I3202

=What To Expect= Note: If your instructor is feeling bored, you may do the DOTHAN COPTER 336 instead. Have a plan: your procedure turn cannot exceed 5nm, which means the standard FTI "time 2min outbound, turn 45/180" method is highly unlikely to work.
 * VOR Holding
 * One of the following:
 * MOBILE RGNL (KMOB) VOR or TACAN-A arcing and procedure turn approaches
 * DOTHAN RGNL (KDHN) VOR or TACAN or GPS-A short arc and procedure turn approaches

=VOR Procedures= TEARDROP APPROACH (T-34C RI FTI 3920) [Brackets] indicate editing for the TH-57C

Reference: NIFM, Chapter 20; AIM, Chapter 5, Section 4, "Procedure Turn."

A. 	Amplification - A teardrop approach makes use of an outbound to inbound radial intercept maneuver to reverse course and establish the aircraft inbound on the intermediate and final approach course. The maneuver used to reverse course in the procedure turn approach is optional, however, you must intercept and track the outbound course as well as the inbound course when a teardrop approach is depicted. Do not exceed the "Remain Within" distance.

In the FLIP Low Altitude Instrument Approach Procedures, most course reversal type approaches use a "barb" symbol. However in the FLIP High Altitude IAPs, the teardrop maneuver is commonly used with penetration type approaches.

B. 	Procedure NOTE: For a non-depicted teardrop approach, twist an outbound course 20o offset from the published outbound course on the procedure turn or "barbed" side. NOTE: ATC may assign an altitude restriction. Maintain this altitude restriction until informed by ATC to delete the altitude restriction. At this time, descend to the altitude depicted on the approach plate. NOTE: A shallow intercept is defined as aircraft heading within 30° of the published inbound course.
 * 1. 	At the IAF, indicated by station passage, execute the 6 T's:
 * a.	TIME - Not required; time of commencing the approach is not reported to the controlling agency.
 * b.	TURN - turn in the shortest direction to parallel the outbound course.
 * c.	TIME - start the clock's sweep second hand for [two] minutes outbound timing when wings level or abeam the station, whichever occurs last.
 * d.	TRANSITION - make a level speed change to [90] knots by reducing power [and setting appropriate attitude]. Approaching [90] knots, lower the nose and descend at [90] knots unless the profile view does not show a descent at the IAF. In the latter case, adjust power to maintain level flight [at 90 knots]. [Call for Landing Check List.]
 * e.	TWIST –
 * (1) 	Set the outbound course in the [HSI / CDI].
 * *(2) 	Wait for the VOR needle to settle down.
 * *(3) 	[Set an intercept, 15o – 30o, to join the depicted radial.]
 * *(4) 	As the tail of the needle rises to the outbound course, turn to roll out on course and track outbound.
 * (5) Try to expedite the above procedures so as to establish an intercept heading no later than one minute after the start of outbound timing.
 * f.	TALK - give the appropriate voice report (only if request by ATC).
 * 2. 	Level off at procedure turn altitude.
 * a.	25 feet prior to procedure turn altitude, [add power and set attitude for 90 knots].
 * b.	Trim for [90] knots level flight.
 * c.	Maintain procedure turn altitude and [90] knots until you are either established on the inbound course, or have a shallow intercept.

NOTE: There is no specific point during the approach at which you will reach the procedure turn altitude. The amount of altitude you must lose is the determining factor.
 * 3.	After [1 1 /2] minutes of outbound timing, twist the inbound course into the [HSI/CDI].
 * 4.	At [two] minutes of outbound timing, execute a turn in the direction depicted. During the last half of the turn, note the position of the head of the needle.

If the head of the needle is not within 5° of the inbound course, stop the turn with a 45° intercept. Do this by placing the inbound course under the first 45° benchmark in the upper one-half of the RMI.

If the head of the needle is within 5° of the inbound course, you may need to continue the turn and roll out with a [45° intercept].

If you overshoot the final approach course, continue the turn and establish a [45° intercept].


 * 5.	Fly this intercept heading. As you intercept the inbound course, turn and track inbound. Utilize the [HSI/CDI] and RMI to note deviations from the desired course.
 * 6.	Report procedure turn inbound after the transition to BAC. This report is given only when requested by the controller.

NOTE: There are essentially two kinds of approach procedures that may be required once the procedure turn is completed. One type uses a radio facility/ FAF that is not located at the field. The other type has no FAF, and the radio facility (and MAP) is located at the field.

IF THE RADIO FACILITY (FAF), IS NOT LOCATED AT THE FIELD


 * 7.	Maintain the aircraft on the inbound course to the station at the minimum altitude depicted. This will be the FAF altitude.

Landing checklist shall be accomplished and missed approach instructions reviewed prior to the final approach fix.


 * 8.	The procedures at the Final Approach Fix (FAF) are designed to allow the aircraft to be flown safely to the field at the lowest possible altitude until further descent is authorized.

NOTE: Some approaches have progressively lower stepdown altitudes; level off at each stepdown altitude until the indicated DME point, then continue descent until the next stepdown altitude or MDA.
 * (1) 	At the final approach fix (FAF) perform the following procedures (6 T's):
 * (a)	TIME - Start the clock second sweep hand.
 * (b)	TURN - To parallel the final approach course.
 * (c)	TIME - Second timing not required.
 * (d)	TRANSITION - Initiate descent towards the minimum descent altitude (MDA) by reducing power and lowering nose slightly, maintaining [90] knots on FAC. Comply with published altitude restrictions.
 * (e)	TWIST - The FAC in the [HSI/CDI]. Intercept and track the FAC.
 * (f) 	TALK - Give the required voice report (ensure you have made any required frequency change).
 * (2) 	Utilize tracking procedures to fly the final approach course (FAC) inbound to the ' field.
 * (3) 	Level off at the minimum descent altitude.
 * (a)	25 feet prior to the MDA add power as you raise the nose to the level flight attitude.
 * (b)	Trim for [90] knots level flight.
 * (c)	Maintain [90] knots and MDA on the final approach course (FAC).
 * (4)At the end of station-to-field timing, or the (missed approach DME point), if the field is in sight and the aircraft is in a position to make a safe landing, descent below the MDA is authorized. If both conditions are not met, execute a missed approach.

RADIO FACILITY IS LOCATED AT THE FIELD

NOTE: If it appears that the MDA will not be reached prior to station passage, torque may be reduced on all low altitude instrument approaches. Monitor the increased rate of descent and start a level off at a proportionally higher altitude.
 * 7.	Maintain the aircraft on the inbound course to the station at the minimum altitude depicted. This will be the MDA.
 * 8.	Talk - give the required voice report as requested by ATC. Ensure you have made any frequency change.

You may descend below the MDA if (1) the field is in sight and (2) the aircraft is in a position to make a safe landing. If both conditions are not met by the time of station passage, execute a missed approach.

3930. PROCEDURE TURN APPROACH [Brackets] indicate editing for the TH-57C

Reference: NIFM Chapter 20, AIM, Chapter 5, Section 4, "Procedure Turn."

A. 	Amplification - A procedure turn approach is an instrument maneuver used to reverse direction to establish an aircraft inbound on the intermediate or final approach course. Procedure turns are depicted by a "barb" symbol on the approach plates which indicates on which side of the outbound course to complete the turn. Headings are provided to reverse course using a 45° type maneuver. However, the point at which the turn may be commenced, and the type and rate of turn, are left to the discretion of the pilot as long as the procedure turn is executed on the proper side of the outbound course and the "Remain Within" distance (normally 10 NM) is not exceeded. Some of the options are the 45° procedure turn, the racetrack pattern, the teardrop procedure turn, or the 80°-260° course reversal.

NOTE: When a teardrop procedure turn is depicted and a course reversal is required, this type of turn must be executed.

Do NOT execute a procedure turn when:
 * 1.	Radar vectors to the final approach course are provided.
 * 2.	A holding pattern is specified in lieu of a procedure turn.
 * 3.	Approach can be made from a properly aligned holding.
 * 4.	The procedure specifies "No PT," no procedure turn.
 * 5.	The plan view does not depict a procedure turn "barb" symbol.

Just remember SNERT
 * 1.	ATC clears you for a “Straight in” approach
 * 2.	Flying the approach via NO PT routing
 * 3.	You are Established in holding and cleared for approach
 * 4.	ATC provides Radar vectors to the final approach course
 * 5.	ATC clears you for a Timed approach

While the FAR/AIM and various other pubs all note that the procedure turn is almost a "do whatever" situation, unless you have a reason for it, you will be expected to execute the standard 45/180 procedure from Primary: at station passage, time for 2 min outbound, then turn to the published 45-degree offset, time for 1 minute, then turn 180 in the opposite direction of the first turn, and intercept the inbound course.

=Intersection Holding= Intersections (TH-57 RI FTI 4-16)

Procedures:
 * 1. Maintain aircraft on radial until approximately 3 miles prior to the intersection.
 * 2. Tune and identify the new station. Maintain heading/course.
 * 3. Set the new radial or course in the CDI/HSI.
 * 4. As the deviation bar centers, turn to and track on the new radial.

Amplification:
 * 1. These procedures are intended for operation when only one navigational aid and needle is available for navigation and identification of the intersection. In most cases in the TH-57C, intersections will be identified utilizing two NAVAIDS and needles.  In this case the flying pilot will be tracking on one needle with the other needle tuned to the intersection-identifying NAVAID.  The non-flying pilot will set the SMA's CDI/HSI to the radial of this identifying NAVAID.  When the SMA's deviation bar centers, turn to and track on the new radial.  Retune the other NAVAID once established.

Break open your T-34 RI FTI for more complete instructions on how to do single navaid intersection holding, since the above explanation is more pointed at simple en-route intersections, rather than holding. On the up-side, it's a lot easier to do than in the T-34, since you can pre-load both frequencies into presets and tell your copilot to tune, identify, and twist for you. Note that while the #1 needle takes a few seconds to swing to the correct bearing each time you switch, the CDI/HSI centers (or un-centers) almost immediately. This means that you can effectively swap back and forth very frequently: get on your proper inbound radial, center the HSI, swap to the secondary and check where you are. If you're not really close, swap back, use the HSI to correct for any drift, and when you're happy swap back again. Repeat. If you fly a solid inbound track and don't need to make many changes, you can (and should) be switching almost constantly.

=Cockpit Setup= Set it up as necessary or as you see fit to execute what you are doing.

=Backup navaids= Use them, always have a backup Navaid / Radio tuned in as a backup. If you don’t, you are just pleading with the instructor to fail your only reliable source of navigation. The GPS can be used to back up every other navaid you have, and can even be used to shoot a NDB approach (though it cannot be used to shoot a TACAN or VOR). It's also on Essential #1, so it's one of the very last things you lose, which is handy in a power failure situation.

Yes, they will fail your GPS. No, this does not mean you should ignore it with the assumption that they will fail it. Force them to fail it on you, or you may get dinged for not backing yourself up sufficiently.

=Approach plate symbols= Look at the key at the front of any book of approach plates.

=Computing timing from FAF to MAP= (Skinner Gouge) When timing is required to identify the MAP, the box in the lower right hand corner of the approach plate lists some common approach speeds and right above the box it will list the distance from the FAF to the MAP. We will shoot our approaches at 90 kias however we need ground speed to accurately determine the MAP. Use your CR-2 to plot the winds given during the WAR report and determine the headwind / tailwind component based on your FAC. Once you know your ground speed, you can then use the other side of the CR-2 to determine the exact timing from the FAF to the MAP.

CR-2 Calculations Ground Speed Calc. Put wind dots on CR-2. Then dial in the course. Then read off (head or tail wind) component. Add or subtract wind component to true airspeed (TAS). Then place the "sec" indicator pointed at this true airspeed. Find your distance and note the actual time it is going to take you.

To practice take the time that was given to you on the approach plate (VOR or NDB) and see if you come up with the same thing with "sec" lined up with 90.

Timing Calc. Put 1 HR marker on inner scale with GS (rate), then, find distance on outer scale. Finally, match time on inner scale. If you want to make things easier on yourself, put the 36 of the inner scale on your wind adjusted GS on the outer scale. Find your distance on the outer scale and drop down to the inner scale to read minutes and seconds rather than getting 3.15 minutes (this happens when you put the 1HR on the GS) and having to do the mental math of how many seconds 0.15 minutes is. Though if you want to do it that way, know that 0.1 minute = 6 seconds, and count up.

=VOR ground and airborne checkpoint= Read paragraph 6-11 in the General Planning FLIP

Airborne and ground checkpoints consist of certified radials that should be received at specific points on the airport surface or over specific landmarks while airborne in the immediate vicinity of the airport. Should an error in excess of +-4 degrees be indicated through the use of the ground check or +-6 degrees using the airborne check, IFR flight should not be attempted.

=Sprag clutch Seizure= (NATOPS 14.4) INDICATIONS: Note In a normal autorotation, Nr and Nf may be matched together between 92- to 96-percent steady state.
 * Nf/Nr married during shutdown
 * Nf/Nr married above 100 percent during autorotational flight.

PROCEDURES:

*1. Ensure twist grip is full open.

*2. Land as soon as possible.

WARNING If suspected during a practice autorotation, execute a waveoff.

=Sprag clutch slippage= Sprag clutch slippage may occur following power-off maneuvers in which Nr and Nf have been split.

When the twist grip is increased to full open, the pilot may experience:

INDICATIONS:
 * Nf indication higher than Nr
 * Low torque indication
 * Ng and TOT indications lower than normal and not responsive to collective.

PROCEDURES: *1. Autorotate.

*2. Twist grip -FLIGHT IDLE.

If time and altitude permit:

*3. Twist grip -Smoothly Rotate to Full Open.

If Nf/Nr are married:

*4. Collective - Increase.

If sprag clutch continues to slip:

*5. Autorotate.

*6. Twist grip -Closed.

If the sprag clutch reengages:

*7. Land as soon as possible. CAUTION After completing the autorotative landing, ensure that the twist grip is secured. Failure to do so may result in sudden reengagement of the sprag clutch, causing severe damage to the drive system. NOTE Multiple attempts to reengage the sprag clutch are permitted dependant on time and altitude.

NB: This is not the EP sim. It is entirely possible that you will be able to recover with sufficient power and not need to auto to the deck. As such, if you're up at 3,000' you may want to consider delaying making a MAYDAY call until you are sure you are actually going to have to take it to the deck. It's pretty embarrassing trying to take back a MAYDAY after you've discovered you can actually just putter back to the field.