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T-39 FLIGHT PREPARATION
STUDENT GUIDE
listening to ATIS or calling METRO. In either case, monitor center while up the different
frequency. If the weather on ATIS is questionable, METRO should be contacted for
further information.
c. Holding. The normal method of setting up for a TACAN approach is to proceed
directly to the IAF and commence the approach. However, it may be necessary to enter
holding. Recommended holding speed for the T-39 aircraft is 200 KIAS. The aircraft
should be slowed three minutes prior to entering holding. The three methods of entering
are:
(1)
Teardrop entry
(2)
Outbound parallel
(3)
Direct entry
The type of entry is dependent upon the aircraft's heading when crossing the holding fix
and can be determined by using the entry diagram at the top of the high altitude approach
plate or standard entry procedures.
d. 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 pilot 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 greater than 90 from the heading to the IAF,
request one turn in holding, or request maneuvering airspace to offset from the IAF. If the
inbound heading to the IAF is within 90 of the inbound course then lead the turn and
proceed inbound.
After commencing, your 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 Ground speed, True Airspeed, or
Indicated Airspeed, just as in the departure (remember that TAS = IAS + 5kts for each 1k
of alt). 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 Final
Approach Fix due to the close proximity of VFR break traffic. At the Final Approach Fix,
instruct the pilot to descend to the MDA, turn if necessary, and report the gear and landing
intentions to the controller i.e. "three down and locked, full stop." If the runway
environment is not in sight at the Missed Approach Point, 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
2-16


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