Questions about the Pattern Approach Described in Maunal

[ArphytwoCma]

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After takeoff, set the required climb parameters for an airspeed of 120 to 140 km/h with a rate of climb of 2 to 3 m/s. At an altitude of 40 m, retract the landing gear. Perform the first left (right) 90° turn on the crosswind leg, accounting for wind during the climb. The recommended bank angle during turns is 15°.

 

After reaching the pattern altitude, level the helicopter off and stabilize the airspeed at 160 to 200km/h. After a missed approach, turn into the crosswind leg two minutes after passing over the inner NDB. Turn downwind leg to a bearing of 240° (in a right hand pattern 120°) estimating the time.

 

When abeam the NBD at 270° (for right pattern 90°), check the minimum safe altitude of the radio altimeter setting.

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Q1:What's so-called "missed approach"?

Q2:"turn into the crosswind leg two minutes after passing over the inner NDB",which NDB?(A picture would be better to explain it.)

 

Thanks for any reply.

[AlphaOneSix]

A1: http://en.wikipedia.org/wiki/Missed_approach

 

A2: Which NDB? The inner NDB! That is, the one closest to the runway. In the picture you uploaded, it's the black triangle short of the runway.

[ArphytwoCma]

thank you ,Alpha,

 

I need to understand the "missed approach" first.

[Avilator]

A missed approach is basically instrument-flying speak for a go-around or aborted landing. It means that you end the landing attempt before touching down, and climb away for another attempt.

[Avilator]

Oh, and ArphytwoCma, in your signature, the word "University" should be changed to "Universe." Just a little translation error, but it makes a world of difference in the meaning!

[ArphytwoCma]

Thanks for your explain, Avilator

 

Also thank you to correct the wrong word.

[Woots]

Thanks for your explain, Avilator

 

Also thank you to correct the wrong word.

 

It's still not correct. It should be

 

The Answer to The Question About Life, The Universe and Everything Is 42

 

The proper use of articles is probably the hardest part of learning English as a second language.

 

Cheers!

Edited September 16, 2010 by Woots

[BBQ]

I looked at this pattern closely a few weeks back--and it only "works" when you have an inner NBD to work with, that is in line with the runway heading (before touchdown end of runway. I noticed that a lot of airports either have all four NBD's, that is, an Inner and an Outer for each runway heading and its reciprocol--some only have one inner, on one side only, and some of them are not "in line" with the runway at all--so basically, you have to work out the proper approach based on every particular field, as it will change in terms of what bearings to initiate turns at, etc. Unless I'm missing something, which is entirely possible!

[Frederf]

Re-reading the FM section mentioned with a fresh understanding of FAA instrument procedures is pretty interesting. The manual is not the most clear about what's going on and what it's describing.

 

There are no fewer than 16 different procedures specified in the section, 8 lefts and 8 rights. Of the 8 for each handedness there are 4 which use the outer NDB as IAF/FAF and 4 which use the inner NDB as the IAF/FAF. The MAP is always the inner NDB. The choice between inner and out depends on whether or not the entire procedure can be flown in VMC or some of it is in IMC as well.

 

Each of the four types are dependent on the relationship between the runway heading and the heading you cross the IAF.

 

30-60° (30-45° ideal) Offset:

Straight In, turning at the IAF to the runway course and either descending to the FAF if using the outer marker method or landing if using the inner marker method.

 

0-60° Offset/Missed Approach:

Full Pattern, turning at IAF to runway course and flying the upwind, crosswind, base, and final legs. The FAF is either the outer NDB or the inner NDB depending on method.

 

60-120° Offset:

Abbreviated Pattern, turning at IAF to crosswind and flying base and final legs.

 

120-180° Offset:

Teardrop Turn, fly outbound from IAF on a course 150° offset from the runway heading for 1:20/4000m and turn toward the runway center line to intercept the inbound final approach course.

 

Vertical Planning:

All altitudes are airfield QFE

Cross IAF and fly pattern at 300m

Descend on base leg from 300m to 250m (200m inner NDB method)

Cross MAP at no less than 70m

Descend at 2-3 m/s

Maintain 300m during teardrop turn

Cross runway threshold at 30m

 

Turn Planning:

Crosswind-downwind turn at RB 120°/240°

Downwind-base turn at RB 120°/240°

Base-final turn lead 15°

Max bank 15°

 

Speed Planning:

180 km/h level pattern legs

140 km/h climb and descent legs

Edited September 17, 2010 by Frederf

[Avilator]

Thanks for your explain, Avilator

 

Also thank you to correct the wrong word.

 

No problem!:thumbup:

I guess I missed the second one.

[BBQ]

Thx for info Frederf!

[ArphytwoCma]

Correct completed.

 

and Thanks for your information , Frederf

[Frederf]

No prob. I've been trying a few of these in IMC and they are fricken hard. The Ka-50's instruments are not the best setup for IFR for instrument-only reference. Oddly, and I assume this is a bug of sorts, route-without-task won't engage if you flip the auto-man HSI switch to manual to dial in runway course and heading bug reminders EXCEPT it will keep working if you engage route-without-task and then switch to manual on the HSI. This route-without-task with manual HSI bugs is probably the best way of not flying into a mountain doing this procedure.

 

Another thing that's a bit hard is coordinating turns with rudder as the ball cannot be trusted at all. The weather vanes are much better except in high crosswind but much harder to see. I've been having problems holding 15 deg bank without the RWT FCS mode leveling me out making turns rather irritatingly touchy.