Non-precision -- Airport Surveillance Radar (ASR)

JOINT ADVANCED MULTI-ENGINE T-44A

Non-precision -- Airport Surveillance Radar (ASR).

Controller. The controller will inform the pilot of the runway to which the approach will be made,

the MDA, and the MAP location, and will issue advance notice of where the descent to MDA will

begin. Upon request, the controller will provide recommended altitudes on final.

Descent. When the aircraft reaches the descent point, the controller will advise you to "begin

descent to minimum descent altitude." If a descent restriction exists, the controller will specify the

prescribed restriction altitude. When the aircraft is past the altitude limiting point, the controller

will advise you to continue descent to MDA.

Runway Environment. Arrive at the MDA with enough time and distance remaining to identify

the runway environment and descend from MDA to touchdown at a rate normally used for a visual

approach. At the MAP, the straight-in surveillance system approach error may be as much as 500'

from the runway edges.

Course Guidance. The controller will issue course guidance when required and will give range

information each mile while on final approach. You may be instructed to report the runway in

sight. Approach guidance will be provided until aircraft is over the MAP unless you request

discontinuation of guidance. The controller will inform you when you are at the MAP.

MDA. Fly the aircraft at or above MDA until arrival at the MAP or until establishing visual

contact with the runway environment. If you do not report the runway environment in sight,

missed approach instructions will be given.

Single Engine ASR. If using recommended altitudes on final, fly the single engine ASR in

accordance with procedures described above in "Single Engine Precision Approach," e.g. treat it

as a precision approach for configuration purposes. However, if you get well below the

recommended altitudes during the approach, you should revert to non-precision configuration

procedures, retracting the flaps and gear and adjusting power on the available engine to maintain

airspeed and altitude at or above MDA. If electing not to use recommended altitudes on final,

treat the approach as a non precision approach. Slow to a minimum of 120 KIAS anytime after

the normal configuration point, but before the descent is initiated to MDA; gear should be left in

the up position. Continue as described above in "Single Engine Non-Precision Approach."

Radar No-Gyro Approach (Heading Indicator Inoperative).

Advise controller. If the heading indicator should fail during flight, advise the radar controller and

request a no-gyro approach. The final approach may be either precision or surveillance.

Turns. Perform turns during the transition to final by establishing an AOB on the attitude

indicator that will approximate a standard rate turn, not to exceed 30 of bank. If attitude

information is also unavailable, placing pilot's turn needle in the doghouse in the T-44 will

indicate a standard rate turn. Perform turns on final by establishing an AOB that will approximate

a half-standard rate turn. If unable to comply with these turn rates, advise the controller so the

controller may determine lead points for turn and heading corrections. Initiate turns immediately

upon hearing the words "turn right" or "turn left." Stop the turn on receipt of the words "stop

turn." Acknowledge the controller's commands to start and stop turns until advised not to

acknowledge further transmissions.

NOTE: Do not begin using half-standard rate turns on final until the controller tells you. The controller may want

standard rate turns even on final if abnormal conditions exist (i.e., strong crosswinds, etc.).

D. Non-Radar Approaches.

Precision Approach (ILS).

In the United States, the glideslope, the localizer, and the outer marker are required components

for an ILS. If the outer marker is inoperative or not installed, it may be replaced by DME, another

NAVAID, a crossing radial, or radar provided these substitutes are depicted on the approach plate

or identified by NOTAM. If VOR2 is used to identify intermediate fixes and/or the FAF, it should

be tuned to the LOC frequency not later than at the FAF (unless it is required to identify

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RADIO INSTRUMENTS STAGE