Instrument Flight
Flight Procedures
Simulated Minimum Fuel GCA
When a minimum fuel GCA is requested, ATC will give normal GCA box pattern vectors (intercept
glidepath at approximately six miles from the end of the runway) and expect 200 KIAS until final. ATC
should also provide a 30-second gear warning. The call “Perform landing checks” is a required USN/
USMC advisory call on base leg and does not mean to dirty up or reduce airspeed.
Simulated Minimum Fuel ILS
Request vectors to ILS final and advise ATC that you will maintain 200 KIAS until glidepath intercept. The
glideslope needle starting to move down serves as a “30-second glidepath warning.”
Simulated Emergency Fuel GCA
This GCA is designed to get you from altitude to the deck without any undue delay and is actually a
practice procedure for dealing with emergency fuel situations. The controller will vector you direct to final
approach with a glidepath intercept much closer to the runway than a normal GCA with a continuous turn
from downwind to final. The controller will vector you to intercept a final at approximately four miles from
the end of the runway at 800 ft AGL. The controller may ask how much fuel you have remaining in
minutes and will attempt to get you on the deck prior to simulated fuel exhaustion. Request a 30-second
prior to glidepath intercept call from the controller. You will remain in a clean configuration until the
30-second call is heard. Then select gear down, flaps to half, and speed brakes in while adjusting attitude
and power to maintain required VSI and optimum AOA. Initially, a significant forward stick pressure will
be required to counter the ballooning effect and start the VSI down. Closer to the runway, the “on
glidepath” cross section is much smaller. Therefore, it is important to set the appropriate VSI
expeditiously once established on glidepath.
During practice simulated emergency fuel approaches (SEFs) at a foreign field, the pilot must advise ATC
that the pilot assumes responsibility for obstruction clearances and will remain in VMC conditions. The IP
should tell the controller that he wants a descent to 1,200 ft AGL downwind, 800 ft AGL on base leg with a
3-4 nm final, and a 30-second-to-glideslope gear warning.
Simulated Emergency Oil/Precautionary Instrument Approach
The emergency oil/precautionary instrument approach, like the emergency fuel instrument approach, will
get you on the deck without any delays. It sets the power at an appropriate setting for an impending
engine failure.
When given the simulated emergency, set the power to 80-85 percent rpm (see NATOPS). Engine
seizure is delayed by minimizing rpm, minimizing throttle movements and maintaining 1 “g” flight. If
extreme flight conditions warrant (i.e., high elevation or a hot summer day) power changes should be
made with smooth, slow throttle movements. If given outside the GCA box pattern, monitor and control
airspeed with speed brakes as necessary to expedite landing without causing an unduly difficult transition
to gear speed and glidepath. In the GCA box, use the speed brakes to maintain 200 KIAS. When given
the “up and on glidepath” call (approximately 6 nm from touchdown) on a PAR, or as the needles center
on the ILS, lower the landing gear and retract the speed brakes. Lower the nose to maintain the glidepath
at 175 KIAS. As desired, lower flaps to half, retract speed brakes and maintain glidepath at 175 KIAS.
With field in sight and runway made, you may select flaps to full down. If flaps are selected full down, a
nose down attitude is required to counter the ballooning action. Extend speed brakes and reduce power
to idle at touchdown if no intent to go missed approach.
The emergency oil instrument approach is a precautionary approach (PA - see NATOPS) modified for
actual instrument conditions or night time. On a day visual meteorological conditions PA, the “aimpoint” is
short of the runway on a 10-degree (approximately) glideslope. However, the emergency oil approach
“aimpoint” is the touchdown point for the PAR or ILS. Also, the glideslope is more shallow, so the
transition to half and full flaps is delayed to ensure that airspeed does not bleed too rapidly.
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