Fam 1 MPTS version

=Prerequisites=
 * a. G0201 (HABD)
 * b. G0301 (Safety class)
 * c. C0190 (Systems Exam)
 * d. C0290 (Aero Exam)
 * e. C0301 (Fam 0 Class)
 * f. C0401 (CRM Class)
 * g. C0501 (Course Rules Class)
 * h C0590 must be completed prior to C4004 (Course Rules Exam)

=Discuss Items=

Student Responsibilities
Generally you are responsible for the same things you were in T34's. Here are some relevent excerpts from the first pages of the Contact FTI: ...In the course of helicopter flight training, you will be required to learn the precision skills that are characteristic of all naval helicopter pilots. This will require a tremendous amount of determination, initiative, and perseverance on your part... ...In order for you to learn what you need about flying helicopters, it is necessary for you to become intimately familiar with this flight training instruction (FTI). Helicopter training involves close coordination between academics and flight instruction... ...Learning to fly can be defined as developing the proper reaction to an experience in the aircraft. No one can understand the proper reaction to each step without preparation. A thorough working knowledge of procedures is essential for your safe and successful completion of flight training. You must, however, go beyond rote memorization of procedures and strive for a clear understanding of each maneuver before you get into the cockpit and fly the maneuver.,, ...The word you will hear most from your instructor is "PROCEDURES!" In order for your time in the aircraft to be devoted to improving your performance, it is imperative you learn, memorize, and  understand the procedural steps required to perform each of the various maneuvers...

Nothing is written in the FTI, but how about:
 * Learn and understand FTI procedures
 * Come well prepared for the brief w/ Discuss Items & Maneuvers memorized
 * Check flt sked daily; if CNX contact flt leader or ODO immediately
 * maintain all equip and keep it current
 * stay medically quallified
 * stay mentally and physically capable to fly
 * Fuel Planning & "Weight and Balance" completed
 * Bring proper Pubs & ATFs/ATJs as per NATOPS brief and SOP
 * Fill out calendar card & check "Read and Initial" daily

ORM checklist
Be prepared to discuss this brief. There are laminated copies in the squadron breifing spaces and some studs print out a copy and put it in their kneeboards. The guide below is current as of Aug 2006 with HT-8 additions. TW-5 TH-57 ORM BRIEFING GUIDE I. Crew Rest - Has everyone been afforded sufficient crew rest? II. Human Factors III. Weather - Will weather impact the safe completion of flight? IV. Flight Phase: The following have been determined to be high risk areas and should be given special consideration:
 * 1. IPs/Aircrewmen/Observers- 12 hours debrief to arrival at squadron
 * 2. SNAs: 12 hrs debrief to brief.
 * 3. When did you enter the squadron for official duties?
 * 1. Personal/family/relationship issues
 * 2. Work distractions
 * 3. Health issues/medications
 * 4. Crew composition vs controllability.
 * 1. Forecast/ SIGMETs (direction of movement)
 * 2. Heat/humidity (as cause of dehydration/fatigue, Aircraft Performance)

V. Currency/Cumulative Flight Time
 * 1. SNA-When did you last fly?
 * Warm-up Criteria:
 * Less than 7 calendar days - None
 * 7-13 days - 1 Optional
 * 14 days 1 Mandatory; 1 Optional
 * 2. IP-Flown in last 21 calendar days?
 * a.IP Night currency? Has IP flown at night in last 90 days?
 * b.IP Model Aircraft Currency:
 * If in TH-57B, has IP flown in TH-57B in last 90 days?
 * Has IP flown a Contact 'B' event in the last 21 days?
 * 3. Flight Equipment Currency
 * 4. Read and Initial Board Currency
 * 5. IP Cumulative Flight Time: Will IP exceed max night time prescribed by CTW5INST 3710.8?

VI. SNA Double-Scheduled?
 * 1. If SNA is currently on SMS or previous flight in block was unsatisfactory, SNA's second event is cancelled. Notify Flight Leader ASAP to prevent further double-scheduling.

VII. Should flight be flown with onwing/Standardization/IPC or FPC Instructor?

VIII. Was previous flight in stage incomplete? Determine necessary items to grade

IX. Was previous flight unsatisfactory? Determine if SNA should progress to next event.

X. Is flight EOB? Determine necessary maneuvers to perform.

XI. Training Time Out Brief (applies to all flights in TH-57)

XII. Off-duty ORM: Briefly discuss risk management with regard to off-duty activities, especially if the flight is at the end of the work week. Log ORM counseling as required per CNATRA.

DEBREIF GUIDE I. Unsatisfactory Overall Sortie Grade: If scheduled for second flight, notify FDO for cancellation. SNA should nott be double-scheduled. II. Unsatisfactory grade: III. Incomplete event: Annotate items graded on additional ATF for SNA to present at next brief IV. Crew Rest/Crew Day: Notify ODO if changes to schedule are necessary. V. Off-duty ORM: Restate the importance of applying ORM to off-duty activities. Ensure ORM counseling has been logged as required.
 * a. If events remain in block, student shall progress to next event, until third consecutive unsatisfactory.
 * b. If no syllabus evens remain, repeat last event in the block until the student meets MIF, or third consecutive unsatisfactory.
 * c. Check ride or third consecutive unsatisfactory event shall be documentd on a pink ATF and delivered to student training immediatly after all of IP's flights are complete. SNA will report to student training following debrief. Notify FDO.

CRM
DAMCLAS
 * DECISION MAKING: the ability to use logical and sound judgement based on the information available.
 * ASSERTIVENESS: the willingness to actively participate and the ability to state and maintain your position.
 * MISSION ANALYSIS- the ability to coordinate, allocate, and monitor crew and aircraft resources.
 * COMMUNICATION : the ability to clearly and accurately send and acknowledge information, instructions, or commands; and provide useful feedback.
 * LEADERSHIP: the ability to direct and coordinate the activities of other crew members, and to stimulate the crew to work together as a team.
 * ADAPTABILITY / FLEXIBILITY: the ability to alter a course of action to meet situational demands.
 * SITUATIONAL AWARENESS: the ability to maintain awareness of what is happening in the cockpit and in the mission.

NATOPS brief
In your PCL near the back is a section titled briefing, here you will find an outline of the NATOPs brief. In pubs issue at the squadron you must pick up a copy of what you are to say in the brief. They have a word for word script. To conduct a NATOPS brief you, or your partner, will get out the PCL and go through the briefing items saying exactly what was in the script. Often, instructors will have one student do the first half and then the other do the second half to ensure that they both know it. It is to your advantage to get a copy of this script early, and practice often.

Passing Flight Controls
The contact FTI only mentions "passing controls" once and it is on page 1-6 where it says "Instructor Pilot, Instructor Under Training, or Student Naval Aviator briefs passing flight controls (three way) per NATOPS. (Communication)."

Despite what it says above the TH-57 NATOPS never mentions "passing flight controls." So what to brief? How about this:

1.One of us will be on the controls any time the rotors are turning.

2.Controls will taken using the three way method. i.e. Controls will not be released by the pilot having the controls taken until the entire sequence is complete
 * I have the controls.
 * You have the controls.
 * I have the controls.

3. Controls will also be given using the same three way method i. e. As above, the pilot initiating the pass will not release the controls until the entire sequence is complete. When passing or taking the controls emphasize the word controls.
 * You have the controls.
 * I have the controls.
 * You have the controls.

4.In the event that a pilot is unsure who has the controls that pilot will control the aircraft and initiate the three way exchange: "I have the controls..."

5. In the event controls must be taken to initiate a waveoff or evasive action the pilot not at the controls will make the appropriate control inputs and as soon as circumstances permit initiate the three way exchange.

6. The pilot not at the controls will take controls and simultaneously announce, "I have the controls," if safety parameters are exceeded. (FTI 1-7)

7.Hot seating: a positive three way exchange of controls will occur before the student exits the aircraft. Ensure the twist grip has been retarded to flight idle before allowing any personnel to enter or leave the rotor arc.

8.One of us will be on the controls any time the rotors are turning.

Takeoff
401. VERTICAL TAKEOFF

Takeoff check between maneuvers before lifting:

"Twist grip is full open"

"Nf and Nr are 100%"

"Gauges are green"

"Fuel is ____ Gallons"

"Caution panel is clean"

"Clear Left, Right, and Above"

Procedures NOTE: In a no-wind condition, it will be necessary to displace the cyclic to the left to overcome the anti-torque thrust from the tail rotor and  prevent the aircraft from drifting right. Because of this, the helo will take off right skid first and land left skid first.
 * 1. Trim the controls in the neutral position.  Establish the hover scan and smoothly raise the  collective until light on the skids.  Stabilize momentarily, trim out control pressures.
 * 2. Smoothly raise the collective.  As the helicopter leaves the ground, eliminate drift with  cyclic, and maintain a constant heading with the pedals.
 * 3. Continue to raise the collective until reaching hover altitude.  Trim out control pressures.

Landing
Procedures NOTE: In a no-wind condition, it will be necessary to displace the cyclic to the left to overcome the anti-torque thrust from the tail rotor and prevent the aircraft from drifting right. Because of this the helo will take off right skid first and land left skid first.
 * 1.	SMOOTHLY LOWER THE COLLECTIVE TO BEGIN A SLOW RATE OF DESCENT.
 * 2.	USE PEDALS TO MAINTAIN HEADING AND CYCLIC TO ELIMINATE DRIFT.
 * 3.	THE RATE OF DESCENT MAY SLOW OR STOP AS THE HELICOPTER NEARS THE GROUND. CONTINUE THE DESCENT WITH SLIGHT COLLECTIVE PRESSURE.
 * 4.	WHEN ON THE GROUND, SMOOTHLY LOWER THE COLLECTIVE TO THE FULL DOWN POSITION.

Hover
402. HOVER

Procedures
 * 1. Use pedals to maintain heading, collective to maintain altitude (five feet), and cyclic to  maintain a position over a reference point.
 * 2. Scan "out" for heading and attitude, "down" for altitude and drift, and "in" for Nr, and  engine instruments.

Hover Taxi
Procedures
 * 1. From a hover, displace the cyclic in the desired direction of movement.
 * 2. Utilize pedals to maintain heading, collective to maintain altitude, and the cyclic to  maintain the desired rate of movement.
 * 3. Hover taxiing shall be conducted at a reasonable rate of speed such that a safe landing can  be accomplished in the event of a loss of power.

Flight Line Operations
The flight lines are labeled Alpha through Hotel. The engine shall not be started without a fire guard standing by and manning the proper fire fighting equipment. Initial takeoff and air taxi shall be under the direction of a plane captain until the helicopter is established on the taxiway.

If you are in a B aircraft and you are taking off a runway that has a two in it (i.e. 23/32) you will takoff spot two and land spot 1. The opposite is true if the runway does not have a two in it. You will land spot three if base tells you to get fuel.



Takeoff / Landing Pads

Note:
 * 1. During night operations all takeoffs and landings shall be made on the duty runway.
 * 2. Section / division approaches shall be made to the duty runway.

South Field Departures
 * i) When utilizing Spot 1 or 2, switch to Tower (4) and request takeoff approaching the hold short line.
 * ii) When taxiing through Spot 1 for takeoff at spot 4 turn right on runway 23, remaining at least 200 feet right of landing Spot 1, hold short of runway 32 and contact tower for departure.

(1) Coordination will be effected between the Ground Controller and Tower Controller when aircraft will taxi right of Spot 1 for departure from Spot 4.

Full taxi clearance is:
 * “(call sign), taxi to Spot 4 via runway two three, remain two hundred feet right of Spot 1, hold short of runway three two.”

Full taxi clearance will be issued by Ground control in short form as follows:
 * “(Call sign), taxi to Spot 4, wind ____ at ____, time ____”

Pilot’s acknowledgment of the sort form clearance shall be acceptance of the full taxi clearance as written above.

Course Rules
Put them in your Google Earth! Here's | the file

SOUTH FIELD DEPARTURE ROUTES
A. During VFR operations, there are two VFR departure points from South Whiting Field - POINT ABLE and POINT BAKER. (See figure 3-3.)


 * 1. 	POINT ABLE is the water tower located approximately 3/4 mile southeast of NAS South Whiting. All aircraft proceeding to POINT ABLE after takeoff shall climb to 900 feet MSL, accelerate to 100 KIAS and proceed to POINT ABLE. At the intersection of Coldwater Creek and Blackwater River (POINT FISH), switch to desired frequency and proceed to the site or operating area.

NOTE.-	POINT ABLE Is In close proximity to GCA traffic for run way 32.


 * 2. 	POINT BAKER is located at the water tower bearing the inscription "POINT BAKER" west of the intersection of Highways 89 and 87. All aircraft proceeding to POINT BAKER after takeoff shall climb to 900 feet MSL, accelerate to 100 KIAS and follow the channel outbound. Remain on Tower frequency until reaching Point Pond, then change to the appropriate UHF freq and transponder code.

B. Turns after takeoff shall be made at the upwind end of the runway in order to avoid maintenance patterns and must remain within the field boundaries. Unless otherwise directed by Tower, takeoff and turns shall be made as follows: [[image:Outboundwest21.jpg|right|frame|NOTE:	All turns across the extended centerline of the approach end of rwy 32 shall be between the approach numbers and field boundary due to GCA traffic 2 mile turnout. Avoid overflying Langley Road on a runway 32 departure.

NOTE: 	Proceeding southeast, use caution to avoid GCA traffic.

NOTE:	Simulated emergencies/engine failures may be practiced within the South Whiting Class C airspace but never inside of POINT ABLE or BAKER. All aircraft shall avoid overflight of houses during descent and climbout.]]

OUTBOUND CHANNELS
A. West


 * 1. 	Upon reaching POINT BAKER at 900 feet MSL and 100 knots, join the out-bound channel which follows a track of approximately 265 directly to Pond Creek bridge on Highway 191 north of NOLF Spencer as shown in figure 3-4. All channel traffic shall monitor South Whiting Tower until reaching Pond Creek Bridge.


 * 2. 	Aircraft westbound from Pond Creek Bridge (except those inbound to NOLF Pace) climb to 1100 feet MSL and remain clear of NOLF Pace and J22 airstrip. Utilize the north side of Hwy 184 to cross the Escambia River.

B. East


 * 1. Upon reaching POINT ABLE at 900 feet MSL and 100 KIAS proceed on course 110 degrees to the intersection of Coldwater Creek and Blackwater River (POINT FISH). Upon reaching Blackwater River, switch to desired frequency. (Refer to figure 3-5.)

INBOUND CHANNELS
Aircraft in the main channel have the right-of-way over traffic joining the channel. The main channel is defined as course rules from Site 8 to Highway 90 continuing along Highway 89 to POINT IGOR Additionally, aircraft entering the eastern channel from Harold have the right-of-way at POINT JUNIPER over traffic from the eastern training area. Prior to entering the channel, switch to South Whiting Tower and report at the channel entry point with call sign, entry point, and the letter designator of the current ATIS information.
 * A. Right-of-way / Channel Entries

Example: "South Whiting Tower, Eightball 156, WHISKEY with information Foxtrot."

If traffic in the channel precludes your entry, turn to parallel the channel in the opposite direction and turn behind the aircraft when clearance permits. Channel entries shall be made at channel airspeed (100 KIAS) and altitude.


 * B. Channel Entry Points
 * 1. 	During VFR operations, there are five entry points to join the inbound channels. (See figure 3-6.) Aircraft returning from Site 8, Spencer, Pace and the western operating area shall utilize POINT WHISKEY or POINT SNAKE. Aircraft returning from Santa Rosa shall utilize POINT ECHO or POINT VERTOL. Aircraft returning from Harold and the eastern operating area shall utilize POINT JUNIPER, POINT VERTOL. or POINT ECHO. Aircraft returning from East Bay area shall utilize POINT VERTOL or POINT ECHO. Aircraft returning from the western operating area may return by entering the inbound channel at the triangle factory. Channel altitude is 900 feet MSL and 100 knots. From the triangle factory follow the south side of Hwy 184 and switch to South Whiting Tower frequency prior to intersecting Hwy 90 (approximately one mile west of Spencer). After joining Hwy 90 proceed in accordance with the channel route returning from Site 8 to POINT WHISKEY.
 * 2. 	The entry points and their respective channels are defined as follows:
 * a.	POINT WHISKEY is the intersection of Highway 90 and Avalon Boulevard. After receiving clearance, continue along Highway 90 to Highway 89 (POINT HUGHES), turn north and follow Highway 89 to the intersection with Highway 87 and the power lines (POINT IGOR).
 * b.	POINT ECHO is the intersection of Interstate 10 and Highway 89, the first overpass east of the Blackwater River. After receiving clearance, turn to a course of approximately 300° and- proceed to POINT IGOR via POINT HUGHES. Be alert for conflicting traffic from Peter Prince and POINT WHISKEY. POINT WHISKEY traffic has the right-of-way at POINT HUGHES.
 * c.	POINT VERTOL is the intersection of Highways 90 and 87, approximately 2 NM northwest of Santa Rosa. After receiving clearance, descend to 700 feet MSL and proceed north to POINT BELL, while following the east side of the power lines. Be alert for Peter Prince traffic on the left and POINT ABLE departures on the right.
 * d.	POINT JUNIPER is the bridge oriented east-west, which crosses Juniper Creek, located approximately 085R/6 DME from the NSE TACAN. Aircraft returning from the eastern operating area will enter the channel on a course of 2700 after receiving clearance. Turn to a course of approximately 2450 at 100 KIAS and 700 feet MSL, and proceed to POINT CYPRESS.
 * e. POINT SNAKE is the intersection of the power lines and Highways 197 and 197A. After receiving clearance proceed east along the power lines at 700 feet MSL and 100 kts to POINT FOG (intersection of the power lines and Hwy 191). Continue along the power lines to the intersection of Hwy 87 (and the power lines (POINT IGOR).

NOTE: Power line entries to South Whiting should be alert for aircraft entering from NOLF Spencer at the junction of the power lines and Pond Creek. Aircraft established on the Power line prior to POINT SNAKE have the right-of-way.



SOUTH FIELD PATTERN ENTRY POINTS

 * A. During VFR operations, there are three pattern entry points into the local pattern: POINT IGOR, POINT BELL, and POINT CYPRESS.


 * B. The homefield traffic pattern entry points are defined as follows:
 * 1. POINT IGOR, which is fed by POINTS WHISKEY, ECHO and SNAKE, is the intersection of Highways 87 and 89 (at the power lines) located southwest of South Whiting Field. (See figure 3-7.) When the southern channel (POINT WHISKEY) is unusable, aircraft returning from the west may utilize the Power line entry. Intercepting the power lines, descend to 700 feet MSL and report POINT SNAKE.
 * 2. 	POINT BELL, which is fed by POINT VERTOL, is the intersection of the power lines and the Blackwater River between Peter Prince and Tower 438. POINT BELL entries require prior permission from the tower prior to departing POINT VERTOL. POINT BELL entries will not be approved if GCA operations are in progress at South Whiting Field. (See figure 3-8.)
 * 3. 	POINT CYPRESS, which is fed by POINT JUNIPER, is the intersection of the Big Coldwater River and a dirt road which runs approximately 2600 from the bend in the paved road. (See figure 3-8.)

NOTE: All terminal area maneuvering is to be accomplished inside Pt. Able to avoid conflict with outbound traffic and GCA's.


 * C. 	Upon reaching the entry point, contact South Whiting Tower and report position and intended point of landing (i.e., "South Whiting Tower, Factoryhand 242, IGOR for SPOT 1 "). Descend to 700 feet MSL, turn to an appropriate heading to enter the traffic pattern, and perform the landing checklist. Maintain 100 KIAS until nearing the field boundary.
 * D. 	Turns for entry into the traffic patterns from the three entry points are as follows:
 * 1 . From POINT IGOR:
 * 2.	From POINT BELL:


 * 3. From POINT CYPRESS:

NOLF SPENCER (Field elevation 151 feet)

 * A. 	Field Entry. After crossing the entry point (Pond Creek Bridge) all Spencer traffic shall fly south to enter the field on the assigned course as shown in figure 4-1, switch to Spencer NOLF frequency, and make the radio call "Spencer (call sign), Pond Creek Bridge, inbound." Spencer crash shall respond with the course in use. Descend to 700' MSL and perform landing checklist after crossing the power lines. Decelerate to pattern airspeed prior to crossing the field boundary. To avoid the departure point, the entry track for a course of 360 circles to the west. Use caution to avoid overflying Pace High School.


 * B. 	Point Snake Entry. Aircraft arriving from the west shall proceed via normal course rules to POINT SNAKE and shall report "POINT SNAKE inbound." Descend to 700 feet MSL, perform landing checklist, and slow to pattern airspeed prior to splitting field.


 * C. Pattern Entry. The courses at NOLF Spencer are aligned on cardinal headings. The course in use will be oriented to land traffic into the wind and will be changed as the wind shifts. Entry into the traffic pattern is accomplished by overflying the centerline of the field on the course in use at 700 feet MSL as shown in figure 4-2. Immediately prior to crossing the downwind field boundary, each aircraft shall transmit its call sign and "splitting Spencer for the left/right" or if splitting Spencer for the apex," and type of flight ("FAM-2") to alert other aircraft at the site. The downwind leg should be flown outside the field boundary, transitioning to pattern altitude. Regardless of the assigned course, the field shall be divided into a left and a right pattern by the centerline. A maximum of 5 aircraft are allowed to operate in the left pattern. A maximum of 5 aircraft are authorized to operate in the right pattern. Four aircraft may operate in the low work area.

Site Operations



 * 1. 	Infield Area. The infield is the grass area surrounded by the asphalt runways depicted in figure 4-3. The crash crew and student staging area (the "Alamo") are located in its center,. Low Work operations are allowed but not encouraged in this area due to obstacles and numerous taxiing aircraft.


 * 2. 	Low Work Area. Low work area is defined as the area inboard and upwind of the threshold of the duty runways. When the wind is not aligned with the course line, cutguns in an air taxi may be performed into the wind when inboard of the upwind normal approach spots and upwind of all runways. Simulated engine failures and simulated emergencies may terminate in the low work area. Aircraft must back taxi to the normal landing area for transition to forward flight.


 * 3. Normal Landing Area (NLA) Defined as the downwind half of the field, the normal landing area is divided into three lanes for each pattern (left or right), as shown in figure 4-4. There is no priority given to left or right landing spots in the normal approach lane of either pattern, but when aligned with the course line on final to the landing spots, all normal and precision approaches shall terminate at the most upwind available spot. The spots are numbered from left to right, upwind to downwind for each course and side (figure 4-4). Prior to transition to forward flight, clearing turns must be performed to ensure safe separation from other aircraft. Transition to forward flight must commence from the normal landing area.


 * 4. 	No Man's Land. An apex at Spencer is defined as the protruding section of pavement created by the junction of non-cardinal runways. No-man's land is defined by two sets of lines: 1) the edge of the infield and the downwind field boundary, and 2) the imaginary lines parallel to the course line tangent to the outboard edges of the downwind apex. The only maneuvers performed in it are initial approaches to the infield ("splitting Spencer for the apex") and in the taxi phase of course changes when no man's land restrictions do not apply. No other maneuvers are permitted in no man's land.


 * 5. 	Air Taxi. Aircraft may taxi in any direction over the infield and only on cardinal headings (N, S, E, W) outside of the infield, except that taxi is allowed over the yellow taxi lines (and through any squares) along the entire length of ,diagonal runways 4/22 and 13/31.


 * 6. 	Crosswind Turns. Crosswind turns shall be commenced as soon as possible after passing 200 feet AGL of altitude and the upwind runway numbers and ensuring clear of traffic in the direction of the turn. The crosswind leg shall be flown perpendicular to the course line until crossing the field boundary to maximize visibility and collision avoidance, as depicted in figure 4-2.


 * 7. 	Boost-off Approaches. SNA boost-off approaches should be completed to an air taxi over a paved runway, if available. Practice boost-off approaches to the deck shall not be conducted with students on board.

E. Pattern Departures Aircraft departing NOLF Spencer shall normally depart at the southeast corner of the field boundary and shall enter perpendicular to the inbound channel. Dual flights may depart Spencer to the north (northeast corner for courses 360, 180, and 090; northwest corner for course 270). To return to homefield, depart from the appropriate northern corner, turn to 360 once clear of all patterns, climb to 700'MSL, and report "power lines inbound' to South Whiting Tower. Dual flights departing to the north to proceed to the north or west shall take off on the course in use, depart from the appropriate northern corner, proceed on course 360 once clear of all patterns, and climb to and maintain 1100'MSL until clear of Pond Creek Bridge. A departing call is mandatory. Example: "Eightball 143 departing Spencer" or "Eightball 143 departing Spencer to the north." FAM solo flights may depart to the north only if deteriorating weather precludes a departure from the southeast corner.

F. 	To Transit from Spencer to Pace. Aircraft should make standard departure to the north, return to Pond Creek Bridge maintaining 1100 feet MSL. Then turn to a westerly heading, descend to 900 feet MSL and use normal Pace entry procedures.

NOTE:	No simulated engine fallures / emergencles shall be initiated prior to Pond Creek Bridge.

NOTE:
 * 1.	Utilize extreme caution when departing to the north and avoid traffic inbound to Spencer.
 * 2.	Aircraft departing Spencer for FAM flight	airwork In the vicinity of NOLF Pace, remain clear of .122 airstrip (located north	of Pace on Route 19 1) by one mile north / south and 314 mile west.

G. Fueling Operations

One cold and one hot fueling spots are available at NOLF Spencer (see figure 4-6). Aircraft must be under direction of a plane captain in order to taxi into any spot. The north pad shall be used for hot refueling, and the south pad shall be used for cold refueling. Figure 4-6 shows the procedures for entering the hot pits. Aircraft waiting to refuel shall ensure that adequate space is available to allow aircraft to taxi safely into and out of the fuel pits and crew change area. Crew swaps are not allowed on the north side of Alamo. Alert the crash crew via the radio of your intentions when taxiing Into the Infield, ie, refueling or crew change. FAM students shall not taxi the aircraft into or out of the fuel pits. Aircraft utilizing the refueling/crew change area are not included in the 15 aircraft limitation set for the site.

OPNAVINST 3710.7T
A copy can be checked out at pubs issue in the squadron. Just go ask the gentleman who works in there. You can keep the copy you checked out as long as you like.

The OPNAV contains all rules and regulations for the navy. It is our FAR/AIM. It defines airspace, instrument rules and procedures, policies governing use of aircraft, and most relevant to us it sets up the standards for the Naval Air Training and Operating Procedures Standardization Program (NATOPS) these are the standards to which we must be trained.

NATOPS
The NATOPS Manual is set up into 12 Parts with several chapters in each part.

TW-5 SOP (RWOP)
While you should have been issued an RWOP you should can get an electronic and searchable one at *Electronic Bookbag. The password is published outside book issue.

Squadron SOP
Both squadron SOPs are available in the pubs room at the squadron building. 28 Students... this was issued to you at the welcome brief.


 * 1.	General. Refer to instructions written under higher authority for other operating procedures. Refer to the Squadron Flight Instructor Standardization and Training (FIST) Program instruction for procedures governing flight instructor standardization and training.
 * 2.	Crew Day/Crew Rest.
 * a.	Crew day for students will be 12 hours; ten hours for solo students. Crew day for instructors is defined by official duties and will not exceed 12 hours. Instructors are expected to use good judgment in balancing flight instruction and other responsibilities. Instructors shall have 12 hours from debrief to brief.
 * b.	Crew rest for students will be 12 hours and 30 minutes from debrief to brief. Thirty minutes is allotted to give students time to do the weight and balance. These terms only apply to scheduled graded events for Student Naval Aviators. Example: Debrief ended at 1900, SNA can brief no earlier than 0730 the next day.
 * c.	The minimum crew rest between a syllabus safe-for-solo check flight and the solo event is one hour. The rest period commences at the end of the check ride debrief and ends when ready to brief the solo flight. The rest period can include time spent post-flight at the crash crew building of OLF Spencer or in transit to NAS Whiting as a passenger.
 * 3.	Instructor Warm-up Criteria. Instructor warm-up criteria is described in the Squadron FIST.
 * 4.	SNA/Winger Warm-up Criteria. Wingers and completers used as solo observers must have flown as a pilot at the controls within 14 days prior to the date of the event to be observed. SNA warm-up criteria is described in the Master Curriculum Guide.
 * 5.	Weight and Balance. All SNAs shall have a weight and balance form introduced on FAM-0 and completed for every flight thereafter. The forecast maximum density altitude shall be used on all forms.
 * 6.	Boost-off Approaches. SNA practice boost-off approaches should be completed to an air taxi over a paved runway, if available. Practice boost- off approaches to the deck shall not be conducted with students on board. IP boost-off approaches to the deck shall be performed on a paved runway.
 * 7.	Simulated Engine Failures. When practicing simulated engine failures or autos at OLFs, if the aircraft is not aligned into the courseline or wings level with a headwind component by 150 AGL, a waveoff shall be executed. If landing aligned with a headwind vice the courseline, the IP will ensure the landing area is clear.
 * 8.	Waveoffs. Waveoffs, away from the site and in the channel, shall be initiated by the instructor no lower than 300' AGL to recover no lower than 200' AGL and no slower than 50 kts. All other waveoffs shall be initiated and completed no lower than 500' AGL. Either pilot can be at the controls during the waveoff.
 * 9. 	Radar Altimeter. An intermittent or inoperative radar altimeter will terminate low level BI flights over water. With an inoperative radar altimeter, low level BI flights may be continued no lower than 700' MSL over land using the barometric altimeter. Refer to RWOP for night Radar Altimeter Procedures.
 * 10. Force Trim. Force trim must be operational for all student instructional flights
 * 11. Ground Handling Wheels. While installing ground handling wheels, HT-8 personnel shall wear a helmet with the visor down. Personnel not assigned to HT-8 or the civilian contractor shall not assist in the installation or removal of ground handling wheels, except at military bases when transit line personnel have been appropriately briefed on ground handling wheel procedures.
 * 12. Normal/Recover Switch. The normal/recover switch in the TH-57C should be in the "recover" position between official sunset and sunrise.
 * 13. Carbon Lock
 * a.	If the blades will not turn backwards on preflight or fail to turn by 25% Ng on start, carbon lock should be suspected. Carbon lock procedures shall be IAW TW-5 Carbon Lock checklist.
 * b.	During cold weather operations, locked blades may be an indication of a frozen turbine. No start will be attempted. The aircraft is down.
 * 14. Passenger Manifesting Requirements. Passengers shall be manifested by aircraft side number at the site if not on the acceptance sheet for that aircraft. Instructors shall give their onwings a passenger brief on FAM-1. No more than two passengers are permitted.
 * 15. Aviation Training Forms. SNAs shall ensure ATFs are routed to the IP immediately upon completion of the event with required information completed. Required information includes SNA and IP's names, ranks, SSN's and flight to which assigned. IPs shall ensure that ATFs are completed and forwarded within 24 hours to the flight leaders. Special attention must be given to the timely submission of end-of-stage ATFs. ATFs for incomplete and UNSAT events shall be completed immediately upon the instructor's return and given to the flight leaders.
 * 16. Approved Destination for Solo ONAV and AIRNAV Flight.
 * a.	ONAV solos must have 1500/3 minimum weather for departure, enroute, and at the destination (+/- 1 hr of ETA). One of the pilots must have been to the destination before and international students must have a co-pilot who has previously been to the destination. Instructors shall use these destinations for ONAV 1 or 2, cross countries excepted. Approved destinations for ONAV 3 and 4 (out and in) solos are:
 * Keesler AFB (BIX)
 * Maxwell AFB (MXF)
 * Tyndall AFB (PAM)
 * b. 	AIRNAV solos must have 1500/3 for departure and at the destination 1 hr of ETA). AIRNAV solos shall not execute any practice approaches enroute or practice approaches at the destination. Approved destinations for AIRNAV 6 and 7 (out and in) solos include:
 * Keesler AFB (BIX)
 * Maxwell AFB (MXF)
 * Tyndall AFB (PAM)
 * Dothan, AL (DHN)
 * Tallahassee Regional (TLH)
 * Panama City (PAM)
 * Gulfport (GPT)
 * Montgomery (MGM)
 * Andalusia (79J)
 * c.	AIRNAV 6 and 7 RON solos are not normally permitted due to daily and turnaround requirements unless going to the same location as an instructor or an instructor will be available to complete the daily/turnaround. However, cross country requests for AN6-7 RON solos may be submitted to Operations not later than 10 days prior to proposed departure date for approval on case by case basis. Proposed flight plan, jet logs and fuel plan will be submitted with the request. A certification of qualification to perform daily/turnaround inspections must be completed and submitted prior to approval of the cross country request. The destination must be a military field or civil airfield with a military tenant and military ramp.
 * d.	Deviations from planned routes shall be relayed to the HT-8 Flight Duty Officer and FSS.
 * e. 	"Temporary", "Becoming", "From", "Probability", and "Scattered/ Variable Broken" conditions below 1500/3 at the destination constitute a ceiling.
 * f.	ONAV and AIRNAV solos shall plan to be on deck at their destination at least 30 minutes prior to official sunset. Solos shall not depart from an airfield if their next destination cannot be reached at least 30 minutes prior to sunset. If circumstances enroute preclude landing at destination prior to sunset, solos shall land at a suitable alternate airfield enroute.
 * 17. Fuel Valve Pin. The fuel valve pin shall not be pulled during start.
 * 18. Hotseating.
 * a.	Hotseats to or from FAM solos shall be conducted on the flight line. Students shall turn on the search light to get preferred parking. Hotseat to or from upper stage solos (AIR NAV, HTAC-11) may occur in the crew change.
 * b. 	Solo aircraft are not permitted to taxi into the fuel pits. However, AIR NAV or HTAC-11 solos may taxi through the fuel pit area to hotseat in the crew change.
 * 19.	Helmets. Helmets shall be worn while preflighting on top of the aircraft. Hearing/eye protection shall be worn when within 100' of turning aircraft.
 * 20.	Minimum Crew/Instrument Flight. The minimum crew requirements for the conduct of simulated instrument flight are, in addition to the pilot at the controls, a pilot qualified in model occupying the other pilot seat and a qualified observer occupying the seat immediately behind the pilot using a vision restricting device. The observer shall be in ICS contact with the pilots at all times.

Aircraft Discrepancy Book
Prior to Preflight or hot-seating, the SNA and PIC shall review the Aircraft Discrepancy Book and ensure the aircraft is certified safe for flight, and note any discrepancies. The PIC will sign for its acceptance. No pilot shall accept an aircraft which is not mission capable or appropriately configured for the flight to be flown.
 * Dailys are good for 72hrs.
 * Turnarounds are good for 24hrs.

VFR Integrated Scan
FTI - P.3-6 The pilot must perform flight maneuvers in the FAM stage primarily by outside visual references with secondary reference to flight instruments. Control changes required to produce a given attitude by reference to the horizon in VFR flight are identical to those used in instrument flight, and the pilot’s thought processes are the same. Attitude control is stressed in terms of pitch, bank, power and trim control. Instruments are grouped as they relate to control function and aircraft performance as follows:

Pitch Instruments: Attitude Indicator, Altimeter, Airspeed Indicator, VSI, Radar Altimeter

Bank Instruments: Attitude Indicator, RMI Turn Needle and Ball

Power Instruments: Torque Gauge, Airspeed Indicator.

During VFR flight, the majority of the pilot’s attention is directed outside the cockpit, as the pilot scans for attitude in relation to the horizon in addition to traffic lookout and avoidance. If flying straight and level, the horizon is maintained at a given level across the wind screen with constant power, airspeed, altitude, and a zero rate on the VSI. If the pilot inadvertently pulled on the cyclic, the aircraft would deviate from straight and level ad would be recognized immediately by the wrong attitude in comparison to the horizon. With the integrated scan, the pilot recognizes these changes early and eases the cyclic forward to return the nose attitude to its proper relationship to the horizon and all instrument indications back to the proper parameters.

Ground Effect
While the helicopter is in a hover and in other flight conditions close to the ground, it encounters ground effect (figure 3-13), a favorable aerodynamic phenomenon which requires less power. Less power is required because there is less induced drag to overcome while "in ground effect." Since all of the induced velocities are reduced in ground effect and the velocity of air which flows through the rotor system and reaches the ground goes to zero, induced drag is reduced and less engine power is required (figure 3-14). As the helicopter moves vertically from the ground to a distance out of ground effect (approximately one rotor diameter), the blades "see" a greater induced velocity because the flow of air in the wake below the rotors is unimpeded. Combined with rotational velocity, the resultant velocity is pointed slightly more downward, tilting the lift vector aft, increasing the induced drag and power required to hover. The power savings can amount to as much as 20 %.

Entering and Exiting the Rotor Arc
From NATOPS page 5-4: 5. Embarking and disembarking of the helicopter. Never approach the helicopter rotor. Never walk under the rotor system of an engaging or shutting-down helicopter (characterized by slow rotor rpm). Enter and exit helicopter rotor arc from the front of the aircraft under positive control of the pilot (thumbs-up indication); the safe zone is 45 degrees to either side of the nose.

That means after you get out and close your door you must stay at the front window until you have the thumbs up to exit.

HT-8 SOP adds: Helmets with visors down shall be worn at all times when within 100' of turning aircraft. HT-18/28 SOP adds: Helmets with visors down shall be worn at all times when within 150' of turning aircraft.

Trim Techniques
Every pilot will have a slightly different technique for using the force trim.

However, they will all follow the same basic guidelines. The TH-57 incorporates a cyclic force trim system which helps the pilot relieve control pressures that may be felt through the cyclic control. A trim button is located on the cyclic. The trim system utilizes magnetic brakes on the cyclic. Generally, in a hover or any flight profile in which the cyclic is trimmed and steady, small corrections should be made around the trimmed cyclic position using it as a reference. If a new attitude is desired, or a large correction is required, the cyclic position should be changed by depressing the force trim button. The proper way to use the force trim is to depress the force trim, set the new attitude, then release the force trim and make small corrections around the new trim point. Do not move the cyclic and then depress the button a “kick” will be felt as the pressure is released.

The following trim techniques should be avoided:
 * 1. Not trimming
 * 2. Holding the trim button in continuously (the equivalent of turning off the trim system)
 * 3. “Machine Gunning” (rapid continued depressing of the force trim button even in the position where it is not desired)


 * Note:	Maintain Positive control of the cyclic while the rotors are turning.
 * Note:	The TH-57 does not have a trim system on the Collective control.

=Recommended Introduce Items= In this flight the following maneuvers are usually introduced, for procedures consult the end of block mif document. The following items are usually demonstrated
 * Vertical Take off and Landing
 * Hover/Hover Taxi procedures and signals
 * Turns on the spot/clearing turn
 * Transition to forward flight
 * BAW (to include climbs and descents at altitude, turns, straight and level flight)
 * Level speed change
 * Turn Pattern
 * Hovering
 * Normal Approach
 * Autorotation