JPATS TRANSITION

What to cover today? What is JPATS? Why JPATS? Why Now? Major Differences between JPATS and FTI Instructor Responsibilities

What is JPATS? JPATS stands for Joint Aircraft Primary Training System Joint Program Sponsored by Navy and Air Force First developed in 1994, now implemented at all T-6 Training Bases EXCEPT NASP

Why JPATS? Why Now? –Instrument Phase (BINAV/COM) is the most harshly critiqued –Least Standardized vs. source documents (NIFM, NATOPS Flt Manual, AIM, USAF counterparts) –Instrument FTI basically a T-6 version of old T-34 FTI –FTI process too lengthy (over 15 month turn time- 9/04 to 01/06)

Major Differences FTI only good for CH. 7 (comms/briefs) -Will TCR FTI to match applicable JPATS and vice versa in near future Point-to-Point Proceeding Direct Course Intercepts Arcing Maneuvering Speeds Low Altitude Approaches

Major Differences (cont…) Circling Procedure Holding Taking BAC Leading Turns

FTI & what studs know –Studs are accountable for : –Selected JPATS lessons and content –Only Chapter 7 of Instrument FTI, PPub 871 –Content of classroom lectures (CR-2, Wind analysis) –Flight Planning and Comm material

Point-to-Point 1) TIM 2) Twist desired radial in CDI and turn between CDI and bearing Pointer 3) Favor Head of BP if going to lower DME, favor Head of CDI if going to higher DME 4) Update enroute heading with Whiz Wheel or Pencil

Proceeding Direct 1) TIM 2) Turn to place head of bearing pointer under EHSI index 3) Center CDI with “TO” flag indicated 4) Apply drift correction/crab

Course Intercepts 1) TIM 2) Set desired course in CDI 3) Turn to an intercept heading –A couple of different techniques Outbound: 45 deg intercept (TDC+45) or double the angle Inbound: 30 deg intercept (CB+30) or double the angle

Arcing JPATS uses constant AOB as technique in addition to short legs (chord) method, but CTW-6 IP’s should avoid to prevent vertigo Other procedures basically the same, but: –Let BP drop 5-10 deg below or above 90 deg index for normal chord method (FTI says 10 deg only) –For each ½ mile outside of arc: add another 10 deg –For each ½ mile inside arc: add another 5 deg

Maneuvering Speeds KIAS (plan 150 KIAS for most approaches unless conditions dictate other speed) –Should always cross IAF or Holding fix at maneuvering speed –Maintain maneuvering speed until configuring and slowing to Final Approach Speed –Final approach speed is 110KIAS minimum with gear down and flaps TO. This speed is in no way meant to limit an Aircraft Commanders good judgment with regards to what speed they choose to fly on approach.

Low Altitude Approaches –Procedure Turn Techniques 45/180, 80/260, holding (racetrack) w/teardrop –Procedure Track (no real change) –Leading turns at IAFs

Procedure Turn 1.Must be slowed to maneuvering speed prior to crossing the IAF (150 KIAS). 2.Determine entry turn direction using the AIM holding entry rules. 3.If outbound turn is within 90 degrees of aircraft heading you may lead the turn. If greater than 90, must overfly the IAF and use holding entry procedures to determine turn direction. Perform 6 T’s.

Procedure turn (cont…) 4.If turn places you on the non-maneuvering side, and airspeed is greater than 180 knots true, you must use at least 20 degrees of intercept, once course is re-intercepted maintain it for remainder of outbound leg 5. Start timing when outbound/abeam or wings level if unable to determine abeam

Procedure turn (cont…) 45/180—(Primary phase) Fly outbound 2.5 DME or one minute if no DME, then one minute on the barb after wings level. (DME Primary, timing backup) Extend as necessary if no FAF Bottom line: Do Not exceed the remain within distance

Procedure turn (cont…) Holding technique—(Intermediate) Fly outbound for one turn in holding -- if using the tear drop entry, you may use course guidance if able.

Procedure turn (cont…) 80/260—(Intermediate) intercept outbound course for 2 minutes or 5 DME, turn 80 degrees toward maneuvering side, then opposite turn 260 degrees to intercept

Procedure turn (cont…) For outbound descents start at the same time you begin timing For inbound descents start when established on inbound segment Teach studs 45/180 in Primary, then open up other maneuvers in Intermediate training.

Procedure turn (cont…) When not to execute a Procedure turn 1. Straight-in approach 2. NO PT routing 3. Established in holding 4. Radar vectors to final 5. Timed Approach

HILO (Holding in lieu of PT) Fly using standard holding procedures Expected to do only one orbit for alignment, can request more if needed Good technique to configure prior to turning inbound

ILS/LOC The ILS final begins at glideslope intercept (lightning bolt symbol) while the localizer approach starts at the FAF (normally indicated by a maltese cross). For many ILS approaches, the glideslope intercept point and FAF are not collocated. When glideslope intercept occurs prior to the FAF you must start timing for the localizer back-up approach as you pass the FAF (not glideslope intercept). By starting the clock at the FAF you can determine the localizer MAP if it is based on timing. If DME defines MAP then it is the primary means of MAP identification, however, you still want to time as a back-up in case DME fails. On an ILS approach you may transition to the localizer approach if the glideslope fails. YOU SHALL NOT descend below localizer minimums with the aircraft more than one dot below glideslope (half scale deflection) or two dots above glideslope (full scale deflection). If you recapture the glideslope prior to the localizer MDA you are allowed to resume the ILS approach and descend to ILS DH.

Circling Approach Optional to fly final approach at 110 KIAS min, but you must accelerate to 120 KIAS before commencing the circle Nothing wrong with flying entire approach at 120 KIAS

Holding Effectively no change to the way we have always taught holding except triple the drift application –AIM method for determining Entry still the same –Three orbits (Entry, No-Wind, Wind Corr) –Triple drift (Aligns with NIFM, AIM and ) Turns should be Standard Rate Turns!!

Holding (cont…)

When inbound, use course guidance and note the drift correction required to track the inbound course. When wings level outbound triple the inbound drift correction for one minute. Use single drift for the remaining outbound distance (if applicable) Turn toward holding course Expeditiously establish self on holding course inbound

Holding (cont…) NOTE Students are thoroughly trained on holding procedures before hitting the flightline! If you don’t do at least 3 turns in holding you shouldn’t even enter holding. You will set the stud up for failure on their checkride!

Taking BAC On all Procedure Turns ensure you fly outbound long enough so that you will have enough time to configure and make any required descents prior to the FAF. If no FAF: plan the outbound leg so the descent to the MDA can be accomplished with sufficient time to configure the aircraft and be in a position to land. Consider configuring in the final portion of the outbound segment.

Taking BAC (cont…) On Procedure Tracks: once established inbound to the FAF configure aircraft Holding in lieu of a Procedure Turn: consider to slow and configure while turning inbound to maximize your time prior to the FAF. On an ILS, configure to land once established on final and prior to glideslope intercept.

Taking BAC (cont…) In all cases, if DME is available, plan to be configured NLT 3 miles prior to FAF. Always be configured prior to reaching FAF! Radar Approaches/GCA, when turning base slow to 120 to 150 KIAS. You may configure on base or delay until final. Bottom Line!! - Configure on final or, if necessary, prior to turning final. If DME is available, configure no later than 3 miles prior to FAF, but in all cases prior to FAF, intercepting glideslope or descending to MDA.

Leading Turns JPATS courseware is not as specific as the FTI Lead ALL turns with the exception of: 1) If aircraft heading is outside of 90 degrees of the IAF outbound turn, overfly the IAF before beginning the approach. If within 90 deg, use normal lead point. 2) For ease of grading, overfly the fix on a PTP, but: CAUTION You may exceed airway or route boundaries if you are turning to intercept a specific airway or route. Aircraft operating in excess of 290 knots true air speed (TAS) can exceed the normal airway or route boundaries depending on the amount of course change required, wind direction and velocity. The FAA (per AIM) expects pilots to lead turns and take other actions they consider necessary during course changes to adhere as closely as possible to the airways or route being flown.

Leading Turns (cont…) Lead all turns using ½ of 1 percent of your groundspeed (based on 90  of Standard Rate Turn). If groundspeed is unknown, use TAS then IAS. When leading a turn over a NAVAID, add the computed lead point to the min DME (alt/6000) to determine a lead point. Other techniques to determine a lead point for a 90° turn: -Nautical miles per minute minus 2 -(Mach x 10) minus 2 **Regardless of technique used, make appropriate correction to establish yourself on desired track/course**

Instructor Responsibilities It is the IP’s responsibility to KNOW JPATS materials and procedures. Go to Griffith Hall to review JPATS courseware personally. INAV SOC has been updated…be familiar with it! Ask stud before brief if they were in a JPATS class. Techniques are nice, but remember what standard they will be held to on a checkride!!

Summary Timely feedback on any discovered weaknesses. Work in progress--not perfect but getting closer. End Goal is to produce Strongest Studs we can. Team effort: Sims complement academics, Flightline complements Sims = standardization Stud Wins!

Questions?