1.  Discuss:

    a.  Any previously discussed items.

    b.  Unauthorized solo maneuvers

        Solos may not practice spins, stalls, simulated engine failures, PPEL’s, or any maneuver which has not been previously introduced.  Solo launch time is no earlier than sunrise with RDO on station.  Solo recovery is no later than 30 minutes prior to official sunset.  The solo hop is complete only if you log a minimum of five landings.

        Prohibited Maneuvers (at any time):
        1)  Night formation flights

        2)  Inverted flight above 220 KIAS

        3)  Intentional spins with flaps and/or gear

        4)  Intentional inverted spins

        5)  Intentional spins with the prop feathered

        6)  Inverted stall maneuvers

    c.  Lost aircraft procedures

        If you get lost, admit it and try to communicate using all available channels and NAVAIDS.  Be prepared to give a long count (i.e., 1-2-3-4-5-6-7-8-9-10-9-8-7-6-5-4-3-2-1) or short count (i.e., 1-2-3-4-5-4-3-2-1) in the event of a lost plane search.  Land as a suitable airfield before you run out of gas.  The best policy is to remain oriented and don’t get lost.  If you actually get lost, it will be necessary for you to use your own initiative and good judgment.  Since every situation will be different, it is impossible to establish criterion which will apply to every set of circumstances.  However, the following 5 C’s will generally apply to every case:

        1)  CONFESS.  Admit that you are lost and need some form of assistance.

        2)  CLIMB.  Ceiling and visibility permitting, climb to improve radio reception and forward visibility.

        If approach control replies, they will ask you to squawk a certain code on your transponder.  They may also ask you to provide other information in order to give you a vector (heading) to homefield.  If it appears that clouds will be on your vectored flight path, advise Approach and circle VFR if necessary.

        3)  COMMUNICATE.  Request assistance on the area working frequency from an instructor pilot or advice from your FDO/ODO.  If unable, try calling Approach Control frequency with a PAN report and request vectors to homefield.  If unable to receive any reply, switch radio and try again on GUARD frequency.

        4)  CONSERVE.  Operate the aircraft (when straight and level) at maximum endurance power setting (420 ft-lbs).

        5)  COMPLY - With instructions received from another dual aircraft, Approach, or your base.  Many prominent landmarks are available in and around your working areas to give clues as to your general whereabouts.

        If you find yourself lost, the important think to remember is to not fly around aimlessly.  Be calm and develop a plan using your good judgment and established procedures.  If you still cannot identify your position after having gone through the 5 C’s, look for any established landing field.  Before landing at a strange field, circle it at a safe altitude to locate all obstacles and hazards.  Determine the wind direction and duty runway and try to get a rough estimation of runway length and width.  If there is a tower at the field, try to contact Approach or tower on GUARD prior to landing.  Once you are ready to land make a normal traffic pattern.  Remember that the field elevation may be considerably different from that of your homefield.  Use the best estimation and adjust accordingly.  Once on deck, notify your base of the situation.

        During foul weather, maintain a visual reference to the ground.  DO NOT FLY ABOVE AN OVERCAST.  If you happen to blunder above a cloud layer, try to find a hole in the clouds and let down VFR.  If letdown is impossible and no other instructions have been received (5 C’s) BAILOUT is imminent.  Do not wait until fuel exhaustion, but do not be in a hurry to “throw in the towel” either.  Be calm and exercise good headwork.

    d.  Unintentional instrument flight

        Instrument conditions are to be avoided at all times FAMs.  If actual instrument flight is encountered, immediately level you wings on the attitude gyro and time for 30 seconds.  If not VFR at the end of 30 seconds, attempt to regain visual flight conditions by making a shallow turn (15 degrees AOB) for 180 degrees to return to the airspace previously in.

    e.  Local Course Rules Emergency Procedures

        Emergency Orbit Pattern:

        This pattern will be used for landing gear emergencies requiring visual inspection or special assistance.  It is also used for aircraft unable to maintain 170 kts in the entry channel (on course rules).

        This racetrack pattern is oriented over the duty runway.  Pattern altitude is 2500’ MSL weather permitting.  Pattern airspeed is 120 kts.

        Turns in the pattern will conform with break direction for the various runways (away from South Field).
        1)  Right hand pattern is used when duty runway is 23 or 32.
        2)  Left hand pattern is used when duty runway is 5 or 14.

        Entry to the emergency orbit pattern from the operating area will be made by:
        1)  Contact Pensacola Approach Control outside the Class C airspace for a random pickup/vector.

        2)  When directed by Approach, switch to Tower frequency for entry into the pattern.  Comply with Tower instructions.

        3)  Maintain an altitude of 2500’ MSL while established in the racetrack pattern.

        4)  Once established, coordinate frequency change with North Whiting Tower to contact appropriate FDO.  The squadron FDO shall contact NASWF ODO with any information or assistance needed (e.g., another aircraft to join up with the emergency aircraft, a dual aircraft to join with a solo aircraft).  Airborne gear inspections will not be performed by another aircraft below 2000’ AGL.

         5)  The pilot-in-command of the emergency aircraft shall keep the tower advised of all follow-on intentions and coordinate frequency changes through the tower.  The squadron FDO and NASWF ODO shall keep each other and all parties concerned (the TW-5 Operations Officer; TW-5 Safety Officer) informed of the status of the emergency.

        Discontinued Entry:

        A discontinued entry is the procedure and flight path used to depart the entry channel at any place after POINT CHARLIE or DELTA and return to the local area for another homefield entry.

        Mandatory discontinued entries are:

        1)  If directed by tower.

        2)  Landing runway 23 and just prior to passing south of POINT BAKER for the break (intersection of Hwy 87/89).

        3)  Anytime setup for an incorrect runway has been commenced from POINT CHARLIE or DELTA.

        Procedures:

        1)  Turn to the departure heading for the runway in use (010/340) and climb to 2700’ MSL weather permitting.

        2)  Advise tower:

        CH 2 “NORTH TOWER, 6E123, DISCONTINUED ENTRY”

        3)  Contact Pensacola Departure on frequency 278.8 (CH 3) and advise of discontinued entry and intentions.

        CH 3 “PENSACOLA APPROACH, 6E123, DISCONTINUED ENTRY, REQUEST CLEARANCE FOR COURSE RULES APPROACH TO POINT CHARLIE (or DELTA), WITH INFORMATION GOLF.”

        4)  Traffic permitting, Tower may sequence aircraft for the radar downwind or base leg entry.

        Lost Communication Procedures:

        Should you experience lost communications, you may have just one bad channel.  Try calling tower, ground, approach, or area common.  Also try setting in the manual frequencies.  If this fails utilize the lost comm procedures as described below.  Remember, during the lost comm YOU are responsible for safe separation so watch for other aircraft and remain VFR.  Be sure to make all voice reports in the blind and rock your wings approaching the break.  ON final double check the landing checklist complete and for a green light from the tower (know all your signals because you are going to see them).  Make a full stop and clear the duty runway when safe.

        1)  ICS failure procedures

            a) Check all cords, switches, and connections for proper position and condition.
            b) Check volume knob on the audio panel.  Ensure it is full vol.
            c) Attempt communications on hot mike (HM).
            d) Shout or pass notes.
            e) If front pilot wants to transfer the controls aft, he should pat his helmet and then point to the aft pilot.  The pilot taking control will shake the stick to signify assuming control.  The front pilot will lift his hands above his shoulders to confirm.

        2)  NORDO
 
            a) If in the landing pattern:
               (1) Make all calls in the blind and squawk 7600
               (2) Execute a full stop landing whether NSE (NAS Whiting) or at
                   an OLF and taxi clear of the runway (don’t forget to look
                   for paddles on final).
               (3) Don’t trouble shoot in the pattern.

            b) If VFR and not on course rules:
               (1) Make all calls in the blind and squawk 7600
               (2) Fly directly to NSE at or above 3500 MSL
               (3) Determine the duty runway and shoot a PPEL rocking your
                   wings at high key, maintaining interval.
               (4) Look for aldis lamp signals at low key.

            c) If on course rules:
               (1) Make all calls in the blind and squawk 7600
               (2) Continue to fly the course rules
               (3) Rock your wings at the break and maintain interval
               (4) Look for aldis lamp signals at the 180

        3)  Aldis lamp signals

            Acknowledge during the day by moving your rudder and/or aileron on the ground and by rocking your wings inflight.  At night, flash aircraft lights.

SIGNAL  ON GROUND    IN FLIGHT

STEADY GREEN  CLEARED FOR TAKEOFF   CLEARED TO LAND

FLASHING GREEN  CLEARED TO TAXI   GO AROUND AND RETURN FOR LANDING

STEADY RED  STOP     GIVE WAY TO OTHER AIRCRAFT & CIRCLE

FLASHING RED  TAXI CLEAR OF DUTY RUNWAY  DO NOT LAND

FLASHING WHITE  RTN TO STARTING POINT ON AIRPORT N/A

ALT RED/GREEN  GENERAL WARNING - EXTREME CAUTION GENERAL WARNING - EXTREME CAUTION

RED PYROTECHNIC N/A     DO NOT LAND/WAVEOFF

    f.  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.
 

2.  Review:

    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)

3.  Non-graded:

    a.  Ground procedures
    b.  Takeoff/departure
    c.  Course rules/COMM/IFF/HFE
    d.  Turn Pattern
    e.  OFO
    f.  Securing the rear cockpit for solo flight