
o FTI procedures
1
CNATRAINST 1552.165A IUT T-6B RADIO INSTRUMENTS
I3200 BLOCK
IUT GRADE SHEET
DATE __________________
MEDIA: OFT/UTD VT- ________
CTS
REF
1
2
3
4
5
6
7
8
9
10
11
12
41
42
43
44
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46
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48
49
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13
INSTRUCTOR __________________________
BRIEF TIME: ________
NAME: ________________________________
EVENT:__________
MANEUVER
GEN KNOWLEDGE / PROCEDURES
EMERGENCY PROCEDURES
HEADWORK / SITUATIONAL AWARENESS
BASIC AIRWORK
IN-FLIGHT CHECKS / FUEL MANAGEMENT
IN-FLIGHT PLANNING /
AREA ORIENTATION
TASK MANAGEMENT
COMMUNICATION
MISSION PLANNING / BRIEFING /
DEBRIEFING
GROUND OPERATIONS
TAKEOFF
DEPARTURE
STEEP TURNS
IFR UNUSUAL ATTITUDES
POINT-TO-POINT
HOLDING
ENROUTE PROCEDURES
ENROUTE DESCENT
HIGH-ALTITUDE APPROACH
TEARDROP APPROACH
ARCING APPROACH
HILO APPROACH
PROCEDURE TURN APPROACH
RVFAC APPROACH
GPS APPROACH
PAR APPROACH
ASR APPROACH
VOR FINAL
ILS FINAL
LOC FINAL
GPS FINAL
BACKUP FLIGHT INSTRUMENT APPROACH
CIRCLING APPROACH
MISSED APPROACH
TRANSITION TO LANDING / LANDING
INSTRUCTIONAL SKILLS / STUNDENT
MANAGEMENT
MIF
4+
4+
4+
4+
4+
4+
I3201
X
X
X
X
X
X
4+
4+
4+
4
4+
4+
4
4
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
4+
3+
4+
4+
4+
I3202
X
X
X
X
X
X
13203
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Syllabus Notes: I3201 shall be conducted in the OFT. I3202 and I3203
should be conducted in the OFT, but they may be conducted in the UTD.
Discuss Items
I3201
Clearance and departure procedures, lost communications, local procedures/FIH, and radar approaches.
I3202
FMS flight plan usage, FMS SID, FMS STAR, FMS holding, and FMS arcing approach.
I3203
FMS HILO approach, FMS procedure turn approach, GPS approach, RVFAC, and FMS missed approach.
1542.165A CH-2 Rev 11/05/2013
RADAR MINS
N5
15260
PENSACOLA NAS (KNPA), (FORREST SHERMAN FLD), FL (Amdt 2, 14289 USN)
PAR W/O GS
7L6
1
7R
19
25R
25L
AB
CDE
ABCDE
ABCDE
ABCDE
AB
CDE
AB
CDE
380-½
380-⅝
360-1
380-1
380-1
420-1
420-1⅛
440-1
440-1¼
356
356
332
356
364
404
404
425
425
(400-½)
(400-⅝)
(400-1)
(400-1)
(400-1)
(400-1)
(400-1⅛)
(500-1)
(500-1¼)
15 OCT 2015 to 12 NOV 2015
PAR W/O GS
SIDESTEP
7R3
25L3
ABCDE
AB
CDE
380-1
440-1
440-1¼
356
424
424
(400-1)
(500-1)
(500-1¼)
ASR
7L7
AB
CDE
AB
CDE
AB
CDE
AB
CDE
AB
CDE
AB
CDE
500-½
500-1
460-1
460-1¼
500-1
500-1⅜
500-1
500-1⅜
500-1
500-1⅜
500-1
500-1⅜
476
476
432
432
476
476
484
484
485
485
484
484
(500-½)
(500-1)
(500-1)
(500-1¼)
(500-1)
(500-1⅜)
(500-1)
(500-1⅜)
(500-1)
(500-1⅜)
(500-1)
(500-1⅜)
1
7R
19
25L
25R
15 OCT 2015 to 12 NOV 2015
RADAR1 - (E) 128.25 239.05 285.625 288.325 305.2 314.0 318.8 348.725 383.8
ELEV 28
HAT/
HATh/
DH/
MDA-VIS HAA
GS/TCH/RPI
CAT
CEIL-VIS
RWY
2
PAR
7L
3.0°/55/1078
ABCDE
124-¼
100
(100-¼)
5
1
3.0°/39/744
ABCDE
128-½
100
(100-½)
ABCDE
124-½
100
(100-½)
7R
3.0°/55/1040
3.0°/40/737
ABCDE
116-½
100
(100-½)
194
3.0°/39/744
ABCDE
115-½
100
(100-½)
25L5
5
3.0°/38/745
ABCDE
116-½
100
(100-½)
25R
(CONTINUED ON NEXT PAGE)
SE-3
RADAR MINS
15260
N5
N6
RADAR MINS
15260
PENSACOLA NAS (KNPA) (CONT’D)
ASR SIDESTEP
GS/TCH/RPI
RWY
7R8
25L9
CIR10 11
CAT
AB
CDE
AB
CDE
DH/
MDA-VIS
500-1
500-1⅜
500-1
500-1⅜
HAT/
HATh/
HAA
476
476
484
484
CEIL-VIS
(500-1)
(500-1⅜)
(500-1)
(500-1⅜)
AB
C
D
E
520-1
520-1½
580-2
600-2
492
492
552
572
(500-1)
(500-1½)
(600-2)
(600-2)
1
No-NOTAM preventive maint PAR 1600-1900Z++ Sat.
When ALS inop, increase vis CAT ABCDE to ½ mile.
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 vis 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.
2
15 OCT 2015 to 12 NOV 2015
TALLAHASSEE, FL
Amdt 5C, 20AUG15 (15232) (FAA)
ELEV 81
TALLAHASSEE INTL (TLH)
RADAR-1 135.8 317.4
ASR
DA/
RWY GP/TCH/RPI CAT MDA-VIS
36
AB 460/24
27
AB 460/24
AB 480/50
9
18
AB 560-1
D
560-1½
CIRCLING ALL RWY
AB
D
580-1
640-2
HAT/
HATh/
HAA
396
407
410
479
479
DA/
CEIL-VIS CAT MDA-VIS
(400-½)
CD 460/40
(500-½)
CD 460/40
(500-1)
CD 480/60
(500-1)
C
560-1¼
(500-1½)
499
559
(500-1)
(600-2)
C
580-1½
HAT/
HATh/
HAA
396
407
410
479
CEIL-VIS
(400-¾)
(500-¾)
(500-1¼)
(500-1¼)
499
(500-1½)
When control tower closed, ASR NA.
For inoperative ALSF, increase ASR-27 CAT D visibility to RVR 6000.
For inoperative MALSR increase ASR-36 CAT D visibility to RVR 6000.
SE-3
RADAR MINS
15260
N6
15 OCT 2015 to 12 NOV 2015
3
COMTRAWINGFIVEINST 3710.2V
7.2 NORTH FIELD DELTA PATTERN. This pattern is used as the emergency
orbit pattern for situations that require visual inspection or special
assistance.
a. This racetrack pattern is oriented over the duty runway.
Pattern altitude is 2,500’ MSL, weather permitting.
b. Pattern airspeed is 120 knots, gear down, flaps up.
(Situation permitting.)
c. Turns in the pattern will conform to the pattern direction for
runway in use (away from the Tower & South Field).
d. Entry to the Home Field Delta Pattern from the operating area
will be made by contacting Pensacola Approach Control outside the
Class C Airspaces for a random pickup/vector. Approach will direct
aircraft to switch to tower frequency for entry into the pattern.
Comply with tower instructions. Once established, coordinate
frequency change with tower to contact appropriate FDO. Recommended
radio setup: VHF – North Whiting Tower (121.4), UHF – squadron base
frequency. The squadron FDO shall contact the NASWF ODO with any
information or assistance needed (e.g., another aircraft to join up
with an emergency aircraft, a dual aircraft to join with a solo
aircraft).
e. Airborne gear inspections shall not be performed by another
aircraft below 2,000’ AGL.
f. No TRAWING FIVE aircraft shall join up with another aircraft
without positive radio or visual signals. Only a pilot currently
qualified in the CNATRA Formation Instructor syllabus should conduct
an emergency join up. To the maximum extent possible, emergency
aircraft should conduct a thorough radio brief prior to joining up for
assistance.
g. The squadron FDO and NASWF ODO shall keep each other and all
parties concerned (the TRAWING FIVE Operations Officer; TRAWING FIVE
Safety Officer) informed of the status of the aircraft.
h. When ready to leave the Home Field Delta Pattern, notify North
Tower and comply with tower's instructions.
7.3
LOST COMMUNICATIONS.
7.3.1
General.
a. All aircraft experiencing radio failure, whether IMC or VMC,
shall squawk 7600 for the duration of the flight. If at any time the
Lost-communication aircraft experiences an actual emergency, the
aircraft should squawk 7700.
7-2
COMTRAWINGFIVEINST 3710.2V
b. Pilots should attempt to use both cockpits’ UHF and VHF radio
and the Standby VHF before squawking 7600. Approach will advise the
tower of any 7600 squawks that appear inbound and will clear the
airspace ahead of the Lost-communication aircraft.
c. Whether IMC or VMC, all radio calls will be made “in the
blind.”
7.3.2
VFR.
a. In the landing pattern: If radio failure is experienced while
in the landing pattern, exercise extreme caution and execute a full
stop landing.
(1) Limit troubleshooting while airborne to checking your
helmet connections and audio panel positions and trying the other
cockpit’s transmitter.
(2) Observe tower for the ALDIS signals (if applicable), land,
and taxi clear of the active runway.
(3) Comply with ALDIS signals from the tower to return to
parking (if applicable).
b.
Radar identified on course rules: remain on course rules.
(1) Rock wings at the break, and maintain interval on any
conflicting arrivals. Pilots are responsible for maintaining their
own separation.
(2) Approaching the 180-degree position, look for the
appropriate ALDIS signals from the tower.
(3) Land and taxi clear of the active runway.
ALDIS signals from the tower to return to parking.
Comply with
c. All other times: Overfly North Field (South Field during
cross-country recoveries) at 3,500’ MSL or above to determine the duty
runway.
NOTE: It is possible that RDO carts will be positioned on more than
one runway at North Field.
(1) Execute a PPEL to the duty runway. Rock the wings at High
Key and maintain interval on any conflicting arrivals. Pilots are
responsible for maintaining their own separation.
(2) Approaching Low Key, look for appropriate ALDIS signals
from the tower.
(3) Land and taxi clear of the active runway. Comply with
ALDIS signals from the tower to return to parking. If at South Field,
7-3
COMTRAWINGFIVEINST 3710.2V
taxi clear of the runway and shutdown so as not to restrict other
traffic. Expect a tow to North Field.
7.3.3 IFR. If IMC, execute one of the following procedures as
appropriate:
a. If able to establish VMC, remain VMC, proceed to the nearest
suitable field and land.
b. All IFR NSE canned routes and DD-175 Out & Ins/Cross-country
flights must adhere to standard FAA lost comm procedures, as outlined
in the Flight Information Handbook and Aeronautical Information Manual
(AIM).
c. If conducting GCAs in IMC at KNDZ comply with section 9.9.1
and ensure controller issues lost communication procedures.
d.
If unable to establish VMC during a VFR-on-Top Departure:
(1) Prior to reaching VFR-on-top: If IMC, maintain last
assigned altitude and proceed direct to NSE approach IAF for the
active runway and execute the approach.
(2) After reaching VFR-on-top and unable to return VFR to NSE,
proceed VFR to an NOLF or other airport as required. If unable to
land VMC, maintain the last assigned altitude and proceed direct to an
NSE approach IAF for the active runway and execute the approach.
7.4 UNINTENTIONAL/INADVERTANT IMC ENCOUNTER. The first and primary
concern of any pilot encountering IMC conditions should be to maintain
aircraft control. If VMC cannot immediately be regained, the pilot’s
second consideration should be to ensure adequate terrain and obstacle
clearance. If the presumed position places the aircraft at risk for a
collision with terrain or an obstruction, or if any doubt exists about
the aircraft’s position with regard to obstructions or terrain, the
pilot shall take action. This action may require, but is not limited
to, initiating an immediate climb to a safe altitude using maximum
allowable power and contacting air traffic control. After the
aircraft is above any immediate hazard the pilot shall comply with any
additional applicable procedures.
WARNING: Pilots should not delay a climb in order to attempt to
maneuver below IMC conditions or hesitate to declare an emergency if
doubt exists concerning the aircraft’s geographical position in
relation to obstructions and terrain.
7.5 CONTROLLED EJECTION AREA. The purpose of the Controlled Ejection
Area is to provide aircrew a known position during controlled ejection
to aid in the safe dumping of the aircraft and the resulting search
and rescue (SAR) efforts. The Controlled Ejection Areas are defined
as a 2NM radius around two geographic points: 1) Over water is N 30’28
W87’00, also defined as the CEW 215R at 28 DME and is labeled “EJECW”
7-4
A-6 EMERGENCY PROCEDURES
d. If distressed aircraft can maintain minimum of 210 knots, lead to suitable airport as
directed by the controller.
e. If distressed aircraft cannot maintain minimum of 210 knots, lead the aircraft, as
recommended in 3.c. above, to the location directed by the controller.
f.
If the interceptor must leave the distressed aircraft.
(1) If the interceptor turns its lights from steady to blinking for 15 seconds, then
breaks formation with lights blinking (night) or wings rocking (day), the distressed aircraft should
continue on course.
(2) If the interceptor turns its lights from steady to blinking for 30 seconds, then back
to steady and breaks formation with lights on steady (night) or fishtails (day), the distressed
aircraft should resume distress orbit.
5.
TWO-WAY RADIO FAILURE
a.
FAA PROCEDURES
(AIM, FAR 91.185)
(1) IFR FLIGHT PLAN
(a) During two-way radio communications failure, when confronted with a situation
not covered in the regulation, pilots are expected to exercise good judgment in whatever action
they elect to take. Should the situation so dictate, they should not be reluctant to use the
emergency actions contained in flying regulations.
(b) In areas of FAA jurisdiction, should the pilot of an aircraft equipped with a
coded radar beacon transponder experience a loss of two-way radio capability, the transponder
should be adjusted to reply on Mode 3/A, Code 7600.
(c) Pilots can expect ATC to attempt to communicate by transmitting on guard
frequencies and available frequencies of navaids.
(d) VMC - If able to maintain flight in VMC continue flight under VFR and land as
soon as practicable and notify ATC. It is not intended that the requirement to "land as soon as
practicable" be construed to mean "as soon as possible". The pilot retains his prerogative of
exercising his best judgment and is not required to land at an unauthorized airport, at an airport
unsuitable for the type of aircraft flown, or to land only minutes short of his intended destination.
The primary objective of this provision is to preclude extended IFR operations in the air traffic
control system in VMC. When operating "on top" and unable to descend VMC prior to destination,
the procedures contained in paragraph (e) below apply.
(e) IMC - If VMC is not encountered, continue the flight according to the following:
1. ROUTE
(FAR 91.185)
a.
By the route assigned in the last ATC clearance received;
b. If being radar vectored, by the direct route from the point of radio
failure to the fix, route, or airway specified in the vector clearance;
c. In the absence of an assigned route, by the route that ATC has advised
may be expected in a further clearance; or
d. In the absence of an assigned route or a route that ATC has advised
may be expected in a further clearance, by the route filed in the flight plan.
2. ALTITUDE - At the highest of the following altitudes or flight levels for the
route segment being flown:
EMERGENCY PROCEDURES A-7
a.
The altitude or flight level assigned in the last ATC clearance received;
b. The minimum altitude (converted, if appropriate, to minimum flight
level) for IFR operations (see Section B, Altimeter Changeover Procedures); or
c.
The altitude or flight level ATC has advised may be expected in a
further clearance.
NOTE - The intent of the rule is that a pilot who has experienced two- way radio failure should
select the appropriate altitude for the particular route segment being flown and make the
necessary altitude adjustments for subsequent route segments. If the pilot received an "expect
further clearance" containing a higher altitude to expect at a specified time or fix, maintain the
highest of the following altitudes until that time/fix:
(1) the last assigned altitude, or
(2) the minimum altitude/flight level for IFR operations.
Upon reaching the time/fix specified, the pilot should commence climbing to the altitude advised
to expect. If the radio failure occurs after the time/fix specified, the altitude to be expected is not
applicable and the pilot should maintain an altitude consistent with a. or b. above.
If the pilot receives an "expect further clearance" containing a lower altitude, the pilot should
maintain the highest of 1 or 2 above until that time/fix specified in paragraph 3. LEAVE
CLEARANCE LIMIT, below.
3. LEAVE CLEARANCE LIMIT.
a. When the clearance limit is a fix from which an approach begins,
commence descent or descent and approach as close as possible to the expect further clearance
time if one has been received, or if one has not been received, as close as possible to the expected
time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.
b. If the clearance limit is not a fix from which an approach begins, leave
the clearance limit at the expect further clearance time if one has been received, or if none has been
received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins
and commence descent or descent and approach as close as possible to the estimated time of
arrival as calculated from the filed or amended (with ATC) estimated time enroute.
4. RADAR APPROACHES - initiate lost communications procedures if no
transmissions are received for approximately one minute while being vectored to final, 15 seconds
while on ASR final approach, or five seconds while on PAR final approach.
(AIM 51-37, FAA 7110.65)
a. Attempt contact on a secondary frequency, the previously assigned
frequency, the tower frequency, or guard.
b. If unable to re-establish communications and unable to maintain VMC,
proceed with a published instrument approach procedure or previously coordinated instructions.
Change transponder to appropriate codes.
c. Maintain the last assigned altitude or the minimum safe/sector altitude
(emergency safe altitude if more than 25 NM from the facility), whichever is higher, until established
on a segment of the published approach.
5. AERIAL REFUELING
(FAA 7610.4)
a. Squawk Code 7600 for at least 2 minutes prior to exiting the Track or
Anchor. After exit, continue squawk in accordance with "Procedures for Two-way Radio Failure IFR/
VFR".
b. Tanker aircraft which have not received altitude instructions beyond the
exit point shall exit the Track or Anchor at the highest altitude in the clearance for the refueling
portion of the flight and proceed in accordance with "Procedures for Two Way Radio Failure IFRVFR".
CHAPTER NINE
T-6B PRIMARY INSTRUMENT NAVIGATION
905. RADAR APPROACHES
Radar approaches fall into two classes:
1.
Precision Approach Radar (PAR) approaches provide course, range, and glideslope
information.
2.
Airport Surveillance Radar (ASR) approaches provide course and range information only,
and are thus non–precision approaches.
906. PRECISION APPROACH RADAR (PAR)
Description. The PAR approach uses ground radar to vector the aircraft to a position to land.
You have been introduced to vectoring procedures during radar vectors to final approach course.
During the radar vector procedure, the approach controller used radar to direct the aircraft onto a
segment of a standard Instrument Approach Procedure. During a radar approach, the controller
directs the aircraft to a position from which a safe landing can be made.
Preflight – Radar instrument approach minimums are published in the front of FLIP Terminal
Instrument Approach Procedures (approach plates) and sometimes in the minimums section of
the approach plate. Published information includes the Decision Altitude (DA), weather
minimums, and glideslope angle. With glideslope angle and groundspeed, the pilot can
determine the rate of descent required to maintain glideslope on final using the rate of descent
table (also in the back of the approach plates).
Familiarize yourself with this information as part of your preflight planning when a radar
approach (PAR or ASR) is available at your destination or alternate.
For the purposes of illustration, consider the PAR approach to RWY 19L at NAS Meridian MS
(Figure 9-4).
NOTE
The T–6B is considered a single-piloted aircraft. OPNAV 3710.7
requires that single-piloted aircraft use 200’ ceiling/HAT and ½
mile/2400’ RVR as absolute minimums for instrument approaches.
Consider the above example. When you reach the published DA
of 417’ MSL, you will be at a HAT of 100’ AGL. In order to meet
the 200’ HAT absolute minimum, you must increase the DA. In
this case, an increase of 100’ is necessary. This would result in a
modified DA of 517’ MSL, resulting in a HAT of 200’ AGL. In
addition, the minimum visibility required to commence the
approach becomes ½ mile instead of the ¼ mile.
9-12 FINAL APPROACH PROCEDURES
T-6B PRIMARY INSTRUMENT NAVIGATION
CHAPTER NINE
Figure 9-4 Radar Instrument Approach Minimums
Procedure.
1.
Request vectors for the PAR. The following approach information will be provided by
ATC.
a.
Type of approach. “This will be a PAR approach to Runway 19L.”
b.
Altimeter setting.
c.
Ceiling and visibility if below 1000’ (or below highest circling minimum, whichever
is greater) or visibility less than 3 miles.
d.
Special weather observations.
FINAL APPROACH PROCEDURES
9-13
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.
NOTES
1.
Army and Navy 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.
9-14 FINAL APPROACH PROCEDURES
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