t-39 - Chief of Naval Air Training
t-39 - Chief of Naval Air Training
t-39 - Chief of Naval Air Training
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T-<strong>39</strong> FLIGHT PREPARATION STUDENT GUIDE<br />
Gauge (1). Same as matrix, but<br />
automatically updates if fuel<br />
flow changes<br />
(2). Fast, Tactical<br />
Pounds Per Nautical Mile<br />
(ppnm)<br />
(1). Independent <strong>of</strong> preflight<br />
ETEs.<br />
(2). Useful on long, straightline<br />
flights (i.e. cross-country<br />
flights).<br />
(3). Inflight re-planning<br />
Sometimes difficult to<br />
measure fractions <strong>of</strong> a gauge.<br />
Also dependent on accurate<br />
ETEs<br />
(1). Cumbersome numbers to<br />
multiply and divide-small<br />
errors in ppnm figure can<br />
cause large errors.<br />
(2). Difficult to estimate<br />
average ground speed to IAF<br />
Figure 1-2<br />
g. Enroute delays<br />
INTERMEDIATE: Expect to do a minimum <strong>of</strong> 3 different approaches at 3 different<br />
airfields on ANAV-20. These approaches will normally be filed approaches but can be<br />
unplanned inflight route changes (such as simulated divert). The enroute approach on<br />
ANAV-21 is considered optional with regard to completing the flight. If planned, the delay<br />
should be included on the DD-175, per FLIP, with 0+20 allotted for the approach. This<br />
will require a little more in-depth fuel planning on the Flight Log, and FLIP study to<br />
determine the peculiarities <strong>of</strong> the field.<br />
When executing enroute delays, the clearance limit will be to the delay airfield.<br />
Approach Control will give further clearance sometime during or after the approach. It is<br />
important to note that civilian and <strong>Air</strong> Force fields will <strong>of</strong>ten keep you up Tower frequency<br />
until clear <strong>of</strong> the Class D airspace. Tower will direct the switch to departure in these cases.<br />
17. PENETRATION VS ENROUTE DESCENT<br />
Jet aircraft approaching the terminal phase from the high altitude structure have a choice <strong>of</strong><br />
a high altitude penetration or an enroute descent. ATC will <strong>of</strong>ten ask what type <strong>of</strong> approach is<br />
desired approximately 200 miles from your destination. If you wish to execute the entire<br />
published high altitude approach, you need to request the penetration. If ATC does not make this<br />
request, they will assume you desire an enroute descent. Be wary <strong>of</strong> altitude assignments below<br />
the IAF altitude. If you want a low altitude approach, or desire vectors to an ILS, a GCA or<br />
TACAN final, you should request the enroute descent. The aircrew may refuse an enroute<br />
descent in favor <strong>of</strong> a penetration approach.<br />
a. Approach. The approach phase requires constant vigilance. It is very easy to misdirect<br />
your focus during this phase <strong>of</strong> flight. There are many checklists and briefs to perform, and<br />
the airspace is significantly more crowded.<br />
b. Descent Checklist. The descent checklist includes numerous items that must be<br />
accomplished early so the crew is ready for the approach. Weather information for the<br />
destination airfield should be obtained at least 100-150 NM prior to the destination by<br />
2-15