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JOINT ADVANCED MULTI-ENGINE T-44A
actions may be required.
In response to the CDU APP annunciator (APPR annunciator on the instrument panel), either pilot
will verbalize that the approach mode is active, and the other pilot will acknowledge the call.
After a missed approach, the PF will request approach reselection. The PNF will acknowledge
and comply, then inform the PF when approach reselection is complete.
Prior to manually changing the CDI sensitivity, the PNF shall obtain concurrence from the PF.
The PF will verbalize disengaging the FMS. The PNF will acknowledge.
J.
Terminal Area Operations - Departure.
Load SID/DP. If a SID/DP is to be flown, load the appropriate SID/DP by retrieving the route from
the navigation database. If the SID/DP cannot be retrieved from the database, you may not use RNAV
procedures to fly prior to the SID/DP termination point.
K. Enroute Operations.
Use of Predictive Integrity. While you are enroute to your destination, check the expected integrity
(RAIM availability) for the planned approach. If your check indicates the appropriate integrity for the
planned operation may not be available, develop an alternate plan for landing at the airfield or proceed
to your alternate.
L. Prior to Descent.
GPS Approach Briefing. Thoroughly brief the entire GPS instrument approach procedure including
the missed approach instructions. Compare the approach retrieved from the GPS navigation database
to the instrument approach procedure published on your approach plate. Should differences between
the approach chart and database arise, the published approach chart, supplemented by NOTAMs, takes
precedence.
Develop a Backup Plan. Develop a backup plan to use in case of GPS or GPS integrity failure. Pay
particular attention to ground-based navaids which can be used to help maintain position awareness.
Be sure to consider the possibility of equipment failure past the FAF.
Load STAR. If a STAR is to be flown, load the appropriate STAR by retrieving the route from the
navigation database. If the STAR cannot be retrieved from the database, then you may not use RNAV
to fly the procedure. Additionally, terminal area routing which cannot be retrieved from the navigation
database may not be used.
M. Terminal Area Operations - Arrival.
Maintain Situational Awareness. As you prepare to enter the busy environment of the terminal area, it
is important to maintain a high level of situational awareness using all available means. Monitor all
ground-based NAVAIDS available to you (bearing pointers, DME, etc.) since GPS approaches are
flown point to point. The bearing pointer on your HSI and distance measurement (DME-readout) will
be to the next waypoint, not necessarily to the field.
Be Prepared to Use Traditional Navaids. Experience has shown situational awareness can deteriorate
when flying GPS approaches if the sequence of events does not go as planned. Be prepared to go to
your backup plan if you become disoriented while flying the GPS approach.
Be Wary of "Heads-Down." Operating with GPS in the terminal area tends to be more "heads-down"
than normal-especially when things do not go as planned. Being intimately familiar with your GPS
equipment and thoroughly preparing for the approach will allow you more time to clear for other
traffic.
GPS is a New Form of Flying. Flying GPS approaches involves a new way of flying for most military
pilots. Setting up a GPS receiver for an approach usually involves many more operations than are
required to configure traditional navigation equipment. The sequence of events is critical to success.
Setup routines are not always intuitive, requiring pilots to be thoroughly familiar with their equipment
before flying GPS approaches in IMC.
4-62
RADIO INSTRUMENTS STAGE


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