I3102 · 2019-08-23 · KNPA ASR 7L (using BFI) Prerequisites:-IN1203-4, IN1206-7, IN1209-11, and IN1301-3 (Instruments CAI) -Q4390 (NATOPS check-ride) Syllabus Notes:-IUT shall meet

1

I3102 WORKSHEET

Planned Route: Takeoff: KNPA, RWY 25R Altitude: 6000’ Route: Radar departure from KNSE NUN Approaches: KNPA VOR RWY 19 (HILO)

KNPA PAR 7L KNPA ASR 7L (using BFI)

Prerequisites: -IN1203-4, IN1206-7, IN1209-11, and IN1301-3 (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. Battery failure NATOPS

b. Generator failure NATOPS

c. Backup flight instrument PFD / BFI differences

CNATRAINST 1552.165B IUT T-6B RADIO INSTRUMENTS I3100 BLOCK

IUT GRADE SHEET DATE __________________ INSTRUCTOR __________________________ MEDIA: OFT/UTD VT- ________ BRIEF TIME: ________ NAME: ________________________________ EVENT:__________

CTS REF

MANEUVER

MIF I3101 I3102 1 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 /

AREA ORIENTATION 4+ X X

7 TASK MANAGEMENT 3+ X X 8 COMMUNICATION 4+ X X 9 MISSION PLANNING / BRIEFING /

DEBRIEFING 3+ X X

10 GROUND OPERATIONS 4 11 TAKEOFF 4+ X X 12 DEPARTURE 4+ X X 13 INSTRUCTIONAL SKILLS / STUNDENT

MANAGEMENT 3+ X X

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

1542.165B Rev 03/16/2017

SE

-3, 20 JUN

2019 to 18 JUL 2019 S

E-3

, 20

JU

N 2

019

to 1

8 JU

L 20

19

RADAR MINS 19171

N4

SE-3

19171 N4 RADAR MINS

RADAR INSTRUMENT APPROACH MINIMUMS

RADAR INSTRUMENT APPROACH MINIMUMS

RWY GS/TCH/RPI CAT DH/ MDA-VIS

HAT/ HATh/ HAA CEIL-VIS

PAR 7L2 3.0°/58/1124 ABCDE 123-¼ 100 (100-¼) 17 3.0°/39/750 ABCDE 128-½ 100 (100-½) 7R 3.0°/57/1085 ABCDE 125-½ 100 (100-½) 198 3.0°/38/692 ABCDE 122-½ 100 (100-½) 25L7 3.0°/39/748 ABCDE 122-½ 100 (100-½) 25R8 3.0°/38/711 ABCDE 121-½ 100 (100-½) PAR W/O GS 7L3 ABCDE 360-½ 337 (400-½) 7R ABCDE 360-1 335 (400-1) 1 ABCDE 360-1⅛ 332 (400-1⅛) 19 ABCDE 400-1⅛ 378 (400-1⅛) 25L AB 440-1 418 (500-1) CDE 440-1⅛ 418 (500-1⅛) 25R AB 440-1 419 (500-1) CDE 440-1⅛ 419 (500-1⅛) PAR W/O GS 7R ABCDE 360-1 335 (400-1) SIDESTEP 25L AB 440-1 418 (500-1) CDE 440-1⅛ 418 (500-1⅛) ASR 7L4 AB 500-¾ 477 (500-¾) CDE 500-1 477 (500-1) 1 ABCDE 460-1¼ 432 (500-1¼) 7R AB 500-1¼ 475 (500-1¼) CDE 500-1⅜ 475 (500-1⅜) 19 AB 500-1¼ 478 (500-1¼) CDE 500-1⅜ 478 (500-1⅜) 25L AB 480-1¼ 458 (500-1¼) CDE 480-1⅜ 458 (500-1⅜) 25R AB 480-1¼ 459 (500-1¼) CDE 480-1⅜ 459 (500-1⅜) ASR SIDESTEP 7R5 AB 500-1¼ 475 (500-1¼) CDE 500-1⅜ 475 (500-1⅜) 25L6 AB 480-1¼ 458 (500-1¼) CDE 480-1⅜ 458 (500-1⅜)

(CONTINUED ON NEXT PAGE)

PENSACOLA NAS (KNPA), (FORREST SHERMAN FLD), FL Orig (19171 USN) ELEV 28 RADAR1 - (E) 128.25 239.05 285.625 288.325 305.2 314.0 318.8 348.725 383.8

T

20 JUN

2019 to 18 JUL 2019 20

JU

N 2

019

to 1

8 JU

L 20

19

RADAR MINS 19171

N5

SE-3

19171 N5 RADAR MINS

RADAR INSTRUMENT APPROACH MINIMUMS

RADAR INSTRUMENT APPROACH MINIMUMS

PENSACOLA NAS (KNPA) (CONT’D)

1No-NOTAM MP: PAR 1400-1800Z++ Sat. 2When ALS inop, increase vis CAT ABCDE to ½ mile. 3When ALS inop, increase vis CAT ABCDE to 1 mile. 4When ALS inop, increase vis CAT AB to 1¼ miles, CAT CDE to 1⅜ miles. 5Sidestep within 2.5 DME of NPA TACAN (1.73 NM from THLD). 6Sidestep within 2.5 DME of NPA TACAN (1.94 NM from THLD). 7CAUTION: Wheel Crossing Height (WCH) for Group 3 (19 ft) and Group 4 (14 ft) is less than 20 ft. 8CAUTION: Wheel Crossing Height (WCH) for Group 3 (18 ft) and Group 4 (13 ft) is less than 20 ft.

When control tower closed, ASR NA. Rwy 9 helicopter visibility reduction below RVR 4000 not authorized.

  T

RWY GS/TCH/RPI CAT

DH/ MDA-VIS

HAT/ HATh/ HAA CEIL-VIS

CIR ASR AB 520-1¼ 492 (500-1¼) C 540-1½ 512 (600-1½) DE 580-2 552 (600-2)               CIR     AB 520-1⅛ 492 (500-1⅛) PAR W/O GS     C 540-1½ 512 (600-1½)       DE 580-2 552 (600-2)

  A 

TALLAHASSEE, FL Amdt 6B, 20JUN2019 (19171) (FAA)                                      ELEV 83

TALLAHASSEE INTL (TLH) RADAR-1 135.8 317.4

RWY GP/TCH/RPI CAT DA/ MDA-VIS

HAT/ HATh/ HAA CEIL-VIS CAT

DA/ MDA-VIS

HAT/ HATh/ HAA CEIL-VIS

ASR 36 AB 460/24 398 (400-½) CD 460/35 398 (400-¾) 27 AB 480/24 422 (500-½) CD 480/40 422 (500-¾) 9 AB 500/55 435 (500-1¼) CD 500-1¼ 435 (500-1¼) 18 AB 560-1 477 (500-1) CD 560-1⅜ 477 (500-1⅜) CIRCLING ALL RWY A 580-1 497 (500-1) B 600-1 517 (600-1) C 640-1½ 557 (600-1½) D 800-2¼ 717 (800-2¼)  C

 C

 C

20 JUN

2019 to 18 JUL 2019 20

JU

N 2

019

to 1

8 JU

L 20

19

PFD/BFI differences. -No Turn Needle will need to use the 10 and 20% rule to compute AOB as needed for rates of turn (not to exceed 30 degrees AOB) -Side Slip indicator upside down. The BFI has it on the top of the ROLL POINTER so it moves with the roll pointer. (On the PFD it is located on the bottom of the zero bank angle position of the ROLL ATTITUDE SCALE and remains stationary during turns. -Altimeter is graduated in 20 ft increments vice 10. -Miniature aircraft display is different. -Only partial Heading indication visible (direction of large turns not as obvious). -VSI has no pointer…digital readout with ^ / indications for climb and descent.

3-24

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100IF ONLY AMBER OIL PX CAUTION ILLUMINATES:

* 1. Terminate maneuver

* 2. Check oil pressure; if oil pressure is normal, continueoperations

IF RED OIL PX WARNING ILLUMINATES AND/ORAMBER OIL PX CAUTION REMAINS ILLUMINATEDFOR 5 SECONDS, OIL PRESSURE FLUCTUATIONS,OR OIL TEMPERATURE OUT OF LIMITS:

* 3. PCL - Minimum necessary to intercept ELP; avoidunnecessary PCL movements

Higher power settings may aggravate theexisting condition.

* 4. PEL - Execute

ELECTRICAL FAILURES

Generator Inoperative

Loss of the generator also means loss of the systems poweredon the generator bus (if the bus tie is open) and loss of batterycharging. If the generator fails and cannot be restored, elec-trical load must be reduced to provide maximum enduranceon remaining battery power. Anytime the starter switch isnot in the NORM position, the generator will not function.Verify starter switch position whenever GEN warning is illu-minated. If the GEN warning illuminates, accomplish thefollowing:

1. STARTER switch - NORM (BOTH)

NOTE

The generator will remain offline if the starteris in the MANUAL position and the starterwill drain battery in less than 10 minutes ifleft ON.

2. GEN switch - ON (front or back)

3. GEN RESET switch - Depress and hold for a mini-mum of 1 second

IF GENERATOR REMAINS INOPERATIVE (DC VOLT-METER BELOW 25 VOLTS AND AMMETER DIS-CHARGING):

4. Descent below 10,000 ft MSL - INITIATE (ASREQUIRED)

5. GEN switch - OFF (BOTH)

6. BUS TIE switch - OPEN (BUS TIE caution and GENBUS warning illuminate)

NOTE

Opening the bus tie switch will reduce elec-trical load on the main battery by sheddingthe generator bus. This will permit main bat-tery operation for at least 30 minutes.

7. Land as soon as practical

OBOGS will be inoperative once the mainbattery is depleted or with battery failure.

NOTE

• If main battery fails, refer to Battery and Gen-erator Failure procedure.

• Cockpit will depressurize when power to thebattery bus is lost.

Generator Bus Inoperative

The GEN BUS warning will illuminate if there is an actualloss of the generator bus (and the associated avionics buses).

1. BUS TIE switch - NORM

NOTE

With an operating generator and the bus tieswitch in NORM, the generator will continueto charge the battery and power the batterybuses. Items on the generator bus will remaininoperative.

2. Land as soon as practical

The following table contains a list of the cockpit items thatwill remain operative or are inoperative with the generatorbus inoperative.

GENERATOR BUS INOPERATIVE

BATTERY BUS OPERATIVE

Air Conditioner Battery Buses w/Bus TieClosed

Gen Switch Ram Air Valve

Fuel Balance OBOGS

Side/Nav/Taxi/Test Lights Clocks

Probes Anti-Ice Emergency Flaps

ELT

Cockpit Temperature Flight Data RecorderMaintenance

Nose Wheel Steering Battery

Fire Detector #2 Chip Detector

3-25

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100

Battery Bus Inoperative

NOTE

With a battery bus failure, the PFD will be thedefault display in flight and the EICAS andNAV displays can be accessed using theMFD menu page.

The BAT BUS warning will illuminate if there is an actualloss of the battery bus (and the associated avionics buses), orif the current limiter on the battery bus side has failed.

Indications of the current limiter and/or actual bus failurewill be illumination of the BAT BUS warning, accompaniedby multiple failures of items on the battery bus with associ-ated CAS message illuminated (TRIM OFF, OIL PX, HYDRFL LO, PMU STATUS). The most noticeable failures willbe the UFCP, and the center and right MFD’s.

NOTE

If the BAT BUS warning illuminates, thecockpit battery bus has failed or the annunci-ator sensing circuit has failed. The generatoris still supplying the generator bus andcharging the battery.

IF BAT BUS WARNING IS ILLUMINATED AND ISACCOMPANIED BY OTHER INDICATIONS OF BAT-TERY BUS FAILURE:

1. Descent below 10,000 ft MSL - Initiate (as required)

OBOGS will be inoperative once the mainbattery is depleted or with battery failure.

NOTE

Cockpit will depressurize when power to thebattery bus is lost.

2. BUS TIE switch - OPEN

NOTE

Place the BUS TIE switch to OPEN to isolatethe generator bus from any potential batteryor battery bus faults.

3. AUX BAT switch - ON

NOTE

Backup flight instrument and VHF tuning(standby VHF control head) will be poweredfor approximately 30 minutes by the auxil-iary battery.

4. Standby VHF - ON

5. LANDING GEAR EMERGENCY EXTENSION -Execute prior to landing

Trim Indicator

Seat Adjust Aileron/Elevator/RudderTrim

DTS/DVR Utility/Collision/Instrument/Landing/Flood Lights

EDM A IAC1

HOTAS Ignition

TAD Avionics Master

Prop Sys Solenoid

Speed Brake Hydraulic System

Fuel Quantity Low

Evaporator Blower Start

ADC UFCP

TCAS Landing Gear Control

COM1 PMU FAIL and PMUSTATUS Monitoring

IAC2 Oil TRX

IRS Flap Control

Radio Relays Angle of Attack

RAD ALTM Boost Pump

LH MFD EDM B

DME Battery Switch

Transponder

VHF NAV Inflow Switch

RH MFD

Center MFD

Backup Flight Instrument

IRS

COM2

Fire Detector #1

GENERATOR BUS INOPERATIVE

BATTERY BUS OPERATIVE

3-25

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100

Battery Bus Inoperative

NOTE

With a battery bus failure, the PFD will be thedefault display in flight and the EICAS andNAV displays can be accessed using theMFD menu page.

The BAT BUS warning will illuminate if there is an actualloss of the battery bus (and the associated avionics buses), orif the current limiter on the battery bus side has failed.

Indications of the current limiter and/or actual bus failurewill be illumination of the BAT BUS warning, accompaniedby multiple failures of items on the battery bus with associ-ated CAS message illuminated (TRIM OFF, OIL PX, HYDRFL LO, PMU STATUS). The most noticeable failures willbe the UFCP, and the center and right MFD’s.

NOTE

If the BAT BUS warning illuminates, thecockpit battery bus has failed or the annunci-ator sensing circuit has failed. The generatoris still supplying the generator bus andcharging the battery.

IF BAT BUS WARNING IS ILLUMINATED AND ISACCOMPANIED BY OTHER INDICATIONS OF BAT-TERY BUS FAILURE:

1. Descent below 10,000 ft MSL - Initiate (as required)

OBOGS will be inoperative once the mainbattery is depleted or with battery failure.

NOTE

Cockpit will depressurize when power to thebattery bus is lost.

2. BUS TIE switch - OPEN

NOTE

Place the BUS TIE switch to OPEN to isolatethe generator bus from any potential batteryor battery bus faults.

3. AUX BAT switch - ON

NOTE

Backup flight instrument and VHF tuning(standby VHF control head) will be poweredfor approximately 30 minutes by the auxil-iary battery.

4. Standby VHF - ON

5. LANDING GEAR EMERGENCY EXTENSION -Execute prior to landing

Trim Indicator

Seat Adjust Aileron/Elevator/RudderTrim

DTS/DVR Utility/Collision/Instrument/Landing/Flood Lights

EDM A IAC1

HOTAS Ignition

TAD Avionics Master

Prop Sys Solenoid

Speed Brake Hydraulic System

Fuel Quantity Low

Evaporator Blower Start

ADC UFCP

TCAS Landing Gear Control

COM1 PMU FAIL and PMUSTATUS Monitoring

IAC2 Oil TRX

IRS Flap Control

Radio Relays Angle of Attack

RAD ALTM Boost Pump

LH MFD EDM B

DME Battery Switch

Transponder

VHF NAV Inflow Switch

RH MFD

Center MFD

Backup Flight Instrument

IRS

COM2

Fire Detector #1

GENERATOR BUS INOPERATIVE

BATTERY BUS OPERATIVE

3-26

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100

Plan to extend the landing gear using theemergency extension system. Emergencyflaps will be powered by the main batterythrough the hot battery bus as long as themain battery has not failed. With normal flapextension and a loss of power to the batterybus, flaps will retract. Landing gear and flapposition indicators will not be powered.

The following table contains a list of the cockpit items thatwill remain operative or are inoperative with the battery businoperative or bus tie inoperative with a depleted battery. Bus Tie Inoperative

If the BUS TIE caution illuminates in flight, the battery busand generator bus have been disconnected at the bus barcrosstie. If other caution/warning messages are present, referto the appropriate procedures. If no other annunciationsoccur, the generator bus will continue to operate normallyand items on the battery bus will continue to function as longas battery power exists. Turning off non-essential equipmenton the battery bus will prolong the amount of battery powerremaining.

1. BUS TIE switch - NORM

IF BUS TIE CAUTION REMAINS ILLUMINATED:

2. Land as soon as practical

NOTE

• Expect approximately 30 minutes of usefulpower from the main battery under these con-ditions. Items on the generator bus willremain powered as long as the generator isonline. To conserve battery power, considerdeactivating interior/exterior lighting as con-ditions permit. The avionics master switchcan also be set to OFF, disabling all avionicsand radios, with the exception of the standbyVHF.

• If main battery depletes, refer to Battery BusInoperative procedure. Items on generatorbus will remain functional with an operativegenerator.

• Cockpit will depressurize when power to thebattery bus is lost.

Battery and Generator Failure

This checklist assumes that the generator has failed and themain battery is totally depleted. The only operative instru-ments with auxiliary battery power will be the backup flight

BATTERY BUS INOPERATIVE

GENERATOR BUS OPERATIVE

Battery Buses w/Bus TieClosed

Air Conditioner

Ram Air Valve Gen Switch

OBOGS Fuel Balance

Clocks Side/Nav/Taxi/Test Lights

Emergency Flaps Probes Anti-Ice

ELT Cockpit Temperature

Flight Data RecorderMaintenance

Battery Fire Detector #2

Chip Detector

Nose Wheel Steering Seat Adjust

Aileron/Elevator/RudderTrim

DTS/DVR

Utility/Collision/Instrument/Landing/Flood Lights

EDM A

IAC1 HOTAS

Ignition TAD

Avionics Master Fails in theON Position

Speed Brake

Prop Sys Solenoid Evaporator Blower

Hydraulic System ADC

Fuel Quantity Low TCAS

Start COM1

UFCP IAC2

Landing Gear Control IRS

PMU FAIL and PMUSTATUS Monitoring

Radio Relays

Oil TRX RAD ALTM

Flap Control LH MFD

Angle of Attack DME

Boost Pump Transponder

EDM B VHF NAV

Battery Switch With Aux Battery:

Inflow Switch Radio Relays

RH MFD Fire Detector #1

Center MFD IRS

UFCP Backup Flight Instrument

Ground Idle COM2 if STBY VHF isON

PMU below 40 to 50% NP

BATTERY BUS INOPERATIVE

GENERATOR BUS OPERATIVE

3-27

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100

instrument, fire detection system (FIRE 1 only), IRU, andVHF radio (tuning provided by the standby VHF controlhead).

Systems that will be inoperative include:

• OBOGS

• ICS

• All electronic displays

• PMU

• Starter

• Fire detection system (FIRE 2)

• Landing gear indicators

• Normal flap operation and indicators

• Probes anti-ice

• Interior and exterior lighting, except backup flightinstrument

• ECS/pressurization

• UHF communications/navigation and GPS

1. Descent below 10,000 ft MSL - Initiate (as required)

OBOGS will be inoperative once the mainbattery is depleted or with battery failure.

NOTE

Cockpit will depressurize when power to thebattery bus is lost.

IF THE BATTERY AND GENERATOR FAIL, ACCOM-PLISH THE FOLLOWING:

2. AUX BAT switch - ON

NOTE

Backup flight instrument and VHF tuning(standby VHF control head) will be poweredfor approximately 30 minutes by the auxil-iary battery. Plan to extend the landing gearusing the emergency extension system.Emergency flaps will not be functional if themain battery has failed. With normal flapextension and a loss of power to the batterybus, flaps will retract. Landing gear and flapposition indicators will not be powered. Thetaxi and landing lights will not be functional.

3. Land as soon as possible

AVIONICS FAILURES

NOTE

• During all electronic display failures, thepilot should confirm indications in both cock-pits (if occupied), reference alternate datasources or the backup instruments as applica-ble, and check applicable circuit breakers.

• In the following procedures, the term “reset”is used to describe the action of resetting acircuit breaker that is already open. The pilotshould assess the severity of the emergencyand equipment lost prior to resetting or open-ing any circuit breaker.

Integrated Avionics Computer (IAC) Failure (Single /Dual) (Loss of MFD Displays/Erratic Displays/Integrated Avionics System Synchronization Errors)

Dual IAC failure will result in the loss of HUD, UFCP andMFD displays in both cockpits.

Loss of a single IAC may not cause an IAC1 FAIL/IAC2FAIL message to be displayed, but may cause loss of MFDdisplays in one or both cockpits, erratic MFD displays, orIAC synchronization errors. The HUD and UFCP may, ormay not be operating properly.

IAC data crosstalk malfunction can result in a loss of syn-chronization between cockpits. Loss of this synchronizationmay result in incorrect function of the REPEAT mode. Thismay occur without alerting an IAC failure.

Loss of synchronization or erratic indications betweenshared information in each cockpit is indicative of pendingor possible cross talk malfunction. Synchronization errorsmay present as heading, altitude and speed “bug” is matchedsettings between cockpits or altimeter synchronization errorswith an associated ”QNH DISAGREE” FMS message.

Do not select REPEAT in cockpit with work-ing MFD’s. This may result in loss of allMFD information in both cockpits.

NOTE

• If synchronization errors or erratic indica-tions are detected on ground, takeoff is notrecommended.

• If synchronization errors are detected withouta loss of MFD information, do not selectREPEAT on UFCP in either cockpit.