At seven miles prior to the FAF, request: "Slow to Gear Speed". The IP will extend the landing
gear. After the gear indicates down and locked, the OUI will initiate the Landing Checklist by
challenging "fuel transfer." Speed brakes will normally be closed during this checklist. Flaps
may be up, one-half, or full down, at IP discretion. Provide angle of attack verification speed
appropriate for weight and flap setting. Provide a Missed Approach brief or Climbout Brief, as
TACAN Final Approach Segment
An IAP Final Approach Segment begins at the FAF and extends to the MAP. The Final
Approach Segment is intended to place the aircraft at a location and altitude from which a
landing can be safely completed. Designed rates of descent on a Final Approach segment will
rarely exceed 300 feet per mile.
The student will challenge "Speedbrakes" at the FAF. The speedbrakes will be extended at the
discretion of the IP. At this point, if cleared to land, the landing checklist may be reported
complete: "My harness is locked, landing checklist complete, cleared to land on 7 left." If
landing clearance has not been granted, the OUI may still complete the landing checks, noting
that clearance to land has not been given: "My harness is locked, landing gear is down, landing
checks complete, waiting on landing clearance."
A radio call crossing the final approach fix is mandatory. A positive gear down and locked
report is also mandatory, and the two are normally combined into one transmission.
Monitor the rate of descent to ensure that the aircraft will be at the MDA prior to the MAP. If it
appears that the rate of descent must be increased to reach the MDA before the MAP, advise the
IP of the estimated rate of descent required, such as: "We need to increase the rate of descent to
500 feet-per-minute to reach the MDA before the MAP."
Report 200 feet prior to the MDA and state the MDA: "200 feet prior to MDA: 460 feet."
A Visual Descent Point (VDP) may be depicted at MDA on an IAP chart. A VDP is "a defined
point on the final approach course of a non-precision straight-in approach procedure from which
normal descent from the MDA to the runway touchdown point may be commenced, provided
visual reference is established." (OPNAVINST 37722.16_ "TERPS".)
At the missed approach point, the student will inquire "Runway in sight?"
If the answer is in the affirmative, the student will respond "Take over visually." If the answer is
negative, the student will respond by repeating the Missed Approach Instructions, monitoring
commencement of the climb, commencement of the turn (if there is one), and commencement of
the "clean up," and then report the Missed Approach to the controlling agency, including a
statement of intentions or a request for clearance.
If at the missed approach point, the runway environment is not in sight or the aircraft is not in
position to affect a safe landing, a missed approach is executed.