I3001

A. Students shall fly a minimum of three instrument takeoffs, two departures, and one approach.

B. Com/Nav checklist items will be practiced on I3001-3003.

Here is the BI 1 Kneeboard Card

=Attitude Instruments flight/trim/scan= Rotor attitude is what matters not fuselage attitude, however there is no instrument for directly measuring rotor attitude. Therefore the pilot must depend more on the airspeed indicator, turn and slip indicator and VSI. Make a ballpark change on your gyro and then cross check these instruments.

To trim push the button, set an attitude, release the button, wait expect to have to take half of it back out. Trim the pedals by exerting light pressure on both and then moving them.

Divide your scan among position gauges (Altimeter, RMI, HSI and Rad Alt) and rate gauges (Airspeed, Turn Needle, VSI). Do not dwell on where you are (position) but focus on where you are going (rate).

=Approximate Power Settings= The one that matters is 80 memorize that 80=55% torque because that's what most of the maneuvers are flown at.

39% for 80kts and 500 fpm descent

72% for 80kts and 500 fpm climb

58% for 20° AOB to maintain altitude for turn pattern

at least 60% for 30° AOB to maintain altitude for turn pattern

=Communication Procedures=

ATIS, Clearance Delivery, Base, Ground, Tower, Departure

 * 1	“8ball base, 8EXXX, outbound”
 * 2   Copy ATIS
 * 3	South Whiting Clearance, Navy 8EXXX, NDZ101, clearance on request, 2 souls.
 * Expect: “Limit (ie. Santa Rosa), Altitude, Departure freq, Squawk”
 * 4	“South Ground, Navy 8EXXX, Taxi (VFR/IFR) with clearance, From XXX, with info X.”
 * 5	“South Whiting Tower, Navy 8EXXX, #1 Hold Short for Spot X, Monte Departure, Request ITO”
 * 6	Crossing Hold Short complete ITO checklist.

=Level-off Checklist=
 * 1.    Check OAT and engage anti-ice and pitot heat as required, determine Vne.
 * 2.	Engine rpm and power set for desired airspeed.
 * 3.	Attitude gyros displaying accurate information when crosschecking with other performance instruments.
 * 4.	Heading indicator and magnetic compass checked for continuity.
 * 5.	Engine and transmission instruments within limits, caution panel checked.
 * 6.	Compare airspeed indicators and barometric altimeters for differences.
 * 7.	Write down fuel quantity and time.
 * 8.	Activate flight plan if required.
 * 9.    Compute ETA at clearance limit based on actual takeoff time.

=Maneuver Completion Report= After each maneuver is complete give the following report.
 * “Maneuver complete, gauges green, no caution lights, fuel is___, time is _____.”

Be careful not to let your scan break down as you make this report. Trim the aircraft, check the first two items, rescan, check the second two items.

=Straight-and-level flight= Common Errors and Safety Notes
 * 1.	Failure to trim the aircraft properly.
 * 2.	Failure to keep the ball centered.
 * 3.	Fixation on an instrument or group of instruments at the exclusion of others, contributing to a breakdown in the scan necessary to maintain straight and level flight.

=Level Speed Changes=
 * 1.	Trim the aircraft at 80 kias-on an assigned heading and altitude.
 * 2. Reduce collective, adjust wing attitude and rudder pedals to maintain heading and ball in the center, and apply aft cyclic to slow the aircraft to 70 kias. Stabilize momentarily.
 * 3.	Increase collective, adjust wing attitude and rudder pedals to maintain heading and ball in the center, and apply forward cyclic to accelerate the aircraft to 100 kias. Stabilize momentarily.
 * 4.	Reduce collective, adjust wing attitude and rudder pedals to maintain heading and ball in the center, and apply aft cyclic to slow the aircraft to 80 kias. Stabilize.

=Standard-rate turns= (i.e. 15sec=45° or 10sec=30°) (i.e. Lead by AOB°/2)
 * 1.	Once assigned a new heading, compute time to turn at a standard rate of 3 degrees per second. (i.e x°/3=Time to Turn)
 * 2.	Smoothly roll into required angle of bank three seconds prior to the time the turn should commence. Check turn needle with ball centered to confirm rate of turn.
 * 3.	Check the progress of the turn at least every 15 seconds. Increase or decrease aob as required to complete turn on time.
 * 4.	Lead rollout sufficiently to finish on assigned heading.

The AFCS will trim in a rate of rotation. Be careful to stop rolling and hold the stick still for a second before you release the trim. Otherwise you will trim in that roll.

=Standard rate Climbs and Decents=
 * 1.	Begin the maneuver on any aligned heading or altitude, 80 KIAS. Three seconds prior to the second hand reaching a cardinal time (3, 6, 9, 12) add sufficient power (80% torque) while applying left pedal to initiate a 80 KIAS, 500 FPM climb, maintaining heading.  Remember, as you add power the nose will want to pitch up and right wing will want to drop.  Maintain the same attitude on the attitude gyro as you apply power.  Cross check for proper nose attitude by checking the airspeed indicator and cross check proper wing attitude by checking heading and turn needle / ball.
 * 2.	Check your performance by checking for 125’ of climb every 15 seconds. If you reach 125’ of climb prior to the second hand reaching a cardinal time you are climbing too fast, reduce the collective.  If you reach 125’ of climb after the second hand has reached a cardinal time you are climbing too slowly, add more power to increase your rate of climb and get back on schedule.
 * 3.	10% of your rate of climb, (10% of 500 FPM=50’) begin to level off by adjusting collective, nose attitude and pedals.

=Turn Pattern=
 * 1.	Trim the aircraft at 80 kias on an assigned altitude and cardinal heading.
 * 2.	Initiate a turn in either direction utilizing 10 degrees angle of bank for 90 degrees of heading change. After the 90 degrees of turn, reverse the turn at 10 degrees angle of bank for 90 degrees of heading change. Maintain airspeed and altitude.
 * 3.	After the second 90 degrees of turn, reverse the turn and roll into a 20 degree angle of bank for 180 degrees of heading change. After 180 degrees, reverse the turn and use 20 degrees angle of bank for 180 degrees in the opposite direction. Maintain airspeed and altitude.
 * 4.	After the second 180 degrees of turn, reverse the turn at 30 degrees angle of bank for 360 degrees of heading change. After the 360 degrees of turn, reverse the turn at 30 degrees angle of bank for 360 degrees of heading change. Maintain airspeed and altitude.
 * 5.	After the second 360 degrees of turn, roll wings level on heading, altitude, and airspeed.

=Magnetic Compass Turns=
 * 1.	The instructor will initiate the maneuver either by covering the student's directional gyro or by securing electrical power to it. When simulating partial panel conditions, the student's attitude gyro will either be covered or caged in a turning attitude.
 * 2.	Stabilize the aircraft straight and level in balanced flight. Execute natops emergency procedures.
 * 3.	Troubleshoot. Secure searchlight, landing light, ecs, defog blower, and pitot heat. Report problem and request radar service.
 * 4.	When assigned a heading, determine the shortest direction to turn and the proper rollout heading (based on magnetic compass latitude error and angle of bank lead).
 * 5.	Roll into a standard rate turn in balanced flight.
 * 6.	Scan instruments to ensure proper altitude and airspeed is maintained. Occasionally check magnetic compass for rollout heading.
 * 7.	Roll wings level upon reaching rollout heading. Stabilize the aircraft straight and level in balanced flight.
 * 8.	Check magnetic compass for intended heading. Make final corrections utilizing timed half standard rate turns. Maintain assigned heading and balanced flight.

The FTI tells you how to do the math to determine a rollout heading, but it doesn't say you have to do the math in the cockpit. The rollout headings are on the BI kneeboard card that can be accessed above. Use 12-18 degrees bank. A quick glance at your kneeboard with these numbers on it is worth 20-30 seconds of airborne figuring. Doesn't matter which heading you start from, these rollout headings always apply, however, the FTI recommends using the timing technique for turns less than 30 degrees, in which case this won't apply (you can figure out timing technique numbers ahead of time too). Be sure to go through all the normal procedures in accordance with the FTI (stabilize, NATOPS, troubleshoot, etc.), but you won't need to figure your rollout heading since it'll be figured already. Note: be sure you can still explain the logic that goes into determining these headings (i.e. stay out of north, go through south) since your instructor will probably ask you how you came up with it.