Flight Director/Autopilot Usage

JOINT ADVANCED MULTI-ENGINE T-44A

communications. It is imperative initial traffic advisories be made no later than ten miles from an

uncontrolled field. Often Approach/Center will not authorize a switch to advisory frequency

(UNICOM/CTAF) until over the FAF. It is therefore necessary to use both radios. Be familiar with the

UNICOM/CTAF communication procedures in the AIM. For UNICOM/CTAF position reports, use

"Navy King Air 411" instead of "Navy 1G411" so traffic can better understand who and what we are.

Remember, aircraft operating at these airports are not required to have radios.

Phraseology. Use the proper phraseology as described in the AIM and the Pilot/Controller Glossary.

For example, respond "Traffic in sight" or "Negative contact" to inform the controller whether or not

previously issued traffic is in sight.

Departure/Approach. On initial contact with departure/approach control, check in with the airfield

departing, altitude passing, and initial altitude assigned. When requesting a particular IAP from

approach control, include your intentions ("full stop" or "followed by radar vectors for the ILS RWY

13R at NGP"); this will let the controller know he/she must issue you climbout instructions (the

controller may assume a full stop if no further intentions are communicated).

NOTE: If practicing approaches (Tango-3, GCA-1) in the Navy Corpus area, then intending to depart on a filed

flight plan, put the local departure on request and inform Clearance you have also filed a flight plan. For example,

"...Navy 1G411, GCA-1 on request, 2 approaches, followed by filed IFR flight plan to San Antonio International."

The local IFR clearance will be issued on the ground and enroute clearance will normally be issued by Approach

while airborne.

B. Flight Director/Autopilot Usage.

The flight director may be used independently or coupled to the autopilot. If the flight director alone is

utilized, the aircraft is flown manually using command bars as guidance. The autopilot similarly may

be used with or without the flight director. When the autopilot is used alone, control the aircraft with

the manual pitch wheel and roll knob. When coupled, the autopilot controls the aircraft using

commands generated by the flight director. Touch control steering may be used anytime the autopilot

is engaged. Power levers must be adjusted manually to obtain desired performance. The pilot must

continually monitor autopilot performance and be alert to deviations. Never rely exclusively on the

autopilot. Disengage the autopilot by depressing the AP/YD disconnect switch on the yoke to the first

detent or the go around button on the power levers and take over manually if required. Minimum

altitude for autopilot use is 200 feet above terrain. Use the NATOPS manual procedures for operation

of the flight director and autopilot. Note the following:

Confirm all appropriate annunciator lights are illuminated during use of AP/FD.

During autopilot operation, pilot must be seated at the controls with seatbelt fastened.

The autopilot will roll to bank angles up to 30.

When the autopilot is coupled, select HDG (with the bug on the nose) prior to changing

NAVAID frequencies. This will prevent sudden turns as the aircraft attempts to intercept a new

navigation course.

NOTE: The autopilot may be utilized as desired after initial introduction, at the instructor's discretion. Do not

expect to be allowed to use it unless conducting extended airway navigation (cross-country) or it is called for in the

syllabus.

Coupled Approach. Follow procedures in the NATOPS manual. If autopilot coupled operations are to

be conducted, advise the ATC approach controller as soon as practical, but not later than the FAF.

This will allow time for the appropriate ILS critical area to be cleared or an advisory issued. The

advisory used by controllers will be: "localizer/glide slope signal not protected." In this case, be alert

for unstable or fluctuating ILS indications that may prevent an autopilot coupled approach.

Continually monitor autopilot performance and remember, you must configure the aircraft manually

and control the airspeed with the throttles.

NOTE: The boundary of the ILS critical area is identified by the "double-runged ladder" marking (see chap 2 in

the AIM) painted on the taxiway; also, a sign with an inscription "ILS" in white on a red background will be

installed adjacent to the taxiway. This should be used as the runway holding position when the ceiling is less than

4-64

RADIO INSTRUMENTS STAGE