a.  Scheduling/snivels

        The schedule usually comes out between 1600-1730.  Call anytime from the hours of 1600-1900 to the phone watch to get your schedule.  The number is 623-7441 (vt6) / 623-7323 (vt3) VT3 has the schedule on the internet every day in the late afternoon(www.cnet.navy.mil/trawing5).  Tell him/her your flight color (RED/GOLD/BLUE) and your last name.  Be sure to ask about the notes as well (i.e., watches, meetings, non-syllabus information, etc.)

    b.  Brief, debrief and ATF’s

        Show up 15 minutes prior to the scheduled brief waiting in the squadron ready room for a phone call from the Flight Duty Officer (FDO) at the squadron line shack.  When he/she calls, proceed to the shack and have a seat (the instructor will be with you).  Debrief usually happens immediately after return.  First, upon return, you need to update the Assistant FDO by telling him/her the total time of the flight and your aircraft’s side number.  Then fill out the Aviation Training Form (ATF) as prescribed by your instructor.
        The ATF records the instructor’s evaluation of student performance.  These are permanent, official documents that remain in the SNAs jacket forever.  Twice a week you’ll need to bounce these ATFs against your flight crew logbook to verify hours flown; and monthly you’ll need to sign your logbook.  There must be an ATF for every hop.  Refer to the Master Curriculum Guide (MCG) for more information.

    c.  Flight gear check

    d.  Aircraft issue

    e.  Yellow sheet and MAF

    f.  Discuss, demonstrate, introduce, practice and non-graded

        “Discuss” means that the instructor can “quiz” the student on the applicable procedures, systems, or maneuvers.  The student is responsible for knowledge of the procedures prior to the event brief.
        “Demonstrate” means the instructor will perform the maneuvers with precision and accompanying description while the student is responsible for knowledge of the procedures prior to the event brief and observes the maneuver.
        “Introduce” items mean the instructor coaches the student through the maneuver as necessary, and/or may re-demonstrate the maneuver.  The student is responsible for knowledge of the procedures prior to the event brief and perform the maneuver with coaching as necessary.
        “Practice” items mean the instructor observes the student with minimal coaching; may also demonstrate the maneuver if necessary.  The student must perform the maneuver with minimal coaching.
        “Non-graded” means the instructor observes the maneuver; item will only be graded if performed above average, below average or unsatisfactory.  The student is expected to perform the maneuver without coaching and devoid of procedural error.  The level of performance must warrant progression into the next stage or phase of training.
 
 
 
 
 

    g.  Headwork, basic airwork, procedures, EPs

        Headwork is the ability to understand and grasp the meaning of instructions, demonstrations, and explanations; the facility of remembering instructions from day to day, the ability to plan a series or sequence of maneuvers or actions, the ability to foresee and avoid possible difficulties and the ability to remain alert and spatially oriented.  Headwork is the instructor’s evaluation of the student’s situational awareness (SA), and his/her ability to effectively manage the aircrew responsibilities.
        Procedures - the demonstrated knowledge of the sequential  actions required to perform the curriculum maneuvers and actions.  Procedures is simply an instructors evaluation of the SNAs ability to recall and/or apply the correct procedures to any situation.  If you show up for a brief unprepared, expect a down on the spot, no questions asked.
        Basic airwork - demonstrated technique and mastery of the power and flight controls to obtain the desired attitude, heading, airspeed, and altitude consistently through a range of maneuvers.

    h.  Information resources

        Cockpit trainers, instrument trainers, Master Curriculum Guide, FTI for each phase, ATJ/ATF, instructors, other students in the ready room, NATOPS for T-34C, and Pocket Checklist.  There are more resources than can one could ever imagine.  Seek and be sharp.

    i.  Tower visit (time permitting)

    j.  NACWS:  Operation/limitations

        The system uses the transponder replies of other aircraft to compute the responding aircraft’s range, bearing, altitude, and closure rate.  The aircraft must have a transponder to be seen.
        NACWS can track up to 50 transponder-equipped aircraft out to a maximum distance of 20nm.
        The system can operate in either a passive or active mode.  The passive mode is the primary mode of operation.  Here it monitors radars as well as other aircraft transponders out to 20nm.  In the active mode, no ground-based radar interrogations, NACWS transmits and receives it’s own interrogations out to 6nm.
        There are two modes from within the system known as “enroute” and “landing”.  The enroute mode’s proximity zone extends out 20nm from your aircraft and +/- 2700 ft.  The protection zone within the proximity zone extends 1nm and +/- 500 ft.  If NACWS detects an aircraft within 20 seconds of penetrating this protection zone, it’ll sound an alarm of 6 tones in 2 seconds in your headset.  On the other hand, in the landing mode, the proximity zone extends 1.5nm and +/- 500 ft.  The protection zone here is 0.1nm and +/- 500 ft.  If NACWS detects an aircraft within 10 seconds of the protection zone, it’ll sounds an alarm of 12 tones in 2 seconds in you headset.
        There are three screens that appear in NACWS under normal operating conditions.  The “DME” screen is the primary screen.  It is shown when there are no traffic advisories (TA) and provides the following information:  current heading, DME distance, date/time, range selected (20, 10, 5, 3, 1.5 nm), the current operating mode (enroute/landing), and lat/long as obtained from GPS.
        Since NACWS operates both in active and passive simultaneously, the only time you’ll see the “active” screen is when the passive capability becomes inoperable.  Essentially what you’ll see is a prioritized listing of up to eight TA’s with the highest listed first.  By pressing the RNG button you can toggle between enroute and landing mode.  Keep in mind, the active screen does not offer any relative bearing information!
        The last screen is the “proximity” screen.  This screen provides the most data.  By pressing the PROX button it’ll display for 45 seconds.  If a TA exists the symbol will flash.  Study the symbols in your NATOPS so you know what you are looking at (page 19-14, section 19.7)
        NACWS knows when it is near the ground and thus disables at 330 feet.
        NACWS receives it’s input from the encoding altimeter and directional gyro.
        The heading displayed must be within +/- 5 degrees and the time within +/- 15 minutes of GMT.
        Once the PROX button is depressed, the proximity display will show for 45 seconds, then back to the DME screen.

    k.  DOR/TTO policy

    l.  Weight and balance

        This is done with a computer system located in the main hangar.

2.  Introduce:
 
    a.  Preflight

        As you approach your aircraft, notice its position and it’s position in relation to other aircraft and yellow gear.  If parked to far off it may have insufficient taxi clearance.  Check to make sure the chocks are in place and that tie downs have been removed as well as prop harness.  Climb up on the port wing and commence your preflight inspection.  Know your preflight procedures as well as engine components prior to this hop.  There is a separate document that describes these procedures in the “GERBER GOUGE” series  .

    b.  Postflight

        This procedures is designed to find discrepancies to that the necessary maintenance work may be performed promptly, with little or no delay of the aircraft going out on the next flight.

        1.  Wheels - Chocked
        2)  Control lock - Installed
        3)  Accelerometer limits - Check (both cockpits)
        4)  Trim tabs - Neutral
        5)  Canopy - As required
        6)  Walk-around inspection - Perform
        7)  Pitot tube, and AOA covers, tiedowns, propeller restraints -
            as required

    c.  Cockpit indoctrination (to include:  strapping in, helmet hookup, donning and operation of O2 mask).
        Practice a couple of times prior to the flight to ensure you know what you are doing.  Otherwise, you’ll look pretty silly all tangled up in the parachute harness/5-point restraint.