I3003

=Vertical S-1 Pattern=
 * 1.	Trim the aircraft at 80 kias on a cardinal heading and assigned altitude.
 * 2.	Three seconds prior to a cardinal time, smoothly adjust power to establish a standard rate climb or descent. Continue maneuver for one minute (500 feet of altitude change). Check progress of maneuver at least every 15 seconds. Adjust power as required to complete maneuver on time. Maintain heading and airspeed.
 * 3.	Fifty feet prior to leveloff altitude, adjust power and attitude to level off on altitude, heading, and airspeed.
 * 4.	Trim the aircraft at 80 kias on assigned heading and new altitude for one minute.
 * 5.	Three seconds prior to the cardinal time, smoothly adjust power to establish a standard rate descent or climb in the opposite direction of the first half of the maneuver. Continue maneuver for one minute (500 feet of altitude change). Check progress of maneuver at least every 15 seconds. Adjust power as required to complete maneuver on time. Maintain heading and airspeed.
 * 6.	Fifty feet prior to leveloff altitude, adjust power and attitude to level off on altitude, heading, and airspeed.
 * 7.	Trim the aircraft at 80 kias on assigned heading and altitude.

=Instrument Auto= The instrument Auto is no longer done in the aircraft. Read over the procedure in your FTI. In the sims you can expect to do full autos to the deck, in the Aircraft you will do no Autos during your BI phase. You also just briefed this yesterday in I3002.

=Instrument Takeoff=
 * 1. With clearance for takeoff and a five-foot hover check completed (in the sim it will be 85%), the instructor will  position the aircraft on the runway aligned with runway heading and transfer the controls.
 * 2. Trim the controls in the neutral position.  Smoothly and slowly raise the collective until  light on the skids.  Adjust the controls to prevent drift.  As the aircraft leaves the runway surface,  smoothly and slowly lower the nose to no more than 3° below the horizon. Simultaneously raise  the collective until 5% above hover torque is attained.
 * 3. Maintain takeoff power, confirm you are in a climb, remain wings level, and maintain  runway heading with pedals.
 * 4. Upon reaching translational lift, smoothly lower the nose to no more than 5° below the  horizon and recheck torque.
 * 5. Maintain runway heading with pedals with wings level until reaching 65 KIAS.
 * 6. Upon reaching 65 KIAS, center the ball and maintain runway heading with wing attitude.
 * 7. Maintain power and attitude until reaching 70 KIAS.  Upon reaching 70 KIAS maintain 70  KTS climb attitude with takeoff power until reaching the level-off point, the level-off point will  be computed by subtracting 10% of the climb rate from level off altitude.

=Departure=

ITO
Hover torque will be 85%. You will call for the NDZ 101 departure on this flight. Put the wind bug at 320° to keep you on rwy heading. When you do the ITO keep the nose 4° up until you are definitely off the ground. The sim will crash if you let the nose fall through the horizon. As you start your pull it wants to dip on you. When the Radar altimeter starts moving you have taken off, allow the cyclic to move forward for 3° nose down until you hit 20kts, then forward 5° using the pedals to keep 320° at 65kts center the ball and at 70kts you'll need about 1° nose down. At 200' on the radar altimeter you can turn 220. for the NDZ 101 departure.

NDZ 101
This is the Monte 1 departure in your kiddy plates. Notice that you have to go to Monte (technically. Very few instructors actually make you bother in the sim), you can either do a TACAN point to point or you can use the NAV 1 RNAV feature. Most instructors are happy to show you how this works. Otherwise, turning to a heading of ~265 will get you pretty close.

=Preparing for an instrument approach= Chair fly your approach before you fly it. Go over all the approaches you could be asked to perform at your destination. On this flight expect to discuss the Copter 004 approach to KNDZ (in vol 19.) Here is how the approach sequence might proceed:

APPROACH BRIEF
You have been provided a six-line approach brief checklist. The purpose of the approach brief is to let the flying pilot know what to expect during the approach. The most effective way to accomplish this is to cover the approach chronologically (or cookbook style). Once you have given a good brief, go to your six-line brief and make sure you have covered all the easy-to-miss  items. This technique will enable you to fly a mental picture of the approach rather than referring to the approach plate as if you have never seen it. When you have demonstrated some proficiency in your brief, the instructor, might in the interest of giving you a dose of fleet cockpit  procedures, brief the approaches for you. When this occurs, you are cautioned not to become complacent. In briefing you while you fly, your instructor is trying to get you to do something some SNAs have to work at:  fly and listen at the same time. Include in your approach brief specific requests you have of your crew. The six-line brief follows:
 * 1. Approach and Page,
 * 2. Weather Minimums,
 * 3. FAF and Timing,
 * 4. MDA/DH,
 * 5. Missed Approach Point, and
 * 6. Terminal Procedures.
 * 7. Prior to reaching the terminal area, the pilot should review the appropriate approach and  brief the copilot.  Controllers normally try to expedite the flow of air traffic in the terminal area  and the pilot needs to be prepared.
 * 8. When ATIS is not available, request the terminal weather, altimeter, and duty runway  (WAR) as soon as you are talking to the controlling agency that can provide the information.   Plan the WNTB sequence early.

WAR: Weather, Altimeter, Duty Runway   This is what you request from ATC or your instructor prior to each approach where ATIS is not  available.

WNTB:
 * Weather (get WAR),
 * NAVAIDs (tune and ID)
 * Timing (compute as required), and
 * Brief (the approach). (Remember:  We Need To Brief).

= Here's an Approach technique= When you are going to fly an approach think: We Need To Brief, Really. or WNTBR.

Don't be surprised if the instructor notes that you have tried to make good use of your crew but, in order to evaluate the your ability to perform these tasks, the instructor will take the controls, and let the SNA do them. You can anticipate the instructor will abbreviate this process by taking the controls once you are established in your missed approach procedure so you can set up for your next approach. The instructor might brief the approach to the SNA as he approaches the terminal environment. The SNA might find he needs reminders and updates as he goes along in the approach, information he  can not get in just a quick glance:  "Sir, what is my outbound heading." "Sir, was that final approach fix at five miles?" and so on. Don't be afraid to ask questions The SNA who asks these questions and double checks his  own progress proves he is not voice activated. Crossing the IAF and FAF, the SNA completes the 6 Ts. Somewhere during the approach he will be given his airport clearance (report field in sight or missed approach, for instance). Pay attention to and comply with your clearance.
 * 1. The SNA is still at the controls having just completed the VOR 9L approach.  He has just finished going through the PASTTGas  acronym and he is executing the missed approach/climb out instructions.
 * 2 As he initiates the WNTB(R) sequence, he gets his starts with W which stands for WAR
 * a. Weather - what is the weather at your destination? Do you have mins for your intended approach? Usually this information is available from ATIS.
 * b. Altimeter- Set your altimeter based on ATIS.
 * c. Runway - do you have the approach for the right runway? Set your windbug on the runway heading
 * 3. N stands for Navaids - ask the instructor to tune and identify the NAVAIDs and...
 * 4. T stands for Timing - ask the instructor to compute timing,
 * 5. B stands for B - brief the approach.
 * 6. R stands for request - once you have briefed the approach request it from Approach

Another option: We Really Need To Brief

Weather – “WAR” Request- Request the approach(s) from ATC if you haven’t already.
 * Weather
 * Altimiter
 * Runway
 * "Pensacola Approach, Eightball 123, with whiting information Alpha, and a request."
 * "Go ahead with your request"
 * "Request a Tacan-32, followed by a GPS 5, followed by vectors to a PAR 32 full stop."
 * "Roger, expect that, turn left to 220."

Navaids – “TINTS” Timing
 * Tune
 * ID
 * Needles
 * Twist
 * Select (nav1/2)

Brief App – Cookbook Style (walk your way top to bottom) but include:
 * Page #
 * Weather mins
 * FAF/Timing
 * MDA/DH
 * Missed App
 * Terminal Procedures

Remember that you are really just giving this brief to yourself. The instructor is going to have the plate in front of him as you shoot it. Will you remember the missed approach instructions or are you going to need him to prompt you? If you are going to need him to read them again anyway, maybe skip that. Also we are shooting practice approaches so it is likely those missed approach instructions are going to be modified anyway. A technique is to put your heading bug on the hdg assigned in the missed approach/climb out instructions. That way when you get to the Turn in PAST Gas you know where to turn.

=Missed Approach=

Do these steps one at a time. A common mistake is to turn before you have a positive rate of climb. Make sure each task is completed before proceeding to the next one.

PASTTGas & Gauges:
 * Power (set climb/cruise power),
 * Attitude (adjust the nose for the climb as required),
 * Searchlight (turn it off),
 * Turn (to comply with missed approach/climb-out instructions)
 * Talk (make the appropriate missed approach call, reason for missed approach, and your intentions), and
 * Gas (note quantity).
 * Gauges (check all engine and flight instruments).   Apply this acronym when you execute a missed approach.  Be methodical in the completion of  these items but avoid unnecessary delays in making your missed approach call.

A missed approach shall be executed when runway environment is not in sight at the MAP, when directed by the controlling agency, or when the pilot determines he is unable to continue to  a safe landing.

In the event of a missed approach, it is imperative that a positive rate of climb be established prior to turning, talking, or twisting. Make the appropriate voice report as soon as practicable once established.

If an early missed approach is executed, the pilot shall fly the published approach as specified to the MAP at or above the MDA before executing a turn.

=Oscar Pattern= The Oscar pattern is a maneuver combining the use of standard rate turns and standard rate climbs and descents, which are designed to develop the pilot’s scan proficiency. The Oscar pattern will be performed with airspeed as the constant.

Procedures
 * 1. Trim the aircraft at 80 KIAS on a cardinal heading and assigned altitude.
 * 2. Three seconds prior to a cardinal time, smoothly adjust power to establish a standard rate  climb or descent while simultaneously rolling the aircraft into a standard rate turn to the left or  right.  Continue maneuver for two minutes (1000 feet of altitude change, 360° of turn).  Check  progress of maneuver at least every 15 seconds.  Adjust power and AOB as required to complete  maneuver on time.  Maintain airspeed.
 * 3. Fifty feet prior to level off altitude, adjust power, AOB, and attitude to level off on altitude,  heading, and airspeed.
 * 4. Trim the aircraft at 80 KIAS.  Maintain heading and altitude for one minute.
 * 5. Three seconds prior to the cardinal time, smoothly adjust power sufficiently to establish a  standard rate descent or climb while simultaneously rolling the aircraft into a standard rate turn.   Descend/climb and turn in the opposite direction of the first half of the maneuver.  Continue  maneuver for two minutes (1000 feet of altitude change, 360° of turn).  Check progress of  maneuver at least every 15 seconds.  Adjust power and AOB as required to complete maneuver  on time.  Maintain airspeed.
 * 6. Fifty feet prior to level off altitude, adjust power, AOB, and attitude to level-off on altitude,  heading, and airspeed.
 * 7. Trim the aircraft at 80 KIAS on original heading and altitude.

Amplification and Technique
 * 1. The clock, altimeter, directional gyro, and ball should be checked to ensure a standard rate  turn and a 500 fpm climb or descent, have been established in balanced flight.  Adjustments to  attain proper altitude should stay within 500+200 fpm as required.  There should be a heading  change of 45° every 15 seconds with a simultaneous climb/descent of 125 feet
 * 2. If for any reason the rollout heading or level off altitude is not reached as the second hand  of the clock reaches the cardinal time, the turn and climb/descent will be completed on the  desired heading and altitude rather than on time.
 * 3. The rollout heading should be lead by 1/2 the number of ° of the AOB used for the standard  rate turn.
 * 4. Consider these scan techniques:
 * a. Use 30° of turn for every 10 seconds elapsed time.  This enables the pilot to check  heading at 10 seconds intervals and see a printed number appear under the heading  index of the RMI. Then check altitude at 15 second intervals, or
 * b. Utilize the 15 seconds scan for both the climb/descent and turn.  This puts a cardinal  heading under the heading reference every 30 seconds.  Therefore, every time the  second hand hits a 12 or 6 the large altimeter needle should be at either the 12, 3, 6, or  9 o'clock position and a cardinal heading should be under the heading index.  Every  time the second hand hits the 3 or 9, the large altimeter needle should be at a 45°  position (upper right or left, lower right or left) and the cardinal headings should be  under a 45° benchmark, or
 * c. If you utilize a climbing left (and descending right) turn with the altitude started on an  even thousand foot mark, you will notice if you follow the original cardinal heading  around the dial, it will maintain the same relative position as the large needle on the  altimeter throughout the maneuver.  Check progress every 15 seconds.
 * 5. Whatever technique you use, the important thing is to get off to a standard rate START.  If  you miss the first 15 seconds of timing, do not worry; pick it up after 30 seconds.  Get a good  rate of climb/descent and turn right at the start.

=Battery Temp Light=

BAT TEMP Condition: Battery case temperature is 54oC ±3oC or higher

Corrective Action: *1.	BAT – Off *2.	Flight may be continued

Just so you're aware; in the charlie model with the battery off the standby battery on caution light will illuminate

=Battery Hot Light= Condition: Battery case temperature is 60oC ±3oC or higher

Corrective Action: *1.	BAT – Off *2.	LAND AS SOON AS POSSIBLE

=Emergency Descent= *1.	Collective – Reduce (to minimum pitch) *2.	Airspeed – 130 KIAS (122 KIAS Max with AFCS On). Note: During recovery, Nr may tend to overspeed.