Briefing Guides
18FEB2008
T-44A Briefing Guides
EVENT: I4401
DISCUSS ITEMS: Precision approach procedures, precision approach landing transition, autopilot/flight
director usage.
Precision approach procedures –
The normal configuration point during the RI stage is approximately three miles prior to the FAF for nonprecision approaches or 1-½ dots below the glideslope on ILS precision approaches.
Single Engine Precision Approach. Once established on final and approaching the precision glideslope
[½ dot below glidepath (ILS) or at the “ten second gear warning” (PAR)], lower the flaps and gear and
complete the Landing Checklist; there should not be difficulty in maintaining 120 KIAS, fully configured,
when in the descent. Begin descent with sufficient power on the available engine to maintain glidepath and
airspeed; a strong crosscheck and appropriate controls will ensure that the aircraft doesn’t get low or slow.
NOTE: If at any time you are unable to maintain glidepath or airspeed, you may retract the flaps and/or
gear to eliminate drag. After re-establishing glidepath and airspeed, reconfigure and complete the Landing
Checklist again.
Single Engine PAR. Fly the single engine PAR in accordance with procedures described above in “Single
Engine Precision Approach.” Request a “ten second gear warning” (prior to descent) from the GCA final
controller to aid in configuring the aircraft.
An ILS or LOC approach is possible with no heading information either by utilizing radar vectors to final
or by executing a procedure turn if the IAP contains a LOM (locator outer marker; an NDB aligned on
course centerline). If radar vectors are not available, proceed direct to the LOM using NDB no heading
techniques. At station passage, make a timed turn to the desired intercept heading, rotate the course set
knob to the FAC and track the localizer course outbound using heading information supplied by the copilot and techniques discussed above for CDI tracking. NDB information (NH) will also be available and
can be used throughout the procedure turn to maintain SA and accomplish the course reversal using NDB
NH techniques. In either case, when the localizer “becomes alive” and starts to move off full deflection,
commence a timed turn to final. Once established inbound on the localizer and at the proper altitude, track
the localizer and glideslope as in a normal ILS or LOC approach using guidance from the needles/CDI.
Configure the aircraft as previously discussed.
Precision approach landing transition –
The transition from instrument to visual flight conditions varies with each approach. Pilots seldom
experience a distinct transition from instrument to visual conditions during an approach in obscured
weather. Obscured conditions present you with a number of problems not encountered during an approach
that is either hooded or has a cloud base ceiling. At the point where the hood is pulled or the aircraft breaks
out below the ceiling, the visual cues used to control the aircraft are usually clear and distinct, and there is
instantaneous recognition of the position of the aircraft in relation to the runway. With obscured ceilings or
partially obscured conditions, the reverse is usually true; visual cues are indistinct and easily lost, and it is
difficult to discern aircraft position laterally and vertically in relation to the runway. Preparation and
understanding are the keys to making the transition smooth and precise.
I4401
Based on MPTS Curriculum 2006 with Change 1 31 AUG 2006
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Briefing Guides
18FEB2008
Approach Lighting Systems. The approach lighting systems now in use, along with their standard lengths,
appear in the FIH. Each IAP chart indicates the type of approach lighting system by a circled letter on the
airport sketch. Actual length is shown on the airport diagram for any system, or portion thereof, that is not
of standard length. The IFR Supplement indicates availability of airfield, runway, approach, sequenced
flashing, runway end identification lights, runway centerline lights, and visual approach slope indicator. Be
familiar with the types of lighting installed on the landing runway. This means knowing more than just the
type of lighting system installed. A picture of what the lighting system looks like should be firmly
implanted in your mind. When viewing only a part of the lighting system, you should be able to determine
aircraft position relative to the runway.
No vertical Guidance. Instrument approach lights do not provide adequate vertical guidance to the pilot
during low visibility instrument approaches. Studies have shown the sudden appearance of runway lights
when the aircraft is at or near minimums in conditions of limited visibility often gives the pilot the illusion
of being high. Additionally, they show when the approach lights become visible, pilots tend to abandon the
established glidepath, ignore their flight instruments and instead rely on the poor visual cues.
Crosscheck. A recommended method to ensure against a dangerously high rate of descent and a short or
hard landing is to maintain a continuous crosscheck of the GSI or flight director and pay continuous
attention to PAR controller instructions as well as VVI and ADI indications. The pilot should establish
predetermined limitations on maximum rates of descent for the aircraft he or she will accept when landing
out of a low visibility approach. Exceeding these limits during the transition to landing should result in a
waveoff and missed approach in the interest of aircraft and aircrew safety. Knowing visual cues can be
extremely erroneous, the pilot must continue to crosscheck instruments and listen to the PAR controller's
advisories even after runway and/or approach lights have come into view. Most pilots find it extremely
difficult to continue to crosscheck their flight instruments once the transition to the visual segment has been
made, as their natural tendency is to believe the accuracy of what they are seeing, or they continue to look
outside in an effort to gain more visual cues. To successfully continue reference to VVI and/or GSI when
approach lights come into view, a scan for outside references should be incorporated into the crosscheck at
an early stage of the approach, even though restrictions to visibility may preclude the pilot from seeing any
visual cues. If such a scan is developed into the crosscheck, it will facilitate the recheck of flight
instruments for reassurances of glidepath orientation once visual cues come into view and the visual
transition is begun.
B. Side-Step Maneuver Procedures. Where a side-step procedure is published, aircraft may make an
instrument approach to a runway or airport and then visually maneuver to land on an alternate runway
specified in the procedure. Landing minimums to the adjacent runway will be higher than the minimums to
the primary runway, but will normally be lower than the published circling minimums. Examples of ATC
phraseology used to clear aircraft for these procedures are: “Cleared for ILS runway seven left approach.
Side-step to runway seven right.”
Begin Side-step. Pilots will not begin the side-step maneuver until past the FAF with the side-step runway
or side-step runway environment in sight. The side-step MDA will be maintained until reaching the point at
which a normal descent to land on the side-step runway can be started.
Lose Visual. As in a circling approach, if you lose visual reference during the maneuver, follow the missed
approach specified for the approach procedure just flown, unless otherwise directed. An initial climbing
turn toward the landing runway will ensure the aircraft remains within the obstruction clearance area.
I4401
Based on MPTS Curriculum 2006 with Change 1 31 AUG 2006
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Briefing Guides
18FEB2008
Autopilot/flight director usage – The flight director may be used independently or coupled to the
autopilot. If the flight director alone is utilized, the aircraft is flown manually using command bars as
guidance. The autopilot similarly may be used with or without the flight director. When the autopilot is
used alone, control the aircraft with the manual pitch wheel and roll knob. When coupled, the autopilot
controls the aircraft using commands generated by the flight director. Touch control steering may be used
anytime the autopilot is engaged. Power levers must be adjusted manually to obtain desired performance.
The pilot must continually monitor autopilot performance and be alert to deviations. Never rely exclusively
on the autopilot. Disengage the autopilot by depressing the AP/YD disconnect switch on the yoke to the
first detent or the go around button on the power levers and take over manually if required. Minimum
altitude for autopilot use is 200 feet above terrain. Use the NATOPS manual procedures for operation of
the flight director and autopilot. Note the following:
• Confirm all appropriate annunciator lights are illuminated during use of AP/FD.
• During autopilot operation, pilot must be seated at the controls with seatbelt fastened.
• The autopilot will roll to bank angles up to 30°.
• When the autopilot is coupled, select HDG (with the bug on the nose) prior to changing NAVAID
frequencies. This will prevent sudden turns as the aircraft attempts to intercept a new navigation course.
NOTE: The autopilot may be utilized as desired after initial introduction, at the instructor’s discretion. Do
not expect to be allowed to use it unless conducting extended airway navigation (cross-country) or it is
called for in the syllabus.
Coupled Approach. Follow procedures in the NATOPS manual. If autopilot coupled operations are to be
conducted, advise the ATC approach controller as soon as practical, but not later than the FAF. This will
allow time for the appropriate ILS critical area to be cleared or an advisory issued. The advisory used by
controllers will be: “localizer/glide slope signal not protected.” In this case, be alert for unstable or
fluctuating ILS indications that may prevent an autopilot coupled approach. Continually monitor autopilot
performance and remember, you must configure the aircraft manually and control the airspeed with the
throttles.
NOTE: The boundary of the ILS critical area is identified by the “double-runged ladder” marking (see
chap 2 in the AIM) painted on the taxiway; also, a sign with an inscription “ILS” in white on a red
background will be installed adjacent to the taxiway. This should be used as the runway holding position
when the ceiling is less than 800' and/or visibility is less than 2 miles or when directed by ATC.
I4401
Based on MPTS Curriculum 2006 with Change 1 31 AUG 2006
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