When in the pattern, transition from a full flap/slat configuration during the upwind leg. At 140 KIAS, wings
level, and above 500 ft AGL, raise the flaps and slats. Turn downwind with the proper interval established,
at or above 500 ft AGL, or as directed by the tower, utilizing approximately 170 KIAS and 25-degree AOB.
Establish the downwind leg at 1.8 to 2.0 nm abeamremember, no flap/slat patterns are wider due to
increased airspeed. Continue to maintain optimum AOA, remembering that your airspeed will be
approximately 35 KIAS faster than for full flap/slat landings. Complete the landing checklist prior to
reaching the abeam position and verify the AOA/airspeed check.
As you reach the 180, roll into a 30-degree AOB, on-speed, level turn. Because the no flap/slat pattern is
wider and faster, you will be deeper throughout the approach turn. Follow established procedures for local
field operations in order to intercept glideslope and extended runway centerline. Fly the ball to the in-close
position, then flare in order not to exceed 600 fpm on touchdown. The goal is to land prior to the arresting
gear due to the simulated Hyd 1 failure.
NOTE: In the event of an actual HYD 1 failure, you would execute a straight-in No Flap/Slat approach.
The no flap/slat approach produces less drag. You will be operating at reduced power settings, thus
increasing engine response time relative to a full flap/slat approach.
PATTERN CORRECTIONSOVER/UNDERSHOOTING CROSSWINDS
During the FAM stage, a major point of concern is your ability to fly a consistent pattern for every
approach, so you must consider the wind during each approach. If you do not correct for the wind, you will
end up having to make significant pattern corrections in order to land. The key points for consistency are
the abeam, the 90, and the start. An inconsistent 180 will make it very difficult to get a good start and
groove and will hamper your ability to learn how to land the T-45 with the precision required of a carrier
pilot. The following lists the pattern corrections required when either an undershooting or an overshooting
crosswind condition exists.
If an overshooting wind condition exists and you fail to make the necessary corrections, you will overshoot
the runway centerline as you roll into the groove (as illustrated in Figure 20). To correct for this condition,
use less AOB in the break and establish a crab into the wind to maintain the proper abeam distance. In
order to arrive at a good 90, you will need to increase your AOB during the approach turn. The steeper
AOB will increase your rate of turn and thus require a slight increase in your rate of descent. When on
glideslope, use a wings level, crabbed crosswind technique to maintain the lineup.
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