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knot of final approach headwind component. At the 180, roll into 27 - 30° AOB, add power, and adjust
rate of descent to 300 to 400 fpm. Maintain on-speed AOA. This should place the velocity vector about
1° below the horizon with its wingtip below the horizon bar. If required, adjust rate of descent to arrive
at the 90° position at 450 ft AGL. Develop an instrument scan for the turn from the 180 to the 90,
because an instrument scan will be required at the ship.
At the 90, glance at runway centerline and the lens and adjust AOB to arrive on extended centerline.
From the 90, rate of descent must be increased by reducing power and adjusting the velocity vector to
1½ to 2° below the horizon, on-speed. This will produce a rate of descent of 400 to 500 fpm to arrive
at the 45° position at 320-370 feet AGL. From the 45, continue to increase rate of descent to
approximately 500-600 fpm with a power reduction to arrive at ²the start² on centerline, at 220 to 250
feet AGL, with 650 to 750 fpm rate of descent, on-speed. The optimum rate of descent will vary with
glideslope angle, approach speed, and headwind component.
The approach turn from a pattern altitude greater than 600 ft AGL is slightly different. At the 180,
adjust rate of descent between 400 - 700 fpm to arrive at the 90 at approximately 500 ft AGL. This
requires a power reduction at the 180 rather than a power addition. Power will need to be added at the
90 to break the rate of descent to 400 to 500 fpm in order to arrive at the 45 at the same flight conditions
as the low pattern.
7.7.4 Pattern Adjustments. Deviations to the standard no-wind pattern will be required based on
headwind, crosswind, approach speed, and starts by adjusting abeam distance. Adjust the ground
reference point and fly exactly the same AOB as the previous pass. Correct for long-in-the-groove or
not-enough-straight-away starts by adjusting the timing from the abeam to 180° positions. Correct for
high or low starts by adding or subtracting 20 to 50 feet from the target altitudes at and inside of the
90. The purpose of pattern adjustments is to determine a repeatable pattern technique which will
produce consistent starts.
7.7.5 Final Approach. The desired final approach is flown by maintaining a centered ball to
touchdown on runway centerline and on-speed. Timely, well-controlled power corrections will be
required to capture and/or maintain the desired glideslope. A complete discussion of glideslope
geometry and glideslope corrections will be covered during the FRS training syllabus and/or by
squadron LSOs.
7.7.6 ATC Approaches. If an ATC approach is desired, engage ATC when wings level on downwind
at or near on-speed AOA. With ATC engaged, the aircraft must still be manually trimmed to on-speed
AOA. Unlike a manual throttles approach, nose position (i.e., velocity vector placement) now controls
power. Fly the same pattern as a manual approach. Coming off the 180, roll into 27 to 30° AOB and
lower the velocity vector approximately 1 to 2° below the horizon. ATC will add power as the aircraft
rolls into the turn. Reposition the velocity vector to maintain 300 to 400 fpm rate of descent. Passing
through the 90, lower the velocity vector slightly to pick up a 400 to 500 fpm rate of descent. Rolling
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wings level in the groove, lower the velocity vector further to about 3°. Power corrections required to
adjust glideslope are made by repositioning the velocity vector with forward or aft stick inputs. For best
results, make small corrections in velocity vector placement and be smooth. Avoid large, rapid, cyclic
stick motion or ²stick pumping² as these inputs can produce a PIO with the autothrottles.
Although ATC is capable of handling almost all glideslope corrections, the stick inputs required to
successfully correct large deviations can be difficult to make. In general, if the ball is more than 1 ball
from the center, consider disengaging ATC and executing a manual pass.
7.7.7 FPAH/ROLL - ATC Approaches. The FPAH/ROLL autopilot mode, when utilized with ATC,
provides an alternative method for landing the aircraft. The FPAH/ROLL mode is designed to reduce
pilot workload by maintaining flight path angle (FPA) and roll attitude. When the velocity vector is
positioned as desired and the stick is neutralized, the autopilot maintains the current FPA and roll
attitude, making corrections for wind gusts or disturbances as required. Repositioning the velocity
vector with longitudinal or lateral stick inputs changes the reference FPA and/or roll attitude that the
autopilot holds when the stick is released. In FPAH/ROLL, aircraft response to longitudinal stick
inputs is slightly sluggish compared to CAS while response to lateral stick inputs is essentially the
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NATOPS Flight Manual 飞行手册 1(139)
