Initial Approach Fix

CHAPTER TWO

INTERMEDIATE FLIGHT PREPARATION WORKBOOK

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:

Slow to penetration speed (250 KTS).

Line up the aircraft on the appropriate heading.

Direct the P to descend at the IAF.

Call Approach with altitude leaving.

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 significantly different from the heading to the IAF, you can lead

the turn, request one turn in holding, or request maneuvering airspace to offset from the IAF.

After commencing, the majority of the CP 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 GS, TAS, or IAS, just as in the departure (remember

that TAS = IAS + 5 KTS for each 1000 feet of altitude). 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 FAF due to the

close proximity of VFR break traffic. At the FAF, instruct the P to descend to the MDA, turn if

necessary, and report, "3 down and locked" and landing intentions to Tower. If the runway

environment is not in sight at the MAP, 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 navigate to the MAP.

While navigating inbound to the airfield, any crosswind will have significant effect on the course.

Using the same wind analysis as during the enroute phase, at 120 knots 1 of crab is required for

every 2 knots of crosswind. The crosswind can be easily compensated for since the winds have

been obtained from ATIS or METRO during the Descent Checklist. When correcting back on

course, use the wind-adjusted heading and make appropriate corrections. Aggressive corrections

to course are recommended, but, when intercepting final course, be aware of the small distance

between radials near the TACAN.

Throughout the approach it is very likely other aircraft will be near you, which increases the

potential for a midair. A good scan must be developed. Listening to the radio gives information

on how many aircraft are in the area, their location in the pattern, and type of approach. When up

tower frequency, it is a good idea to listen to the call signs and positions of the various aircraft

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T-1A FLIGHT PROFILES