So, you learned to fly in Fams. You learned the instruments in BI's and RI's, and you have even soloed at night thanks to night Fams and seen strange hometowns and exciting places on a cross country. Now, you have made it to review stage, but what does that mean? Undoubtedly, you have heard that RI 25 -- RI 28 are the hardest flights in the syllabus. This is only half true. They are by far the most challenging flights, but you already have been exposed to all that you need to know for these flights. You should expect to make command decisions regarding the conduct of the flight, all the while the instructor will simulate emergencies, contingencies, ask systems knowledge, and sometimes even act as a copilot. In short, you are expected to act as a pilot in command. The biggest challenge in Review Stage though, is HEADWORK!

Before any review stage flight, ensure that you contact the instructor for any weight and balance problems and pre-flight planning scenarios. You can expect the review stage flights to take place in either San Antonio air-space or the Valley (Rio Grande) (although other locations like Laredo are also popular). In both areas, you will be tasked beyond your normal workload, while expected to Aviate Navigate and Communicate. The two main review stage areas have some quirks, and some students and instructors favor one or the other, however both are fair game for your 29X so you should see both equally. In San Antonio there is Pleasanton, Stinson, New Braunfels, Kelly AFB, and International. While well spaced from each other, the workload of the controllers tests the abilities of instructors as well as students. Try to listen hard to the radios and be prepared for the next approach as soon as possible. Most approaches will begin with radar vectors to the initial approach fix. This is to reduce the time spent holding aimlessly over random navaids. You should of course be flexible and always be ready with your next request. If possible get the info from the instructor before hand so that when the controller asks for it, there are no blank stares in the cockpit. Remember however, the instructor may make changes, and is still the instructor and not just ballast, so be prepared to go with the flow.

The Rio Grande Valley air traffic is less than that of San Antonio. The major conflict is the occasional "Cameron" and other T-44's. The confound of the valley is the proximity of the airports to one another, the use of front course to back-course approaches, and multiple Navaid approaches. The approaches will follow quickly and you had best pre-load the next expected approach or missed approach navaid early to avoid flying without navigation. You can expect approaches at Brownsville, Harlingen, and McAllen-Miller International. All have ILS, VOR, NDB, and back-course approaches. Be prepared for the infamous localizer back-course 35L at Harlingen and the NDB 13R at Brownsville. These approaches are usually given single-engine past the Final Approach Fix for the 35L and no-heading while on the TACAN arc for the 13R. Note that you arc off the VORTAC, then transition to the NDB final (coolness!) Also, the layout at Harlingen is a square and rather easy to confuse the left and right runways (stomp stomp). It is also easy to forget to set a way to ID the Initial Approach Fix on the back-courses so you should have the freq. ready to go (ahem!).

Remember if it's quiet in the cockpit, something will happen. Your best defense is to know your emergency procedures directly from Natops and the systems knowledge to back them up. These should be known cold, the way you know your name (believe me, it's easy to forget your name in the heat of the flight).

So what can you do to prepare? Study the FTI, Study the AIM/FAR, study the NATOPS. Study even when you aren't really studying. If you think you know it, it is all the easier to forget it. Above all, study with friends (Don't have friends? Well, we can only do so much…) it makes the time go, is a lot more fun, and it is amazing how smart that student next to you is, especially if he flew with your next instructor! The following pages should help organize your efforts. These numbers and procedures should look familiar, if not, guess what… time to study.
 

VOR and TACAN-
Frequency (VOR) 108.0 to 117.95 (108 to 111.95 localizers)
Accuracy: +/- 1°
Testing: ground +/- 4°, flight +/- 6°, 2 Navaid +/- 4°
Service Volumes: T-1,000 to 12,000- 25 NM

L-1,000 to 18,000- 40 NM
H-1,000 to 14,500- 40 NM
14,500 to 60,000- 100 NM
18,000 to 45,000- 130 NM

DME-
Accuracy: 0.5 miles or 3%
Range: 199 miles

NDB-
Frequency: 190 to 535 kHz
Service Volumes: MH- 25 NM
H- 50 NM
HH- 75 NM

Marker Beacons-
Frequency: 75 MHz
Pattern: 1,000 ft gives: 4 NM wide, 12 NM long
10,000 ft gives: 12 NM wide, 35 NM long

ILS-

Requires
A. Guidance information- localizer, glide slope
B. Range Information- marker beacon, DME
C. Visual Information- approach lighting, touchdown and centerline lights, runway lights
Localizer:
Range:
5° (700 ft wide at landing threshold) usable 10° at 18 NM and 35° at 10 NM
Specs:
2 overlapping cycles of 90 and 150 Hz
Uses odd tenths from 108.10 - 111.95 which are automatically paired with the glideslope and is located at far end of runway (back-course excepted)
Glideslope:
750 to 1,250 ft from approach end (down the runway), 250 to 650 ft offset (sideways) from the runway
3° and MM crossing at 200AGL and OM crossing 1,400AGL
Usable to 10 NM
DME:
May be used for back-course or in lieu of an OM
Compass Locator:
25 watts, 15 miles sometimes up to 400 watts with TWEB
Back-Course:
Only when certified (BC shown on Instrument Approach Plate)

PAR-Precision Approach Radar (Narrow Band) Provides azimuth and glideslope
  Range: 10 miles, 20° azimuth, 7° elevation
ASR- Airport Surveillance Radar
  Provides azimuth only, 360°, range varies by airport.

First of all, whenever the instructor requests a full procedure turn, expect a no heading approach. For this discussion we will use the VOR 13 at McAllen (p. 291.) Notice first that the approach is labeled 13 as opposed to a letter (TACAN A etc. which would denote circling only). Let's analyze this approach
 

• 1) Locate the Initial Approach Fix, since this is where you are flying to first. How would you identify it (CAUTION!! The NAVAID is not the Initial Approach Fix!), and what will you do once you get there?
• 2) Determine the initial approach course, always do a rough figure on how to time to intercept it no heading. What navaid should you use?
• 3) Note the PT turn direction and heading and the time to turn. If no heading be sure to request the instructor to time the approach as you will need the clock to time the turns.
• 4) Again, note the final approach course, is there a dog-leg or any funny setup?
• 5) Find the Final Approach Fix how will you ID it? Now, interpolate timing based on the predicted winds.
• 6) Now call for the approach checklist, or review it as necessary.

A)Radios and Navaids:
UHF and VHF: 118.5 preset VHF, 377.2 UHF, approach is active
VOR 1 and 2 set to 117.2,
TACAN: 119X
ADF:0388
Mkr Beacon: On (for Final Approach
Fix/Initial Approach Fix ID)
CDI, Set to nav to the Final Approach Fix.
You should switch to ADF to help with Situational Awareness initially
B)Altimeters:
BARALT-set as required
RADALT-set to 580 straight-in or 580 Circle.
Do not assume DME will fail, it may, but use it if you have it. If it fails, reset RADALT if required and your mind to the higher mins.
C)Crew: Keep it short but be thorough.
"This will be the VOR 13 Approach at McAllen,page 291, are you up? The Initial Approach fix is MISSI, course will be 314° outbound, Right Procedure Turn and back to 134 inbound to MISSI the Final Approach Fix. Final course will be 134° from MISSI inbound to MFE, missed approach is at .6 DME or 2:45 on the clock. Step down altitudes are 2000 to the Final Approach Fix then to 580, our Minimum Descent Altitude. When we break out the field will be at 11:30 to 12:00. The field elevation is 107 feet, runway is long enough and wide enough for our touch and go with sequenced approach lighting and a displaced threshold *. Missed approach instructions are 1000 feet, left 2000 feet direct MFE and hold. Review the missed approach for me once FAC inbound. Once safely on deck, standard touch and go brief applies **. Minimum Safe Altitude is 2000 for the Final Approach Course, 2600 on the missed. Any questions?"
*-Check fuel weight and be sure you are safe to land on the first pass. If a PAR at NGP, or ILS at CRP is your first approach, you may need to low approach only.
**-Recite a Touch and Go Brief before the first Approach
• 7) Remember the 6 T's do them at every turn!
A)Time: Note arrival time (for holding etc.)
B)Turn: Shortest direction to IAC (314°)
C)Time: Start Clock wings level/abeam (1min)
D)Transition: Descend if necessary (to 2000)
E)Twist(ercept): To outbound course (again 314°)
F)Talk: Report outbound or holding.
• 8) Gear Must be configured by the Final Approach Fix or when PT Inbound with no Final Approach Fix unless single engine (which holds gear to field in sight when a safe landing can be made.)
• 9) Begin configuration 3DME prior to Final Approach Fix or when 1.5 dots above glideslope. If single engine, hold the gear but don't forget to slow to 120 KIAS before the Final Approach Fix.
• 10) For ILS when single engine, .5 dots above begin to configure. If you go to a localizer, clean up immediately, but little power up is necessary (about 100#.)
• 11) If at any time you are 1 dot below, or 2 dots above, or full needle deflection off of the final approach course, consideration must be given to a missed approach. If below localizers mins, climb at least to localizer mins to intercept glideslope or remain at localizer Minimum Descent Altitude, if full deflection and in close, turn to parallel, and if it does not start to re-center, climb toward the Minimum Safe Altitude (do not fly the missed approach until at the Missed Approach Point!)
• 12) Watch carefully all back-course localizers. The one at Harlingen is EXTREMELY sensitive. Disregard glideslope on back-course as well.
• 13) On PAR or ASR. Flaps on base, gear on final, absolutely before 5 miles from touchdown (glideslope intercept.) If single engine, remain clean and slow to 120 on final. Gear and flaps 10 seconds prior to glideslope, or prior to descent on ASR with recommended altitudes.
• 14) NDB Approaches, be patient. Allow the needle to settle down. The head will still fall and tail will still rise but will be relative to the nose of the airplane. Remember that the needle is pointing to the station always (as opposed to VOR/TACAN where it points to the true bearing). Make small corrections and hold them.
• 15) Gear and flaps should be held on NDB single engine
• 16) Ask for frequent heading checks when no heading.
• 17) Watch out for the TACAN 2 rwy 13 at Navy Corpus. It is left turn onto the arc, and a left turn onto final! DME will increase on final.
• 18) All approaches are shot at 150 KIAS until just before final or Procedure Turn inbound then at 120 KIAS.
• 19) Watch airspeed, be below 150 for gear call!
• 20) Ensure all Pubs are up to date!!

METRO:
 

• Icing-40° turn anti-ice on.

Classified as:
Trace- Barely Perceptible. Not hazardous
Light- Problems if over 1 hour.
Moderate- Anti-ice required.
Severe-Dangerous
• Turbulence-

Classified as:
Light-bump/strain against seat belt
Moderate-definite strain against belt
Severe-food service stops(diff. Control)
Extreme-structural damage possible
Chop- rhythmic bouncing
Reported as: Occasional- <1/3
Intermittent-1/3-2/3
Continuous-2/3<

A-18,000 to FL600:  IFR Only
B-(BUSY) Up to 10,000MSL 3MI vis, clear of clouds. 200KIAS in Class B, 250 under. Must be Licensed, use Mode C, and IFR equipment if for IFR flight, must be cleared into.
C- (CLUTTERED) to 4000AGL out to 5 miles, and 1200AGL to 4000AGL from 5 to 10 miles. Need 500 Below, 1000 Above, 2000 Horizontal, and 3MI vis. Mode C and 2 way comms to enter. 200KIAS
D- (DINKY) to 2500 feet and 4.4NM or 5SM. Same cloud and vis as class C. Need 2 way comms to enter.
E-(EVERYWHERE)
<10,000MSL need same as C&D cloud and vis.
>10,000MSL need 5 mile vis, and 1,000 above and below and 1 mile horizontal.
G- (Go for it)
<1200AGL-1mile vis and clear
>1200AGL <10000MSL 500below 1000above 1000horizontal 1 mile vis.
>1200AGL >10000MSL 1000below 1000above 1mile horizontal and 3 miles visibility night for <10000MSL 500,1000,2000,3miles.

0. RTFQ! ! !

1. Locate departure, destination , alternates in IFR charts, approach plates, IFR sup, and area charts if necessary

2. Check Wx for departure, destination and alternate:
IF for an ETA +/- 1 hour THEN…
Destination is greater than 3,000 and 3 miles No alternate required.
Destination is above mins but less than 3,000 and 3 miles Alternate must be mins plus 200 and ½ precision or 300 and 1 non-precision
Destination is below mins Alternate must be 3,000 and 3 miles

3. Pick alternate based on weather, AnA, and available approach

4. Read about departure/destination/alternate in IFR sup. ¡Read it carefully, highlight important data!

5. Transcribe departure/destination/alternate info to log (Including TTC Etc.)

6. Plot route and generate estimate of enroute/alternate distance and time

7. Determine and enter actual routes including CUS, distance, frequencies, and other important data about the route.

8. Locate and mark compulsory and other reporting points

9. Calculate wind corrected ground speed and ETE (Don't forget variation for true to magnetic!)

10. Calculate leg fuel and EFR

11. Sum distance, ETE, fuel

12. Compute fuel plan (1+2+3)=9 (4+5+6)=11 (Remember 10% Or 20 minutes max endurance for reserve.)

13. Fill in flight plan (Don't duplicate V## or use D)
(+10 minutes for ETE to alternate)
(include appropriate remarks)

Other: Fuel On Board is usually given, All CTW-4 T44's Are T44/R