Lockheed T-33: Penetration and Low Approach Procedures for Jet Aircraft ~ 1950 US Air Force

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• published: 16 Oct 2017
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Pilot Training Film playlist: https://www.youtube.com/playlist?list=PLCA6387BA013F9A4D USAF Training Film playlist: https://www.youtube.com/playlist?list=PL8F26D920AA815835 more at http://scitech.quickfound.net/aviation_news_and_search.html The T-33 trainer is featured in "Penetration and Low Approach Procedures for Jet Aircraft."' USAF training film TF1-4973 Originally a public domain film from the US Air Force, slightly cropped to remove uneven edges, with the aspect ratio corrected, and one-pass brightness-contrast-color correction & mild video noise reduction applied. The soundtrack was also processed with volume normalization, noise reduction, clipping reduction, and/or equalization (the resulting sound, though not perfect, is far less noisy than the original). https://en.wikipedia.org/wiki/Lockheed_T-33 Wikipedia license: http://creativecommons.org/licenses/by-sa/3.0/ The Lockheed T-33 Shooting Star (or T-Bird) is an American jet trainer aircraft. It was produced by Lockheed and made its first flight in 1948 piloted by Tony LeVier. The T-33 was developed from the Lockheed P-80/F-80 starting as TP-80C/TF-80C in development, then designated T-33A. It was used by the U.S. Navy initially as TO-2 then TV-2, and after 1962, T-33B. The last operator of the T-33, the Bolivian Air Force, retired the type in July 2017, after 44 years of service... https://en.wikipedia.org/wiki/Instrument_approach An instrument approach, or instrument approach procedure (IAP), is a series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing or to a point from which a landing may be made visually. These approaches are approved in the United States by the FAA or the United States Department of Defense for the military. The ICAO defines an instrument approach as a series of predetermined maneuvers by reference to flight instruments with specific protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if landing is not completed, to a position at which holding or enroute obstacle clearance criteria apply. There are three types of IAPs: precision approach (PA), approach with vertical guidance (APV), and nonprecision approach (NPA). A PA uses a navigation system that provides course and glidepath deviation. Examples include precision approach radar (PAR), instrument landing system (ILS), and GBAS landing system (GLS). An APV also uses a navigation system for course and glidepath deviation, just not to the same standards as a PA. Examples include baro-VNAV, localizer type directional aid (LDA) with glidepath, LNAV/VNAV and LPV. An NPA uses a navigation system for course deviation but does not provide glidepath information. These approaches include VOR, NDB and LNAV. NPAs are flown to a minimum descent altitude (MDA). IAP charts are aeronautical charts that portray the aeronautical data that is required to execute an instrument approach to an airport. Besides depicting topographic features, hazards and obstructions, they depict the procedures and airport diagram. Each procedure chart uses a specific type of electronic navigation system such as an NDB, TACAN, VOR, ILS/MLS and RNAV. The chart name reflects the primary navigational aid (NAVAID), if there is more than one straight-in procedure or if it is just a circling-only procedure. A communication strip on the chart lists frequencies in the order they are used. Minimum, maximum and mandatory altitudes are depicted in addition to the minimum safe altitude (MSA) for emergencies. A cross depicts the final approach fix (FAF) altitude on NPAs while a lightning bolt does the same for PAs. NPAs depict the MDA while a PA shows both the decision altitude (DA) and decision height (DH). Finally, the chart depicts the missed approach procedures in plan and profile view, besides listing the steps in sequence. Before satellite navigation was available for civilian aviation, the requirement for large land-based navigation aid (NAVAID) facilities generally limited the use of instrument approaches to land-based (i.e. asphalt, gravel, turf, ice) runways (and those on aircraft carriers). GNSS technology allows, at least theoretically, to create instrument approaches to any point on the Earth's surface (whether on land or water); consequently, there are nowadays examples of water aerodromes (such as Rangeley Lake Seaplane Base in Maine, United States) that have GNSS-based approaches...