Flight Training Instruction P-561.pdf

NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-561 (New 08-09)

FLIGHT TRAINING

INSTRUCTION

MULTI-ENGINE FLIGHT

TRAINING INSTRUCTION

T-44C

FLIGHT TRAINING INSTRUCTION

FOR

MULTI-ENGINE FLIGHT TRAINING INSTRUCTION

T-44C

P-561 iii

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original...0...9 Nov 09 (this will be the date issued)

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 380 CONSISTING OF THE FOLLOWING:

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COVER 0 8-1 – 8-15 0

LETTER 0 8-16 (blank) 0 iii – xiii 0 A-1 0 xiv (blank) 0 A-2 (blank) 0

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1-46 (blank) 0 B-12 (blank) 0

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6-1 – 6-23 0 G-1 – G-6 0

6-24 (blank) 0 H-1 – H-2 0

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INTERIM CHANGE SUMMARY

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TABLE OF CONTENTS

LIST OF EFFECTIVE PAGES.................................................................................................. iv INTERIM CHANGE SUMMARY...............................................................................................v TABLE OF CONTENTS ........................................................................................................... vii TABLE OF FIGURES...................................................................................................................x

CHAPTER ONE - CONTACT STAGE .................................................................................. 1-1

100. INTRODUCTION ..................................................................................................... 1-2

101. PREFLIGHT PLANNING......................................................................................... 1-4

102. GROUND OPERATIONS ........................................................................................ 1-8

103. DEPARTURE/ARRIVAL TRANSITIONS............................................................ 1-10

104. HIGH WORK .......................................................................................................... 1-15

105. AREA DEPARTURE .............................................................................................. 1-28

106. PATTERN WORK .................................................................................................. 1-29

107. POST-FLIGHT ........................................................................................................ 1-43

CHAPTER TWO - BASIC INSTRUMENT STAGE............................................................. 2-1

200. INTRODUCTION ..................................................................................................... 2-2

201. INSTRUMENT FLYING .......................................................................................... 2-2

202. BASIC INSTRUMENT MANEUVERS ................................................................... 2-5

203. BASIC INSTRUMENT PATTERNS........................................................................ 2-6

204. PARTIAL PANEL MANEUVERS......................................................................... 2-13

CHAPTER THREE - NIGHT CONTACT STAGE............................................................... 3-1

300. INTRODUCTION ..................................................................................................... 3-2

301. NIGHT FLYING ENVIRONMENT ......................................................................... 3-2

302. NIGHT GROUND OPERATIONS ........................................................................... 3-4

303. NIGHT TRAFFIC PATTERN OPERATIONS......................................................... 3-5

304. NIGHT LANDING AND RETURN TO PARK ....................................................... 3-6

305. NIGHT EMERGENCIES .......................................................................................... 3-6

306. NIGHT VISUAL ILLUSIONS.................................................................................. 3-6

CHAPTER FOUR - INSTRUMENT STAGE......................................................................... 4-1

400. INTRODUCTION ..................................................................................................... 4-2

401. REFERENCES AND SUGGESTED READING ..................................................... 4-2

402. CRM........................................................................................................................... 4-4

403. GENERAL GUIDANCE........................................................................................... 4-5

404. PREFLIGHT PLANNING......................................................................................... 4-7

405. IFR DEPARTURES................................................................................................. 4-27

406. NAVIGATION PROCEDURES ............................................................................. 4-28

407. HOLDING ............................................................................................................... 4-36

408. ARRIVAL................................................................................................................ 4-45

409. APPROACH TRANSITIONS................................................................................. 4-50

410. LOW ALTITUDE INSTRUMENT APPROACH PROCEDURES (IAPS) ........... 4-54

411. TYPES OF INSTRUMENT APPROACHES ......................................................... 4-77 vii

412. EMERGENCY PROCEDURES............................................................................ 4-103

413. CROSS-COUNTRY PROCEDURES ................................................................... 4-111

414. FLIGHT MANAGEMENT SYSTEM (FMS) & GLOBAL POSITIONING SYSTEM

(GPS)...................................................................................................................... 4-115

CHAPTER FIVE - FORMATION STAGE ............................................................................ 5-1

500. INTRODUCTION ..................................................................................................... 5-1

501. GROUND PROCEDURES ....................................................................................... 5-5

502. FLIGHT PROCEDURES .......................................................................................... 5-6

CHAPTER SIX - AIR REFUELING STAGE ........................................................................ 6-1

600. INTRODUCTION ..................................................................................................... 6-1

CHAPTER SEVEN - OVER-WATER NAVIGATION STAGE .......................................... 7-1

700. INTRODUCTION ..................................................................................................... 7-1

701. PREFLIGHT PLANNING......................................................................................... 7-1

702. DEPARTURE/ENROUTE/DESCENT ..................................................................... 7-2

703. ON-STATION ........................................................................................................... 7-3

704. RECOVERY.............................................................................................................. 7-7

705. EMERGENCIES........................................................................................................ 7-7

CHAPTER EIGHT - SEARCH AND RESCUE (SAR) FUNDAMENTALS ...................... 8-1

800. INTRODUCTION ..................................................................................................... 8-1

801. SAR ORGANIZATION ............................................................................................ 8-1

802. SEARCH VARIABLES ............................................................................................ 8-2

803. SEARCH ACTION PLAN (SAP) ............................................................................. 8-7

804. ON-SCENE OPERATIONS...................................................................................... 8-9

805. SAR PATTERNS. (REFERENCE (A), PG 6-21 AND 22 AND REFERENCE (C),

PG 2-94 THROUGH 2-106).................................................................................... 8-11

806. EMERGENCIES...................................................................................................... 8-15

APPENDIX A - GLOSSARY OF TERMS............................................................................. A-1

A100. NOT APPLICABLE ................................................................................................. A-1

APPENDIX B - TYPICAL BRIEFS AND VOICE PROCEDURES ....................................B-1

B100. RADIO PROCEDURES............................................................................................B-1 B101. INSTRUMENT FLIGHTS ........................................................................................B-4 B102. NORMAL BRIEFINGS.............................................................................................B-7 B103. EMERGENCY BRIEFINGS...................................................................................B-10

APPENDIX C - AIRCRAFT HAND SIGNALS .................................................................... C-1

APPENDIX D - FUEL LOG .................................................................................................... D-1 viii

APPENDIX E - ADDITIONAL INSTRUMENT INFORMATION.....................................E-1 E100. AIRSPACE ................................................................................................................E-1 E101. 60-TO-ONE RULE AND OTHER FORMULAS .....................................................E-5

APPENDIX F T-44C - COCKPIT PROCEDURES...............................................................F-1

F100. INTRODUCTION......................................................................................................F-1 F101. BEFORE START CHECKLIST................................................................................F-1 F102. START PROCEDURES............................................................................................F-6 F103. AFTER START CHECKLIST ................................................................................F-12 F104. ENGINE RUNUP CHECKLIST .............................................................................F-16 F105. TAKEOFF CHECKLIST.........................................................................................F-19 F106. CLIMB CHECKLIST..............................................................................................F-28 F107. CRUISE CHECKLIST ............................................................................................F-30 F108. DESCENT CHECKLIST.........................................................................................F-31 F109. APPROACH CHECKLIST .....................................................................................F-32 F110. LANDING CHECKLIST ........................................................................................F-34 F111. AFTER LANDING CHECKLIST...........................................................................F-35 F112. SECURE CHECKLIST ...........................................................................................F-37 F113. EMERGENCIES......................................................................................................F-39

APPENDIX G - CREW RESOURCE MANAGEMENT...................................................... G-1

G100. INTRODUCTION .................................................................................................... G-1 G101. CRM WITH AUTOMATION .................................................................................. G-1 G102. COMMUNICATION................................................................................................ G-3

APPENDIX H - MINIMUM CONTROLLABLE AIRSPEED (VMCA) ............................ H-1 ix

TABLE OF FIGURES

Figure 1-1 Typical Contact Stage Flight Flowchart .............................................................. 1-1 Figure 1-2 Power Settings ...................................................................................................... 1-14 Figure 1-4 Normal Landing Pattern (Approach and Full Flap)......................................... 1-32 Figure 1-5 No Flap Landing Pattern..................................................................................... 1-33 Figure 1-8 SSE Pattern........................................................................................................... 1-37 Figure 1-9 SSE Landing Pattern ........................................................................................... 1-41

Figure 2-1 Typical BI Stage Flight Flowchart........................................................................ 2-1 Figure 2-2 Table of Airspeeds and Power Settings ................................................................ 2-7 Figure 2-3 Turn Pattern ........................................................................................................... 2-8 Figure 2-4 Oscar Pattern.......................................................................................................... 2-9 Figure 2-5 Bravo/Charlie Pattern.......................................................................................... 2-10 Figure 2-6 Yankee Pattern ..................................................................................................... 2-13

Figure 3-1 Typical Night Contact Stage Flight Flowchart.................................................... 3-1

Figure 4-1 Typical Instrument Stage Flight Flowchart......................................................... 4-1 Figure 4-2 Base Ops Drill ......................................................................................................... 4-7 Figure 4-3 Standard Instrument Rating Takeoff Minimums............................................... 4-9 Figure 4-4 Table IFR Filing Criteria Figure 4-5 DINS Web Page .................................................................................................... 4-15 Figure 4-6 IFR Take-Off Minimums and Obstacle Departure Procedures ................. 4-18 Figure 4-7 TERPS Design Options........................................................................................ 4-19 Figure 4-8 Pilot NAV SID....................................................................................................... 4-22 Figure 4-9 Vector SID............................................................................................................. 4-23 Figure 4-10 Vector SID with Pilot NAV ............................................................................... 4-24 Figure 4-11 Military SID........................................................................................................ 4-25 Figure 4-12 Civil SID.............................................................................................................. 4-26 Figure 4-13 Cutting the Arc .................................................................................................... 4-35 Figure 4-14 Holding Airspeeds .............................................................................................. 4-36 Figure 4-15 Copying Holding Instructions ........................................................................... 4-37 Figure 4-16 Holding Pattern Entry Technique .................................................................... 4-39 Figure 4-17 Holding Pattern Entry Technique .................................................................... 4-40 Figure 4-18 Triple Drift.......................................................................................................... 4-42 Figure 4-19 Breakdown of Low Altitude Approach Categories......................................... 4-56 Figure 4-20 Established Inbound Table................................................................................ 4-58 Figure 4-21 TERPS PT Protected Airspace ......................................................................... 4-59 Figure 4-22 45˚/180˚ Maneuver.............................................................................................. 4-60 Figure 4-23 Teardrop Entry .................................................................................................. 4-62 Figure 4-24 Direct Entry ........................................................................................................ 4-62 Figure 4-25 HILO Approach ................................................................................................. 4-64 Figure 4-26 Depicted Teardrop ............................................................................................. 4-65 Figure 4-27 Arc/PT Approach ............................................................................................... 4-66 Figure 4-28 Normal Configuration Procedures ................................................................... 4-68 x

Figure 4-29 Vertical Descent Angle/Visual Descent Point .................................................. 4-74 Figure 4-30 Circling Obstruction Clearance Area .............................................................. 4-96 Figure 4-31 Example Circling Techniques ........................................................................... 4-96 Figure 4-32 Missed Approach from the Circling Approach............................................. 4-102 Figure 4-33 Configuration Procedures ............................................................................... 4-104 Figure 4-34 RNP Levels Table ............................................................................................. 4-118 Figure 4-35 GPS “Stand-Alone” Approach........................................................................ 4-128 Figure 4-36 GPS “T” Approach .......................................................................................... 4-129 Figure 4-37 GPS “TAA” Approach.................................................................................... 4-130 Figure 4-38 GPS “Overlay” Approach ............................................................................... 4-131

Figure 5-1 Parade Position....................................................................................................... 5-8 Figure 5-2 Parade Turn Away ................................................................................................. 5-9 Figure 5-3 Wingtip Distance .................................................................................................. 5-10 Figure 5-4 Rendezvous Join-Up............................................................................................. 5-12 Figure 5-5 Form Sequence/Brief............................................................................................ 5-18

Figure 6-1 AP-1B AR Example................................................................................................ 6-3 Figure 6-2 AR DD-175 .............................................................................................................. 6-4 Figure 6-3 Air Refueling Track and Offset in Seagull Central ............................................ 6-6 Figure 6-4 RV Delta (Point Parallel) Rendezvous ................................................................. 6-9 Figure 6-5 Diagram of RV Golf (En Route) ......................................................................... 6-10 Figure 6-6 Receiver Closure................................................................................................... 6-11 Figure 6-7 Pre-contact Position ............................................................................................. 6-12 Figure 6-8 Contact Position.................................................................................................... 6-13 Figure 6-9 High Boom Limit.................................................................................................. 6-14 Figure 6-10 Low Boom Limit................................................................................................. 6-15 Figure 6-11 Right Boom Limit............................................................................................... 6-15 Figure 6-12 Left Boom Limit ................................................................................................. 6-16 Figure 6-13 U.S Refueling Tracks ......................................................................................... 6-19 Figure 6-14, Anchor Pattern ................................................................................................... 6-19 Figure 6-15 Modified RV Delta (Point Parallel) .................................................................. 6-20 Figure 6-16, Air Refueling Altitude 2K.................................................................................. 6-20 Figure 6-17, Air Refueling Altitude 5K.................................................................................. 6-21 Figure 6-18, Air Refueling Altitude 8K.................................................................................. 6-21 Figure 6-19, Air Refueling Altitude 11K................................................................................ 6-21 Figure 6-20, Air Refueling Altitude 14K................................................................................ 6-22 Figure 6-14 Aerial Refueling Knee Board ............................................................................ 6-23

Figure 7-1 Flight Plan............................................................................................................... 7-2 Figure 7-2 Eight-Point Rig ....................................................................................................... 7-5 Figure 7-3 Quick Rig ................................................................................................................ 7-6 Figure 7-4 Banana Rig.............................................................................................................. 7-6

Figure 8-1 Coverage Factor ..................................................................................................... 8-3 Figure 8-2 Maritime Probability of Detection........................................................................ 8-4 xi xii

Figure 8-3 Track Line............................................................................................................... 8-5 Figure 8-4 Parallel Patterns ..................................................................................................... 8-5 Figure 8-5 Creeping Line Patterns.......................................................................................... 8-6 Figure 8-6 Square Patterns ...................................................................................................... 8-6 Figure 8-7 Sector Patterns........................................................................................................ 8-7 Figure 8-8 Survivor Relocation Pattern................................................................................ 8-12 Figure 8-9 Parachute Air Delivery System Pattern............................................................. 8-13 Figure 8-10 Diagram for a Deployed Pump Can ................................................................. 8-13 Figure 8-11 Sea Rescue Kit Delivery Pattern....................................................................... 8-14

Figure C-1 Hand Signals ......................................................................................................... C-3 Figure C-2 Hand Signals ......................................................................................................... C-4 Figure C-3 Hand Signals ......................................................................................................... C-5 Figure C-4 Hand Signals ......................................................................................................... C-6 Figure C-5 Hand Signals ......................................................................................................... C-7 Figure C-6 Hand Signals ......................................................................................................... C-8 Figure C-7 Hand Signals ......................................................................................................... C-9 Figure C-8 Hand Signals ....................................................................................................... C-10 Figure C-9 Hand Signals ....................................................................................................... C-11 Figure C-10 Hand Signals ..................................................................................................... C-12 Figure C-11 Hand Signals ..................................................................................................... C-13 Figure C-12 Hand Signals ..................................................................................................... C-14 Figure C-13 Hand Signals ..................................................................................................... C-15 Figure C-14 Hand Signals ..................................................................................................... C-16 Figure C-15 Hand Signals ..................................................................................................... C-17 Figure C-16 Hand Signals ..................................................................................................... C-18

Figure D-1 Sample Completed Fuel Log ............................................................................... D-4 Figure D-2 Sample Completed Fuel Log ............................................................................... D-4

Figure G-1 T-44C Precision Instrument Approach – Flight Director Off/On...................G-5 Figure G-2 T-44C Non-Precision Approach – Flight Director On......................................G-5 Figure G-3 T-44C Non-Precision Instrument Approach – Flight Director Off.................G-6

CHAPTER ONE

CONTACT STAGE

Figure 1-1 Typical Contact Stage Flight Flowchart

CONTACT STAGE 1-1

CHAPTER ONE MULTI-ENGINE FLIGHT TRAINING INSTRUCTION

100. INTRODUCTION

The objective of the Contact Stage is to introduce you to multi-engine flight in Visual Meteorological Conditions (VMC). You will become familiar with aircraft systems and flight characteristics under normal and emergency operations. This phase of training instills basic mental and physical skills necessary to operate a multi-engine military aircraft. The multi-piloted cockpit introduces you to pilot-in-command decision making and crew resource management skills. Successful completion will result in designation as “safe for solo.” Hard work and dedication now will build the foundation for success as a multi-engine aviator.

If possible, you will be scheduled with the same Instructor Pilot (IP) through C4202. These first seven flights (referred to as the “on-wing” stage) are crucial for establishing standardization and will provide a basis upon which all of your subsequent training will be based. For the remainder of your training, you will be scheduled with any qualified IP. It is advantageous to fly with a number of instructors in order to be exposed to different techniques.

FTI Methodology. This FTI is intended as a reference and is designed to explain MPTS-specific procedures and to amplify existing publications. It is imperative, both for your success in this course and your future success as a military aviator, that you have a working knowledge of all the publications covered in this training course. Just as the NATOPS is a guide to the aircraft, this FTI is a guide to the Maritime MPTS curriculum. Each section is organized first to teach the “what”, by explaining in flowchart form how a typical flight will run for that stage.

Next, we will explain the “how”, teaching how to properly execute the procedures for each “building block” of these flights. Finally, we will teach the “why”, explaining in depth the reasons for these procedures, covering topics not previously taught in Primary or in ground school. This document will refer you to reference publications, amplify their guidance, and provide procedures that cannot be found elsewhere.

One technique for using this publication is to chair-fly a flight by tracing the flight’s sequence of events through the provided flowchart. When you come to a “building block” that you feel you have not yet mastered, review the procedures for that flight segment in the FTI or the NATOPS.

Doing so, you should be able to chair-fly a typical flight for that stage before your first event of that stage. This will allow you to learn faster, having familiarity with the book knowledge while gaining the practical knowledge in the aircraft. The flowchart can also allow you to more effectively learn from your flights. Following a flight, you can trace the sequence of the flight through the flowchart. Identify “building blocks” where you performed well and ones where you still need practice, then focus your studies on the latter. Use this publication as a tool and you will be able to study “smarter, not harder.”

1. Crew Resource Management. The IP usually sits in the right seat and will act as PM (pilot monitoring), but on some training flights, a student will fill this position. Traditionally, the PM is tasked with checklist management, radio communications, and navigational duties as well as continuously backing up the PF (pilot flying). For training purposes, certain duties normally delegated to the PF or PM may be restricted at the discretion of the IP (i.e., the student is responsible for radio communications while flying). The PF's level of SA is limited by the information received from all crewmembers, not necessarily the sum of each crewmember’s

1-2 CONTACT STAGE

MULTI-ENGINE FLIGHT TRAINING INSTRUCTION CHAPTER ONE

individual SA. Therefore, as a PM, you must do everything feasible to support the PF and maximize this level of SA. This includes radio communication, checklist management, execute PM callouts, automation management, and cockpit setup (tune radios, set FGP, set altitude selector, etc.). When conducting PF duties, students shall ensure all appropriate comms are completed. However, in an effort to reduce comm workload, PM may initiate standard comms without direction. PF should verbalize all clearances with PM as soon as practicable following PM read back.

Observer Duties. The student not in the cockpit is designated the OBS, and shall take an active role in executing crew duties. The OBS should always be seated directly behind the SMA in the cockpit. The OBS’s responsibilities are vital to the safety of the aircraft and crew. At a minimum, the OBS shall monitor radios, clear the aircraft before and during turns, maintain traffic lookout and separation/interval, verify the gear is down and locked prior to the 90 for each landing, touch and go, or low approach, check flaps upon touch-and-go landings, and count the number of passes. Additionally, the OBS is responsible to make the IP aware of any potential safety issues. The IP may delegate additional duties to the OBS as the flight profile dictates.

The OBS is not a backup for the student in the seat who may be forgetting something; however, the OBS should feel free to notify the crew of anything that may affect flight safety.

2. See And Avoid. You must never forget you are responsible for looking outside and scanning for traffic. The majority of Contact training is conducted in VMC. Operating on an instrument clearance still requires you to scan for other traffic. The only separation normally provided by Air Traffic Control (ATC) is between other Instrument Flight Rules (IFR) traffic.

Even at or above Flight Level 180 (FL180), where all aircraft are required to be IFR, near misses have occurred with other IFR aircraft and with illegal Visual Flight Rules (VFR) aircraft. Even though other aircraft may be operating legally, never assume you are protected in any airspace.

Become intimately familiar with airspace and operating procedures listed in this manual and keep your head out of the cockpit.

Clearing procedures described in this section must be adhered to at all times. When making turns on the ground or in the air, clear your flight path left and right. The OBS is also very valuable in searching for traffic.

NOTE

Whenever reporting other aircraft, utilize the following terminology: “Traffic in sight” or “Negative contact.” Do not utilize “Talley ho” and other such phrases not found in the pilot/controller glossary. Utilize “Roger” to indicate reception of a transmission, not an “Affirmative” or “Negative” response.

Utilize “Wilco” to indicate reception and compliance.

3. Inadvertent IMC. IMC must be avoided while flying VFR. Occasionally, IMC may be flown into inadvertently even with the best intentions to avoid it. Early maneuvering is the best measure to avoid inadvertent IMC. Flying VFR on dark nights is one time to be particularly careful.

CONTACT STAGE 1-3

No set procedures will cover inadvertent IMC in all situations. Good headwork and situational awareness must be used to meet the objectives. Fly out of IMC, rely on your instrument scan until VMC, fly safe altitudes for terrain and obstacle avoidance, and get ATC assistance.

101. PREFLIGHT PLANNING

The preflight is one of the most critical phases of flight. Knowing the most current local information and weather is essential for a successful flight. Additionally, it is always easier to deal with a maintenance problem on the ground rather than trying to handle an in-flight emergency. Problems can often be found and diagnosed during the preflight. Note the runway in use. A complete preflight requires: Publications, Weather Briefing, Notices to Airmen (NOTAMs), Temporary Flight Restrictions (TFRs), Bird Aircraft Strike Hazard (BASH) conditions, TOLD/Weight and Balance Calculations, Aircraft Issue Actions, Flight Briefing, and Walkaround. Come to the brief with items 1-6 completed. Complete item 7 if aircraft is issued prior to brief.

1. Publications. Prior to each brief, SMAs shall pick up a navigation bag with current FLIP publications. Required Pubs during local flights: NATOPS manual (w/SOPs), In-Flight Guide, Flight Training Instruction, Course Rules, and the following FLIP documents:

a. IFR Enroute Supplement. Contains the Airport/Facility Directory (1).

b. Flight Information Handbook. Has the table of contents on the front cover (1).

c. Enroute Low Altitude/Enroute High Altitude Charts (1x Low 15/16, 1x Low 17/18, 1x High 7/8).

d. Terminal Low Altitude/Terminal High Altitude IAPs (1 x North TX (Vol 9), 2 x

Central TX (Vol 10), 2 x South TX (Vol 11), 2 x SW High).

e. Terminal Change Notice (TCN). Updates the FLIP Terminal IAPs (2).

f. STARs. Standard Terminal Arrivals (1).

Students must also carry: Flashlight, dog-tags, flight gloves, and fuel packet (at IP discretion), including any additional equipment required by NATOPS and OPNAV 3710.7.

2. Weather Briefing. You must check current and forecast weather before your briefing, and print out a DD-175-1 flight weather briefing form. Ensure that the weather is at or above VFR minima for the flight. Refer to SOP for VFR minima.

A DD-175-1 flight weather briefing form shall be completed for each flight. Also bring current METARs and TAFs for your planned area and duration of flight. Refer to the SOP for other weather policies, including student solo requirements. When flights are to be conducted in the local area a DD175-1 Canned Weather Brief should be used. These canned weather briefs may be found on the Internet. See the squadron IT representative for current download procedures.

1-4 CONTACT STAGE

If a ground delay is experienced, recheck ATIS and the weather void time on your DD-175-1. Request an update with Metro if required and note the extension time on your DD-175-1. Be prepared to give your briefing number.

3. NOTAMs. At a minimum, you must check and print local area NOTAMs for Navy Corpus Christi (KNGP), Corpus Christi International (KCRP), Cabaniss (KNGW), Jeppesen NavData Alerts/NOTAMs and GPS NOTAMs. Use the DoD NOTAMs website. If you cannot access NOTAMs online, call 1-800-WX-BRIEF and a preflight briefer will be able to provide them. Ensure that you are familiar with the NOTAMs prior to the brief. For more information on NOTAMs see Section 404 (4).

4. TFRs. Ensure there are no TFRs in effect for your complete route/duration of flight.

5. BASH. Check BASH for complete route of flight. Be prepared to discuss this model, including ways to mitigate/avoid bird hazards, with your IP during the brief. Information may be found on www.usahas.com.

6. TOLD/Weight and Balance. Takeoff and Landing Data encompasses all performance data for a flight. The performance charts in NATOPS are based on operating procedures and conditions explained either in the text or on the chart itself. The takeoff and climb performance is the most important operational consideration because payload and/or range may be reduced due to limiting takeoff conditions. In fact, we easily have the performance to land at many fields that we then cannot take off from. Reducing our takeoff gross weight is the easiest way to improve our takeoff and climb performance. Another option is to wait for better takeoff conditions - lower temperatures, stronger headwinds, or dry runways.

Takeoff Gross Weight Limitations. All takeoff and initial climb performance is planned with one situation in mind: safe continued operation after an engine failure. Here are some basic considerations to establish a safe takeoff gross weight:

a. We are required to be able to accelerate to rotation speed, lose an engine, and stop on the remaining runway. In other words, our accelerate-stop distance must be equal to or less than runway length. The limiting factor, here at NGP, is most often our accelerate-stop distance on days with wet runways.

b. We are required to be able to climb at a gradient steep enough to clear obstacles if an engine fails. In other words, our one-engine inoperative climb gradient must be 200 feet/nautical mile or the published obstacle clearance climb gradient for the departure procedure. In many cases, this is the most restrictive of all aircraft performance factors, especially at high-density altitudes and in mountainous terrain.

c. Accelerate-Go Distance. This may need to be considered if departing in bad weather conditions from an airport with a runway end crossing height.

CONTACT STAGE 1-5

Weight and Balance Computations. A Weight and Balance Clearance Form F is required for every flight. Normally, the pre-computed Form F found in the binder at maintenance issue is sufficient. Compute takeoff weight to ensure below the maximum allowed. Subtract basic weight, baggage, and additional crewmembers/passengers from maximum landing weight to compute maximum total fuel weight required before the first landing. Calculate accelerate-stop distance, one-engine-inoperative maximum climb rate for the first takeoff, and compute stall speeds for flaps up, flaps full down, and flaps approach at 30º Angle of Bank (AOB).

NOTES

1. Maximum landing weight should not be exceeded.

However, emergency conditions may dictate landing above maximum. A Maintenance Action Form (MAF) is required if normal limits are exceeded.

2. Accelerate-stop distance can be calculated using NATOPS.

One-engine-inoperative maximum climb rate can be determined by using NATOPS Figures. Particular attention must be paid to these calculations when density altitude (DA) is high, as aircraft performance may be impaired. Stall speeds can be calculated using NATOPS as applicable.

7. Aircraft Issue. Read the aircraft logbook and print crewmembers’ names/squadron on the back of the “A” sheet. If a passenger is embarked, list their name/rank/SSN/duty station/activity and debarkation point (if not final destination of the aircraft). The PIC will review all outstanding discrepancies and corrective action for all gripes for the last 10 flights. Pay particular attention to pink (outstanding) gripes and verify none are downing discrepancies.

Additionally, note the Daily/Turnaround Inspection Record. Unless the PIC remains the same or the aircraft is “hot seated”, a turnaround must be signed-off after every flight. The turnaround remains good for 24 hours if the aircraft is not flown. The daily must be completed at the end of each flying day and remains good for 72 hours if the aircraft is not flown, 24 hours if flown. The PIC will have final authority to determine if outstanding “up” gripes are acceptable for the assigned mission. Ensure the PIC signs for the aircraft (designated student if solo) and place the logbook in the appropriate slot.

If embarking passengers at an intermediate stop, the PIC is responsible for leaving a passenger manifest with competent authority. The pilots are responsible for daily/postflight inspection while offstation.

1-6 CONTACT STAGE

Aircraft Inspection and Acceptance Record (AIA) (OPNAV 4790/14 1). The AIA or “A” sheet provides for:

a. Pilot (P) acceptance of the aircraft in its present condition.

b. Certification by maintenance personnel the aircraft is ready for flight and lists fuel, oil, and oxygen on-board.

c. Certification by the PIC of full responsibility for safe operation of the aircraft and the safety of all personnel aboard.

8. Briefing. Arrive prepared to the briefing. You should know the briefing items to a level that you can teach them. Students are responsible for arriving to the brief with a flight profile tailored to their individual training requirements and continuity in accordance with the MCG.

You should also be familiar with your flight profile and prepared to execute any maneuvers for which you are opted. Chair-flying is a good technique to prepare for a flight profile. Bring your weather briefing, NOTAMs, required publications, and mini-ATJ to every briefing. You must be familiar with the weather and NOTAMs for the brief (i.e., don’t simply print them out without reviewing them).

NATOPS Brief. A NATOPS brief is required for every flight, including hot seat and mid-period pickup evolutions. Your Instructor may choose to do the NATOPS brief, but be prepared to brief it yourself.

Aviation Training Jacket. It is the student’s responsibility to review the ATJ frequently, ensuring the calendar card is updated and Aviation Training Forms (ATFs) are not missing. If a problem is suspected, notify Student Control. Do not wait until the week of your scheduled winging to attempt to correct administrative errors.

9. Aircraft Inspection (Walkaround). The PIC will ensure a complete aircraft inspection is performed prior to each flight. Normally the student scheduled to start will preflight the aircraft interior. After the brakes have been pumped firm, remove the chocks during preflight. Unless specifically instructed by the IP, do not leave any panels open. Never leave fuel or oil caps off, as foreign material may enter the system.

1. Inspect the tires carefully for proper inflation, excessive wear, splits in the tread, sidewall abrasions, and bulges. These may be indicative of a hard landing requiring a maintenance inspection before flight.

2. Always ensure you are preflighting the correct aircraft on the correct parking spot; it is easy to confuse the aircraft side numbers with the bureau numbers.

CONTACT STAGE 1-7

3. The control lock shall be left in place until a pilot is in either seat and is guarding the controls. If off station and the ground-handling agency anticipates the need to tow the aircraft, the rudder lock shall be removed for the duration of the tow.

4. Ensure the brakes are firmly pumped before chock removal. Remove chocks before engine start. Always chock the aircraft if it is to be left unattended for any duration.

5. When “hot seating”, review the logbook then take an “A” sheet to the aircraft (with crewmembers’ names on the back). Get a discrepancy brief and sign for the aircraft after the original PIC releases it to you with his/her signature. The relieving PIC will return the new “A” sheet to Maintenance Control. Engines must remain running to conduct a “hot seat” evolution.

6. Hearing protection is required when on the aircraft line.

Ensure all of your flight suit pockets are zipped to prevent Foreign Object Damage (FOD).

7. During (dry) warm weather operations, open both cockpit side windows and leave the cabin door open.

8 While performing preflight cockpit checks, it is recommended you set the audio panel as required in the Before Start Checklist.

9. If no OBS is assigned, the last crewmember entering the aircraft is responsible for locking the cabin door.

102. GROUND OPERATIONS

Ground operations involve as many challenges as flight operations. Even though the aircraft is moving far slower than during flight, you are in much closer proximity to hazards such as taxiway lights and other taxiing aircraft. Vigilance and attention is as important in ground ops as it is in flight.

When deplaning crewmembers from an aircraft with both engines running, the left engine shall be feathered and weather radar placed in “STBY.” Upon exiting the aircraft, ensure the door is closed and locked. Proceed at least 10 feet around the front of the aircraft. The safe zone shall be an arc from one wing tip drawn to the other wing tip. A visual “thumbs up” signal will be given to the remaining crewmember in the aircraft confirming all clear and allowing the prop to be brought out of feather. Upon returning to the aircraft, proceed around the front of the aircraft and do not approach the cabin door until a visual signal is received from the crewmember inside, confirming the left prop is feathered and you are cleared to enter. At night, crewmembers will use a flashlight to ensure that visual signals are seen and understood from outside the cockpit.

1-8 CONTACT STAGE

Startup

1. Before Start Checklist. Accomplish the Before Start Checklist in accordance with the appropriate NATOPS and FTI Appendix.

If a lineman is not standing by when ready to start, turn on the avionics master and contact “Peg Base” 138.775. Ensure a lineman is present for all engine starts at KNGP regardless of location IAW current VFR Course Rules instruction.

2. Start Procedures. Start engines in accordance with the appropriate NATOPS and FTI Appendix. Perform start procedures from memory. If starting during darkness, the CP should use a flashlight to provide extra illumination of the gauges (especially Interstage Turbine Temperature (ITT)). Panel lights may dim significantly when the starter is energized.

Should an Auxiliary Power Unit (APU) start be required, see

NATOPS.

3. After Start Checklist. Accomplish the After Start Checklist in accordance with the appropriate NATOPS and FTI Appendix.

4. Taxi. Before commencing taxi operations, signal lineman for a brake check. Roll the plane forward, complete the brake check, and give the lineman a thumbs-up. This procedure releases the lineman for other duties.

Accomplish taxiing in accordance with NATOPS. From a slow taxi, close the power levers and smoothly apply brakes to obtain a brake check. Further taxi without a radio call may be commenced in the immediate line area as dictated by course rules. Do not proceed out onto any active taxiway until you have called for taxi clearance from Ground. Whenever possible, commence turns after moving forward. It is extremely difficult to begin an immediate turn from a dead stop. When rolling out of a turn, use opposite rudder, power, and brakes as necessary;

anticipate the need to neutralize all inputs. When coming to a stop, do not leave the power levers behind the detent. Set the parking brake whenever stopping for longer than a few seconds. However, do not set the parking brake at position and hold on the runway.

1. When under the direction of a taxi director, follow signals as directed. However, if you feel that compliance with the director’s signals will jeopardize the aircraft, adjacent equipment, etc., stop and investigate. Utilize “wing walkers”, have the aircraft towed, or take other appropriate action prior to continuing. The

CONTACT STAGE 1-9

PIC has primary responsibility for safety of the aircraft at all times.

2. Do not utilize Beta/Reverse in the line area.

3. After C4105, at the IP’s discretion, the CP may continue taxi to the runup area while the P begins checking RADIO/NAVAIDS (Navigational Aids). If possible, note specified radial/Distance Measuring Equipment (DME) at a marked checkpoint on the field.

4. The Pilot Flying (PF) should not tune RADIO/NAVAIDS while taxiing.

5. At the intersection of all taxiways/runways the PF will call “Clear left” or “Clear right” as appropriate. Upon hearing the call, the Pilot Monitoring (PM) will clear his/her side and respond without request.

6. Whenever transferring controls utilize the following terminology: “You have the controls.” “I have the controls.”

“Roger, you have the controls.” This positive three-way transfer is always required when exchanging control of the aircraft. The P giving up control may also give some guidance, such as, “keep us on this heading and altitude.”

5. Engine Runup. The Engine Runup Checklist shall be accomplished in accordance with NATOPS and the appropriate Appendix. Taxi into the runup area and stop with approximately 15 feet wingtip distance between aircraft. Ensure the aircraft is aligned in accordance with course rules, the nosewheel is not cocked, and the aircraft is well clear of the taxiway.

CAUTION

Do not taxi between or over raised runway edge lighting or taxiway lighting.

103. DEPARTURE/ARRIVAL TRANSITIONS

A good portion of a contact flight is spent transitioning…