a.  Ditching (as a result of an engine failure)

        Once you have determined that you can’t safely land at either a military or civilian field, there are no suitable “farmer” fields, and you are too low to bailout, you must consider ditching (if near water).
        When possible, plan to ditch into the wind if the seas are calm.  In the event of moderate swells and minimum winds, ditch parallel to the swells.  With moderate to high swells and 25 kts of wing or more, ditch into the wind and attempt to land on the upwind side of the swell (avoid the face of the swell).  Ditching from very low altitude will require immediate reaction and simultaneous completion of critical items.

        Procedures:

        1)  SPEED.  Transition to 100 kts and maintain.

        2)  CHECK.  Check your engine instruments to determine possible cause.

WARNING - If N1 and ITT indicate a rollback condition (FCU stuck at minimum flow), execute the LOSS OF USEFUL POWER procedure.  If application of power results in compressor stalls (possible compressor bleed valve malfunction/failure), execute COMPRESSOR STALLS procedure.

        3)  FEATHER.  Condition lever - FTHR

        4)  CLEAN.  Landing gear and flaps - UP (flaps down for immediate ditch).

        5)  LOOK.  Landing direction - SELECT

        6)  LOCK.  Harness - LOCKED (both cockpits)

        7)  AIRSTART.  Airstart - PERFORM (if situation permits).

        If airstart is not attempted or is unsuccessful, altitude permitting:
        8)  BAILOUT - AS DESIRED.

        If ditch is to be continued (forced):
        9)  Condition lever - FUEL OFF

       10)  Emergency fuel shutoff handle - PULL

       11)  Flaps - DOWN

       12)  Canopy - EMERGENCY OPEN

       Option items to be completed (prior to water entry) if time permits:
       13)  Broadcast - MAYDAY (UHF), 7700 XPOND
 
       14)  Parachute - UNFASTENED

       15)  Oxygen mask - REMOVE

       16)  Battery switch - OFF

NOTE - Consideration should be given to leaving the battery on at night.

       As soon as all motion stops:
       17)  Execute EMERGENCY EXIT procedure.
 
            a) Cords - DISCONNECT
            b) Harness - RELEASE

       18)  LPU - INFLATE WHEN CLEAR OF AIRCRAFT

WARNING - Do not inflate the LPU prior to exiting the aircraft as it may inhibit cockpit egress.  If the aircraft is evacuated in the water while wearing the parachute with the lanyard connected the parachute will deploy and severely restrict the ability to clear the aircraft and remain safely afloat.

NOTE - If time permits, retrieve the first-aid kit from the aft cockpit.

        Signaling devices:

        1)  MK-79 MOD 0 Illumination Kit (pencil flare):

            This device is located in your vest.  It uses a pencil-type launcher and cartridge flare to attract attention of SAR.

WARNING - Prior to securing cartridge into pencil-type launcher, ensure the launcher is in the cocked position.

            Operation procedure:

            Step 1 - Screw cartridge flare into launcher while keeping flare pointed in a safe direction.

            Step 2 - Hold launcher directly overhead.  Pull back on the trigger and release.  Cartridge flare has a minimum 4.5 second duration and can be launched to about 200 feet.

        2)  SDU-5/E Distress Marker Light:

            The SDU-5/E emits a 360 degree beam of light which flashes at a rate of 40-60 flashes per minute for approximately 12 hours.  It is attached to your helmet by mating velcro tape.  Depress ON/OFF switch on bottom of light.  Turn the light off if rescue helicopter approaches to avoid possible flicker vertigo.

        3)  Emergency Signaling Mirror:

            Operating procedure:

            Step 1 - While holding foresight in the left hand, align foresight with target.
            Step 2 - with the right hand, place the back of the mirror in the front of either eye and align the two holes on the target.
            Step 3 - rock mirror until cross lines appear on foresight; the beam should then be on the target.
            Step 4 - Even if no aircraft or ships are in sight, continue to sweep horizon.  Mirror flashes can be seen for many miles even in hazy weather.

NOTE - Mirror flashes reflect light with a brilliancy of up to 8 million candle power, which can be seen 45 to 50 miles on a clear day from an altitude of 50,000 feet.

        4)  MK-13 MOD 0 Marine Smoke and Illumination Signal:

            This device is used to attract attention and to give wind drift direction.  The DAY end has an orange cap and no protrusions on cap.  The NIGHT end has a red cap, protrusions on cap, and metal washer attached to lanyard.

            Operating procedures:

            Step 1 - Remove cap from desired end.
            Step 2 - Pull flip ring over signal rim to break lead seal.
            Step 3 - Push bent ring back to original position and use as a lever to break seal.
            Step 4 - Ignite signal by quick pull on ring.
            Step 5 - Ignited MK 13 MOD 0 must be held at arms length downwind to prevent damage to flotation device from hot residue.

        5)  MK 124 MOD 0 Marine Smoke and Illumination:

            Operating procedures:

            Step 1 - Remove the protective cap from the end to be ignited.

            Step 2 - Slide the firing level horizontally to the fully extended position.

WARNING - Prior to pulling the lever downward, position all fingers below the top of the signal.  Both ends shall never be ignited simultaneously.

            Step 3 - Pull the lever downward applying steady pressure, until the firing pin is released.

NOTE - If the smoke end flames, briefly immerse it in water or hold it against a solid, non-flammable object.

            Step 4 - Hold the signal firmly with your arm fully extended overhead at a 45 degree angle.

CAUTION - Ignited smoke/illumination signal must be held at arm’s length downwind to prevent damage to flotation device from hot residue.

NOTE - The night end is highly visible at night or during overcast daytime conditions.  The day end may be used at night, but is considerably less visible than the night end.

            Step 5 - After using one end, douse the signal in water to cool it or, if on land, place the signal on a noncombustible surface to cool.  Save the other end in case it is needed.
 

        6)  AN/PRC-90 Radio Set:

            The AN/PRC-90 radio set is a dual-channel transmitter/receiver capable of transmitting up to 60 nm (line of sight, depending on receiving aircraft’s altitude).  It operates on guard (243.0) or SAR primary operating frequency (282.8) with a mode for swept-tone signal on 243.0 only.  Transmission of beacon or code can be up to 70 nm.  Average battery life is about 14 hours.
            Radio is equipped with external earphone jacks to assist pilot in hearing radio transmission with helmet on.
 
    b.  Airborne damaged aircraft

        If the aircraft should sustain damage because of a midair collision, bird strike, or over stress, the single most important concern is maintaining or regaining aircraft control.

        Procedure:

        If the aircraft is not controllable:
        1)  BAILOUT

        If the aircraft is controllable, monitor engine instruments for unusual indications and flight controls for free and correct response.  Existing conditions may warrant consideration of an airborne visual check.
        2)  CLIMB.  To an altitude greater than 5000’ AGL.

        3)  Check flight characteristics in landing configuration, decreasing airspeed in increments of 10 kts to an airspeed at which a safe landing can be made (no slower than 80 KIAS).

WARNING - Because of unknown flight characteristics of a damaged aircraft, a stall may result in uncontrolled flight from which recovery is impossible.  If OCF occurs, immediately execute OUT-OF-CONTROL RECOVERY procedure.  If recovery does not appear imminent and/or cannot be accomplished by 5000’ AGL, BAILOUT.

        4)  Fly a wide or straight in approach and land as soon as possible.

    c.  OCF recovery procedures

        If an out-of-control condition is encountered, accomplish the following procedures:

        1)  Positively neutralize controls

        2)  PCL - IDLE

        3)  Determine aircraft altitude

WARNING - If recovery from OCF flight cannot be accomplished by 5000’ AGL, BAILOUT.

        4)  Determine AOA, airspeed, and check turn needle.

        If in steady-state spin:
        5)  Execute spin recovery technique.

        After the aircraft regains controlled flight:
        6)  Execute unusual attitude recovery as appropriate (either NOSE LOW, NOSE HIGH, or EXTREME NOSE HIGH.

CAUTION - Lower power settings reduce torque effect, restrict onset of rapid airspeed buildup, and enhance controllability.  However, departures from controlled flight in close proximity to the ground may require rapid power addition upon OCF recovery.

    d.  FAM-13X preparation (NATOPS brief, preflight, engine/flight
        limitations, emergency procedures and course rules)

2.  Demonstrate:

    a.  Securing the rear cockpit for solo flight

        Secure the rear cockpit in accordance with NATOPS and the solo flight checklist located in the rear cockpit.  Ensure that the parachute is facing forward to prevent pin damage and that the parachute straps and harness are fastened and secured with the inertial reel locked.  Be certain that the parachute cannot fall forward during flight and jam the controls.  Check all cockpit lights off and all switches off, especially autoignition.  Ensure that the battery switch is on and that inverter #2 is selected.  Check all circuit breakers set.  Check for loose objects and finally close and lock the rear canopy.

        1)  Restraint harness, parachute, and oxygen equipment - SECURE

        2)  Cockpit lights - OFF

        3)  Switches - Battery ON - inverter No. 2 ON, all others AS REQ’D

        4)  Inspect for and secure lose equipment

WARNING - Failure to secure the rear cockpit for solo flight may result in restriction of flight control movement.
 
        5)  Aft canopy - CLOSE/LOCK

3.  Introduce:

    a.  Securing the rear cockpit for solo flight

4.  Practice:

    a.  ATS
    b.  Spin
    c.  HAPL
    d.  LAPL
    e.  PPEL
    f.  Landing pattern
    g.  Full flap landings
    h.  No flap landings
    i.  Waveoff
    j.  PPEL(P)
    k.  LAPL(P)

4.  Non-graded:

    a.  Ground procedures
    b.  Takeoff/departure
    c.  Course rules/COMM/IFF/HFE
    d.  Turn Pattern
    e.  OFO