Flight Procedures
Instrument Flight
No-Gyro Compass Approach
A no-gyro approach is an ASR/PAR performed when you lose primary heading information. During this
approach, the controller will call your turns by transmitting “turn right/turn left” and “stop turn.” Therefore,
you must perform standard rate turns not to exceed 30 AOB in the pattern and half standard rate turns on
final. A good technique is 30 degrees AOB in pattern, 20 degrees AOB base to final and 10 degrees on
final (no more AOB than assigned heading change). It is extremely important that you maintain exact turn
rates or wings level attitudes when flying the approach.
BINGO Profile
The bingo profile for the T-45A is defined in NATOPS. During simulator flights, you may be asked to
perform this maneuver. Refer to the NATOPS for all bingo procedures.
NOTE: The bingo profile does not include fuel which may be required for an instrument approach.
Simulated Minimum Fuel Approaches
On vectors for ILS or in the GCA box, remain in the clean configuration until 30 seconds before glidepath
intercept. Select gear down, flaps to half and speed brakes in while adjusting attitude and power to
maintain required VSI and optimum AOA (speed brakes will remain in for the rest of the approach).
Initially, a significant forward stick pressure will be required to counter the ballooning effect and start the
VSI down.
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. Remember 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 emerging from the top of the HSI 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-seconds 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 (speed brakes will remain in for the rest of the approach).
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 clearance and will remain in VMC conditions. The IP
should tell the controller that he wants a descent to 1,200 ft AGL on downwind, 800 ft AGL on base leg
with a 3-4 nm final, and a 30-sec-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.
Page 107
(12-00) Original
Previous Page
