Instrument Flight
Flight Procedures
Normally, you fly the first leg of the pattern (the downwind leg) straight and level at 200 KIAS and pattern
altitude. At the end of the downwind leg the controller will direct a turn to base leg. At the end of the base
leg, the controller will direct a turn to either a dogleg or the final approach course. On the downwind leg,
unless directed by ATC, stay clean and at 200 KIAS. Once established on base leg, or on a dogleg to
FAC, if within 5-7 nm of glideslope, transition to landing configuration speed brakes retracted, slow to 150
KIAS, and complete the landing checklist (speed brakes retracted). You will have to retrim the nose to
maintain level flight. When within 02 nm of either descent point or glideslope intercept, slow to on-speed.
NOTE: USN/USMC controllers will state “perform landing checks” on the base leg; this is only a reminder
and does not direct the pilot to dirty up. If the controller says “slow to approach speed,” the controller is
directing this for sequencing and the aircrew must comply or state that they are unable.
NOTE: GCAs can be flown at full, one-half, and no-flap configurations.
Because the remainder of the PAR and ASR final approach procedures differ considerably, they will be
discussed separately below.
PAR Final Approach
At the beginning of a PAR final approach, you will be straight and level, on-speed, and normally at
approximately 1,500 ft AGL. Restrict AOB to the approximate number of degrees to be turned, not to
exceed 1/2 SRT (approximately 10 degrees). Verify gear down, flaps full. Trim aircraft for hands off level
flight. When the controller informs you that you are “on glidepath,” extend the speed brakes and adjust
power as required to establish a descent. Report “speed brakes full, landing checklist complete” on the
ICS.
The rate of descent will vary for different glideslope angles and ground speeds. The inside back cover of
the approach plates contains a chart that will provide you rate of descent for a given glideslope and
ground speed. Adjust power to maintain your rate of descent and keep the aircraft on-speed. When
making heading corrections, try to keep the amount of bank angle small (5 to 10 degrees) so that you
don’t end up chasing the heading. If you get off heading, don’t try to correct to course. Use smooth
control inputs and return to your last assigned heading.
As you near the decision height, begin an “inside/outside” scan to visually acquire the runway
environment. If you do not have the runway environment in sight when you reach the DH, execute a
missed approach (remember to make the mandatory missed approach call).
ASR Final Approach
On the ASR final approach, the controller cannot furnish glideslope information. It will be up to you to
establish and maintain the correct rate of descent. The controller will identify the Missed Approach Point
(MAP) in nautical miles from the end of the runway, and will direct the descent by stating “begin descent.”
On pilot request, the controller will provide recommended altitudes each mile on final. Recommended
altitudes decrease 300 ft per mile (approximates a 3 degree glideslope). In order to smoothly level at MDA
prior to the MAP, your altitudes should be slightly lower than those recommended. Depending on winds, a
descent rate of 500 to 700 fpm will allow you to descend to the MDA prior to reaching the MAP. Upon
reaching the MAP, if you do not have the runway in sight or are otherwise unable to perform a safe
landing, execute the missed approach as instructed.
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