1

I3105 WORKSHEET

Planned Route:

Takeoff: KNSE, RWY 5 Altitude: 6,000’ Airspeed 200 KIAS Destination: Mobile Regional via NSE1.PENSI V-198 BFM SQWID Approaches: KMOB VOR or TACAN-A (arcing) Alternate: KPNS via SAINT V-198 PENSI 3,000’

Syllabus Notes Shall be conducted under simulated night conditions Conducted in the OFT Expected to fly all maneuvers without the use of FMS navigation

o Left MFD will be set to Frequency page Discuss

a. Night Cockpit Setup

b. Arcing approach FTI Procedures Navigation to the IAF

o Airway/Radial o Feeder Fix o PTP o GPS

c. Circling Approach Obstacle clearance provided by Circling MDA Dimensions of the circling area

o Standard Circling area o Expanded circling area

Circling maneuvers HAA Verses normal landing pattern altitudes When descent below MDA is authorized Missed approach during circling maneuver

d. Airport Sketch Lighting Systems Runway Lighting Systems Approach Lighting Systems Pilot Controlled Lighting Visual Glideslope Indicators Airport Beacons

e. Hydraulic system malfunctions

T-6B Radio Instruments I3100 Block STUDENT GRADE SHEET DATE __________________ INSTRUCTOR __________________________ MEDIA: OFT VT- ________ BRIEF TIME: ________ NAME: ________________________________ EVENT:__________

# MANEUVER MIF I3101 I3102 I3103 I3104 I3105 13106 1 GENERAL KNOWLEDGE / PROCEDURES 3+ X X X X X X 2 EMERGENCY PROCEDURES 3+ X X X X X X 3 HEADWORK / SITUATIONAL AWARENESS 3+ X X X X X X 4 BASIC AIRWORK 3+ X X X X X X 5 IN-FLIGHT CHECKS / FUEL MANAGEMENT 3+ X X X X X X 6 IN-FLIGHT PLANNING/AREA ORIENTATION 3 7 TASK MANAGEMENT 3+ X X X X X X 8 COMMUNICATION 3+ X X X X X X 9 MISSION PLANNING/BRIEFING/DEBRIEFING 3+ X X X X X X 10 GROUND OPERATIONS 4 11 TAKEOFF 4+ X X X X X X 12 DEPARTURE 3+ X X X X X X 44 RADIAL INTERCEPTS 3+ X X X 45 POINT-TO-POINT 3+ X 49 HOLDING 2+ X X X X 50 ENROUTE PROCEDURES 2+ X X X X X X 51 ENROUTE DESCENT 2+ X X X X X X 52 HIGH-ALTITUDE APPROACH 2 53 TEARDROP APPROACH 2+ X 54 ARCING APPROACH 2+ X 55 HILO APPROACH 2+ X 56 PROCEDURE TURN APPROACH 2+ X 57 RVFAC APPROACH 2+ X 58 GPS APPROACH 2 59 PAR APPROACH 2+ X 60 ASR APPROACH 2+ X 61 VOR FINAL 2+ X X X 62 ILS FINAL 2+ X X 63 LOC FINAL 2+ X X 64 GPS FINAL 2 65 BACKUP FLIGHT INSTRUMENT APPROACH 2 66 CIRCLING APPROACH 2 67 MISSED APPROACH 2+ X X X X X X 68 TRANSITION TO LANDING / LANDING 3

NOTES: I3105 AND I3106 shall be under simulated night conditions. I3101-3 may be conducted in the UDT. During this phase of training, the student will be expected to fly all maneuvers without the use of FMS navigation. I3101 and I3102 shall only be scheduled as one event per day. DISCUSS ITEMS: I3101: Clearance and departure procedures, VOR procedure turn and teardrop approaches, 6T’s, FAF-to-MAP timing adjustments, VDP, and missed approach. I3102: Holding, HILO approaches, oil system malfunctions, shuttle descent, and intersections. I3103: PAR, ASR, IMC emergencies, and propeller malfunctions. I3104: RVFAC, ILS/LOC procedures, and fuel system malfunctions. I3105: Arcing, night procedures, night lighting, night cockpit setup, and hydraulics system malfunctions. I3106: SID / STAR, obstacle departure procedure, Trouble T, and obtaining IFR clearance from uncontrolled airports. DEPART ______________ ARRIVE ______________ SIDE # ______________ SIM TIME ___________

JPPT 1542.166B Rev 03/30/2017

(NSE1.PENSI) TC-004 (CAE) WHITING ONE DEPARTURE

ATIS 290.325

WHITING FLD NAS – NORTH (KNSE)

Milton, Florida,

CLNC DEL 257.775 GND CON 251.15 NORTH WHITING TOWER 121.4 / 306.925 PENSACOLA APP CON 127.35 / 278.8

Note: Chart not to scale

DEPARTURE ROUTE DESCRIPTION

TAKEOFF RWY 5/14: Climbing left turn to heading 010°. Passing 4200 turn left to intercept CEW R-263 to PENSI. Thence….

TAKEOFF RWY 23/32: Climbing right turn to heading 340°. Passing 4200 turn left to intercept CEW R-263 to PENSI. Thence…. ….Climb and maintain 6000 or ATC assigned altitude. Expect clearance to filed altitude 10 minutes after departure.

WHITING ONE DEPARTURE Milton, Florida (NSE1.PENSI) 24 JUL 18 WHITING FLD NAS – NORTH (KNSE)

21

BRATT

R-263

SIMULATOR USE ONLY

PENSI

TOP ALTITUDE: 6000

‒ ‒ •••‒ ‒•‒•

116.8 MVC 115

N31°27.56’ W87°21.15’ L-22, H-6, H-8

CRESTVIEW

V198-241

MONROEVILLE

115.9 CEW 106

N30°49.57’ W86°40.75’

‒•‒• • •‒ ‒

SAUFLEY 108.8 NUN ‒•

••‒ ‒•

SIMULATOR USE ONLY

348TWR

A5

A5

P

P

IAFSEMMES

115.3 SJI

Chan 100SJI 7

BFM 9.2

SAINT

1800

(7)

BROOKLEY

112.8 BFM

Chan 75

MSA SJI 25 NM

3100

062°

242°

CATEGORY B C DA

CIRCLING 680-1 461 (500-1)780-2

561 (600-2)

1801501209060Knots

Min:Sec

FAF to MAP 5.6 NM

5:36 3:44 2:48 2:14 1:52

MOBILE, ALABAMA (MOB)

VOR or TACAN-A

ELEV 219

1800

within 10 NM

Remain

1800

5.6 NM

900 2000

Chan

APP CRS

219Apt Elev

TDZE

Rwy Idg

115.3

100

MOBILE, ALABAMA

(MOB)

AL-267 (FAA)

ASR

N/AN/A

VORTAC SJIVOR or TACAN-A

SJI 5.6

UBACE

SAINT

MOBILE RGNL

MOBILE RGNL

GND CON UNICOM

122.95119.85

ATIS CLNC DEL

118.5 269.3 (CTAF)124.75 257.85

MOBILE APP CON MOBILE TOWER

118.3 239.0 L 121.9 348.6

T

104°

from FAF

104° 5.6 NM

284°

104°

30°41'N-88°15'W

104°

059°

239°

C521 (600-1 )

SJI VORTAC

TACCU

(IF)

428

SJI 5.6

UBACE

744

HIRL Rwy 15-33

MIRL Rwy 18-36

740-11212

R-242

R-140

(IAF)

SQWID

SJI 7

R-284

R-238

1800

NoPT

c r

A

SJI

7

SJI R-140

200°

hdg

540

480

380

365

to SAINT INT/BFM 9.2 DME and hold.

right turn to 2000 on heading 200° and SJI R-140

MISSED APPROACH: Climb to 900 then climbing

20086

Amdt 2B 20JUN19

36

33

15

18

8502 X 1

50

xx

4376 X 1

50

H

H

SE

-4, 26 MA

R 2020 to 23 A

PR

2020 SE

-4,

26 M

AR

202

0 to

23

AP

R 2

020

PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER EIGHT

816. ARCING APPROACH

General

Establish the aircraft inbound on the final approach course.

Description

An Arcing approach makes use of an arcing maneuver to position the aircraft inbound on an intermediate or final approach course. Arcing approaches are normally identified by VOR/DME or TACAN in the approach plate margin, indicating DME is required.

Procedure

The following procedures assume clearance for the VOR/DME Z or TACAN Z RWY 13R (KNGP) approach (Figure 8-10) has been received and you are proceeding direct to the IAF.

1. Approximately 5 NM prior to the IAF and commencing the approach, slow to 150 KIAS. At the IAF, execute the 6 T’s:

a. TIME - Not required.

b. TURN - To place the VOR bearing pointer at the 90º benchmark.

NOTE

Use Radial/Arc and Arc/Radial intercepts to make the turn onto and off of the arc.

c. TIME - Not required.

d. TRANSITION - Comply with altitude restrictions as required (no lower than 1600’

inbound from RYNOL to FAF).

e. TWIST - Ensure the inbound course (143º) is set in the CDI.

f. TALK - Give an appropriate voice report if required.

2. Anticipate interception of the final approach course (reference the bearing pointer and CDI). Use an appropriate lead radial for the 90 degree turn.

TERMINAL PROCEDURES 8-21

CHAPTER EIGHT PRIMARY INSTRUMENT NAVIGATION T-6B

NOTE

On some approach charts, a published lead radial (designated “LR-xxx”) is provided as an advisory point for turning onto the inbound course. These designated lead radials are based on an aircraft groundspeed of 200 knots and using a ½ SRT. For normal approach speeds of 150 KIAS compute the lead radial based on an SRT.

3. When within 5 NM of the FAF, make a level or descending transition to BAC, as required.

4. Once established inbound, comply with the remainder of the Low Altitude Instrument Approach Procedures.

Common Errors

1. Overshooting the arc or final approach course due to insufficient lead or slow scan of instruments.

2. Failure to descend to minimum altitudes for the various approach segments.

8-22 TERMINAL PROCEDURES

B-30 NATL/INTL FLIGHT DATA/PROCEDURES

8. PILOT CONTROL OF AIRPORT LIGHTING(AIM)

a. Standard FAA approved radio-controlled lighting systems consist of various combinations of approach or runway lights activated by a 3-step control responsive to 7, 5, and/or 3 microphone clicks in 5 seconds. This 3-step control will turn on lighting facilities capable of either 3-step, 2-step, or 1-step operation. The 3-step and 2-step lighting facilities can be altered in intensity while the 1-step cannot. All lighting facilities which are radio controlled at an airport, whether on a single runway or multiple runways, operate on the same radio frequency and are illuminated for a period of 15 minutes from the most recent time of activation. Lighting facilities may not be extinguished prior to the end of the 15 minutes, except for the 1-step and 2-step REIL, which may be turned off when desired by keying the microphone 5 or 3 times respectively.

b. The DoD Enroute Supplement, Airport/Facility Listing contains information on the type of lighting, runway, and frequency used to activate the system. Examples: Service - Lgt - 3 step apch lgt Rwy 09-27; Service - Lgt - 2 step VASI and ODALS Rwy 13 - 123.0; Service - Lgt - ACTIVATE - HIRL Rwy 06-24 - 122.8.

c. The suggested method of operation is to always key the microphone 7 times. This will ensure all lights are on to the maximum intensity. If desired, intensity can be adjusted, where the capability is provided, to a lower intensity (or REIL turned off) by keying the microphone 5 and/or 3 times. Due to possible close proximity of airports using the same radio-control lighting frequencies, radio-controlled lighting receivers may be set at a low sensitivity requiring the aircraft to be relatively close to the airport to activate the system. Even if the lighting facilities are are on upon arrival, key the microphone to ensure a full 15 minute separation.

d. At airports with other than FAA approved system, the type lights, method of control, and operating frequency will be in clear text.

e. Lighting facilities may be activated by the radio control system by keying the microphone as shown below:

SYSTEM KEY MICROPHONE INTENSITY

3-step 7 times in 5 seconds5 times in 5 seconds3 times in 5 seconds

HighMediumLow

*2 step 7 times in 5 seconds3 times in 5 seconds

HighLow

2-step REIL 3 times in 5 seconds OFF

ACTIVATE (1-step) (HIRL, MIRL, LIRL, VASI or REIL)

5 times in 5 seconds ON

1-step REIL 5 times in 5 seconds OFF

*Activate to High intensity before selecting Medium Intensity

NATL/INTL FLIGHT DATA/PROCEDURES B-29

B-32 NATL/INTL FLIGHT DATA/PROCEDURES

NATL/INTL FLIGHT DATA/PROCEDURES B-33

B-38 NATL/INTL FLIGHT DATA/PROCEDURES

NATL/INTL FLIGHT DATA/PROCEDURES B-39

B-28 NATL/INTL FLIGHT DATA/PROCEDURES

7. PILOT CONTROL OF AIRPORT LIGHTING(AIM)

a. Standard FAA approved radio-controlled lighting systems consist of various combinations of approach or runway lights activated by a 3-step control responsive to 7, 5, and/or 3 microphone clicks in 5 seconds. This 3-step control will turn on lighting facilities capable of either 3-step, 2-step, or 1-step operation. The 3-step and 2-step lighting facilities can be altered in intensity while the 1-step cannot. All lighting facilities which are radio controlled at an airport, whether on a single runway or multiple runways, operate on the same radio frequency and are illuminated for a period of 15 minutes from the most recent time of activation. Lighting facilities may not be extinguished prior to the end of the 15 minutes, except for the 1-step and 2-step REIL, which may be turned off when desired by keying the microphone 5 or 3 times respectively.

b. The DoD Enroute Supplement, Airport/Facility Listing contains information on the type of lighting, runway, and frequency used to activate the system. Examples: Service - Lgt - 3 step apch lgt Rwy 09-27; Service - Lgt - 2 step VASI and ODALS Rwy 13 - 123.0; Service - Lgt - ACTIVATE - HIRL Rwy 06-24 - 122.8.

c. The suggested method of operation is to always key the microphone 7 times. This will ensure all lights are on to the maximum intensity. If desired, intensity can be adjusted, where the capability is provided, to a lower intensity (or REIL turned off) by keying the microphone 5 and/or 3 times. Due to possible close proximity of airports using the same radio-control lighting frequencies, radio-controlled lighting receivers may be set at a low sensitivity requiring the aircraft to be relatively close to the airport to activate the system. Even if the lighting facilities are on upon arrival, key the microphone to ensure a full 15 minute separation.

d. At airports with other than FAA approved system, the type lights, method of control, and operating frequency will be in clear text.

e. Lighting facilities may be activated by the radio control system by keying the microphone as shown below:

SYSTEM KEY MICROPHONE INTENSITY

3-step 7 times in 5 seconds5 times in 5 seconds3 times in 5 seconds

HighMediumLow

*2 step 7 times in 5 seconds3 times in 5 seconds

HighLow

2-step REIL 3 times in 5 seconds OFF

ACTIVATE (1-step) (HIRL, MIRL, LIRL, VASI or REIL)

5 times in 5 seconds ON

1-step REIL 5 times in 5 seconds OFF

*Activate to High intensity before selecting Medium Intensity

Pilot/Controller Glossary 3/29/18

PCG A−8

runway centerline normally at 100 foot intervals. Thebasic system extends 3,000 feet along the runway.

d. Runway Centerline Lighting− Flush centerlinelights spaced at 50-foot intervals beginning 75 feetfrom the landing threshold and extending to within 75feet of the opposite end of the runway.

e. Threshold Lights− Fixed green lights arrangedsymmetrically left and right of the runway centerline,identifying the runway threshold.

f. Runway End Identifier Lights (REIL)− Twosynchronized flashing lights, one on each side of therunway threshold, which provide rapid and positiveidentification of the approach end of a particularrunway.

g. Visual Approach Slope Indicator (VASI)− Anairport lighting facility providing vertical visualapproach slope guidance to aircraft during approachto landing by radiating a directional pattern of highintensity red and white focused light beams whichindicate to the pilot that he/she is “on path” if he/shesees red/white, “above path” if white/white, and“below path” if red/red. Some airports serving largeaircraft have three-bar VASIs which provide twovisual glide paths to the same runway.

h. Precision Approach Path Indicator (PAPI)− Anairport lighting facility, similar to VASI, providingvertical approach slope guidance to aircraft duringapproach to landing. PAPIs consist of a single row ofeither two or four lights, normally installed on the leftside of the runway, and have an effective visual rangeof about 5 miles during the day and up to 20 miles atnight. PAPIs radiate a directional pattern of highintensity red and white focused light beams whichindicate that the pilot is “on path” if the pilot sees anequal number of white lights and red lights, withwhite to the left of the red; “above path” if the pilotsees more white than red lights; and “below path” ifthe pilot sees more red than white lights.

i. Boundary Lights− Lights defining the perimeterof an airport or landing area.

(Refer to AIM.)

AIRPORT MARKING AIDS− Markings used onrunway and taxiway surfaces to identify a specificrunway, a runway threshold, a centerline, a hold line,etc. A runway should be marked in accordance withits present usage such as:

a. Visual.

b. Nonprecision instrument.

c. Precision instrument.(Refer to AIM.)

AIRPORT REFERENCE POINT (ARP)− Theapproximate geometric center of all usable runwaysurfaces.

AIRPORT RESERVATION OFFICE− Officeresponsible for monitoring the operation of slotcontrolled airports. It receives and processes requestsfor unscheduled operations at slot controlled airports.

AIRPORT ROTATING BEACON− A visualNAVAID operated at many airports. At civil airports,alternating white and green flashes indicate thelocation of the airport. At military airports, thebeacons flash alternately white and green, but aredifferentiated from civil beacons by dualpeaked (twoquick) white flashes between the green flashes.

(See INSTRUMENT FLIGHT RULES.)(See SPECIAL VFR OPERATIONS.)(See ICAO term AERODROME BEACON.)(Refer to AIM.)

AIRPORT STREAM FILTER (ASF)− An on/offfilter that allows the conflict notification function tobe inhibited for arrival streams into single or multipleairports to prevent nuisance alerts.

AIRPORT SURFACE DETECTION EQUIPMENT(ASDE)− Surveillance equipment specifically de-signed to detect aircraft, vehicular traffic, and otherobjects, on the surface of an airport, and to present theimage on a tower display. Used to augment visualobservation by tower personnel of aircraft and/orvehicular movements on runways and taxiways.There are three ASDE systems deployed in the NAS:

a. ASDE−3− a Surface Movement Radar.

b. ASDE−X− a system that uses an X−bandSurface Movement Radar, multilateration, andADS−B.

c. Airport Surface Surveillance Capability(ASSC)− A system that uses Surface MovementRadar, multilateration, and ADS−B.

AIRPORT SURVEILLANCE RADAR− Approachcontrol radar used to detect and display an aircraft’sposition in the terminal area. ASR provides range andazimuth information but does not provide elevationdata. Coverage of the ASR can extend up to 60 miles.

AIRPORT TAXI CHARTS−(See AERONAUTICAL CHART.)

Change 1 3-31

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100

Do not attempt to manually balance fuel loadif FP FAIL caution is illuminated. With aprobe failure, a fuel imbalance indicationmay not be correct, and manual balancingattempts may cause or aggravate a fuel imbal-ance.

4. MANUAL FUEL BAL switch - To low tank5. Fuel gages - Monitor

IF FUEL IMBALANCE IS CORRECTED (FUEL BALCAUTION EXTINGUISHES):

6. MANUAL FUEL BAL switch - OFF, when imbalanceis corrected

NOTEWith a full lateral fuel imbalance (one tankfull, the other tank empty), sufficient lateralauthority exists to control the aircraft (nocrosswind). Expect increased lateral stickforces.

7. FUEL BAL switch - AUTO, if desired

If system is returned to autobalance, monitor for cor-rect operation.

NOTEIf the fuel imbalance remains constant orincreases, consider fuel in the wing that is notfeeding to be trapped. Subtract trapped fuel toget total usable fuel.

Low Fuel Level

Illumination of the L or R FUEL LO caution indicates thatapproximately 110 pounds (16 gallons) of usable fuelremains in the affected wing tank.

Leaking Fuel from Wing

This procedure may be used to minimize loss of total fueldue to a birdstrike or other system failure. The FUEL BALcaution may illuminate if leaking fuel overboard from eitherwing. If a fuel leak is suspected in flight, perform the follow-ing:

1. Aircraft structure - Visually inspect for signs of leak-age

IF LEAKING FUEL OVERBOARD:2. FUEL BAL switch - MAN/RESET3. MANUAL FUEL BAL switch - To non-leaking tank

The manual fuel balance switch may be left set to thenon-leaking tank for the duration of the flight to max-imize remaining fuel and endurance.

NOTEWith a full lateral fuel imbalance (one tankfull, the other tank empty), sufficient lateralauthority exists to control the aircraft (nocrosswind). Expect increased lateral stickforces.

4. MANUAL FUEL BAL switch - To leaking tank onceempty

5. Land as soon as possible

Fuel Probe Malfunction1. Fuel gages and fuel flow - Verify indications

Do not attempt to manually balance fuel loadif FP FAIL caution is illuminated. With aprobe failure, a fuel imbalance message maynot be correct, and manual balancingattempts may cause or aggravate a fuel imbal-ance.

NOTE• Depending on which probe malfunctions, the

fuel quantity may read lower than actual. Arapid drop in fuel indication may occur.

• The auto fuel balance system will be inoper-ative, but the manual fuel balance systemremains operative.

2. EDM circuit breakers(left and right front console) - Check, reset if open

NOTEThe pilot should assess the severity of theemergency and equipment lost prior to reset-ting or opening any circuit breaker.

3. Land as soon as practical if fuel state cannot be veri-fied

HYDRAULIC SYSTEM MALFUNCTIONS

Normal operation of landing gear, flaps, speed brake, andnosewheel steering should be considered unavailable whenthe HYD FL LO caution is illuminated and pressure is below1800 psi, or when hydraulic pressure is rapidly decreasingtoward or reads 0 psi. If the hydraulic pressure transmitterfails, hydraulic pressure will read 0 psi or some other abnor-

3-32 Change 1

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100mal (out of normal operating limits) indication, but allhydraulic systems should operate normally. When theEHYD PX LO caution is illuminated, the emergency landinggear and flap extension system should be considered inoper-ative.

If the EHYD PX LO caution or the HYD FL LO caution illu-minates or hydraulic pressure drops below the normal oper-ating range, accomplish the following:

1. Hydraulic pressure - Check

NOTE• Illumination of the EHYD PX LO caution or

HYD FL LO caution may indicate a fluid leakin either hydraulic system. If the leak is on theemergency side and is of small enough flowrate that it does not activate the hydraulicfuse, all fluid could leak out of both systemsand a gear-up landing would be required.Unless fuel range is a factor, lower the gear(and flaps if desired) prior to depletion ofhydraulic fluid.

• Loss of hydraulic pressure (out of limits,decreasing toward, or reads, 0 psi) withoutillumination of either EHYD PX LO cautionor HYD FL LO caution may indicate engine-driven hydraulic pump failure or partial fail-ure.

• If HYD FL LO caution illuminates andhydraulic pressure indicates 0 psi, checkHYD SYS circuit breaker on the battery buscircuit breaker panel (left front console). Ifthe circuit breaker is open, it may be reset.

2. Airspeed - 150 KIAS or below3. Landing gear handle - DOWN

NOTELow hydraulic pressure (below 1800 psi) willnecessitate using the emergency gear exten-sion procedure.

4. Flaps - Extend (as required)

NOTE• Flap extension may require use of the emer-

gency landing gear and flap extension systemif the normal hydraulic system pressure hasdropped below usable levels. If the emer-gency gear handle has not been pulled previ-ously to lower the landing gear, it will have tobe pulled in order to emergency extend theflaps.

• Landing gear and flap retraction is not possi-ble once extended using emergency landinggear extension system.

5. Land as soon as practical

RUDDER SYSTEM MALFUNCTION

The rudder may bind or jam for a variety of reasons. Rudderbinding/jamming incidents have been characterized by asudden restriction to rudder movement, in varying degrees ofseverity ranging from full rudder movement with “resis-tance” (binding) to a jammed rudder with minimal ruddermovement (jamming). Often the rudder ”releases” eitherwhile airborne or sometime during the landing or roll-out.

An out-of-trim rudder, caused by pilot input or TAD input,may be perceived by the pilot as a rudder system malfunc-tion. Re-trimming the rudder may alleviate the increasedrudder forces. Absent an actual mechanical malfunction, anout of trim rudder will still allow for full deflection of therudder at approach/landing airspeeds.

If rudder trim push rod failure is suspected, binding/jammingmay occur on internal components of the rudder trim system.This binding/jamming may cause control forces to exceednormal limits. With a rudder trim push rod failure the trimindications will respond to trim inputs but will have no effectupon rudder pedal forces or actual trim tab position.

In any case, movement of the rudder trim or rudder pedals inboth directions may eliminate the binding/jamming condi-tion and allow for easier controllability. If unable to elimi-nate the binding/jamming, changing the rudder pedalposition, bank angle, power, pitch attitude and/or airspeedmay relieve some excessive rudder forces. In all cases, usewhatever means available to maintain aircraft control.

With a jammed rudder, landing difficulty increases propor-tionally with an increase in crosswinds due to the inability toapply normal crosswind controls during approach, landingand roll-out. Differential braking may be required in order toprevent departure from the prepared surface.

1. Gear, flaps, speed brake - UP2. Gust lock - Check Stowed

Failure to stow the gust lock completely mayprevent the flight controls from operatingproperly. Any attempt to actuate the flightcontrols with the gust lock not properlystowed may result in damage to the flightcontrol assemblies. Ensure the gust lock isnot impeded by the leather boot at the base ofthe control stick.

CHAPTER ELEVEN TRANSITION TO LANDING AND MISSED APPROACH

1100. INTRODUCTION

The transition to the visual segment on an instrument approach begins once the field is in sight, and you are in a safe position to land.

1101. STRAIGHT-IN APPROACHES

On properly executed PAR, ASR, ILS/Localizer and most GPS approaches, the aircraft should be very close to being lined up on centerline when you gain visual reference to the runway environment. The transition, in this case, should be relatively simple. All that is normally required is an airspeed reduction and possible configuration change while continuing the descent from the DA/MDA to intercept a normal visual glidepath.

On some Non-Precision Straight-in approaches, the final approach course may be as much as 30º off runway heading. In this case, it will be necessary to continue on the final approach course until you can make a turn to line up on centerline.

Some Non-precision approaches have MDAs of 800’ or higher. If not depicted on the approach, a VDP should be calculated. Even if the runway is in sight, you should remain at the MDA until reaching the VDP before making a normal descent to the runway.

If the runway environment is not in sight until the MAP a descent from MDA to the normal touchdown zone could require an unsafe rate of descent. In this case a longer landing must be acceptable or a safe landing may not be possible. Remember, just because the runway environment is in sight at the MAP, does NOT mean a safe landing can be made.

1102. CIRCLING MANEUVERS

Description

Prior to commencing an approach that will end in a circling maneuver, a plan should be formulated on how the circle will take place. Consider the following:

1. Winds: Will they push the aircraft towards or away from the runway?

2. Runway alignment with respect to the approach being flown.

3. Airport environment: mountains, trees, towers, etc.

TRANSITION TO LANDING AND MISSED APPROACH 11-1

CHAPTER ELEVEN PRIMARY INSTRUMENT NAVIGATION T-6B

Figure 11-1 Circling Maneuvers

Procedure

Upon breaking out of the weather, locate the intended runway in use. Remain at or above the circling altitude until the aircraft is in a position to land. Every effort should be made to fly normal VFR checkpoints (e.g., 180, 90, final).

11-2 TRANSITION TO LANDING AND MISSED APPROACH

Circling Approach Terminology The circling area is technically defined by the tangential connection of arcs drawn at the circling radius distance from each runway end. 300 feet of obstacle clearance is only ensured when maintaining appropriate MDA within the circling area.

Circling Approach Terminology The CIRCLING MDA provides300 feet of vertical clearance from obstacles when conducting a circle to land maneuver within the obstacle protected area. Circling approach obstacle protected areas extend laterally and longitudinally from the centerlines and ends of all runways at an airport by the distances depicted in the appropriate table: • STANDARD CIRCLING APPROACH MANEUVERING RADIUS table • EXPANDED CIRCLING APPROACH MANEUVERING RADIUS table

These tables are found in the IFR Landing Minima legend in the front section of the FLIP Terminal publications (Approach Plates). The STANDARD CIRCLING APPROACH MANEUVERING RADIUS table is based solely on aircraft approach category.

Circling Approach Terminology The EXTENDED CIRCLING APPROACH MANEUVERING RADIUS table is based on aircraft approach category and the altitude of the of the CIRCLING MDA.