a.  Abnormal Starts

        Monitor ITT during normal start.  If the ITT rate of increase appears likely to exceed 925 C (hot start), the normal N1 increase is halted (hung start), or no rise of ITT is evident within 10 seconds after selecting FTHR with the condition lever (no start), proceed as follows:

        1)  Condition level - FUEL OFF
        2)  Ignition switch - HOLD OFF (started continue engaged)
        3)  Starter - OFF (after 20 seconds)

CAUTION - Do not release the ignition switch prior to securing the starter.

        Do not attempt another normal start until the cause of the abnormal start is determined and appropriate maintenance action is taken.  Note and report to maintenance the degree and duration of any overtemperature.

    b.  Residual engine fire on shutdown
 
        Indications of abnormal ITT may include rapidly rising ITT and smoke and/or flames from the exhaust stacks.  Generally, you’ll see traces of smoke coming out of the stacks if this ever happens.

        1)  Condition lever - FUEL OFF
        2)  Emergency fuel shutoff handle - PULL
        3)  Starter - ENGAGE (igniters OFF)

        If conditions persist or engine fire light illuminates:
        4)  Starter switch - OFF
        5)  Battery switch - OFF
        6)  Canopy - OPEN (emergency open, as required)
        7)  Harness - RELEASE (don’t forget to disconnect your cords)
        8)  Parachute - UNFASTENED
        9)  Evacuate aircraft (meet upwind the aircraft; look out for
            emergency vehicles)

WARNING - If the aircraft is evacuated on the ground while wearing the parachute with the lanyard connected, the parachute will deploy, possibly inflating and dragging the pilot in windy conditions.  Should a postcrash fire occur, this can be extremely hazardous because the pilot may be dragged into the fireball.

    c.  Brake failure

        When a brake failure is experienced, proceed as follows:
        1)  Maintain directional control with rudder and the remaining brake.
            Use beta as necessary to aid in deceleration.

        If anticipating going into unprepared terrain:
        2)  Condition lever - FUEL OFF
        3)  Emergency fuel shutoff handle - PULL
        4)  Canopy - EMERGENCY OPEN
        5)  Battery switch - OFF
 
 
        When aircraft comes to rest:
        6)  Harness - RELEASE (don’t forget your cords)
        7)  Parachute - UNFASTENED
        8)  Evacuate aircraft (meet upwind the aircraft if dual)

CAUTION - do  not attempt to taxi with a brake failure or suspected failure in either cockpit.  Do not shutdown engine until wheels are chocked if holding position using beta.

NOTE - Pumping the brake(s) may restore enough braking action to stop or better control the aircraft.

    d.  Strike of ground object

        Because of the design characteristics of the aircraft, the possibility exists of striking ground objects with the propeller or landing gear fairings.  If this occurs or is suspected, secure the engine as follows:

        1)  Condition lever - FUEL OFF
        2)  Emergency fuel shutoff handle - PULL (if you suspect an engine
            compartment fire, otherwise don’t pull)
        3)  Batter switch - OFF

NOTE - After the emergency fuel shutoff handle is pulled, do not reset on the ground until the cause of the emergency shutdown is determined and corrected.

    e.  See and avoid principle

        This principle is the best defense against a midair collision.  Nearly all midair’s occur during VMC daylight conditions.  Most of which had closure rates less than their respective airspeeds and almost always during an overtaking situation.  It is every pilot’s responsibility to keep their eyeballs out of the cockpit looking for other aircraft.

- Our eyes require time to accommodate for near/far objects.
- We tend to see and identify only what our eyes let us see.
- “Empty-field Myopia” - when there is little or nothing to focus on.
  We must continue our scan +/- 60 degrees in azimuth as well as +/- 10
  degrees in elevation.
- “Tunnel Vision” - not believing what our periphery is seeing.
- “Blossom Effect” - collision course aircraft appear to be motionless
  until they are quire close.
- Sun glare breaks down vision.
- Avoiding the collision takes precedence over preventing an overstress.
- NACWS helps, but does not replace the eyeball.
- Request radar advisories when available.

    f.  Cloud clearances (VFR)

        1,000 ft ceilings and 3 statute miles of visibility.  These conditions must be true at takeoff, enroute and within +/- 1 hour at our intended landing site.  If not, I can alter my flight to remain VMC, remain VMC until I file IFR and receive clearance, or remain VMC and land ASAP.
        For class C and D airspace the normal clearance from the clouds is 5123 (500 below, 1000 above, 2000 horizontally, and 3 sm visibility.
 
 
 

    g.  Bailout

        In the event of a severe emergency in which a forced landing cannot be accomplished safely, bailout procedures should e initiated as soon as possible.  The recommended bailout airspeed range is 90-120 KIAS; above 200 KIAS, survivability is marginal as air velocity tends to hold a body against the aircraft.  During a spin or OCF (out-of-control flight), bailout opposite the direction of the turn needle to minimize the danger of being struck by the aircraft.  Minimum recommended altitudes for bailout are as follows:

        1)  Day VMC - 1200 ft AGL
        2)  Day IMC - 2000 ft AGL
        3)  Night VMC/IMC - 2000 ft AGL
        4)  OCF - 5000 ft AGL

        If bailout is elected, the following 7 steps should be accomplished:
        1)  Notify crewmember - “BAILOUT, BAILOUT, BAILOUT, I dive left, you
            dive right” (or something to that nature).
        2)  Canopy - EMERGENCY OPEN

NOTE - The canopy will open 2 inches less when operated pneumatically and may take as long as 4 seconds to reach the opened position.

        3) Radio cords and oxygen hose or mask - DISCONNECT
        4) Harness - RELEASE
        5) Get into a crouched position
        6) DIVE toward the trailing edge of either wing

        When clear of the aircraft
        7) PULL parachute D-ring
 
        Options to be completed before bailout if time and aircraft controllability permit:
        1)  SLOWER.  Airspeed - SLOW TO 90 TO 120 KIAS
        2)  LOWER.  Seat - LOWER PRIOR TO OPENING CANOPY
        3)  TALK-N-SQUAWK.  Broadcast - MAYDAY (UHF); 7700 XPOND
        4)  SHUTDOWN ENGINE.  Condition lever - FUEL OFF
        5)  SHUTDOWN ENGINE.  Emergency fuel shutoff handle - PULL
        6)  TURN.  Turn toward an unpopulated area

MNEMONIC:  CREW, CANOPY, CORDS, HARNESS, CROUCH, DIVE, PULL

    h.  I’M SAFE checklist

        Good aircrew coordination begins with the individual crewmember.  Therefore, it is very important that every pilot conduct a daily personal preflight prior to each flight.  “I’M SAFE” is a simple checklist to determine if we are ready and fit to fly.  Don’t show up for a brief without first conducting a personal preflight.

        I - Illness (Do you feel well?)
        M - Medication (Are you feeling the effects of medication?)
        S - Stress (Are there any adverse stresses in your life?)
        A - Alcohol (Are you free from the effects of alcohol?)
        F - Fatigue (Are you well rested?)
        E - Eating (Did you eat properly before flying?)
 
 

2.  Demonstrate:

    a.  Takeoff/departure

        1)  When you are within 200 feet of the hold short line and the aircraft ahead of you has begun his roll, switch to Ch 2 and call:

        CH 2 “NORTH TOWER, 6E123, TAKEOFF”

        Reply with one of three responses:
        CH 2 “6E123, HOLDING SHORT”
             “6E123, POSITION AND HOLD”
             “6E123, CLEARED FOR TAKEOFF”

        2)  Complete your takeoff checklist as you cross the hold short and report over ICS:
 
        Pitot - OFF
        Strobes - ON
        Transponder - ALT

        ICS “TAKEOFF CHECKLIST COMPLETE, TIME IS _______” (minute hand)

        3)  When properly aligned on the runway with the nosewheel centered, brakes hold, and cleared, add power to 500 ft-lbs and check the engine and flight instruments.  Don’t just check that they are in the green, but that they are in the correct spot in the green.  For example, the prop RPM should be a 2200 RPMs, if at 2100, it’s not normal.  Report over ICS:

        ICS “INSTRUMENTS CHECKED”

        4)  Select a reference point directly ahead and on centerline, position the stick neutrally, drop you heels to the deck (be sure to stay off the brakes), use rudder to maintain directional control, advance the PCL to 1,015 over 3 seconds.

        5)  At approximately 70-80 KIAS, smoothly apply backstick pressure and position the nose to the takeoff attitude (cowl seam slightly below the horizon).  Allow the aircraft to fly itself off the deck at 80-85 KIAS.

        6)  Once airborne, recheck the aircraft’s attitude (cowl seam should be approximately even with the horizon).

        7)  Assuming a safe landing can no longer be made, check the fuel caps for streaming fuel and airspeed below 120 KIAS, retract the landing gear and check for 3 “UP” gear position indicators and report:

        ICS “FUEL CAPS SECURE, GEAR UP AND LOCKED”

        8)  Over the upwind numbers turn to the departure heading.  If taking off from Runway 5/14 proceed on 010 degrees using a 30 degree AOB.  If taking off from Runway 23/32 proceed on 340 degrees using a 30 degree AOB.

        9)  Approaching 120 KIAS, set the trim for a 120 kt climb.

       10)  CLEAR.  Level off using still 1,015 ft-lbs at 700-800 ft MSL until clear of the pattern.  Trim for the airspeed increase (left/down).

       11)  CLICK.  CLIMB.  When clear, switch to Pensacola Departure (CH 3) and transition to a 120 kt climb.  Advise Departure if deviation are necessary to avoid traffic/clouds.

       12)  CALL.  Call Pensacola Departure after climb is initiated:

        CH 3 “PENSACOLA DEPARTURE, 6E123, PASSING   (alt)  .”

       13)  You must be at least 2700 ft MSL by the 6.5 DME from NSE for non-formation flights.

       14)  When climbing past 4200 ft MSL, turn to the appropriate climbout heading:
            a) AREA 1 - 270 deg until West of Hwy 29, then 230 to AREA 1.
               Don’t turn until you’ve called Pensacola Departure and have set
               the frequency to area common for Area 1 and have your VFR
               squawk in (1200).
            b) AREA 2 - 360 deg
            c) AREA 3 - 180 deg

       15)  Level off as follows:
            a) Departures to AREA 1 and 3*, level off at 4500 MSL
            b) Departures to AREA 2T, level off at 5500 MSL

* AREA 3 ONLY - If departing Whiting from 23/32, turn left to 180 deg.  If departing 5/14, turn right to 180 deg.  Inform departure of level off:

        CH 3 “PENSACOLA DEPARTURE, 6E123, LEVEL AT 4500”

       After Pensacola Departure switches me to 286.0 (Ch 4 [Pensacola Departure as well]):

        CH 4 “PENSACOLA DEPARTURE, 6E123, 4500”

       16)  Continue on appropriate climbout heading until termination point for VFR traffic advisories and call:
            a) AREA 1 - Hwy 29 (climb to 6500/8500; DME 17)
            b) AREA 2 - Hwy 4 (DME 12)
            c) AREA 3 - I-10 (DME 10)

        CH 3 (for Area 1/2) “PENSACOLA DEPARTURE, 6E123, CLEAR TO THE (west/north), CANCEL RADAR ADVISORIES”

or,
        CH 4 (for Area 3) “PENSACOLA DEPARTURE, 6E123, CLEAR TO THE (south), CANCEL RADAR ADVISORIES”

      17)  When directed by Departure, switch up Area Common and then squawk (not the other way around since you are no longer under radar advisories):
           a) AREA 1 - CH 7
           b) AREA 2 - CH 8
           c) AREA 3 - CH 9

      18)  Give an IGP report every 15-20 minutes

       ICS “ENGINE INSTRUMENTS NORMAL, FUEL IS 390 LBS LEFT TANK, 400 RIGHT TANK, AND OUR POSITION IS 3 MILES EAST OF BREWTON AT 5500”
 

    b.  Course rules/COMM/IFF

AREA 1

        1)  Contact North Whiting ATIS information to get altimeter, runway, information alpha designator, and any other applicable information:

        ICS “SWITCHING TO CHANNEL 20”
        ICS “SWITCHING TO CHANNEL 7”  (or switch to Ch 17 immediately if you are already within 5-10 minutes of your recovery time)

        2)  About 5-10 minutes prior to recovery time (overhead Site 8):

        ICS “SWITCHING TO CHANNEL 17”
        CH 17 “PENSACOLA PRE-ARRIVAL, 6E123, SITE 8 RECOVERY WITH INFORMATION (alpha designator)”

        TRACON will assign a recovery frequency and transponder code:

        CH 17 “6E123, SQUAWK (as assigned)”
        ICS “SWITCHING BACK TO CH 7”

        3)  a. Area 1 to Chumuckla. Intercept the east/west powerline (timber slash) west of the Chicken Ranch wings level, on altitude (3500 feet MSL) and on airspeed at no more than a 45 degree angle of intercept. Establish the aircraft one-half wingtip distance (WTD) north of the powerline heading east. Abeam the Chicken Ranch, contact Pensacola Approach on 291.625 (CH 5) and obtain a squawk.

WARNING Be alert for helicopters operating in Area 1H from the surface to 5000'
MSL and general aviationaircraft operating in the Northwest VFR
Practice Area from the surface to 3500' MSL.

"Pensacola Approach, (call sign), Chicken Ranch, with information__"

        4)  Over the Styx River, set your squawk as assigned above.
 
        5)  Over the Perdido River, switch up CH 5 Pensacola Approach:

        ICS “SWITCHING TO CH 5”
        CH 5 “PENSACOLA APPROACH, 6E123, 4 MILES WEST OF SITE 8 WITH INFORMATION (alpha designator)”

        6)  Where Hwy 90 intersects with the power line slash, turn a 050 degree heading toward the point where Hwy 29 bends north (square mile clay pit off the nose) to remain northwest of the Cantonment Paper Mill. Turn to fly directly over Hwy 29 north to Molino (only a 4 mile leg). At Molino, turn toward Chumuckla on a heading of 055 degrees and descend to 1700 feet MSL.

.

        7)  At Molino, turn toward Chumuckla on a heading of 055 deg and descend to 1700 MSL.

        8)  POINT CHARLIE RECOVERY:

            a) From Chumuckla, fly east along the north side of Hwy 182 to Point Charlie (intersection of 182/89) and report when within 2 miles of Point Charlie:

            CH 5 “PENSACOLA APPROACH, 6E123, POINT CHARLIE IN SIGHT”

            b) After directed by Pensacola Approach to contact North Whiting Tower on CH 2, report:

            ICS “SWITCHING TO CH 2”
            CH 2 “NORTH TOWER, 6E123, POINT CHARLIE WITH INFORMATION ECHO”
            Tower responds, “6E123, NORTH TOWER, REPORT THE NUMBERS, RUNWAY (5/14)”
            CH 2 “ROGER, RUNWAY (5/14)”
 
            c) Descend to 1300 MSL (Whiting break altitude) as you pass over Point Charlie.

            d) RUNWAY 5:  Turn to a heading of 180 and fly west of 89.  Once abeam the first curve, turn to pass over the third.  Continue turning until lined up with the four water towers between north and south field.  Then, turn to line up between the duty runway and tower as soon as able.  Remain clear of Point Baker (to the north) and Langley Road.
 
            e) RUNWAY 14:  Turn so as to line up between the centerline of runway 14 and tower.
 
        9)  POINT DELTA RECOVERY:

            a) From Chumuckla, turn to approximately 050 deg and fly to Point Initial (Hwy 4/87).  Here, turn approximately 140 deg and fly to Point Bravo (where 191 turns south as approaching from the north).  From Bravo, turn south to Point Delta and report when within 2 miles:

            CH 5 “PENSACOLA APPROACH, 6E123, POINT DELTA IN SIGHT”

            b) After directed by Pensacola Approach to contact North Whiting Tower on CH 2, report:

            ICS “SWITCHING TO CH 2”
            CH 2 “NORTH TOWER, 6E123, POINT DELTA WITH INFORMATION ECHO”
            Tower responds, “6E123, NORTH TOWER, REPORT THE NUMBERS, RUNWAY (23/32)”
            CH 2 “ROGER, RUNWAY (23/32)”
 
            c) Descend to 1300 MSL (Whiting break altitude) as you pass over Point Delta.

            d) RUNWAY 23:  Turn to line up between centerline and tower.
 
            e) RUNWAY 32:  At Point Delta, turn south to parallel Hwy 191 on the east side.  Follow until Coldwater River bridge, pass to the north of this bridge and pass north of Langley Road.  You must stay clear of South Whiting’s airspace.  Fly towards the two white POL tanks until you are able to line up between the duty runway and tower.

AREA 2

        1)  Contact North Whiting ATIS information to get altimeter, runway, information alpha designator, and any other applicable information:

        ICS “SWITCHING TO CHANNEL 20”
        ICS “SWITCH TO CHANNEL 8” (or switch to Ch 17 immediately if within 5-10 minutes of recovery time)

        2)  About 5-10 minutes prior to recovery time (overhead Conecuh River bridge):

        ICS “SWITCHING TO CHANNEL 17”
        CH 17 “PENSACOLA PRE-ARRIVAL, 6E123, CONECUH RIVER BRIDGE RECOVERY WITH INFORMATION (alpha designator)”
 
 

        TRACON will assign a recovery frequency and transponder code:

        CH 17 “6E123, SQUAWK (as assigned)”
        ICS “SWITCHING BACK TO CH 8”

        3)  Intercept the north/south stretch of the L&N railroad north of Brewton, wings level, on altitude (3500 MSL), and on airspeed (170 KIAS), at no more than a 45 degree angle of intercept (135-225 heading).  Establish the aircraft ¼ WTD east of the tracks on a heading of 180 deg.

        4)  At the point where the powerline (timber slash) crosses perpendicular to the railroad track, turn to a heading of 130 deg to the Conecuh River bridge (Hwy 15).

        5)  Approaching the Conecuh River bridge, set your squawk as assigned above.
 
        6)  Over the Conecuh River bridge, switch up CH 5 Pensacola Approach:

        ICS “SWITCHING TO CH 5”
        CH 5 “PENSACOLA APPROACH, 6E123, CONECUH RIVER BRIDGE WITH INFORMATION (alpha designator)”

        7)  POINT CHARLIE RECOVERY:

            a) From the Conecuh River Bridge, turn to a heading of 205 deg to Point Initial (intersection of Hwy 4/87) and descend to 2200 MSL.

            b) Fly over Point Initial and continue on a heading of 205 deg to Point Alpha (bend in 89 north of Point Charlie).

            c)  Over Point Alpha, turn south to Point Charlie and report when within 2 miles of Point Charlie:

            CH 5 “PENSACOLA APPROACH, 6E123, POINT CHARLIE IN SIGHT”

            d) After directed by Pensacola Approach to contact North Whiting Tower on CH 2, report:

            ICS “SWITCHING TO CH 2”
            CH 2 “NORTH TOWER, 6E123, POINT CHARLIE WITH INFORMATION ECHO”
            Tower responds, “6E123, NORTH TOWER, REPORT THE NUMBERS, RUNWAY (5/14)”
            CH 2 “ROGER, RUNWAY (5/14)”
 
            e) Descend to 1300 MSL (Whiting break altitude) as you pass over Point Charlie.

            f) RUNWAY 5:  Turn to a heading of 180 and fly west of 89.  Once abeam the first curve, turn to pass over the third.  Continue turning until lined up with the four water towers between north and south field.  Then, turn to line up between the duty runway and tower as soon as able.  Remain clear of Point Baker (to the north) and Langley Road.
 
            g) RUNWAY 14:  Turn so as to line up between the centerline of runway 14 and tower.
 
 

        8)  POINT DELTA RECOVERY:

            a) Over the Conecuh River bridge, turn to a heading of 165 deg to intercept Hwy 191 north of Munson.  Proceed ¼ WTD west of 191 on a southerly heading and descend to 2200 MSL.

            b) Continue ¼ WTD west of 191 until south of Munson, then, cross 191 and proceed ¼ WTD east of 191.

            c) Continue on a southwesterly heading to Point Bravo, then Point Delta and report when within 2 miles:

            CH 5 “PENSACOLA APPROACH, 6E123, POINT DELTA IN SIGHT”

            d) After directed by Pensacola Approach to contact North Whiting Tower on CH 2, report:

            ICS “SWITCHING TO CH 2”
            CH 2 “NORTH TOWER, 6E123, POINT DELTA WITH INFORMATION ECHO”
            Tower responds, “6E123, NORTH TOWER, REPORT THE NUMBERS, RUNWAY (23/32)”
            CH 2 “ROGER, RUNWAY (23/32)”
 
            e) Descend to 1300 MSL (Whiting break altitude) as you pass over Point Delta.

            f) RUNWAY 23:  Turn to line up between centerline and tower.
 
            g) RUNWAY 32:  At Point Delta, turn south to parallel Hwy 191 on the east side.  Follow until Coldwater River bridge, pass to the north of this bridge and pass north of Langley Road.  You must stay clear of South Whiting’s airspace.  Fly towards the two white POL tanks until you are able to line up between the duty runway and tower.

AREA 3

        1)  Contact North Whiting ATIS information to get altimeter, runway, information alpha designator, and any other applicable information:

        ICS “SWITCHING TO CHANNEL 20”
        ICS “SWITCH TO CHANNEL 9” (or switch immediately to Ch 17 if you suspect you’ll be overhead Point Bagdad within 5-10 minutes)

        2)  About 5-10 minutes prior to recovery time (overhead Point Bagdad):

        ICS “SWITCHING TO CHANNEL 17”
        CH 17 “PENSACOLA PRE-ARRIVAL, 6E123, BAGDAD RECOVERY WITH INFORMATION (alpha designator)”

        TRACON will assign a recovery frequency and transponder code:

        CH 17 “6E123, SQUAWK (as assigned)”
        ICS “SWITCHING BACK TO CH 9”

        3)  As early as feasible, but no earlier than abeam the southern tip of Garcon Point, start your squawk as assigned above.
 
 

        4)  Contact Pensacola Approach on Ch 4 (vice Ch 5 for the initial call):

        ICS “SWITCHING TO CH 4”
        CH 4 “PENSACOLA APPROACH, 6E123, (2-3) MILES SOUTHEAST OF GARCON POINT WITH INFORMATION (alpha designator)”

        5)  As you approach Point Bagdad (I-10/Hwy 191), expect a frequency change to Ch 5.

        6)  Intercept the eastern shoreline of the Bagdad Peninsula, wings level, on altitude (4500 MSL), and on airspeed (170 KIAS), at no more than a 45 degree angle of intercept (315-045 heading).  Establish the aircraft ½ WTD east of Garcon Point.

        7)  Fly over Blackwater Bay to Point Bagdad and assuming 2-way comms have been established with Ch 5, descend to 3500 MSL.

        8)  POINT CHARLIE RECOVERY:

            a) At Point Bagdad, fly northwest to OLF Spencer at approx. 300 deg.  Then, north northwest to Pace (intersection of Hwy 191/197 [approx. 330 deg]).

            b) Unless otherwise directed, descend at this intersection to 2700 MSL while turning north (approx. 360 deg) to Hwy 182.

            c) Fly along the north side of 182 to Point Charlie and report when within 2 miles of Point Charlie:

            CH 5 “PENSACOLA APPROACH, 6E123, POINT CHARLIE IN SIGHT”

            d) After directed by Pensacola Approach to contact North Whiting Tower on CH 2, report:

            ICS “SWITCHING TO CH 2”
            CH 2 “NORTH TOWER, 6E123, POINT CHARLIE WITH INFORMATION ECHO”
            Tower responds, “6E123, NORTH TOWER, REPORT THE NUMBERS, RUNWAY (5/14)”
            CH 2 “ROGER, RUNWAY (5/14)”
 
            e) Descend to 1300 MSL (Whiting break altitude) as you pass over Point Charlie.

            f) RUNWAY 5:  Turn to a heading of 180 and fly west of 89.  Once abeam the first curve, turn to pass over the third.  Continue turning until lined up with the four water towers between north and south field.  Then, turn to line up between the duty runway and tower as soon as able.  Remain clear of Point Baker (to the north) and Langley Road.
 
            g) RUNWAY 14:  Turn so as to line up between the centerline of runway 14 and tower.
 
        9)  POINT DELTA RECOVERY:

            a) At Point Bagdad, fly northeast to Peter Prince Airport
(Milton “T”).

            b) Proceed easterly, ½ WTD north of Hwy 90.

            c) Abeam OLF Harrold, turn north to the Deaton Bridge.  Unless directed otherwise, descend to 2700 MSL at the Deaton Bridge.

            d) Proceed to Mile Square Field and turn west so as to fly along the northern edge of the field.  Continue at an approx. heading of 270 deg to Point Delta and report when within 2 miles:

            CH 5 “PENSACOLA APPROACH, 6E123, POINT DELTA IN SIGHT”

            e) After directed by Pensacola Approach to contact North Whiting Tower on CH 2, report:

            ICS “SWITCHING TO CH 2”
            CH 2 “NORTH TOWER, 6E123, POINT DELTA WITH INFORMATION ECHO”
            Tower responds, “6E123, NORTH TOWER, REPORT THE NUMBERS, RUNWAY (23/32)”
            CH 2 “ROGER, RUNWAY (23/32)”
 
            f) Descend to 1300 MSL (Whiting break altitude) as you pass over Point Delta.

            g) RUNWAY 23:  Turn to line up between centerline and tower.
 
            h) RUNWAY 32:  At Point Delta, turn south to parallel Hwy 191 on the east side.  Follow until Coldwater River bridge, pass to the north of this bridge and pass north of Langley Road.  You must stay clear of South Whiting’s airspace.  Fly towards the two white POL tanks until you are able to line up between the duty runway and tower.

    c.  Use and effect of controls, flaps, and gear

        1)  Flaps  Extend/Retract 120 KIAS

            a) Slot-type (HLD) designed to cause an increase in lift and a degrease in stall speed.  If you lose electrical power, plan to make a no-flap landing utilizing full runway length as beta will not be available.

        2)  Gear  Extension/Extend 150 KIAS
           Retract  120 KIAS

            a) Nosewheel - Rudder shakers and beta
            b) Left Main - Warning lights and alarm as well as condenser
                           blower in nosewheel
            c) Right Main - Prevents accidental gear retraction and AOA
                            indexer

    d.  Aircraft stability

        1)  Dihedral wings, root stall tendencies, large rudder, short fuselage, ventral/strake surfaces, the center of pressure is aft of the center of gravity (if reversed we’d be fighting a stall).
 
 
 
 
 
 

    e.  Basic transitions

        1) The basic transition are used to enter a climb or descent from normal or fast cruise and to level off in normal or fast cruise from a climb or descent.  Clearing turns are required for climbs and descents greater than 1000 feet when not under positive radar control (i.e., when not on course rules).

        2) Procedures.  Use the P.A.T principle for all transitions.

           a) Cruise to Climb
 
              (1) Power - smoothly add power to max allowable (1015)
              (2) Attitude - simultaneously raise the nose and place the exhaust stacks on the horizon (approx. 12-15 deg nose up).  Commence clearing turns as required.

NOTE - Climbs of 1000’ or less will be done at max allowable power and cruise airspeed (150 or 170 kts).  Climbs of 1000’ or more will be done at 120 kts, accompanied by clearing turns).

              (3) Trim - Right and up for the climb, power addition and subsequent deceleration.

              (4) Approaching 120 kts, lower the nose to the appropriate attitude and retrim (6-8 degrees nose up).
 
              (5) Maintain max allowable power as you climb.  Remember to adjust the PCL as torque decreases with altitude (every time your ears “pop” you should think about power [every 500’ or so].

              (6) 200 feet prior to leveloff altitude, lower the nose toward the level flight attitude as the aircraft accelerates and climbs.

              (7) Trim.  Left and down for acceleration.

              (8) Approaching the normal/fast cruise airspeed, execute the PAT principle:
                  (a) Power - Reduce to normal cruise/fast cruise
                  (b) Attitude - Level flight
                  (c  Trim - Left (for pwr reduction) and fine tune the elevator trim as necessary.

NOTE - For climbs at normal/fast cruise, begin lowering the nose towards level attitude 50 feet prior to level off altitude.

           b) Cruise to an Enroute Descent
 
NOTE - Power settings will be 300 ft-lbs for all descents.  Be sure to maintain a constant nose position to obtain a steady airspeed.

              (1) Power - Reduce to 300 ft-lbs torque
 
              (2) Attitude - Nose down to maintain airspeed (2/3 for a 150 kt descent and ¾ up windscreen for a 170 kt descent)
 
              (3) Trim - Left and up (once airspeed is stable)

              (4) Perform clearing turns if required.  If the aircraft is off airspeed, check torque at 300 ft-lbs, readjust the nose and retrim.

              (5) 100 feet prior to leveloff altitude, initiate PAT

                  (a) Power - Up to normal cruise/fast cruise as req’d
                  (b) Attitude - Raised to level flight
                  (c  Trim - Right and down to maintain airspeed

    f.  Level speed change (LSC)

        LSC’s are taught to familiarize you with the various trim adjustments required with changes in airspeed, power setting, and aircraft configuration.  You must maintain level flight throughout the entire procedure.

        1)  Procedures

            a) CHOP.  Reduce power to 300 ft-lbs, CHECK airspeed below 150 kts and DROP the landing gear (expect a slight ballooning effect).  Approaching 100 kts adjust POWER to approximately 500-550 ft-lbs to maintain airspeed.  Trim will be a large amount of right rudder and up elevator for deceleration.  This is called the Downwind Configuration.

            b) When on airspeed, altitude, and heading, perform the landing checklist down to flaps.  The horizon should be about 1/3 the way up.

            ICS “HARNESS LOCKED (both cockpits), GEAR THREE DOWN AND LOCKED (both cockpits), BRAKES PARKING BRAKE OFF BRAKES PUMPED FIRM, ENGINE INSTRUMENTS CHECKED, LANDING LIGHTS ON”

            c) Perform turns as prescribed by the instructor.
 
            d) Reduce POWER by 100 ft-lbs, check airspeed below 120 kts and lower full FLAPS.  TRIM.  Approaching 90 kts, adjust power to approximately 600 ft-lbs to maintain airspeed.  The attitude will be similar to the normal cruise attitude.  Trim will be right rudder and up elevator.  Check flaps full down and report TALK:

            ICS “GEAR DOWN, FLAPS DOWN, LANDING CHECKLIST COMPLETE”

            e) Perform turns as prescribed by the instructor

            f) Advance power to maximum allowable, check airspeed below 120 kts and raise the gear and flaps.  Turn landing lights off.  Approaching 170 kts, reduce the power to 750-800 ft-lbs.  With the initial power advancement, right rudder is required, but as the aircraft accelerates, trim will be left rudder, down elevator.

    g.  NACWS:  Operation

        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 19-7)
        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.

3.  Introduce:

    a.  Checklists
    b.  Start
    c.  Taxi
    d.  Runup
    e.  Visual scan patterns
    f.  Use and effect of trim tabs
    g.  Straight and level flight
    h.  Constant AOB turns (CABT)
    i.  Emergency extension of the landing gear

4.  Practice:

    a.  Preflight