Gerber Gouge Fams

Ri 2s
1. Discuss:

a. Oil system malfunctions

1) Fluctuating oil pressure

Because of the design and installation of the oil pressure transmitting and indicating system, minor fluctuations of oil pressure may be noted by the pilot with a normally functioning engine oil system. A vibrating needle or minor fluctuations of pressure with a steady mean, where extremes of needle movement remain within the normal range and do not exceed +5 psi, are acceptable when no secondary indications of engine malfunction are observed. With fluctuations greater than plus or minus 5 or outside the normal range, accomplish the following procedures:

a) PEL - EXECUTE (utilize a maximum of 850 ft-lb torque and avoid
unnecessary PCL movements).

2) Low/high oil pressure or high oil temperature

If the oil pressure drops below 65 psi at power settings above 75% N1, rises above 80 psi, or oil temperature exceeds 100 C, accomplish the following procedures:

            a) PEL - EXECUTE (utilize a maximum of 850 ft-lb torque and avoid
               unnecessary PCL movements). Refer to section 2.c. below for
               PEL procedures.

3) Chip detector caution light illuminated in flight

A magnetic chip detector is located at the bottom of the RGB to provide the pilot with a warning signal for metal particles in the oil and possible engine failure. The chip detector is a dual-element probe with one probe magnetized and connected to a DC potential and a second element comprised of an insulated wire to the fault circuit. The detector is exposed to the oil flow, and functions as a normally open switch. If a large metal chip or mass of small metal particles bridges the detector gap, a circuit is completed, illuminating the flashing MASTER CAUTION light and a yellow CHIP light on the annunciator panel.

a) PEL - EXECUTE (utilize a maximum of 850 ft-lb of torque and avoid unnecessary PCL movements)

WARNING - Torque indications may be erroneous because of reduction gearbox failure. Careful attention should be given to rate of descent, and to rate of climb, setting PCL as required to maintain proper PEL profile.

NOTE - For comparison purposes only, an 850 ft-lb climb on a standard day should yield an approximate minimum rate of climb of 1,200 fpm (clean), 700 fpm (gear down). If indicated climb rates are significantly lower, suspect erroneous torque indications and increase power cautiously to achieve proper airspeed/VSI combination.

Closely monitor engine instruments for secondary indications of rising ITT, high oil temperature, and/or fluctuating oil pressure. If secondary indications of engine failure occur while on or above ELP profile, consideration shall be given to securing the engine.

            If engine failure/mechanical malfunction occurs:
            b) Condition lever - FUEL OFF
            c) Emergency fuel shutoff handle - PULL
            d) Execute appropriate engine failure procedures

NOTE - Illumination of the magnetic CHIP detector light indicated that metal particles are present in the propeller reduction gearbox.

4) Torque sensing system failure (AC LIES AND DC DIES)

If erroneous torque indications are suspected or torquemeter reads zero, reduce power to assure torque below limit. Monitor instruments and land as soon as practical.

If you have no secondary indications of possible AC failure (26Vac), utilize the fuel flow indicator and N1 to determine where you should place your PCL. I recommend using a fuel flow of no more than 250 pph and N1 83-87%

The torquemeter sense switch located in the reduction gear box measures the amount of torque applied to the propeller shaft by measuring the oil pressure. If pressure drops to 240 (+60), the autoignition light goes out and the ignition light comes on.

Torquemeter oil pressure is routed to three power plant accessories: the torque limiter, autoignition sense switch, and the torque transmiter. The torque transmitter, located on the reduction gearbox flange, converts the torquemeter oil pressure to a 26Vac electrical signal to operate the torque indicators in the cockpits.

5) Practice PEL Procedures

a) TURN toward the selected field

            b) CLIMB if not at DEGA(D/2 x 1000 + 2500 + FE), 120 kt climb
                   using 1,015 ft-lbs (850 if oil related). Accelerate if
                   unable to climb due to clouds/aircraft; descend if at or
                   above DEGA (200 ft-lbs, 100 kt glide). In an actual
                   emergency you’ll use a 100 kt climb.

To compute DEGA:

Example: You are 8 miles from Barin, field elevation is 100 ft

(8/2) x 1000’ = 4000’ + 2500’ (high key alt) + 100’ (FE) = 6600’

c) CLEAN with gear and flaps up and report (unless fuel or
fume related emergency)

ICS “AIRCRAFT CLEAN”

d) CHECK engine and flight instruments

e) DETERMINE the duty runway

CH X “(field name), landing”

the field replies:

“field name), landing (#)”

f) DELIVER PAN voice report using ISPI format

            ICS (UHF if actual) “PAN-PAN, PAN-PAN, PAN-PAN, 6E123, FUEL
                PRESSURE LIGHT IN FLIGHT, 8 MILES WEST OF BREWTON AT 5500
                FEET, I INTEND TO EXECUTE A PEL TO RUNWAY 32”

g) REDUCE torque to 200 ft-lbs and transition to a 100 kt
glide when DEGA point is made.

h) APPROACH high key and report when 2 miles out (high key +
1000’)

            CH X “BARIN RDO, 6E123, APPROACHING HIGH KEY FROM THE
                 (direction), PRACTICE PEL, RUNWAY 32, DUAL (or SOLO), FAM
                 4”

i) LOWER gear prior to high key

j) REPORT landing checklist

            ICS “HARNESS LOCKED, GEAR THREE DOWN AND LOCKED, BRAKES PARKING
                BRAKE OFF, BRAKES PUMPED FIRM, ENGINE INSTRUMENTS CHECKED,
                LANDING LIGHTS ON”

k) HIGH KEY (2500’ AGL, 100 KIAS, ¼ WTD from runway)

CH X “BARIN RDO, 6E123, HIGH KEY, RUNWAY 32”

l) CROSSWIND (2000’ AGL, 100 KIAS)

m) LOW KEY (1200’, 100 KIAS, 2/3 WTD)

CH X “BARIN RDO, 6E123, LOW KEY (or PATTERN LOW KEY), GEAR DOWN
AND LOCKED”

n) FLAPS if required and the field is made

o) 90 POS (600-800’ AGL, 90 KIAS [if flaps are down, otherwise
just slow to 95 kts])

ICS “GEAR DOWN, FLAPS (UP/DOWN), LANDING CHECKLIST COMPLETE”

p) FINAL (1200-1500’ straight-away, 90/95 KIAS)

ICS “GEAR DOWN, PADDLES CHECKED”

b. Timing adjustments - FAF to MAP

2. Demonstrate:

a. Non-radar environment comm procedures

3. Introduce:

a. Clearance and departure (SID)

An instrument departure is a procedure used to effect a safe climbout from an airport under instrument conditions and to provide safe separation between aircraft. There are basically two types of departures, Radar departures and Standard Instrument Departures (SID).

A radar departure is a procedure which may use radar vector instructions or allow aircraft to proceed direct to either the first point in the flight plan or intercept an airway, instead of using published (SID) courses to provide safe climbout and separation. Many military and civilian fields have no published SID’s. When departing these airports, the pilot generally files direct to the nearest fix along his intended route of flight. Placing the note, “Request radar departure” in the remarks section of the DD-175 informs ATC that you can accept radar vectors.

A SID, on the other hand, is a pre-planned, coded IFR departure route. It provides the following advantages:

1) Graphic portrayal of departure route.

2) Reduces time delay and radio comms required to issue clearances.

        3) Provides approved ATC departure route clearance in the event of
            radio failure.

        4) Can be designed to support noise abatement programs.

Departure plates: Planning for the route of flight is an integral part of preflight preparation. Once the appropriate SID has been selected, its name and number are entered in the route of flight block of the DD-175 military flight plan. DOD FLIP “SID” publications and Approach plates provide a ready reference to standard Instrument Departures at various airports. Always consult NOTAMS for any changes. Since, in most cases, the pilot can expect ATC to issue his clearance as filed, it is advantageous to utilize a SID because it enables him to anticipate his instructions. The departure plate must be studied thoroughly for heading, courses, and altitude restrictions. See the text pages 3-8 through 3-11 for examples of SID’s.

NOTE - If the pilot does not possess a charted SID or does not wish to use a SID, he is expected to advise ATC. This may be accomplished by filing “NO SID” in the remarks section of the flight plan or by verbally advising ATC.

SID procedures come in two basic forms:

1) Pilot Navigation (Pilot NAV) SIDs: established where the pilot is primarily responsible for navigation on the SID route.

2) Vector SIDs: established where ATC will provide radar navigational guidance to a filed/assigned route or a fix depicted on the SID.

Procedures:

1) Request a “SID” in the “Route of Flight” section of the flight plan.

2) Place your clearance on request. If the airport has a Clearance Delivery, contact them, otherwise contact Ground Control.

NOTE - Be ready to copy your clearance. If Clearance Delivery does not have your clearance immediately available, contact ground to taxi to the runup or duty runway. It is the pilot’s responsibility to reestablish contact with Clearance Delivery to copy the clearance.

NOTE - Primary SNA’s make this call over ICS to the instructor.

NOTE - Obtain ATIS information if available and include the alphabetical code word in your initial call for taxi (i.e., with information Delta). ATIS frequencies are listed in FLIP instrument approach plates, and the IFR Enroute Supplement. If ATIS information is not available, state “…with negative information.”

For Whiting SNA’s where no Clearance Delivery is available, you could expect a comm exchange similar to the following:

PILOT: “NORTH GROUND, NAVY 6E123, TAXI, IFR TO (destination), WITH
INFORMATION DELTA, CLEARANCE ON REQUEST.”

GROUND: “NAVY 6E123, NORTH WHITING GROUND, TAXI TO RUNWAY 05, TIME IS
NOW 28, CLEARANCE ON REQUEST.”

PILOT: “NAVY 6E123, ROGER.”

NOTE - Prior to taxi, review the airport diagram to determine how to correctly taxi to the active runway. If ever in doubt, request progressive taxi instructions from Ground Control.

NOTE - Do not read back altimeter settings, taxi instructions, wind and runway information to Tower Control except for verification or clarification.

3) Copy and read back IFR clearance

NOTE - It is the pilot’s responsibility to re-establish contact with Clearance Delivery to copy the IFR clearance if not already obtained.

GROUND: “NAVY 6E123, NORTH WHITING GROUND, CLEARANCE, ADVISE WHEN
READY TO COPY.”

PILOT: “NAVY 6E123, READY TO COPY.”

        GROUND: “NAVY 6E123, IS CLEARED TO ________ VIA THE -----________
                  DEPARTURE, ________ TRANSITION, VICTOR _____, TO
                  (destination), MAINTAIN (alt), DEPARTURE FREQUENCY WILL BE
                  -_____, SQUAWK _____.”

NOTE - Think of the above as the “ACDRAFT” format that was spoken of in RI-1S. In the real world, pilots are not required to read back the IFR clearance unless you need to clarify any portion of the clearance or are directed by ATC. However, because we are in a “training environment,” all Primary RI students are required to read back ATC clearances.

        PILOT:   “NAVY 6E123, IS CLEARED TO ________ VIA THE -----________
                  DEPARTURE, ________ TRANSITION, VICTOR _____, TO
                  (destination), MAINTAIN (alt), DEPARTURE FREQUENCY WILL BE
                  -_____, SQUAWK _____.”
        GROUND: “NAVY 6E123, YOUR READ BACK IS CORRECT. CONTACT TOWER FOR
                  TAKEOFF.”

4) Prior to takeoff, tune and identify the required radio facilities for the appropriate departure.

NOTE - VOR and TACAN stations are subject to line-of-sight limitations so you may be unable to receive them before takeoff. Therefore, leave the NAVAID audio switch forward until you have received a good ident.

5) Twist. Set the appropriate course in the IND-350. Check the VOR/TACAN switch in the correct position. The text has some examples on how to set your systems up on page 3-14 of RI FTI.

6) Set the assigned squawk in the transponder.

7) Contact Tower Control for takeoff.

NOTE - During RI’s, your instructor will call for actual takeoff clearance. During an actual IFR departure, you will switch to Departure Control frequency when directed to do so by tower, often as you taxi onto the runway for takeoff.

NOTE - OPNAVINST 3710.7 states “single-piloted aircraft shall not be required to change radio frequency and/or transponder code settings until reaching an altitude of 2500’ AGL except when the aircraft is to level off and operate at an altitude below 2500’.” In that event, changes will be made after level off.

NOTE - During departure, Tower may clear you to switch to Departure Control frequency with your takeoff clearance. Since single-piloted aircraft are not required to change frequencies below 2500’, Tower clears us to switch at our discretion with this clearance. Although cleared to switch to the departure frequency while taking the runway, to comply with local course rules, it is advisable to switch when airborne and clear of the pattern.

NOTE - Release instructions will be obtained from Ground or Tower Control. The release may contain the direction (left/right) and heading to turn to or possibly a “canned’ departure profile (i.e., “MADRE-1” at Navy Corpus).

PILOT: “NORTH WHITING TOWER, NAVY 6E123, HOLDING SHORT FOR IFR
RELEASE.”

NOTE - If you already have release instructions, then the call to Tower would be simply, “…takeoff.”

TOWER: “NAVY 6E123, ON DEPARTURE, TURN LEFT TO 010, CHANGE TO
DEPARTURE. WINDS ARE 350 AT 10 KNOTS. CLEARED FOR TAKEOFF.”

PILOT: “NORTH WHITING TOWER, NAVY 6E123, ROGER, AFTER TAKEOFF TURN
LEFT TO 010. SWITCHING TO DEPARTURE. CLEARED FOR TAKEOFF.”

OR
TOWER: “NAVY 6E123, ON DEPARTURE, FLY THE MADRE-1, CHANGE TO
DEPARTURE. WINDS ARE 350 AT 10 KNOTS. CLEARED FOR TAKEOFF.”

PILOT: “NORTH WHITING TOWER, NAVY 6E123, ROGER, AFTER TAKEOFF FLY THE
MADRE-1. SWITCHING TO DEPARTURE. CLEARED FOR TAKEOFF.”

8) Crossing the holdshort line, complete the takeoff checklist.

9) As you instructor flies the takeoff and climbout, listen for the ident and observe the NAV flag in the IND-350 disappear. When directed by your instructor, install the instrument hood and establish your scan. At this point, the instructor will transfer control of the aircraft to you.

       10) Make initial contact with Departure Control once safely airborne and clear of the pattern using the following format (for syllabus training, this report will be delayed until the instrument hood is in place):

Non-radar environment -
        PILOT: “PENSACOLA DEPARTURE (or center), NAVY 6E123, OFF NORTH
                 WHITING FIELD PASSING ONE THOUSAND ONE HUNDRED FOR THREE
                 THOUSAND.”

DPC: “NAVY 6E123, PENSACOLA DEPARTURE, (other instructions).” (i.e., report altitude, switch frequency, report a NAVAID, etc.)

PILOT: “ROGER.”

Radar environment -
        PILOT: “PENSACOLA DEPARTURE (or center), NAVY 6E123, OFF NORTH
                 WHITING FIELD PASSING ONE THOUSAND ONE HUNDRED FOR THREE
                 THOUSAND.”

DPC: “NAVY 6E123, RADAR CONTACT.” (Departure may include other instructions as well such as report altitude, switch frequency, or report a NAVAID similar to the non-radar environment)

PILOT: “ROGER.”

11) Continue to fly the SID, with the appropriate transition. Anticipate a squawk and frequency change in accordance with local procedures.

a) Other considerations may include:

(1) Course interception may occur at any point during the climb or leveloff. Closely monitor the tail of the TACAN/VOR needle and CDI. Rate of intercept is determined by ground speed (GS), angle of intercept, and distance from the station (DME).

(2) Intermediate altitudes are often depicted on SID’s. Do not report these intermediate altitudes. Only report the final altitude you have been assigned (if requested by ATC).

12) Make a LEVEL OFF report as directed. This report is mandatory only if requested by the controller for either a Radar or Non-radar environment departure.

PILOT: “PENSACOLA DEPARTURE, NAVY 6E123, LEVEL THREE THOUSAND FIVE
HUNDRED.”

If directed, make an ATC frequency change and voice report as req’d:

DPC: “NAVY 6E123, PENSACOLA DEPARTURE, CONTACT JACKSONVILLE CENTER
(or approach) ON FREQUENCY . ”

PILOT: “NAVY 6E123, SWITCHING JACKSONVILLE CENTER ON . ”

13) Once complete with the SID and established on the airways, commence tracking procedures to your next nav point.

Common errors:

1) Forgetting to set up radios and transponder for the departure prior to takeoff.

2) Not setting up radios properly, i.e.:

a) Not twisting departure course into the IND-350, and not checking VOR/TACAN switch in the proper position.

b) Not switching to T/R position on TACAN, thus not receiving DME information on the NACWS CDU.

c) Not identifying the station you tune. You must always identify each station you tune by having the proper audio switch forward. Match the Morse Code of the station with that printer on the sectional chart.

d) Giving the “OFF” report in the wrong order.

e) Misreading the SID, setting up the wrong radial in the CDI.

3) Not performing a fuel/position check after leveloff. Remember that this check is still required every 15-20 minutes just as in previous stages. You should include an estimated position from the navigational facility in use, e.g., “ENGINE AND FLIGHT INSTRUMENTS CHECKED, FUEL QUANTITY, 300 POUNDS LEFT 310 POUNDS RIGHT, ON THE CRESTVIEW 270 RADIAL AT 10 DME.” Take whatever action is necessary to correct a fuel split IAW NATOPS.

b. Teardrop (TD) approach (2)

A teardrop approach makes the use of an outbound to inbound radial intercept maneuver to reverse course and establish the aircraft inbound on the intermediate and final approach course. The maneuver used to reverse the course in the procedure turn approach is optional, however, you must intercept and track the outbound course as well as the inbound course when a teardrop approach is depicted. Do not exceed the “remain within” distance (normally 10 nm - check the plate to be sure).

NOTE - In the FLIP Low Altitude Instrument Approach Procedures, most course reversal type approaches use a “barb” symbol to indicate the side to perform the maneuver. However, in the FLIP High Altitude Instrument Approach Procedures (IAPs), the teardrop maneuver is commonly used with penetration type approaches.

In the following example: assume clearance for the GLENVIEW NAS VOR or VOR/DME or TACAN-A approach has been received and you are proceeding to the IAF (see your text Figure 3-46):

Procedures:

1) At the IAF, indicated by station passage, execute the 6 T’s:

a) TIME - not required; time of commencing the approach is not reported to the controlling agency.

b) TURN - turn in the shortest direction to parallel the outbound course of 340 degrees.

c) TIME - start the clock’s sweep second hand for 3 minutes outbound timing when wings level or abeam the station, whichever occurs last.

d) TRANSITION - make a level speed change (LSC) to 120 kts by reducing power to 300 ft-lbs. Approaching 120 kts, lower the nose and descend at 120 kts unless the profile view does not show a descent at the IAF. In the latter case, adjust power to maintain level flight in slow cruise (450-500 ft-lbs).

e) TWIST

(1) Set the outbound course (340) in the IND-350.

NOTE - For a non-depicted teardrop approach, twist an outbound course 20 degrees offset from the published outbound course on the procedure turn or “barbed” side.

(2) Wait for the VOR needle to settle down.

(3) Note the number of degrees between the intended outbound course and the tail of the needle.

(4) Turn that many degrees away from the tail of the needle up to a maximum of 45 degrees beyond the outbound course.

(5) As the tail of the needle rises to the outbound course, turn to roll out on the course and track outbound.

(6) Try to expedite the above procedures so as to establish an intercept heading no later than 1 minute after the start of outbound timing.

f) TALK - give the appropriate voice report (if requested by ATC).

Non-radar environment:

If no descent is required between crossing the VOR outbound and
the procedure turn:

“PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND.”

If a descent is required after passing the VOR outbound:

“PENSACOLA APPROACH, NAVY 6E123, VOR OUTBOUND, LEAVING (alt).”

Radar environment:

Same as above.

NOTE - ATC may assign an altitude restriction. Maintain this altitude restriction until informed by ATC to delete the altitude restriction. At this time, descent to the altitude depicted on the approach plate.

2) Level off at procedure turn altitude (3000’)

a) 25’ prior to procedure turn altitude (3025’), add power smoothly towards 450-500 ft-lbs as you raise the nose to level flight.

b) Trim for 120 kts level flight.

c) Maintain procedure turn altitude and 120 kts until you are either established on the inbound course, or have a shallow intercept.

NOTE - A shallow intercept is defined as the aircraft heading within 30 degrees of the published inbound course.

NOTE - There is no specific point during the approach at which you will reach the procedure turn altitude. The amount of altitude you must lose is the determining factor.

3) After 2 ½ minutes of outbound timing, twist the inbound course into the IND-350 (143 deg).

4) At 3 minutes of outbound timing, execute a turn in the direction depicted (left). During the last half of the turn, note the position of the head of the needle.

a) If the head of the needle is not within 5 degrees of the inbound course, stop the turn with a 45 degree intercept. Do this by placing the inbound course (143) under the first 45 degree bench mark in the upper ½ of the RMI.

b) If the head of the needle is within 5 degrees of the inbound course, you may need to continue the turn and roll out with a double-the-angle intercept.

c) If you overshoot the final approach course, continue the turn and establish a double-the-angle intercept inbound.

5) Fly this intercept heading. As you intercept the inbound course, turn and track inbound. Utilize the CDI and RMI to note deviations from the desired course.

For the rest of the procedures, think “BLT WITH MAYO”
(B)AC, (L)ANDING CHECKS, (T)ALK, (M)ISSED APPROACH

6) Transition to the basic approach configuration (BAC) as follows:

a) If no further descent is necessary to minimum descent altitude (MDA) or final approach fix (FAF) altitude:

(1) Adjust power to 650-700 ft-lbs.

(2) Check airspeed less than 150 kts and lower the gear.

(3) Maintain 120 kts and retrim.

b) If a further descent is necessary to MDA or FAF altitude:

(1) Adjust power to 450 ft-lbs.

(2) Check airspeed less than 150 kts and lower the gear.

(3) Descend at 120 kts. If it appears that the MDA will not be reached prior to station passage, reduce torque to a minimum of 300 ft-lbs.

(4) Level off by adding power to 650-700 ft-lbs, 25 feet prior to FAF or MDA altitude.

c) Report the landing checklist, item by item, to your instructor over the ICS (may be accomplished in the descent). Flaps will remain up until the runway environment is in sight and a safe landing can be accomplished. Continue to monitor the navigation instruments while performing the landing checklist. Landing lights will be turned on for all instrument approaches.

7) Report procedure turn inbound after the transition to BAC. This report is given only when requested by the controller.

Non-radar environment:

“PENSACOLA APPROACH, NAVY 6E123, PROCEDURE TURN INBOUND.”

If you have been handed over to Tower frequency:

        “REGIONAL TOWER, NAVY 6E123, PROCEDURE TURN INBOUND, GEAR DOWN AND
        LOCKED.”

        Radar environment:

Same as above.

NOTE - There are essentially two kinds of approach procedures that may be required once the procedure turn is completed. One type uses a radio facility/FAF that is not located at the field (Fig 3-6). The other type has no FAF, and the radio facility (and MAP) is located at the field (Fig 3-47).

IF THE RADIO FACILITY/FAF ARE NOT LOCATED AT THE FIELD (FIG 3-46)

8) Maintain the aircraft on the inbound course to the station at the minimum altitude depicted. This will be the FAF altitude.

NOTE - BAC and landing checklist shall be accomplished and missed approach instructions reviewed prior to the FAF.

9) The procedures at the FAF are designed to allow the aircraft to be flown safely to the field at the lowest possible altitude until further descent is authorized.

a) At the FAF perform the 6 T’s:

(1) TIME - start the clock second sweep hand (4 min 30 sec)

(2) TURN - to parallel the final approach course (143)

(3) TIME - not required.

(4) TRANSITION - initiate descent towards the MDA by reducing power to 450 ft-lbs and lowering the nose slightly, maintaining 120 kts on the final approach course. Comply with published altitude restrictions.

NOTE - Be sure you are using the correct minimums for the duty runway in use.

(5) TWIST - the final approach course (143) in the IND-350. Intercept and track the final approach course.

(6) TALK - give the required voice report (ensure you have made any required frequency change):

Non-radar environment:

“REGIONAL TOWER, NAVY 6E123, FINAL APPROACH FIX INBOUND, GEAR
DOWN AND LOCKED.”

Radar environment (no report is given unless requested by ATC):

Same as above.

NOTE - The name of the FAF may be used, if there is a name (i.e., BRENT
INBOUND.”

NOTE - It is the pilot’s responsibility to give a “wheels down” report after lowering the landing gear prior to landing. The “FAF INBOUND” report is a good place to accomplish this.

b) Utilize tracking procedures to fly the final approach course inbound to the field.

c) Level off at the MDA (1280’ or 1140’)

NOTE - Some approaches have progressively lower stepdown altitudes; level off at each stepdown altitude until the indicated DME point, then continue descent until the next stepdown altitude or MDA.

(1) 25’ prior to the MDA (1280’ or 1140’) add power smoothly towards 650-700 ft-lbs as you raise the nose to the level flight attitude.

(2) Trim for 120 kts level flight.

(3) Maintain 120 kts and MDA on the final approach course.

d) At the end of the station-to-field timing (4:30), or the (missed approach DME point [9nm]), if the field is in sight and the aircraft is in a position to make a safe landing, descent below the MDA is authorized. If both conditions are not met, execute a missed approach per the plate.

IF THE RADIO FACILITY IS LOCATED AT THE FIELD (FIG 3-47)

8) Maintain the aircraft on the inbound course to the station at the minimum altitude depicted. This will be the MDA.

NOTE - If it appears that the MDA will not be reached prior to station passage, torque may be reduced to a minimum of 300 ft-lbs on all low altitude instrument approaches. Monitor the increased rate of descent and start a level off at a proportionally higher altitude (i.e., lead with 100’ instead of the normal 25’ for level off).

NOTE - BAC and landing checklist shall be accomplished and missed approach instructions reviewed prior to station passage.

9) TALK - Give the required voice report as requested by ATC. Ensure you have made the appropriate frequency change.

Non-radar environment:

“PENSACOLA APPROACH, NAVY 6E123, PROCEDURE TURN INBOUND.”

If you have been handed over to Tower frequency:

“REGIONAL TOWER, NAVY 6E123, PROCEDURE TURN INBOUND, GEAR DOWN AND
LOCKED.”

Radar environment:

Same as above.

10) You may descend below the MDA if (1) the field is in sight, and (2) the aircraft is in a position to make a safe landing. If both conditions are not met by the time of station passage, execute a missed approach.

c. Missed approach (2)

A missed approach is a procedure used to discontinue an instrument approach in the event visual contact has not been established or the aircraft is not in a position to make a safe landing. Your primary concern, if unable to land, is to climb to a safe altitude. Therefore, establishing and maintaining a positive rate of climb should be your first reaction if a missed approach is commenced. Your second reaction should be to turn the aircraft (if required) to intercept the missed approach course or to the designated heading. There could be a huge mountain ahead of you!!!

The missed approach procedures are found in the profile view of the approach place. At some point prior to reaching the FAF, or between the completion of a procedure turn and station passage, if no FAF is used; the student shall review the missed approach instructions.

1) Missed approach prior to the FAF:

If executing a localizer approach and full scale deflection of the CDI occurs PRIOR to the FAF, do not descend below the FAF altitude, inform ATC and follow ATC instructions.

If executing a VOR or TACAN approach, and full scale deflection of the CDI occurs PRIOR to the FAF, the pilot should make every attempt to return back onto course. However, if the pilot elects to execute a missed approach prior to the FAF, do not descend below the FAF altitude and inform ATC.

2) Missed approach between the FAF and MAP:

If executing a localizer approach and full scale deflection of the CDI occurs at any time between the FAF and the MAP, the pilot shall IMMEDIATELY climb to either the minimum safe altitude (MSA) or depicted missed approach altitude (or altitude ATC has assigned in the event of a missed approach), maintain your present heading, and IMMEDIATELY inform ATC. Follow instructions provided by ATC.

If ATC directs the pilot to execute a missed approach, comply with missed approach instructions. If the pilot elects to execute a missed approach prior to the missed approach point and the aircraft is TRACKING inbound on the final approach course, continue to track inbound to the missed approach point at or above the MDA. At the MAP, execute a missed approach.

If executing a VOR or TACAN approach, and full scale deflection of the CDI occurs between the FAF and MAP, the pilot shall make every attempt to re-establish the aircraft back on the final approach course. If an intercept can not be safely established and the pilot elects to execute a missed approach, begin an IMMEDIATE climb to either the MSA, depicted approach altitude, or altitude ATC has assigned in the event of a missed approach, and continue to fly the intercept heading and inform ATC. Follow instructions provided by ATC.

Procedures:

At the missed approach point, if the field is not in sight, or a safe landing can not be made, execute a missed approach as follows:

1) Increase power to max allowable (not to exceed 1015 ft-lbs).

2) Raise the nose to a positive climbing attitude (approx 6-8 deg).

3) Check for a positive rate of climb (check the altimeter and VSI).

4) Check the airspeed at or below 120 kts and raise the landing gear.
Turn the landing lights off as well.

NOTE - If executing a missed approach with the gear and flaps down such as a PAR, ASR, or FF landing the procedures are:

a) Increase power to max allowable.

b) Raise the nose to 4 degrees up.

c) Check for a positive rate of climb on altimeter and VSI.

d) Check airspeed at or below 120 kts, raise gear, then flaps.

e) Raise the nose to 6 degrees up to prevent a descent as the
flaps retract.

f) Upon reaching 120 kts, proceed as follows:

5) Maintain 120 kts, trimming as required, and start a standard-rate turn toward the missed approach course or heading. Stay on the attitude gyro and maintain the climbing attitude (6-8 degrees up).

6) Establish an appropriate intercept to the missed approach course or continue the turn to the designated heading. The missed approach course may be twisted in the CDI when comfortably established in the missed approach.

NOTE - If the missed approach is taken over the facility, use over-the-station intercept (OSI) procedures.

7) Report missed approach to Tower (or Approach Control if no tower):

Non-radar environment:

“REGIONAL TOWER, NAVY 6E123, MISSED APPROACH, (reason for missed
approach).

Radar environment:

Same as above.

NOTE - You may delay contacting Tower or Approach Control until comfortably established in a wings level climb, on assigned heading, or with an intercept established for the missed approach course.

8) Level off at missed approach altitude.

a) 200’ prior, commence the transition to level off.

b) Lower the nose toward the level flight attitude and accelerate toward normal cruise (trim left and down).

c) 2-3 kts prior to normal cruise airspeed (150 kts), reduce power to 600-650 ft-lbs and retrim.

NOTE - It is possible to intercept the missed approach radial while still in the climb. Monitor the tail of the needle and the CDI. If the CDI begins to center, turn the aircraft to intercept the radial and begin tracking procedures.

9) If directed to contact Approach Control, inform them of you missed approach and state your intentions

a) Request the same approach. If you flew a bad approach due to your own poor basic airwork, you might request clearance to fly the same approach again.

b) Request a different approach with lower mins, such as a PAR approach. For example:

“PENSACOLA APPROACH, NAVY 6E123, MISSED APPROACH, REQUEST
CLEARANCE FOR A TACAN RUNWAY 35 APPROACH.”

c) Request clearance to your alternate. If weather and/or fuel considerations dictate, you must proceed to your alternate. Request clearance using the “DRAFT” format (used in both the radar and non-radar environment).

            Destination     -(self explanatory)
            Route      -either “direct to” or route specific
            Altitude     -appropriate for direction of flight

            Fuel remaining -time to flameout, based on 200 pph fuel
                             flow. Also known as fuel exhaustion time.
            Time enroute    -estimate to your alternate

NOTE - Once the missed approach procedures are complete, you should update the weather at your alternate to insure it is at or above the required minimums.

PILOT “PENSACOLA APPROACH, NAVY 6E123, MISSED APPROACH, FIELD
NOT IN SIGHT, REQUEST.”

APC “NAVY 6E123, GO AHEAD.”

            PILOT   “NAVY 6E123, REQUEST CLEARANCE TO MY ALTERNATE MOBILE
                     REGIONAL AIRPORT, VIA DIRECT PENSI, V241, SEMMES, REQUEST
                     4000, 1+15 FUEL REMAINING, 0+25 ENROUTE.”

NOTE - Compute fuel remaining by dividing total fuel on board by your current fuel flow at normal cruise (i.e., 250 left, 300 right = 550 total divided by 200 PPH = 2+45 hours to “splash.” Provide the controller with an approximation of your fuel remaining and update it if necessary once established enroute to your alternate.

NOTE - The 200 PPH fuel flow is a close approximation of your fuel flow at normal cruise power setting and will be used to determine your fuel remaining in the “DRAFT” report.

Common errors:

1) Scan. When you first execute a missed approach, stay on the gyro exclusively until the aircraft is clean and trimmed up. Raise the nose no more than 6-8 degrees above the horizon and your airspeed won’t get slow.

2) Letting the nose attitude drop when commencing the turn. This allows the airspeed to get fast and the climb rate to decay. Stay on the attitude gyro and maintain the climb attitude.

3) Not distinguishing between a depicted heading and a radial outbound type of missed approach. Remember, the latter is a form of the over-the-station intercept (OSI).

4) Not trimming as the aircraft accelerates to normal cruise.

5) Trying to contact Tower or Approach Control before comfortably established in the missed approach. But, then again, don’t wait an excessive amount of time to make your missed approach call either.

4. Practice:

    a. Radio equipment checkout
    b. ATC clearance
    c. Tracking
    d. Radial intercepts
    e. Over-the-station intercepts (OSI)
    f. Station passage