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CHAPTER TWO
INTERMEDIATE FLIGHT PREPARATION WORKBOOK
Initial Approach Fix
TACAN approaches at NPA are relatively easy since the aircraft will normally be close to the
initial heading when reaching the IAF. The procedures for commencing the approach are:
1.
Slow to penetration speed (250 KTS).
2.
Line up the aircraft on the appropriate heading.
3.
Direct the P to descend at the IAF.
4.
Call Approach with altitude leaving.
5.
Make appropriate altitude calls.
To commence a TACAN approach, you must be within 1 NM of the IAF and on initial approach
heading. If the initial course is significantly different from the heading to the IAF, you can lead
the turn, request one turn in holding, or request maneuvering airspace to offset from the IAF.
After commencing, the majority of the CP responsibilities during the approach consist mostly of
maintaining altitude, position awareness, course control, and a good lookout. If there is an arc on
the approach, it should be led by 1% of the GS, TAS, or IAS, just as in the departure (remember
that TAS = IAS + 5 KTS for each 1000 feet of altitude). Segment the arc by giving headings to
maintain the arc within 1 NM.
Ensure all altitude restrictions are met. This is especially important at the NPA FAF due to the
close proximity of VFR break traffic. At the FAF, instruct the P to descend to the MDA, turn if
necessary, and report, "3 down and locked" and landing intentions to Tower. If the runway
environment is not in sight at the MAP, direct a missed approach and initiate go-around
procedures. The student may call the field in sight anywhere along the final approach course, by
indicating its position relative to the nose, but will continue to navigate to the MAP.
While navigating inbound to the airfield, any crosswind will have significant effect on the course.
Using the same wind analysis as during the enroute phase, at 120 knots 1 of crab is required for
every 2 knots of crosswind. The crosswind can be easily compensated for since the winds have
been obtained from ATIS or METRO during the Descent Checklist. When correcting back on
course, use the wind-adjusted heading and make appropriate corrections. Aggressive corrections
to course are recommended, but, when intercepting final course, be aware of the small distance
between radials near the TACAN.
Throughout the approach it is very likely other aircraft will be near you, which increases the
potential for a midair. A good scan must be developed. Listening to the radio gives information
on how many aircraft are in the area, their location in the pattern, and type of approach. When up
tower frequency, it is a good idea to listen to the call signs and positions of the various aircraft
2-16
T-1A FLIGHT PROFILES


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