Instruments NATOPS Brief

Question 1

Airsickness History

Answer 1

(Note history of airsickness if applicable.)

• Both pilots shall announce if they become passively or actively airsick.
• They may pass controls as the situation dictates.
• The flying pilot will keep the aircraft in a stable position minimizing turns as the situation allows.
• If the airsick pilot feels he cannot continue, the mission will be aborted for airsickness.

Question 2

Foreign Object Debris

Answer 2

• Ensure only those items required for flight are taken to the aircraft and that all flight suit pockets are zippered.
• Both pilots will inspect BOTH cockpits before and after flight to ensure no FOD is present and ejection and CFS safety pins are installed

Question 3

Frequencies

Answer 3

We will use preset UHF, VHF, and NAV frequencies, and manual frequencies as required.

Question 4

Radio Procedures and Discipline

Answer 4

The flying pilot will make all radio calls to be backed up by the non-flying pilot. Either pilot can make a safety of flight call. Keep all calls concise and professional.

Question 5

Change of Controls of Aircraft

Answer 5

1. We will use a positive three-way exchange of controls with emphasis on the word “CONTROLS.”
2. In the event of an ICS failure, we will use the push to pass, shake to take method of control transfer with the non-flying pilot showing his/her hands for verification.
3. If in doubt of who has control of the aircraft, query the other pilot.
4. Control inputs by the instructor do not constitute a control change.
5. Transfer of aircraft controls includes control of the FMS/UFCP and radios.
6. The non-flying pilot may assist or assume control of the FMS/UFCP and radios as directed.

Question 6

Navigation Aids/FMS setup

Answer 6

We will use the VOR and FMS as appropriate for navigation

Question 7

Identification

Answer 7

Our call sign will be Bearcat XXX and we will squawk assigned by ATC.

Question 8

Clearing Procedures

Answer 8

1. Both pilots will maintain a vigilant lookout for other traffic using TCAS to aid as appropriate.
2. Call out all traffic using the clock system, HIGH/LEVEL/LOW, factor/no factor.
3. Any pilot recognizing an immediate safety of flight conflict will immediately maneuver the aircraft into a safe position then discuss traffic avoidance after it is no longer a factor.

Question 9

ICS Callouts

Answer 9

1. The flying pilot will make all basic callouts (altitude, airspeed, heading, angle of bank, rate of descent)
2. The non-flying pilot will back up flying pilot and make ICS callouts in IMC

Question 10

Ground Ops

Answer 10

In accordance with NATOPS, SOP, FTI, and Course Rules. Brief cockpit assignment (front/rear)

Question 11

Takeoff

Answer 11

In accordance with NATOPS, SOP, FTI, and Course Rules

Question 12

Climbout/Route of Flight

Answer 12

We will expect the ___ (as appropriate for the runway in use and filed flight plan) but will remain flexible for changes from ATC

Question 13

G-Exercise entry,

Answer 13

1. We will conduct a G-Ex prior to conducting any maneuvers requiring greater than three Gs, and preface all maneuvers with “Gs coming on NOW, NOW, NOW.”
2. Either pilot experiencing gray-out conditions should immediately call “knock it off” over the ICS, and a contact unusual attitude recovery should be used to level and unload the aircraft.
3. In the event either pilot experiences a GLOC, the training portion of the flight will be terminated, and the IP will recover the aircraft to Navy Corpus.

Question 14

Penetration/Approach/Missed Approach

Answer 14

We will recover via the ___ approach. The non-flying pilot will back up the flying pilot on all headings, altitudes, airspeeds, angles of bank, and rates of descent, and report the runway environment in sight with clock position. If we do not have the runway environment in sight by the DH/MAP, we will execute the assigned missed approach or climb out.

Question 15

Wave - Offs

Answer 15

1. A wave-off shall be executed any time there is a question regarding of safety of flight, loss of SA, the plane is not in a safe position to land or is not on profile for a simulated emergency profile.
2. Either aircrew member, tower, another aircraft or RDO can call for a wave-off.
3. When called, the flying pilot shall execute a wave-off in accordance with FTI.

Question 16

Aborts

Answer 16

1. Either pilot recognizing the need to abort will call “ABORT, ABORT, ABORT” over the ICS.
   - The flying pilot will execute the abort procedure IAW NATOPS.
   - If we anticipate departing the prepared surface, we will execute the emergency engine shutdown on the ground procedure.
   - The aircraft commander will call “CFS Pin”, followed by “CFS, CFS, CFS” to command execution of the Canopy Fracturing System, or “EJECT, EJECT, EJECT” to command ejection as required
   - If the CFS pin is pulled, throw it down by the rudder pedals, if able

Question 17

Minimum and Emergency Fuel

Answer 17

We will declare MIN FUEL if we anticipate landing below 200 lbs and EMERGENCY FUEL if we anticipate landing below 120 lbs

Question 18

Power Loss

Answer 18

1. If we have a power lower shortly after takeoff we will execute the Engine Failure Immediately After Takeoff Procedure being mindful of aircraft configuration, energy state, and runway length remaining. If sufficient runway length does not remain to land straight ahead we will eject.
2. If we have a power loss elsewhere, we will execute the Engine Failure During Flight Procedure. If we are unable to intercept an ELP for a suitable landing site we will eject.

Question 19

Radio Failure/ICS Failure

Answer 19

1. In the event of a radio or ICS Failure we will troubleshoot in an attempt to re-establish comms or ICS (i.e. check comm leads all the way to the O2 mask, check the comm panel and UFCP for appropriate frequencies and switches.)
2. If we have a radio failure we will attempt communication on another radio, using the standby VHF radio if necessary. If we have a total loss of communications in the local area, we will comply with the local letter of agreement for VFR aircraft. If we are outside the local area, we will comply with the FIH.
3. If we have an ICS failure we can remove our masks momentarily and shout, or use the frequency 123.45/246.8 to communicate over the radio as necessary. If ICS cannot be restored, the instructional portion of the flight will be terminated and we will land as soon as practical.

Question 20

Inadvertent IMC

Answer 20

• If we inadvertently enter IMC we will fly straight and level for 30 seconds.
• If operating in an unfamiliar area, or there are known ground hazards present we will immediately climb above the maximum elevation figure.
• If we do not regain VMC within 30 seconds, we will do a standard rate, up to 30 degree angle of bank turn for 180 degrees of heading change in attempt to regain VMC.
• If we are still unable to regain VMC, we will inform ATC and coordinate an IFR clearance for an approach back to home field.

Question 21

Loss of Sight

Answer 21

We will be a single ship today; however, if we are given traffic to follow, and we lose sight of it, we will ask ATC for an update.

Question 22

Downed Pilot and Aircraft

Answer 22

If we are the first on scene to an aircraft mishap, we will assume on-scene commander duties. The flying pilot will establish the aircraft at a safe altitude and distance to maintain visual contact, and the non-flying pilot will initiate the on-scene commander checklist. We will set a bingo fuel to the nearest suitable field, and remain on-scene until we:

1) reach our BINGO fuel,
2) have a malfunction of our own,
3) relieved by a more capable platform, or
4) the rescue is complete.

If we are not first on scene, we may offer assistance, but will remain clear unless called upon.

Question 23

Bird Strike

Answer 23

• Our first priority will be to maintain aircraft control. If we are unable to control the aircraft we will eject. If the aircraft is controllable and we suspect possible engine damage, we will execute a PEL to the nearest suitable airfield.
• If no engine damage is suspected, we will execute the CONTROLLABILITY CHECK PROCEDURE at the IP’s discretion.

Question 24

Unsafe Gear

Answer 24

• If on departure or recovery we experience an unsafe gear indication we coordinate with ATC to ensure the delta pattern is available and will orbit overhead as we troubleshoot.
• If able we will look to have a formation qualified IP join up for an inspection.
• If not available, we will conduct a low approach of the RDO cart.
• If it occurs in the area, we can troubleshoot there and coordinate with ATC for a visual straight-in back at Navy or to the nearest suitable field as required.

Question 25

OBOGS Malfunction/Hypoxia Symptoms

Answer 25

Regardless of EICAS indications, if either pilot experiences symptoms of hypoxia, both shall pull the green ring and land as soon as conditions permit

Question 26

Ejection

Answer 26

• Ejection is never simulated. The call for ejection will be “EJECT, EJECT, EJECT,” or in the event of an ICS failure, three raps on the canopy.
• Ensure you maintain proper body position, back and shoulders against the seat, head on the headrest, chin up 10 degrees, feet on the rudder pedals, and elbows in tight toward the body.
• The minimum altitude for an uncontrolled ejection is 6k’ AGL, and 2k’ AGL for a controlled ejection. Time permitting, we will execute as many of the controlled ejection checklist steps as possible.
• The controlled ejection area is the 210 radial at seven DME off the NGP VORTAC (Chapman Ranch).
• While operating in ISS Solo, the rear seat pilot will pull on the third eject call and front seat will pull the handle after they hear the rear seat eject.

Question 27

Other Aircraft Emergencies

Answer 27

1. All simulated emergencies will be prefaced with the word “SIMULATED.” In the event of a simulated malfunction requiring a PEL, the SNA will maintain control of the PCL. In the event of a simulated power loss, the IP will call for the PCL by saying “I HAVE THE PCL” then say “SIMULATED” give the power loss and maintain control of the PCL, and maintain set 4-6% upon hearing the SNA verbalize “SImulated PCL - OFF.” The SNA will maintain control of the aircraft and recite the appropriate procedure moving the landing gear and flap handles.
2. In the event of an actual malfunction, the pilot recognizing the the malfunction will call it over the ICS and execute any applicable Critical Action procedures. Both pilots will break out the PCL and review all non-critical action items, as well as all Notes, Warnings, and Cautions. Time permitting, we will get dual concurrence priior to moving the PCL to off, pulling the Firewall Shutoff Handle, or switching the PMU OFF.
3. While troubleshooting, we will ensure that one pilot is always flying the aircraft. NO FAST HANDS!

Question 28

Divert Fields

Answer 28

Our primary weather divert will be ___. Emergency diverts from the working areas include ____.