NATOPS Brief

Question 1

Foreign Object Damage

Answer 1

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.

Question 2

TTO/DOR

Answer 2

Training time out/drop on request policy is in effect

Question 3

Airsickness history

Answer 3

Both pilots shall announce if they become passively or actively airsick. They may pass the 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 4

Frequencies

Answer 4

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

Question 5

Radio Procedures and Discipline

Answer 5

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 6

Change of Controls of Aircraft

Answer 6

We will use a positive three-way exchange of controls with emphasis on the word “CONTROLS.” 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. If in doubt of who has control of the aircraft, query the other pilot. Control inputs by the instructor do not constitute a control change. Transfer of aircraft controls includes control of the FMS/UFCP and radios. The non-flying pilot may assist or assume control of the FMS/UFCP and radios as directed.

Question 7

Navigation Aids/FMS setup

Answer 7

We will primarily fly VFR today using ground reference checkpoints for navigation; however, we will keep the appropriate working area or navigation route in our FMS for backup.

Question 8

Identification

Answer 8

Our call sign will be Ranger XXX and we will squawk 55XX/56XX or as assigned by ATC.

Question 9

Clearing Procedures

Answer 9

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

Question 10

Ground Ops

Answer 10

In accordance with NATOPS. [Brief cockpit assignment (front/rear)]

Question 11

Takeoff

Answer 11

In accordance with NATOPS.

Question 12

Climb out

Answer 12

Climb out will be IAW VFR course rules.

Question 13

G Awareness procedures

Answer 13

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.” 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. 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

If an instrument approach is required, the IP will fly the approach to be backed up by the SNA on all headings, altitudes, airspeeds, angle of bank, and rates of descent. The SNA will call the runway environment in sight with clock position, and repeat the current landing clearance (Land/T&G/Option/Low Approach as appropriate)

Question 15

Abort

Answer 15

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, CFS, CFS” to command execution of the Canopy Fracturing System, or “EJECT, EJECT, EJECT” to command ejection as required [brief decision matrix/go/no-go for CFS and ejection (i.e. Airspeeds, obstacles, etc.)]

Question 16

Divert Fields

Answer 16

Our primary weather diverts will be Corpus Christi International and NAS Kingsville. Emergency diverts from Kings 4 MOA include Goliad, Aransas County, Chase, and TP McCampbell.

Question 17

Minimum and Emergency Fuel

Answer 17

We will declare minimum fuel if we anticipate landing below 200 lbs and Emergency fuel if we anticipate landing below 120 lbs.

Question 18

Loss of power

Answer 18

If we have a loss of power 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 insufficient runway length remains to land straight ahead, we will eject. If we have a loss of power elsewhere, we will execute the engine failure during flight procedure. If we are unable to intercept ELP for a suitable landing sight, we will eject.

Question 19

Radio Failure/ICS Failure

Answer 19

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). If we have a radio failure, we will attempt communication on another radio, using the standby VHF if if necessary. If we have a total loss of communications in the local area, we will comply with the local letter of agreement for IFR/VFR aircraft. If we are outside of the local area we will comply with the FIH. If we have an ICS failure, we can remove our masks momentarily and shout, or use 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, 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/Lost Wingman

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

In the event of a bird strike, 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 (i.e. within the prop arc), we will execute a PEL to the nearest suitable airfield. If no engine damage is suspected, we will initiate a climb above 6k’ AGL and execute the controllability check procedure at the AC’s discretion.

Question 24

OBOGS Malfunctions/Hypoxia Symptoms

Answer 24

OBOGS failure indications will be handled IAW NATOPS. However, regardless of EICAS indications, if either pilot experiences in flight physiological symptoms resembling hypoxia, both shall immediately actuate the emergency oxygen system by pulling the green ring.

Question 25

Other Aircraft Emergencies

Answer 25

All simulated malfunctions 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 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 as appropriate (do not move any other switches/handles in a simulated scenario). In the event of an actual malfunction, the pilot recognizing the malfunction will call it out over the ICS and execute any applicable Critical Action procedures. The non-flying pilot 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 prior to moving the PCL to OFF, pulling the firewall shutoff handle, or switching the PMU OFF. While trouble shooting, we will ensure that one pilot is always flying the aircraft. NO FAST HANDS!

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.