RI-18 (I4401):  8/7/05
 
•	Precision Approach Procedures
* PAR, configure at a logical point (prior to final.)  Request 10 sec gear warning if SSE.  ILS, ident intermediate fixes by int/DME/marker beacons, but make sure both P and CP are up LOC inside FAF.  If GS goes out, reverts to LOC.  Transition to ILS final on vectors or using a published procedure.  Use any available NAVAIDs to maintain orientation.  Complete DLIDS check prior in intercepting LOC.  (DME Hold, Localizer Freq, Inbound Course, Review Descent (Config, etc.), Speed.)
Intercept LOC use <5 deg heading correction.  Discontinue approach if full scale deflection.  Maintain GS intercept altitude until GS int point.  Shouldn’t but can use GS above GS int alt inside of 10 NM for descent.  Use 2 deg pitch adjustments or less (1 deg good.)  Crosscheck FD if used.  Use crosscheck + BARALT for DH.  Do not descend below LOC mins if 1 dot below or 2 dots above GS.  Transition to LOC approach until reintercepting GS.  Continue to DH while on GS, then go missed w/o rwy in sight.  Props, Review complete when rwy in sight.  APV is between Precis and Non-precis.  

•	Precision Approach/Landing transitions.
* Ideally, a precision approach should line you up on a 3 degree glideslope on centerline. You should already be configured.   Therefore, you should continue this glideslope down, and go props full forward.  A common mistake is to transition completely visually, instead of integrating the two, and losing a good VSI and Glideslope in the process.  So don't do that.  Scan composite early, stay composite.

•	Autopilot/FD Usage
* AP on NAV will intercept the radial selected (and glideslope if captured.)  Can hold alt or speed but not both (obviously.)  Use speed for changes of altitude, alt for level.
FLIGHT DIRECTOR/ AUTOPILOT USAGE (FTI 4-64 to 4-65 & NATOPS 20-29 to 20-40 )
FTI: Flight director (FD) can be used independently or coupled with autopilot (AP).  FD used alone, fly with command bars as guidance.  AP can be used with or without FD.  AP alone, used manual pitch wheel and roll knob.  FD & AP coupled, AP controls aircraft by commands from the FD.  Touch control steering can be used anytime AP is engaged.  Power levers must be adjusted manually.  Disengage AP by pressing the AP/YD yoke switch (1st detent) or the go around button on the power levers.  Min altitude for AP use in 200'AGL.  Confirm all annunc lights are illum when using the AP/FD.  To use AP, P must be seated at the controls with seatbelt fastened.  AP will roll up to 30 degrees AOB.  When AP is coupled with FD, select HDG (with bug on nose) prior to changing NAVAID frequencies.  When flying a coupled approach, advise ATC approach controller no later than FAF so the ILS critical area can be cleared or an advisory issued, such as "localizer/glideslope signal not protected."  In this case, be alert for unstable ILS.  Boundary for ILS critical area is a double runged ladder marking with a sign saying 'ILS' in white on a red background.  Used as runway holding position when ceiling < 800' and/or vis < 2 miles or when directed by ATC.  

AUTOPILOT DISENGAGEMENT (NATOPS 15-12 & 20-40)
Any interruption or failure of power, vertical gyro failure, activation of vertical gyro fast errect, flight control system power or circuit failure, activation of electric elevator trim, or autopilot trim failure may cause the autopilot to automatically disengage.  The autopilot can be intentionally disengaged by the following: [1] actuation of AP/YD disconnect switch (either control wheel) [2] autopilot engage lever moved to 'DIS' position [3] actuation of go-around button (left power lever; yaw damp remains on) [4] pulling flight director/ autopilot circuit breaker (turning off BATT/GENS (gang bar) or avionics master switch.  If an engine fails, disengage autopilot, retrim aircraft, reengage autopilot.  If used in conjunction with an instrument approach, maintain 120KIAS for single-engine approach speed until landing assured.