I3101 WORKSHEET. Prerequisites: -IN1203-4, IN1206-7, IN , and IN (Instruments CAI) -Q4390 (NATOPS check-ride)

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1 I3101 WORKSHEET Planned Route: Takeoff: KNPA, RWY 25R Altitude: 6000 Route: Radar departure from KNPA BFM (VOR holding) SQWID Approaches: KMOB VOR-A (arcing approach), KMOB RVFAC ILS RWY 15 KMOB RVFAC LOC RWY 15 Prerequisites: -IN1203-4, IN1206-7, IN , and IN (Instruments CAI) -Q4390 (NATOPS check-ride) Syllabus Notes: -IUT shall meet or exceed these approach-type requirements. A minimum of six approaches are required for this block. GCA 1 (PAR or ASR) ILS 1 LOC 1 VOR 2 Special Syllabus Requirements: -None Discuss Items a. UFCP DME HOLD function b. FMS setup Flight plan and approaches may be loaded for training however flight should be conducted PFD Source to VOR/LOC c. Scan Patterns FTI information d. Any emergency procedure 1

2 CNATRAINST B IUT T-6B RADIO INSTRUMENTS I3100 BLOCK IUT GRADE SHEET DATE INSTRUCTOR MEDIA: OFT/UTD VT- BRIEF TIME: NAME: EVENT: CTS MANEUVER REF MIF I3101 I GENERAL KNOWLEDGE / PROCEDURES 3+ X X 2 EMERGENCY PROCEDURES 3+ X X 3 HEADWORK / SITUATIONAL AWARENESS 3+ X X 4 BASIC AIRWORK 4+ X X 5 IN-FLIGHT CHECKS / FUEL MANAGEMENT 3+ X X 6 IN-FLIGHT PLANNING / 4+ X X AREA ORIENTATION 7 TASK MANAGEMENT 3+ X X 8 COMMUNICATION 4+ X X 9 MISSION PLANNING / BRIEFING / 3+ X X DEBRIEFING 10 GROUND OPERATIONS 4 11 TAKEOFF 4+ X X 12 DEPARTURE 4+ X X 13 INSTRUCTIONAL SKILLS / STUNDENT 3+ X X MANAGEMENT 41 STEEP TURNS 4+ X 42 IFR UNUSUAL ATTITUDES 4+ X 43 POINT-TO-POINT 3+ X 44 HOLDING 4+ X 45 ENROUTE PROCEDURES 4+ X X 46 ENROUTE DESCENT 4+ X X 47 HIGH-ALTITUDE APPROACH 3 48 TEARDROP APPROACH 4 49 ARCING APPROACH 4 X 50 HILO APPROACH 4 X 51 PROCEDURE TURN APPROACH 4 52 RVFAC APPROACH 4 X X 53 GPS APPROACH 4 54 PAR APPROACH 4 X 55 ASR APPROACH 4 X 56 VOR FINAL 3+ X X 57 ILS FINAL 3+ X 58 LOC FINAL 3+ X 59 GPS FINAL 3 60 BACKUP FLIGHT INSTRUMENT APPROACH 3 61 CIRCLING APPROACH 3 62 MISSED APPROACH 4 63 TRANSITION TO LANDING / LANDING 4+ X X Syllabus Notes: a. I3101 shall be conducted in the OFT. I3102 should be conducted in the OFT, but it may be conducted in the UTD. b. IUTs shall meet or exceed the following approach-type requirements: 1 GCA (PAR or ASR),1 ILS,1 LOC, 2 VOR A minimum of six approaches are required for this block. Discuss 13101: UFCP, FMS Setup, Scan Patterns I3102: Battery Failure, Generator Failure, Backup Flight Instrument B Rev 03/16/2017

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4 15 R GCV Chan 104 MOBILE, ALABAMA VORTAC SJI Rwy Idg APP CRS TDZE 104 Chan 100 Apt Elev N/A N/A 219 AL-267 (FAA) VOR or TACAN-A MOBILE RGNL(MOB) T ASR MISSED APPROACH: Climb to 900, then climbing right turn to 2000 on heading 200 and SJI R-140 to SAINT INT/BFM 9.2 DME and hold. ATIS MOBILE APP CON MOBILE TOWER GND CON (CTAF) L CLNC DEL UNICOM MSA S J I25 NM 3100 R-284 (IF) TACCU SJI 7 IAF SEMMES SJI Chan 100 SE-4, 17 AUG 2017 to 14 SEP SJI Arc 1800 No P T (7) (IAF) SQWID SJI 7 R UBACE 321 SJI R BROOKLEY BFM Chan 75 R-242 SE-4, 17 AUG 2017 to 14 SEP 2017 ELEV SAINT BFM 9.2 P A from FAF TWR NM 8502 X 150 H H P 4376 X H 36 x 283 x A Remain within 10 NM SJI VORTAC hdg 200 SJI R-140 UBACE SJI 5.6 SAINT MIRL Rwy HIRL Rwy FAF to MAP 5.6 NM Knots Min:Sec 5:36 3:44 2:48 2:14 1:52 MOBILE, ALABAMA Amdt 2A 29MAY14 CATEGORY A B C D C CIRCLING (500-1) 30 41'N-88 15'W 5.6 NM ( ) (600-2) MOBILE RGNL(MOB) VOR or TACAN-A

5 GCV Chan 104 R-174 R-174 MOBILE, ALABAMA LOC I-MOB Rwy Idg 8502 APP CRS TDZE Apt Elev 219 AL-267 (FAA) ILS or LOC RWY 15 MOBILE RGNL(MOB) T ** RVR 1800 authorized with use of FD or AP or HUD to DA. MALSR A For inop MALSR increase S-ILS 15 Cat E visibility to RVR A 3 5 ASR 4000 and S-LOC 15 Cats C/D/E visibility to 1 8 mile. MISSED APPROACH: Climb to 900 then climbing right turn to 2000 on heading 200 and SJI VORTAC R-140 to SAINT INT/BFM 9.2 DME and hold. ATIS MOBILE APP CON MOBILE TOWER GND CON CLNC DEL UNICOM (CTAF) L Cat E Procedure Turn NA - RADAR REQUIRED BFM R-301 (CFLSL) x (IAF) 145 CAYAT INT RADAR R-042 SE-4, 17 AUG 2017 to 14 SEP 2017 SQWID GPT 34.8 GPT109 Chan 27 ALTERNATE MISSED APCH FIX GCV Chan R to CAYAT 042 (3.6) R-061 GPT109 Chan 27 SQWID GPT 34.8 SEMMES SJI Chan R SAINT BFM LOCALIZER I-MOB R-242 ELEV to CAYAT 301 (16) NM from FAF BROOKLEY BFM Chan 75 MSA S JI 25 NM TDZE 215 SE-4, 17 AUG 2017 to 14 SEP 2017 Remain within 10 NM GS 3.00 TCH VGSI and ILS glidepath not coincident (VGSI Angle 3.00/TCH 50). CATEGORY S-ILS 15** S-LOC 15 C CIRCLING MOBILE, ALABAMA Amdt 31A 29MAY14 A (500-1) CAYAT INT RADAR NM hdg 200 B C D E 415/ (200-2 ) 1 700/ (500-2 ) 700/ (500-1) ( ) 561 (600-2) 30 41'N-88 15'W SJI R-140 SAINT NA 15 A 5 Knots P TWR 348 HIRL Rwy X 150 H MIRL Rwy P X 150 A 5 FAF to MAP 4.8 NM x 283 x Min:Sec 4:48 3:12 2:24 1:55 1:36 MOBILE RGNL(MOB) ILS or LOC RWY 15 H H

6 ILS NAVAID Setup - D LIDS D LIDS is a useful acronym to help set up for the ILS approach. DME Hold (as required) Localizer Set ( Set frequency in UFCP ) Inbound course (set FAC in the CDI ) Display (set PFD NAV source for LOC) Speed Some examples: Radar downwind Straight-in - cruise speed until 5 nm from FAF Procedure track until 5 NM from FAF Procedure Turn until 5 NM from FAF

7 ILS NAVAID Setup - D LIDS Lets look at the ILS RWY 13R at KNGP. Prior to turning off the ARC onto the Final Approach course or while being vectored to final D LIDS would be need to be accomplished. DME Hold From the approach plate we can see that the DME for the approach is NOT from the Localizer I-NGP but from the TRUAX VORTAC NGP would be entered into the UFCP via W3 on the UFCP s persistent display page. Once a VHF NAV frequency is loaded, it s associated DME can be locked IN using the DME HOLD function.

8 ILS NAVAID Setup - D LIDS On the UFCP press the NAV TUNE button until the DME page is displayed along with the NAVAID frequency you wish to HOLD

9 ILS NAVAID Setup - D LIDS On the UFCP press the NAV TUNE button until the DME page is displayed along with the NAVAID frequency you wish to HOLD Press the W2 button to activate the DME Hold function. This will be indicated by an (H) following the frequency. (The (H) can be toggled on/off using the W2 button) Once set, the DME will remain referenced from this NAVAID until the (H) is removed.

10 ILS NAVAID Setup - D LIDS Localizer Set Using the UFCP return to the persistent display page and load the Localizer frequency I-NGP into W3. Inbound Course Set the FAC into the CDI

11 ILS NAVAID Setup - D LIDS DISPLAY Ensure that PFD Source is set to LOC

12 ILS NAVAID Setup - D LIDS DISPLAY Ensure that PFD Source is set to LOC On the PFD note the Localizer frequency I-NGP shown below the PFD SOURCE

13 ILS NAVAID Setup - D LIDS DISPLAY Ensure that PFD Source is set to LOC On the PFD note the Localizer frequency shown below the PFD SOURCE Below the Localizer frequency the Distance in NM and the DME hold NAVAID (NGP 114.0) appear in amber colored type. SPEED Maintain the speed appropriate for your position along the approach.

14 CHAPTER TWO PRIMARY INSTRUMENT NAVIGATION T-6B 204. SCAN PATTERNS Once PAT is accomplished, SCAN to maintain the desired performance. Scan is the systematic process of monitoring the crosscheck/performance instruments to detect deviation from desired flight parameters (error detection), then applying the proper controls to make an appropriate timely correction. The goal is: Early Error Detection and Correction! In any scan method there are two basic groups of instruments: Power/Control Instruments: The four basic inputs that the pilot can make in the aircraft are: 1. PITCH 2. ROLL 3. POWER 4. YAW Initial Power and Attitude inputs are made referencing the Power/Control Instruments: 1. ADI 2. TORQUE Crosscheck/Performance Instruments: These instruments are used to detect deviations from required performance and inform you of the inputs required to regain the desired flight parameters. 1. ALTIMETER 2. VSI 3. AIRSPEED 4. ANGLE OF BANK (ROLL POINTER) 5. TURN NEEDLE 6. HSI 2-2 FUNDAMENTAL INAV CONCEPTS

15 CHAPTER TWO PRIMARY INSTRUMENT NAVIGATION T-6B 7. SIDESLIP INDICATOR An active scan will let you know which control needs adjusted, the direction it needs to be moved, and a sense of how much it should be moved. HUB and SPOKE Method: The Hub is the Attitude Gyro (ADI). The Spokes are the crosscheck/performance instruments. A basic instrument scan sequence consists of: GYRO - Set required Attitude for desired performance NOSE - Crosscheck nose instrument(s) GYRO - Adjust Pitch to keep or return to desired parameters WING - Crosscheck wing performance instrument(s) GYRO - Adjust Roll to keep or return to desired parameters PERFORMANCE/PROGRESS - Crosscheck aircraft performance/maneuver progress GYRO - Stabilize attitude ADDITIONAL - Fine tune the rudder for Yaw (sideslip) and Power for needed changes in torque NOTE Approximately 50% of the time the pilot should be looking at the ADI. This will aid in preventing unintended inputs while insuring desired inputs are appropriate and controlled. ADI is big picture, crosscheck/performance instruments are for fine tuning. The crosscheck/performance instruments for Pitch, Roll, and Power depend upon the maneuver being conducted. The crosscheck for Yaw is always the sideslip indicator. The following table outlines the different flight maneuvers you will encounter in this stage of training and the appropriate crosscheck/performance instruments. FUNDAMENTAL INAV CONCEPTS 2-3

16 CHAPTER TWO PRIMARY INSTRUMENT NAVIGATION T-6B MANEUVER STRAIGHT AND LEVEL CONSTANT ANGLE OF BANK TURNS CONSTANT AIRSPEED CLIMBS & DESCENTS CONSTANT RATE TURNS CONSTANT RATE CLIMBS & DESCENTS CLIMBING OR DESCENDING TURN AT CONSTANT ANGLE OF BANK & AISPEED NOSE CROSSCHECK ALTIMETER, VSI ALTIMETER, VSI WING CROSSCHECK PERFORMANCE/ PROGRESS INSTRUMENT ADDITIONAL INSTRUMENTS HSI AIRSPEED SIDESLIP, TORQUE AOB HSI AIRSPEED SIDESLIP, TORQUE AIRSPEED HSI ALTIMETER SIDESLIP, TORQUE ALTIMETER, VSI AIRSPEED AIRSPEED TURN NEEDLE AOB HSI AOB HSI CLOCK AIRSPEED ALTIMETER VSI CLOCK HSI AIRSPEED SIDESLIP, TORQUE SIDESLIP, TORQUE SIDESLIP, TORQUE 205. SPATIAL DISORIENTATION Figure 2-1 Crosscheck/Performance Instruments Spatial disorientation can be defined simply as a body sensation which tells the aviator that his aircraft is in a particular attitude, when the aircraft is actually in an entirely different position relative to the horizon. This false sensation is derived from a number of sources: the inner ear and vestibular stimulation are the most common. Spatial disorientation usually does not occur when a pilot has visual reference to the horizon, or at least, the pilot pays little attention to his body feelings, since his sight simply overcomes them. Disorientation occurs when there is no reference to the horizon; however, this does not necessarily limit vertigo to flying in the clouds. It can occur when the aircraft is flying in visual meteorological conditions (VMC), on a day when there are large buildups, when flying above a layer of clouds, when flying in and out of a broken layer, or when launching at night with no clear horizon. Vertigo or the disorientation sensation is, and always will be, a factor in aviation, but is dangerous only when the pilot believes and flies his senses instead of the reliable instruments. The spatial disorientation training in the T-6B will demonstrate and emphasize three specific facts: 1. A pilot s attitude sensations are generally unreliable. 2. The pilot cannot recover to straight and level flight using these sensations. 3. Instruments are the only way to recognize and recover from unusual attitudes in Instrument Meteorological Conditions (IMC). 2-4 FUNDAMENTAL INAV CONCEPTS