Fam 11 Discuss Items

=Any previously discussed system, limitation or EP= It is generally a good idea to check the schedule and find out what system (if any) the students that are briefing with you will be briefing. Don't assume based on the flight they are scheduled for, many students brief two or three flights ahead. Call the other students up. If they're going to be briefing it you'd better know all about it.

It's also a good idea to give your check pilot a call and see if there is a particular system or anything else he or she would like you to brief.
 * I'm not sure how it is in 8 or 18, but in 28 calling the instructor for a heads up is discouraged. (18 too)*

=SVFR Course Rules= Reference RWOP 3710.8R for complete information.

SVFR Departures

 * Min weather for SVFR is 500-1
 * Searchlight - ON
 * Posn Light - STEADY BRIGHT
 * ATC shall have positive control within Class C airspace when the field is IFR
 * A/C w/in Class C shall remain at or below 700'MSL/500'AGL, clear of clouds and S of Langley Road.
 * All comms include "SVFR"
 * No simulated emergencies w/in Class C when field is IFR
 * TH-57B not allowed to operate SVFR outside local area

C4390 flights may NOT launch under SVFR anymore! You still may be asked about the above info, though, as you are allowed to return under SVFR.

SVFR Arrivals

 * Remain outside Class C until cleared SVFR
 * Holding - non-standard (left) pattern at 80KIAS, 1 mile legs
 * Except at Pt Juniper: standard (right) pattern to avoid inbound traffic from NOLF Harold
 * ATC clears Number 1 A/C to depart Holding.
 * Number 1 A/C is the A/C that is approaching the holding point and not necessarily the one that arrived in holding first.
 * Declaring emergency for fuel: immediate handling
 * Declaring minimum fuel: sequenced ahead of other aircraft
 * Pilot may request to follow in trail if visual separation can be maintained.
 * Fog Arrival
 * non-standard (left) pattern if requested
 * Hughes Arrival
 * From Spencer: hold non-standard at Pt. Whiskey
 * From Santa Rosa or East Bay: hold non- standard at Pt. Echo
 * Holding at Hughes
 * hold parallel to Hwy 90, left hand turns
 * Be alert for SVFR traffic holding at Pt. Whiskey
 * Holding at Igor
 * hold prallel to Hwy 89, left hand turns
 * if Rwy 5 is in use tower may request Igor traffic to turn 1/2 mile south (water tower south of Igor) of Igor to maintain a required 1 1/2 mile separation from rwy centerline at North Whiting Field
 * East or Harold Arrivals
 * hold northeast of Pt Juniper, right hand turns

=Prohibited Maneuvers= In-flight maneuvers are restricted as follows:  1. No aerobatic maneuvers are permitted.  Angles of bank exceeding 60 Angles of pitch exceeding +/- 45 More than 2.0g's  2. Angles of bank exceeding 60 are prohibited. Warning: Engine failures at high angles of bank may cause aircraft roll reversal characteristics. 3. Protracted operations in the AVOID and CAUTION areas of the height-velocity diagram (Figure 4-6) shall not be made. 4. No intentional entry into blade stall or vortex ring state (power settling) is permitted. 5. Hovering turns exceeding a rate of 45 per second are prohibited. 

Check your SOP for squadron specific guidelines for SOLO prohibited maneuvers.

=RWOP/SOP= Reread your SOP. You know your RWOP.

Know also RWOP procedures for lost comm and be prepared to apply them to a situation. For example, you're enroute to Pt. Baker and lose comm, what do you do? If you're at Pt. Whiskey? If you're in the pattern at NDZ? At Spencer? While there is no absolutely correct answer there are some general guidelines that most people follow: Remember, you lost communications, not your engine - you're flying fine, just avoid other aircraft and get safely on deck.
 * First, continue on course rules.  Since we don't have an IFR flight plan, our "expected" route of flight is course rules.
 * Second, don't taxi into controlled areas. If you land lost comm at NDZ on aldis lamp signals, you have been given clearance to land but not to taxi.  Shutdown and let somebody come out and tow you to the line area.
 * Third, you are responsible for separation. If you've been given clearance to land and theres another aircraft in the way - waveoff.  If you're entering course rules and there's traffic - you need to deconflict (however, keep in mind course right-of-way rules)

=Hot Seat Procedures= RWOP 3.11
 * The twist grip shall be in the flight idle position for all hot seat evolutions, except FDLP/shipboard operations. The on-coming pilot shall inspect the aircraft, and shall receive a face-to-face brief from the off-going pilot.
 * Hot seats to or from contact solos shall be accomplished in the line area only. Solos are prohibited from hot seating to other solos.
 * A designated helicopter pilot or C4001 complete SNA shall hold the flight controls whenever the rotor blades are turning. Only IPs or IUTs are authorized to assist contact solos changing seats.

=Solo Observer Requirements, Responsibilites= Solo Observer Responsibilites are available in the second appendix in the contact FTI. Some areas are worth emphasizing: Emergencies WARNING   Do not enter an autorotation because a Land as Soon as Possible  caution light illuminates. As long as the engine is developing power, maintain 100% Nr/Nf and make a power-on approach to the  nearest safe landing site.
 * a. Challenge checklist items and ensure student's responses AND actions are accurate.
 * b. Get fuel valve in case of Hot Start
 * c. Ensure 40% Torque is not exceeded during rotor acceleration. And caution student against doing so.
 * d. Ensure Position Lights are STEADY/BRIGHT
 * e. Watch 5 minute limits (military ranges) and notify student when they are going to be exceeded.
 * f. When Practicing Low Work and OAT is above 21° C, periodically check the transmission oil temperature to  ensure it is not approaching 110° C.  If it reaches 105° C, taxi to the downwind half of  the field and take off.  Perform one or two high work maneuvers until the  transmission oil temperature decreases.  Abbreviated low work may then be practiced  again.
 * g. Do not let the student pilot put you in extremis.  If the student pilot performs any  maneuver you deem unsafe or imminently dangerous, express your concern before it  is too late.  Communicate!  AT NO TIME WILL YOU ASSUME CONTROL OF  THE HELICOPTER.
 * a. Pull the checklist and read the correct procedural steps to the student pilot.  Ensure  the student pilot performs the proper steps in sequence.
 * b. Do not allow the student pilot to rotate the twist grip to flight idle or the secure  position unless both agree that an autorotation is the proper course of action!
 * c. Perform Landing Checklist, squawk 7700, and broadcast a MAYDAY/PAN report.
 * d. When on the deck, report over UHF "SAFE ON DECK" and proceed with the  EMERGENCY SHUTDOWN CHECKLIST.

=Lost Plane Procedures= The primary requirements when lost are as follows: RWOP 10.5: Lost Plane Procedures CAUTION: DO NOT COMPOUND YOUR EMERGENCY BY RUNNING OUT OF FUEL
 * 1. Confess.
 * 2. Climb.
 * 3. Conserve.
 * 4. Communicate.
 * 5. Conform.
 * 6. Consult local area maps for landmarks.
 * 7. Land if necessary and ask available persons for information.
 * When in doubt of position, a pilot should not hesitate to request assistance. The primary requirements when lost are defined in the emergency procedures section of the NATOPS Flight Manual and IFR Supplement.
 * Remain VFR and attempt radio communications on appropriate common, approach control, or tower frequency. Climb, if possible, for better radio and radar reception.
 * As a LAST RESORT, attempt communicating on Guard (243.0) while sqwaking IFF Emergency (7700). If necessary, land at first available landing area, with a minimum of 30 minutes of fuel on board.