Terasse Gouge

MAJ Terasse, USMC BI/RI GOUGE

NOW THAT I HAVE YOUR ATTENTION!

What is written below is basically a complete brief that I give to all early BI/RI studs. I developed it into this written form in order to provide you with something to help you prepare for success before you get deep into the CAT II stage. Many a &quot;rocket surgeon&quot; has used this information not only to help themselves get through this program but, to do it with style, less stress and naturally, with better grades. It should help you get and stay organized in your study habits as well as in the cockpit. This will increase your confidence level and your situational awareness, which will have a positive effect on your basic air work. I offer you this as a guide only, it is not intended for you to feel that you absolutely have to do things exactly in the manner I prescribe. My litmus test for you is simple. If you are not completely confident and feel inconsistent and if your grades indicate the same, then you should consider using some or all of the information herein. If you think something might work better for you that can be acceptable. Ensure you have a logical reason for doing it differently, then review your grade sheets and determine if your way is working. You must remember, this guide is not offered as a substitute for the FTI, NATOPS, OPNAV, FAR/AIM etc. It is simply a detailed description of some of the key elements for success in the BI/RI phases. It has been refined to a high degree in -3000 hours, -1600 as an IP here in HT-8 and is designed specifically to prevent common mistakes. If embraced specifically or at least in principle you will not only pass the flight portion of your R17 and RI 8 but you will do so with better skills and better grades!

Lets get started...

First some overall thoughts and reoccurring themes...
 * 1)	Simplicity &amp; Repetition are key factors to success in this complex and dynamic environment. If you are a &quot;rock&quot; like most of us... YOU NEED A SYSTEM!
 * 2)	A standardized setup may seem cumbersome at first but it is your very best way to ensure complete success. You will want to drift away from it the first time it gets extra busy but you must trust me this is when you need to embrace it the most. Chair flying your complete flight, over and over is the only way to ensure that you are fast enough with it so that you will never abandon the process.
 * 3)	Remember what we say in the brief.. aviate, navigate, communicate / ANC! Aviate is always first! This process adheres to this principle throughout, down to the most basic levels.
 * 4)	Much of what I will be talking about is designed to have you help yourself to ease your own workload. Note the areas in which this can backfire and eliminate these common mistakes or as I call them, &quot;human error pitfalls.&quot; You have a great deal working against you already you do not need to add yourself to the list!
 * 5)	Crew coordination/CRM is something you must embrace. You are out of the T-34s, lose the single pilot mentality. - Use the copilot continually.
 * 6)	Flexibility must be built into your system. Things will not always happen as you expect them. The way to remain flexible is to use items 1-5 above and to believe in yourself and your abilities.

=COLD GO=

At the end of the pre-takeoff checklist just before the takeoff checklist tell the IP that you need a minute to set -up the cockpit. I use the same setup as I do during the NAVAIDS portion of the WNTB when setting up for an approach (simplicity &amp; repetition.) The long version of this systematic setup is outlined in detail below but is listed as follows... NAV1, (NAV2=GPS), ADF, NEEDLES (BOTH SIDES), TWIST (BOTH SIDES), DME (BOTH SIDES). This is the heart of the NAVAIDS. Then I go to the bottom of the panel and address each item on the way up to the top. UHF, ADF, TRANSPONDER, NAV1, VHF, GPS, NEEDLES (BOTH SIDES), TWIST (BOTH SIDES), DME (BOTH SIDES), BAR ALT (BOTH SIDES), COMM PANEL (BOTH SIDES). This system allows you to look at the heart of the NAVAIDS twice, (simplicity &amp; repetition, human error pitfalls.)

When complete, get your hood on and tell your bud in back that he has the calls. Tell the IP, &quot;I will now give you a SID brief &quot; It should sound something like the following example. &quot;We have 70X in NAV1, CEW in the GPS I will ask you to ID CEW as we come off the deck. My needles are in VOR, yours are in VOR, I have 135 twisted, you have 230 twisted, my DME is on NAV1, your DME is on NAV2. We are taking off from runway 5, I will be intercepting the 135 Radial, (it will come quickly off runway 5), so please back me up. At 200' I will turn to heading 090 degrees and climb to 900', I will ask you to call me at 800'. I will fly to 6 DME. I will ask you to call me at 5.8 DME I will turn and climb, intercepting the 6.5 DME arc while climbing to 1500'. I will ask you to call me at 1400'. I will ask you to twist in 090. I will intercept the 090 outbound, my lead radial is 095, I will ask you to call me at 097. After intercepting the 090 I will pass the controls to you and I will do the level off checklist. Are there any questions?&quot; There won't be any damn questions! The IP is saying to himself, YES, this is going to be a good hop, and so will you, (simplicity and repetition, CRM, chair flying!)

=HOTSEATS=

In keeping with the Aviate first theme, you should look at the status of the aircraft itself before you get into your setup. Step one of the hot seat checklist should be &quot;Flight Instruments- check&quot;, instead it is #7 but hey, I didn't write it! Keep in mind, the previous crew may not have their minds on the status of the aircraft or more likely your instructor may be testing you with a pulled c/b(s). Whatever the cause of a problem you have obvious reasons for wanting to catch it. In any case just use the checklist as it is written and when you get to item 6) COMM/NAV equipment tune, use your system. I use the exact setup listed above and described in detail below (simplicity and repetition, ANC, communicate, chair flying.)

=APPROACH SETUP=

First, when do you want to start setting up? The answer is emphatically, &quot;As soon as possible.&quot; Flexibility must prevail here but one thing will always be true. Setup starts on the deck by having as many things as possible either tuned or in a backup position. Then consider the following. If the situation allows, completing the WNTB then making your request is preferable in my opinion. I find this method works better than WNRTB, or WRNTB (where R= request), for two reasons.

The latter two methods are inconsistent with the &quot;aviate, navigate, communicate&quot; theme. When you start talking to the controller he could clear you direct to the IAF. If this occurs and you do not have the NAVAIDS ready you will either be unable to comply or at least rushed to complete the WNTB before reaching your IAF.

The argument for WRNTB or WNRTB is that you can avoid setting up for an approach and then getting denied. I systematically address this problem during preflight planning and during the weather portion of my setup process, minimizing its possibility. Therefore the advantages that my system offers outweigh the minor possibility of its only disadvantage. In order to complete the WNTB before you talk to the controller consider the following. If you are able to get the weather -40 miles out (Mobile, Cairns, etc) then do so. This will allow you -6 to 10 miles or approximately 6 to 10 minutes to complete the setup before you get switched to the approach controlling your desired airport. Use this knowledge in your chair flying and work on completing your setup, (in real time), in 3 to 4 minutes (simplicity and repetition, ANC, chair flying.)

To get the weather ≈ 40 miles out try these methods. Tell the IP you want to start setting up for the approach, give him the controls and tell him what to fly. If you have the UHF frequency for ATIS put it in the manual frequency, select squelch off to increase the range and copy the weather. If you only have ATIS on VHF then place it in the backup position. Pull the squelch button out and switch it into the use position for a second to see if you can hear it from your present position, then immediately switch it back. If you were able to hear the weather then ask the approach controller &quot;Approach, N8E123 request frequency change for one minute, will report back up.&quot;

During local area flights you will often not have the luxury of completing the WNTB and then making your request. Sometimes you get switched to the servicing approach control before you are done with WNTB. If this occurs while you are in the middle of your setup, remain calm. Simply make a mental note of where you are in your systematic setup, then stop and make the appropriate call. When complete with the exchange, go back to where you were in your setup and continue. This sounds so simple but many students get flustered and rush things, jumping around the cockpit trying to quickly address only those things they feel are the most important for that approach. This will not work, you will forget something and you will not be confident! Your BAW will suffer and so will your grades! Using a complete systematic setup will actually be quicker. You may wonder how doing more will take less time. Answer, because you will have chair flown it so many times that it will flow from beginning to end and will produce the confidence and increased SA that you will need (flexibility, ANC, simplicity &amp; repetition, chair flying,)

=SYSTEMATIC SET UP=

When you are ready to setup for the approach give the controls to your copilot and tell him the parameters to fly (aviate.)

Say &lt;b&gt;aloud&lt;/b&gt; to the instructor...

&quot;WEATHER&quot;
Switch up to the ATIS, AWOS, ASOS or call Instructor approach or actual approach control and ask for WAR. NOTE - One important difference between ATIS and AWOS/ASOS is that the latter will not give you a duty runway. Being aware of this fact will save you valuable time and the embarrassment of asking the IP if he heard the duty runway after listening to AWOS/ASOS two or three times.

Write the information down and do the following...

TWO things physical and TWO things mental...

Physical Mental NOTE: With the field IMC, or if it is a busy airport the controller will probably not give you the approach. Have another approach in mind and the frequency already set in a backup position. At this time I also check to see how the approach breaks out on the runway.
 * 1) 	Twist in the altimeter, (BOTH SIDES) and type it into the GPS to improve baro-aiding.
 * 2)	Twist the winds in the wind bug
 * 1) 	Check the weather minimums to see if you can legally shoot the approach
 * 2) 	Check if the approach you are planning is to the runway in use and if it is not consider if it will make a difference.

&quot;NAVAIDS&quot;
The real &quot;meat&quot; of the evolution. Realize, these items do not move around, hide, try to trick you, or have some sort of vendetta against you! They do however have, &quot;human error pitfalls&quot; associated with them that you would be wise to know and understand. I will discuss each of the items and their pitfalls in the order in which I look at them during setup and tell you why I do things in this order.
 * NAV I - We just stated, &quot;NAVAIDS,&quot; would it make any sense to start anywhere else? Enter or select the NAVAID you need. A common error is trying to ID the station and sitting idle waiting for it. Go on with the setup with the ID button depressed and allow it to act as an alarm for you. When you start to hear the ID, make a mental note of where you are in your setup, ID the station then go back to the exact item you last addressed. Make sure the volume is low enough that you can hear the IP, controller etc. I-Ent, do not expect to hear the ID if you have a NAV flag. Other pitfalls include... the WPT light flashing, Y vs. X with a TACAN station, and last but not least the wrong frequency entered.
 * NAV 2 (GPS)- Until the GPS is fully integrated into the training here you will not be required to know how to put in a complete flight plan. You should however know how to initialize the unit and how to use the &quot;direct to&quot; function at a minimum. Pitfall here is lack of familiarity and input errors i.e., CEW is the NAVAID KCEW is the airfield.
 * ADF- Enter the correct frequency for the NDB in that area, even if you are not planning on using it. If you are using it, ensure you have the ADF light illuminated and not the ANT. Very common error that will be costly!
 * NEEDLES (BOTH SIDES) - Select the needles that make the most sense for what you will be doing. They do not have to be the same on both sides. Pitfall is not addressing the IP side, not selecting your #I needle to ADF when you have an NDB that is in line with your FAC on an ILS, and last but not least... the design flaw of having the double needle named the #I needle.
 * TWIST (BOTH SIDES) - Twist in what is needed in order for you to track. Common error is twisting the FAC too early. You will get this when you do your 6Ts. Pitfall is trying to center and track on the HSI while on an NDB approach.
 * DME SELECTORS - Place the switch to the NAV1 or NAV2 on both sides, Pitfall is that you must have the right side selected to NAV 1 for the HSI to work and if IP side has the NAV1 selected the CDI is a repeater of the HSI. It does not matter what the IP has twisted.

For approaches to Bob Sikes or Pensacola Regional you should do the approach brief on the deck after the SID brief For Pensacola, clearance delivery will ask you, &quot;What approaches you will be requesting at Regional.&quot;

Note: Make sure you give your request clearly and slow enough that they can write it down and pass it on properly. The format of your request should be the same as any other time you make a request. I recommend using the format, &quot;how you want, what you want, how it will terminate,&quot; (see examples). To both airports, have the IP get the weather as you are executing the departure so you can be as far along in your setup as you can by the time you get switched.

Say you used the example above and got the weather early and are complete or nearly complete with the WNTB then get switched to Mobile Approach.


 * &quot;Mobile Approach, Navy 8E123, 4000, information Echo, request.&quot;
 * &quot;8E123, say request”
 * “8E123, request 15 minutes of holding as published, followed by the VOR 8, followed by vectors to final ILS 17, followed by a PAR to South Whiting, full stop.”

=CREW COORDINATION/CRM=
 * Students have told me that they stopped using the copilot regularly when the IP sometimes did not do what they were asked. Three reasons to counteract this logic are:

Crew coordination/CRM is an integral part of the rest of your flying career as well as the simple fact that he is grading you on this item. The IP will simply try to balance teaching you CRM with ensuring that you can handle the workload in case your copilot decides to take a nap when you need him the most. If the IP assists you by doing what you have asked of him this is... a good thing! If you ask for the backup consistently and properly, you will rarely forget these things and will not need the assistance! An example of &quot;properly&quot; would be as follows... On the BALDY SID, as you climb off Whiting Field you state, &quot;please ID CEW and call me at 800' for 900'.&quot;

=6 Ts= The ABSOLUTE MOST EFFECTIVE way to use the 6Ts is outlined in the following example and like the rest of this stuff must be chair flown if you expect to do this in the aircraft.

Say we are arriving at the FAF on the ILS 17 at KCEW. The GS comes down and centers. You lower the collective, readjust the nose to maintain 90 knots first without saying anything about either of these things and say...


 * TIME - noted (if the ADF needle has not passed through the 90/270)
 * TURN - not required
 * TIME - punch the clock(s) (as the needle falls past the 90/270)
 * TRANSITION - going down to XXX, slowing down to or speeding up to 90k, landing checks
 * TWIST - completed
 * INTERCEPT -coming left/right
 * TALK - make call only after you have put in an intercept

I CANNOT EMPHASIS ENOUGH THE IMPORTANCE OF THE AVIATE FIRST!

After you finish the 6Ts at the FAF, you will have some idle time. You must emphasize good BAW. I however recommend you take this time to put your copilot to work. I tell him I want him to do 5 things for me:

1) Call me 100' prior to the MDA of 500’&lt;br&gt; 2) Tell me when we have 30 seconds left on timing&lt;br&gt; 3) Review the missed approach instructions or the climb out instructions (whichever applies) and if we execute this maneuver, read the procedures one step at a time&lt;br&gt; 4) Let me know when you have the airport in sight&lt;br&gt; 5) Break out the airport diagram and follow along&lt;br&gt;

=NOTES (on each numbered item)=


 * Make sure you state the descent altitude as a reminder to both of you.
 * If you do not place the timing in the ADF as recommended above the IP will probably ask you &quot;What is the timing again?
 * Know and understand the difference between the missed approach and climb out instructions (explained above.)
 * This one is simply a reminder that your scan will be inside and although he is backing you up you do want him to scan outside too.
 * Use this one even if you are not landing there just state it, &quot;If we were landing there I would have you...

=ADDITIONAL Notes:= If you do not lower the collective, readjust the nose attitude for 90 knots and say e.g. &quot;Time-punch the clock(s)&quot;, etc. your setting yourself up for trouble. In this case you will probably not start a descent until after you have stated, &quot;transition, going down to 500'. You will probably not get to the MDA before you reach the MAP and therefore will not be able to successfully complete the approach! You will be flying 100 knots when you hit the holding fix and if you do not aviate first you will be hurting yourself in several ways. Your initial flight path will take you on a very large arc resulting in more time spent getting properly established in holding. Also, due to the extra speed you will probably be slow with your 6Ts and therefore will get to the end of your timing outbound and not be finished with them. This will then have a negative impact on your BAW, which will have a negative effect on your next set of 6Ts. This is a vicious cycle that will have you sweating and the instructor all over you. The controller is looking at a simple radar screen trying to time your turn to final. He is busy and is taking care of several aircraft at this time. His call to you is a bit long and requires a repeat. &quot;Navy8E123, turn left 340, maintain 1700' till established, cleared ILS 32 approach.&quot; If you do not start the turn when you first here this call, and you wait and communicate first, you are again asking for much trouble. I have seen this mistake many times. The unprepared student will not see the HSI needle as it quickly slides from one end to the other resulting in another missed approach. If you do happen to catch it you will spend much of your time trying to correct back to the course, which can often lead to missing the FAF, missing the timing and again the instructor blasting you. If the wind falls within the 45 degrees centered on the FAC, take the wind velocity, double the number and add it to your 90 KIAS timing. If the wind falls within the 45 degrees centered on the tail of the aircraft on the FAC, take the wind velocity, double the number and subtract it from your 90 KIAS timing. If the wind is within the 90 degree position forward for 45 degrees on either side, take the wind velocity at its face value and add it to the 90 KIAS timing. If the wind falls within the 90 degree position aft for 45 degrees on either side, take the wind velocity at its face value and subtract it from the 90 KIAS timing.
 * On a steep glide slope from the FAF to the MAP:
 * While entering holding
 * While on base leg to final approach course during an ILS/LOC approach
 * Another common error on the ILS / LOC or on any approach you are receiving vectors to final for, is to consider the last assigned heading a mandatory one to fly. If the HSI centers, has already passed through, or if the wind is so strong that your assigned heading will not get you to the FAC then you are allowed to deviate. The controller said, &quot;turn left 340 &lt;b&gt;'till established&quot;&lt;/b&gt;. The heading was only given to help you reach the FAC.
 * For briefing purposes only consider this quick method to check timing.

Example- Wind is reported 27010. If the winds fall within the pictured areas while on the FAC, add or subtract as depicted.

Between approaches procedures PASTT-GAS. The gas check is often overlooked. You must be able to quickly evaluate your burn rate and what amount you will land with. While the burn rate is often figured, a discuss of what you will be landing with is often overlooked.

If the situation allows a quick gas check method can be useful to determine how much time you have remaining till your IFR minimums. Take the amount of fuel you have remaining, say 80 gal. Subtract 20, (10 for NATOPS, 9 rounded to 10 for the applicable IFR 20% rule from OPNAV). Then take that number (60) and double it. This is the amount of time you have remaining till you need to be on deck, (120 minutes).

Notes on &quot;cleared for the option&quot;... low approach, stop and go, touch and go, full stop, missed approach.

Just what is a &quot;low approach&quot;? I have not found this specifically defined. I recommend however, that you define it within your crew for each approach and then fly the parameters you have selected down to a specific point on the field. I nearly always use the runway numbers. The reason for this is clear. You must have precision in order to continue to improve your flying skills, and this is a specific way to do just that.

The &quot;stop and go&quot; maneuver can be executed by skid or wheeled aircraft while, &quot;Touch and go&quot; is really for wheeled aircraft only. These maneuvers are a valuable part of aviation training but are often overlooked by many pilots who focus on executing a missed approach or climb out instruction in order to make multiple approaches in the minimum amount of time. The transition from IMC conditions to VMC and the subsequent safe landing is the bottom line in the RI phase! Therefore, practicing these items, whenever you have the opportunity, is an invaluable part of your training. The skills needed to land in poor weather, especially at night are obviously perishable. When the ceiling is at or close to minimums, if you do &quot;break out&quot; you will probably still encounter extremely poor conditions below your MDA or DH. This will require you to be ready to be able to slow down while staying near the appropriate GS below the MDA or DH. A smooth coordination of aft cyclic and down collective coupled with a scan that will be inside and outside will be needed. I can assure you that it is not an easy maneuver and requires practice without poor weather conditions in order to do it well and with confidence.

=Recommendations=
 * MCG your life, your wings.
 * Know it’s contents and look in it before you ask a question concerning scheduling. Doing this will save you much embarrassment and potential pink in your ATJ.
 * Don't be a wussy, man up LEARN TO TAKE CRITICISM!