I2103 WORKSHEET. Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE. Syllabus Notes None

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1 Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE Syllabus Notes None I2103 WORKSHEET Special Syllabus Requirements Proceed direct to homefield using any available NAVAID. Discuss a. Approach Maneuver FTI Procedures Application b. IFR Unusual Attitudes Causal factors FTI Procedures c. Direct to Homefield FMS nearest airport page FMS Direct to option FMS bearing pointer/waypoint data

2 T-6B Basic Instruments I2100 Block STUDENT GRADE SHEET DATE INSTRUCTOR MEDIA: UDT VT- BRIEF TIME: NAME: EVENT: # MANEUVER MIF I2101 I I GENERAL KNOWLEDGE / PROCEDURES 3+ X X X X 2 EMERGENCY PROCEDURES 3+ X X X X 3 HEADWORK / SITUATIONAL AWARENESS 2+ X X X X 4 BASIC AIRWORK 3+ X X X X 5 IN-FLIGHT CHECKS / FUEL MANAGEMENT 2+ X X X X 7 TASK MANAGEMENT 2+ X X X X 8 COMMUNICATION 2 9 MISSION PLANNING / BRIEFING / 2 DEBRIEFING 10 GROUND OPERATIONS 2 11 TAKEOFF 2 12 DEPARTURE 2 40 S-1 PATTERN 3+ X X X 41 STEEP TURNS 3+ X X X X 42 IFR UNUSUAL ATTITUDES 3+ X X 43 TIMED TURNS 3+ X X X X 47 GCA PATTERN 3+ X X X 48 APPROACH PATTERN 3+ X X 50 ENROUTE PROCEDURES 2 51 ENROUTE DESCENT 2+ X X X SPECIAL SYLLABUS REQUIREMENTS 1 X SSR: I2103 Proceed direct to Home Field using any available NAVAID DISCUSS ITEMS: I2101: Departures, steep turns, timed turns, enroute descent, and scan patterns. I2102: IMC emergencies, GCA pattern, and S-1 pattern. I2103: Approach maneuver and IFR unusual attitudes. I2104: IMC emergencies, avionics failures and BFI. DEPART ARRIVE SIDE # SIM TIME JPPT B Rev 03/30/2017

3 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER FIVE 510. APPROACH PATTERN General In addition to developing basic airwork scan and trim skills, the Approach Pattern incorporates many of the basic skill sets required during execution of a Low Altitude Instrument Approach from over a NAVAID. Procedure 1. Establish the aircraft at 200 KIAS, straight and level flight on a cardinal heading. 2. Slow toward 150 KIAS by reducing power to 15% torque. With the power reduction, anticipate a need for slight left rudder pressure. As the airspeed slows, trim right rudder and up elevator as required to relieve control pressures while maintaining heading and altitude. 3. Approaching 150 KIAS, add power (approximately 33% torque) to maintain 150 KIAS in level flight. Re-trim. 4. Make a SRT (not to exceed 30 AOB) to the right for 90 of heading change while maintaining altitude. Lead the rollout using the one-third rule. 5. After completing the turn, start the clock and begin timing for two minutes. 6. Reduce power to 15% torque and descend for 1000 maintaining 150 KIAS and approximately 1000 FPM. 7. Approximately 100 prior to level-off altitude, slowly add power (approximately 33% torque) to maintain 150 KIAS at the level-off altitude. 8. At the end of two minutes timing, begin a left SRT (not to exceed 30 AOB) for a heading change of 210. Anticipate a small need for power and back-stick pressure to maintain level flight at 150 KIAS. 9 Using the one-third rule, roll wings level after 210 of heading change, commence a descending transition to BAC (slow down first then go down): a. Reduce power to 15% torque. Anticipate the need for slight left rudder pressure to compensate for the power reduction. Maintain altitude in order to expedite deceleration to 120 KIAS. b. Check airspeed below 150 KIAS, lower the gear, set flaps T/O and perform the Before Landing Checklist. As the flaps are lowered, the aircraft will have the tendency to gain altitude. To compensate for this added lift, pitch as required to maintain level flight. BASIC INSTRUMENT MANEUVERS 5-15

4 CHAPTER FIVE PRIMARY INSTRUMENT NAVIGATION T-6B c. As the airspeed decreases, trim right rudder and nose up as needed to relieve control pressures required to maintain heading and altitude. d. At 120 KIAS, lower the nose to maintain a 120 KIAS descent for 1000 feet. e. Approximately 100 prior to level-off altitude, add power (approximately 42% torque) to maintain 120 KIAS at the level-off altitude. 10. Stabilize on altitude and heading. Reset and start the clock, re-set 15% torque and lower the nose to maintain 120 KIAS and descend for another 1000 at approximately 1000 FPM. Re-trim. 11. Approximately 100 prior to level-off altitude, smoothly add power (approximately 42% torque) to maintain 120 KIAS at the level-off altitude. 12. At the end of two minutes timing, execute a Missed Approach: a. Advance the power to MAX, coordinated right rudder pressure will be required to maintain balanced flight. b. Simultaneously raise the nose of the aircraft to nose-high. c. Check for a positive rate of climb on the VSI and the altimeter. report Two positive rates, gear then raise the gear. d. Report Above 110 flaps then raise the flaps. Report Gear and flaps up at kts (prior to 150 KIAS). 13. Set nose attitude 8-10 high and accelerate towards 180 KIAS while climbing for 2000 on the heading used in the descent. Re-trim. 14. Approximately 200 prior to level-off, commence a transition to 200 KIAS cruise. The maneuver is complete when the aircraft is at 200 KIAS, on the heading used after the 210 turn, and 1000 below the original starting altitude BASIC INSTRUMENT MANEUVERS

5 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER FIVE Figure 5-3 Approach Pattern BASIC INSTRUMENT MANEUVERS 5-17

6 CHAPTER FIVE PRIMARY INSTRUMENT NAVIGATION T-6B 507. UNUSUAL ATTITUDES General Recognize and recover from an unusual attitude with reference to instruments only. Description An unusual attitude is any unexpected or inadvertent attitude encountered during normal instrument flight. To avoid this situation during IMC conditions, roll should normally be limited to 30 AOB and nose attitude limited to 10 nose low and 15 nose high. Possible causes of unusual attitudes include; slow scan, spatial disorientation, fixation on a subtask, and transition from VFR to IFR. The recovery is complete when the desired attitude for normal instrument flight is attained. Use the attitude indicator as the main recovery instrument after its proper operation is verified and an unusual attitude is confirmed. Compare the PFD indication with the backup flight instrument (BFI), and performance instruments to confirm an unusual attitude. While the horizon bar is always visible in extreme nose high or nose low attitudes it may be very near the bottom or top of the attitude indicator. In these cases, recovery chevrons point to the horizon and may be used to aid in determination of attitude. Procedure Perform recoveries as described below. For Nose High and Nose Low recovery, steps one and two are the same. 1. Recognize - Identify potential unusual attitude with attitude indicator and aircraft performance. 2. Confirm - Verify actual attitude with the BFI and performance instruments. Nose High (Steps three through five should be performed almost simultaneously.) 3. Relax back stick pressure, allowing the nose of the aircraft to fall to the horizon (maintain positive G). 4. Roll the aircraft towards, but not past, 90º of bank. (Use only as much bank as needed to recover; 90 may not be necessary in all recoveries.) 5. If the aircraft is climbing, use power as required to maintain airspeed above stall. 6. As the fuselage dot of the miniature aircraft approaches the horizon bar, adjust bank to establish a wings-level attitude. If airspeed is low (below 100 KIAS), the nose may continue below the horizon until a safe flying speed is achieved BASIC INSTRUMENT MANEUVERS

7 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER FIVE Nose Low (Steps three and four should be performed sequentially.) 3. Roll wings level. 4. Start pull up when the wings are level. Approaching 200 KIAS or greater, adjust power and extend the speed brake if required to insure recovery below maximum allowable airspeed. Common Errors Nose High 1. Not rolling towards 90º of bank as needed in a nose high situation. 2. Pushing over in order to reach the horizon in a nose high situation (negative G). 3. Not adding power as needed. Nose Low 1. Not establishing wings level prior to pulling the nose toward the horizon (rolling pull-out). 2. Forgetting to reset power and/or speed brake after recovery to normal airspeed (if used) BACKUP FLIGHT INSTRUMENT (BFI) FLIGHT General Maneuver the aircraft by means of the Backup Flight Instrument (BFI) only. Description With a loss of inputs from the Air Data Computer (ADC), the Internal Reference Unit (IRU) or, in the event of a Dual Integrated Avionics Computer (IAC) failure (total loss of all MFDs), the Primary Flight Display (PFD) may be lost or rendered unusable; however, flight may be continued and aircraft attitude controlled by referring to the BFI. Procedure After noting partial or total loss of the PFD, proceed as follows: 1. Referencing the BFI, smoothly level the wings with coordinated rudder and aileron and reposition the nose to the straight and level flight attitude. 2. Complete the appropriate NATOPS emergency procedures as required. BASIC INSTRUMENT MANEUVERS 5-11

8 Proceeding direct to an airport using the NEAREST function. The NEAREST function can be used to locate and navigate to airports in the NAV database that are near your current location. NOTE This function may aid you in finding homefield if lost during a solo or locating a suitable field during an emergency situation. The NEAREST page is readily accessible from the from the NAV page. Press LSK L1 (NRST). 72

9 Proceeding direct to an airport using the NEAREST function. On the NEAREST page Press LSK L1 to access the NEAREST AIRPORT page. 73

10 Proceeding direct to an airport using the NEAREST function. A list of the nearest airports (13 pages in this case) will be displayed. The airport identifier, bearing,distance and name is shown for each airport. Use the NEXT option at LSK LR if needed to find the desired airport (for our example we will be looking for KNPA). 74

11 Proceeding direct to an airport using the NEAREST function. In our example the desired airport appears on line 1 of page 3/13 and is already highlighted in white. If the desired airport is not on line 1, Select/highlight it using the adjacent LSK. Once the desired airport is highlighted in white, select DIRECT-TO using LSK L5 75

12 Proceeding direct to the nearest airport The new airport is now the FMS active waypoint. NOTE No EXECUTE function required for this operation. Press LSK UL to return to the NAV display. 76

13 Proceeding direct to the nearest airport The WAYPOINT DATA BOX at the top of the NAV page will display the following waypoint data: - (WPT) Airport/Waypoint ID - (DIST) Distance - (TTG) Time To Go - (ETA) Estimated Time of Arrival NOTE This information will also appear on the TSD. 77

14 Proceeding direct to the nearest airport Turn to place the head of the FMS bearing pointer under the heading indexer (left turn in this example). 78

15 Proceeding direct to the nearest airport With BP 2 set to FMS the distance to the airport is also shown adjacent to LSK R6. With PFD SOURCE set to FMS, use the CDI to track to the airport. 79

16 APPROACH PATTERN The Approach Pattern utilizes all the basic airwork skills required to conduct a low altitude (nonprecision) Instrument approach from over a NAVAID. Inbound track Course reversal Outbound track NAVAID Final approach Airport Missed approach path