a. Lost communication procedures
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 PEL rocking your
wings at high key, maintaining interval.
(4) Look for aldis lamp signals at low key.
c)
If on course rules (under positive radar contact!):
(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
b. 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
c. Electrical system malfunctions
1) Generator failure
If
the generator becomes inoperative, indications will be flashing MASTER
CAUTION light and an illuminated GENERATOR annunciator.
a) Starter switch - OFF (both cockpits)
b) Generator switch - ON (reset)
If
annunciator remains illuminated:
c) Cycle electrical control transfer/TAKE COMMAND switch
d) Generator switch - ON (reset)
If generator does not return to line:
e) Reduce all nonessential electrical loads
f) Land as soon as practical
2) Inverter No. 1 or Inverter No. 2 Failure
Failure of inverter No. 1 or inverter No. 2 will be indicated by a flashing MASTER CAUTION light, illumination of the INVERTER annunciator light, and loss of all ac-powered instruments and equipment.
NOTE - If the 115-Vac, 1-amp circuit breaker pops, resetting this circuit breaker will provide power to the FWD and AFT cockpit attitude instruments regardless of inverter selected. If the 115-Vac, 1-amp circuit breaker cannot be reset, the front cockpit attitude instruments will operate normally when inverter No. 2 is selected.
a)
Cycle electrical control transfer/TAKE COMMAND switch
If annunciator remains illuminated:
b) Switch to the other inverter
c) Check inverter control relay circuit breaker - IN
WARNING - A popped 115-Vac, 1-amp circuit breaker will cause the loss of certain 115-Vac instruments depending on the cockpit and the inverter selected. Instrument flight is not possible with a complete loss of ac power. Indications are as follows:
1. Front cockpit: No. 1 inverter selected - Flashing MASTER
CAUTION,
INVERTER annunciator lights and loss of attitude gyro and
turn needle.
No. 2 inverter selected - No indications.
2. Rear cockpit: No. 1 inverter selected - Flashing
MASTER CAUTION,
INVERTER annunciator lights and loss of attitude gyro.
No. 2 inverter selected - Loss of attitude gyro and turn
needle.
3) Battery failure - low voltage reading
If
the generator is functioning normally, battery failure may be indicated
by smoke and fumes emitting from the battery box or abnormal, high charging
rates. There is no remedial actions the pilot may take to restore
battery power.
If
battery failure on ground
a) Battery switch - OFF
b) Return to parking spot and secure
If
battery failure in flight
a) Battery switch - OFF
b) Until landing, maintain normal flight procedures. Land as soon
as practical.
4) Interior light
failure in flight
With
the lights extinguished:
a) Activate and use utility/emergency light
b) Check corresponding circuit breakers - IN
c) Check corresponding switches - ON
5) Restoring electrical
power
If
the fire extinguishes, use the following procedure to activate
essential circuits, allowing sufficient interval to isolate the
faulty circuit:
a) Utility bus switches - OFF
b) Essential bus circuit breakers - PULL
c) All electrical and avionics switches - OFF (UHF, inverters,
TACAN, VOR, transponder, avionics master)
d) Battery switch - ON
e) Generator switch - RESET (OFF if faulty)
f) Avionics master switch - ON
g) Activate only electrical and avionics equipment essential to
continued flight
2. Demonstrate:
a. Aldis lamp signals
b. Power-off stall (POS)
A stall is an abrupt loss
of lift caused by a disruption of airflow over the wing. It’ll occur
when the AOA exceeds the value which provides maximum lift. You can
identify the onset of a stall in three ways: SIGHT (use your eyes
to determine the attitude of the nose and wing); SOUND (listen to the air
passing over the canopy); and FEEL (the controls will become gradually
unresponsive and the rudder shakers will let you know 5-7 kts prior to
stall).
The POS demonstrates recovery
when no power is available. Since the recovery is effected without
power, you cannot rely on thrust to pull you through and out of the stalled
condition. Utilize the force of gravity to regain flying speed.
1) CONFIGURATION. Position the aircraft at an appropriate altitude, in normal cruise, and in the clean configuration.
2) CHECKLIST. “BILGES CLEAR OF LOOSE OBJECTS, CONTROL LOCK STOWED (in two places), SEAT BELT AND SHOULDER HARNESS LOCKED AND TIGHT, AUTOIGNITION ON AUTOIGNITION LIGHT ON, ENGINE INSTRUMENTS CHECKED, STALL CHECKLIST COMPLETE.”
3) CLEAR. Commence a clearing turn using a 45 degree AOB for 180 degrees of heading change.
4) Once established in the clearing turn (approximately 90 degrees through the turn), reduce the PCL to 200 ft-lbs and adjust the nose attitude to maintain altitude. Approaching 100 kts, set the 100 kt glide attitude (horizon bisecting the windscreen). RETRIM. You must recover by 5000 AGL.
5) Upon completion of the clearing turn, and established in a 100 kt descent, smoothly raise the nose to a position 12-15 degrees above the normal cruise attitude (put the exhaust stacks on the horizon). Don’t trim for this position.
6) Maintain this attitude (wings level and balanced flight). As airspeed decreases, apply a little backstick to keep the nose attitude (and right rudder as necessary). Maintain heading with rudder. The stall is recognized by airframe buffet and the nose pitching down slightly as well as rudder shakers.
7) At the stall, release backstick pressure and allow the nose to fall slightly below the 100 kt gliding attitude.
8) Stop any rolling tendency with rudder in the opposite direction of roll. As aileron effectiveness increases, coordinate rudder and aileron to maintain stability.
9) Maintain balanced flight as airspeed increases. As airspeed gets closer to 100 kts, bring nose up to the 100 kt gliding attitude. Maneuver is complete when on glide at 100 kts.
10) Return to normal cruise using the PAT method.
c. Outlying field entry (OFE)
1) Determine the duty runway:
CH X “(field name), landing”
If acknowledgment is required:
CH X “(field name), landing (#)”
2) Fly to initial point (wings level, at break alt, and airspeed)
a)
AREA 1
CH NOLF IP
19 BARIN 2MI
18 SILVERHILL 2MI
11 SUMMERDALE 2MI
238.0 WOLF* 2MI
16 SAUFLEY* REPORT GRASSY PT/ABEAM RELAY
TOWER
* No PPEL/PPEL(P)
b) AREA 2
CH NOLF IP
12 BREWTON* 3MI
15 EVERGREEN* 3MI
* All PPEL’s will call when 2 miles from high key
b) AREA 3
CH NOLF IP
13 CHOCTAW* 2MI (for break, call at Pt Avalon)
14 HOLLEY 2MI (squawk 4676)
PPEL entries only
* The normal entry is via PPEL, however, touch-and-go’s are authorized with clearance.
3) Traffic patterns
a)
AREA 1 - left PPEL; right T&G/PPEL(P)
b) AREA 2 - left T&G/PPEL(P); right PPEL
c) AREA 3 - left T&G/PPEL(P); right PPEL
4) “HONE EQUATION”
FIELD PATTERN (MSL) BREAK (MSL)
HOLLEY 800 N/A
OTHERS* 900 1200
N. WHITING 1000 1300
EVERGREEN 1100 1400
* Includes: Silverhill, Summerdale, Barin, Saufley, Wolf, Brewton, Choctaw
5) Report when at the respective initial point:
CH X “(field name) RDO/CRASH/TOWER,
6E123, (#) INITIAL (or other applicable point), RUNWAY (#), DUAL/SOLO,
TYPE OF FLIGHT (i.e., FAM 13X)”
6) Prior to executing
a break at an OLF, check interval and report:
CH X “(field name) RDO/CRASH/TOWER, 6E123, CROSSWIND, BREAK”
7) Prior to turning crosswind during a touch-and-go at OLF:
CH X “123, CROSSWIND, TOUCH-AND-GO”
d. Full flap approaches/landings
The full flap (FF) approach begins at the 180 abeam your intended point of landing. It consists of a 180 degree descending turn to final and ends wings level on airspeed and altitude to commence the landing transition. Establish yourself on runway centerline and make final airspeed/altitude adjustments; transitioning to the landing attitude (cowl seam just below the horizon); and touching down at the intended point of landing.
1) You are established
on downwind, 100 kts, at pattern altitude,
¾ wing tip distance (WTD), and your landing checklist is complete
down to flaps.
2) POWER. Approximately 15 degrees prior to the 180 position, reduce power to 300 ft-lbs.
3) FLAPS. Put the flaps full down. Remain at pattern altitude until the 180. Remember, when the flaps go down, the nose pitches down slightly.
4) TRIM. Trim left and up for the power reduction. Then a little right as airspeed bleeds off.
5) TURN. At the 180, lower the nose to the 90 kt approach attitude and smoothly turn toward the 90 degree position.
6) TALK.
CH 2 “NORTH TOWER, 6E123,
180, GEAR DOWN AND LOCKED, DUAL, FULL STOP”
OR
CH X “(side #), 180, GEAR
DOWN AND LOCKED”
7) Continue trimming
as airspeed continues to bleed off.
8) TALK.
ICS “GEAR DOWN, FLAPS DOWN, LANDING CHECKLIST COMPLETE”
9) Vary the AOB and power as necessary to arrive at a proper 90 degree position; 90 kts, 400 AGL, perpendicular to the runway. Remember, control airspeed with nose attitude and rate of descent with power. This is the most important checkpoint in the pattern.
10) Intercept the extended centerline with 85 kts, and deep enough to have 1200-1500 ft of straight-away and 100-150 AGL, wings level (as you roll level there will be an increase in lift, thus compensate).
11) Check the wheels watch for paddle indications and report:
ICS “GEAR DOWN, PADDLES CHECKED”
12) Maintain pitch attitude while making a slight power reduction. Scan the entire runway for a fouled deck. DO NOT fixate on the intended point of landing.
13) Gradually decelerate (DO NOT slow below 80 kts until commencing the landing transition).
14) Slowly reduce the PCL towards idle.
15) Coordinate gradual backstick pressure to land smoothly on the main mounts in a nose high attitude
16) Full stop - use beta and brakes until at a safe taxi speed.
TOUCH-AND-GO PROCEDURES AT NOLF:
17) As soon as the nosewheel touches the deck, the “go” procedures begin.
18) Increase power to max (even above 1,015 initially until airborne) adding right rudder as the engine begins to spool up.
19) Smoothly raise the nose up to the takeoff attitude (nose cowl just below the horizon).
20) Plan to lift off sooner than normal because the flaps are down.
21) As soon as you are airborne transition to a 90 kt climb using PAT. Reduce the power to 1,015 ft-lbs, set attitude to a 90 kt climb and trim.
22) Continue to climb holding 90 kts and runway heading. Your next checkpoint is at 300 AGL.
23) At 300 AGL, raise the flaps and accelerate to 100 kts, trimming left and down.
24) Maintain this airspeed throughout the climb to pattern altitude
25) Begin the crosswind turn when your airspeed is 100 kts, you are above 300 AGL, and you are #1 upwind (acft ahead of you raises gear, simulates a LAPL(P), or has begun his crosswind turn). Make sure you have proper interval with any other aircraft. With these conditions met, call:
CH X “(side #), CROSSWIND, TOUCH-AND-GO”
26) With clearance, roll into a climbing turn using no more than a 30 degree AOB (gear is down).
27) 50 feet prior to reaching pattern altitude (750 AGL), reduce power to 550 ft-lbs and simultaneously lower the nose to the 100 kt attitude. Leveloff at pattern altitude and retrim.
28) Adjust your AOB to arrive downwind ¾ WTD from duty runway. The rollout may occur before, during, or after the leveloff.
29) Go through the landing checklist again and continue with the next approach. You should be using the same ground track with each landing.
e. Waveoff
When should I waveoff?
If I rollout on final prior to the aircraft ahead of me touching down;
anytime an unsafe altitude/airspeed, overshooting approach, crabbing prior
to touchdown, excessive ballooning; when there isn’t at least 90 degrees
of approach turn separation; when PPEL traffic is at low key. Think
about undershooting the runway if you are head on with traffic from the
other direction.
1) POWER. Advance
the PCL to max allowable.
2) LEVEL. BALL. Simultaneously level the wings and center the ball.
3) CLIMB. CALL. Raise the nose to climbing attitude and climb at 90 kts FF or 100 kts NF. Retrim.
When the aircraft is under
control:
CH 2 “NORTH TOWER, 6E123,
WAVEOFF”
OR
CH X “123, WAVEOFF”
4) FLAPS. If flaps were lowered, raise when above 300 AGL and accelerate to 100 kts. Retrim.
5) ADJUST. Adjust
your flight path, moving to either side of the runway if necessary to avoid
conflicting traffic and keep aircraft on the runway in sight. Comply
with tower/RDO instructions.
6) With interval,
call crosswind to reenter downwind or depart the pattern.
CH X “123, CROSSWIND”
OR
CH X “(field name) RDO/CRASH,
6E123, NUMBER ONE UPWIND DEPARTING”
7) If at homefield:
a)
Climb or descend to 500 ft on the tower side of the runway.
b) Listen to tower. They’ll tell you when to climb to pattern
altitude.
c) Climb to pattern altitude and raise your flaps.
d) Go through your landing checklist and conduct a normal landing.
f. Outlying field departure (OFD)
1) You are the #1 upwind if:
a)
Acft upwind has begun his crosswind turn
b) Acft upwind has raised his gear to depart
c) Acft upwind has conducted a simulated LAPL(P)
2) Procedures
a)
Ensure you are #1 upwind
b) Your aircraft is above 300 AGL with flaps up, 100 kts
c) Transmit departure call:
CH X “(field name) RDO/CRASH, 6E123, NUMBER ONE UPWIND DEPARTING”
d)
Add power to max allowable (if it had previously been reduced
to leveloff)
e) Check airspeed below 120 kts, raise the gear/turn off lights.
f) Climb to departure altitude and accelerate to 170 kts or climbout at
120 kts (when climbing more than 1000 ft). Retrim
3) Climbout rules and regulations
a) AREA 1
(1) BARIN, SILVERHILL, SUMMERDALE, AND WOLF: Maintain runway heading
and pattern altitude until number one upwind. Commence climb/turn
when clear of pattern traffic.
(2) SAUFLEY: Turn the shortest direction to 270 deg and climbout
at 900 MSL, 170 kts until clear of Class C (use NPA TACAN 119X).
If 900 ft entries are in effect, remain at 600 MSL until Grassy Point.
b) AREA 2
(1) BREWTON AND EVERGREEN: Maintain runway heading and pattern altitude
until number one upwind. Commence climb/turn when clear of pattern
traffic.
c) AREA 3
(1) HOLLEY: Maintain runway heading and pattern altitude until number
one upwind. Commence climb/turn when clear of pattern. Avoid
the beach. Squawk 1200 (VFR) or 4700 (PA).
(2) CHOCTAW: RUNWAY 18 maintain runway heading and 500 MSL until
clear of pattern, then stay below 1000 MSL until south of East Bay.
RUNWAY 36 when number one upwind, turn right to 180, maintain 500 MSL until
abeam the 180 position, continue to fly southerly and climb above 2500
MSL. Stay clear of Restricted Area 2915.
g. Aborted takeoff
1) PCL - FULL BETA
2) Wheelbrakes - AS
REQUIRED
NOTE - When maximum baking is required, lower the nosewheel to the deck before applying the brakes. For maximum braking, use a single, smooth application of the brakes with constantly increasing pedal pressure as speed is lost. Use as much braking pressure as possible without sliding the tires. Beta is not available with an engine failure.
If anticipating going off
runway into unprepared terrain:
3) Condition lever
- FUEL OFF
4) Emergency fuel
shutoff handle - PULL
5) Canopy - EMERGENCY
OPEN
6) Battery switch
- OFF
When aircraft comes to rest:
7) Harness - RELEASE
(don’t forget to release cords)
8) Parachute - UNFASTENED
9) Evacuate aircraft
(meet co-pilot upwind)
3. Introduce:
a. Turn pattern (TP)
b. Slow flight/minimum control maneuver (SFMCM)
c. Full flap approaches/landings (two touch-and-go’s
minimum)
d. Homefield entry (HFE)
4. Practice:
a. Checklists
b. Start
c. Taxi
d. Runup
e. Takeoff/departure
f. Basic transitions
g. Course rules/COMM/IFF
h. Level speed change (LSC)
5. Review:
a. Preflight
6. Optional:
a. GPU start (must be completed prior to FAM 8)