Last updated: 3 June, 2008 16:46 by Bryan Weatherup
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Abnormal Starts
HOT START: ITT appears likely to exceed 925°C
HUNG START: N1 increase is halted
NO START: No rise in ITT is evident within 10 seconds of selecting FTHR
1. Condition Lever .......................... FUEL OFF
2. Ignition Switch ............................ HOLD OFF (Starter continue engaged)
3. Starter Switch ............................. OFF (After 20 sec)

Abnormal ITT @ Shutdown "Residual Eng Fire @ shutdown"
1. Condition Lever ............................. FUEL OFF
2. T-Handle ....................................... PULL
3. Ignition Switch ............................... HOLD OFF
4. Starter Switch ................................ Continue engaged
If conditions persist or engine fire light illuminates...
5. Starter Switch ................................ OFF
6. Emergency Exit .............................. EXECUTE

Landing gear emergency extension:
(If gear position indication does not match the position of the landing gear handle or the red (in transit) light is illuminated): Regardless of electrical power availability, the landing gear crank should be operated until it cannot be moved further. Check landing gear position indivcators fully exteded conditions if electrical power is still available.

  1. LDG GEAR PWR and CONTROL circuit breakers - PULL (1st 2 in 3rd row)
  2. Gear handle - DOWN.
  3. Clutch knob - UNLOCK.
  4. Clutch knob - ENGAGE.
  5. Gear - CRANK until handle stops.
  6. Gear position indicators - CHECK (as required)

WARNING - The handcrank must be disengaged from the driveshaft after extending the gear manually; otherwise, subsequent operation of the gear electrically will cause the crank to spin rapidly with possible injury to personnel and damage to the system. Any spinning of handcrank shall be reported to maintenance personnel.

CAUTION - The landing gear emergency extension system is designed and stressed only for extension and should not be used in an attempt to retract the gear except in an extreme situation.

Brake Failure
1. Maintain directional control with rudder and the remaining brake. Use beta as necessary to aid deceleration.
If going into unprepared terrain is anticipated:
2. Condition Lever ----------------- FUEL OFF
3. T-Handle -------------------------- PULL
4. Canopy ---------------------------- EMERGENCY OPEN
5. Battery Switch ------------------- OFF
When aircraft comes to rest:
6. Harness ---------------------------- RELEASE
7. Parachute -------------------------- UNFASTENED
8. Evacuate Aircraft

Strike of ground object
Because of the design characteristics of the aircraft, the possibility exists of striking ground objects with the propeller or landing gear fairings. If this occurs or is suspected, secure the engine as follows:
1) Condition lever - FUEL OFF
2) Emergency fuel shutoff handle - PULL (if you suspect an engine compartment fire, otherwise don't pull)
3) Batter switch - OFF

NOTE - After the emergency fuel shutoff handle is pulled, do not reset on the ground until the cause of the emergency shutdown is determined and corrected. See and avoid principle
This principle is the best defense against a midair collision. Nearly all midair collisions occur during VMC daylight conditions, most of which had closure rates less than their respective airspeeds and almost always during an overtaking situation. It is every pilot’s responsibility to keep their eyeballs out of the cockpit looking for other aircraft. Our eyes require time to accommodate for near/far objects.
• We tend to see and identify only what our eyes let us see.
• “Empty-field Myopia” - when there is little or nothing to focus on.
• We must continue our scan +/- 60 degrees in azimuth & +/- 10 degrees in elevation.
• “Tunnel Vision” - not believing what our periphery is seeing.
• “Blossom Effect” - collision course aircraft appear motionless until close.
• Sun glare breaks down vision.
• Avoiding the collision takes precedence over preventing an overstress.
• NACWS helps, but does not replace the eyeball.
• Request radar advisories when available.

Cloud clearances (VFR)
• 1,000’ ceilings / 3 statute miles visibility at takeoff, en route & +/- 1 hour at destination. If not, I can alter my flight to remain VMC, remain VMC until I file IFR and receive clearance, or remain VMC and land ASAP.
• For class C and D airspace the normal clearance from the clouds is 5123 (500 below, 1000 above, 2000 horizontally, and 3 sm visibility.

I’M SAFE checklist
Good aircrew coordination begins with the individual crewmember. Therefore, it is very important that every pilot conduct a daily personal preflight prior to each flight. “I’M SAFE” is a simple checklist to determine if we are ready and fit to fly. Don’t show up for a brief without first conducting a personal preflight.
I’   Illness (Do you feel well?)
M  Medication (Are you feeling the effects of medication?)
S   Stress (Are there any adverse stresses in your life?)
A   Alcohol (Are you free from the effects of alcohol?)
F   Fatigue (Are you well rested?)
E   Eating (Did you eat properly before flying?)

New Maneuvers for this event:

Basic Transitions

Normal/Fast Cruise to Climb
1. Power - Increase to 1015 ft-lbs
2. Attitude - Raise the nose placing the smokestacks on the horizon. Commence clearing turns as appropriate.
3. Trim - Right and Up for the climb
4. Approach 120 kts, lower the nose to the 120 kt climb out attitude (cowl seam on the horizon).
5. Retrim
6. Maintain 1015 ft-lbs as you climb by advancing PCL.

Climb to Normal/Fast Cruise
1. 200 ft prior to level off altitude, lower the nose toward the level flight attitude as the aircraft accelerates and climbs.
2. Trim Left and Down.
3. Approaching normal/fast cruise airspeed, execute PAT principle.

Normal/Fast Cruise to Enroute Descent
1. Execute PAT principle:
Power ..................... 300 ft-lbs
Attitude ................... Nose Down
Trim ........................ Left Rudder, Nose Up
2. Perform clearing turns/ICA if descending more than 1,000 ft.

Enroute Descent to Normal/Fast Cruise
1. 100 ft prior to level off altitude, execute PAT principle:
Power ..................... Cruise
Attitude ................... Level Flight
Trim ........................ Right Rudder, Nose Down


Speed (KIAS)

Power (ft-lb)


Fast cruise




Normal Cruise




Slow Cruise




Normal Climb



Cowl seam on horizon

En Route Descent




Fast Cruise En Route Descent




Downwind Configuration



Gear down, flaps up

Approach Configuration (LAC)



Gear down, flaps down

Maintain a controllable taxi speed
Primarily use beta to control ground speed
Steer with minimal use of brakes
Call squadron base as you begin to taxi out of ramp area
Call Ground prior to leaving ramp area
Contact squadron base as you return to ramp area
Switch back to Ground prior to parking

Turn Pattern

  1. Cardinal heading (North, South, East, or West)
  2. Configuration: 150 kias Clean (Normal cruise) TRIMMED
  3. Checklist not required.
  4. Clear the area using 1/3 rule.
    Clear 15° AOB, 30°   heading change, lead reversal by
    Clear 30° AOB, 90°   heading change, lead reversal by 10° *slight power
    Clear 45° AOB, 180° heading change, lead reversal by 15° *power & fwd stick
  5. Roll out on original cardinal heading and hold light forward stick pressure to prevent ballooning.
  6. CHOP power - 600-650 ft-lbs, 150 kias (Normal cruise, horiz bisect).

Straight and Level Flight

Flying straight and level flight

  1. Maintain balanced flight. Trim.
  2. Set the nose position for straight and level by visually bisecting the windscreen with the horizon. Cross-check the altimeter and VSI. Trim.
  3. Set the wing position for straight and level flight by setting the wingtips equally distant below the horizon. Cross-check the RMI. Trim.
  4. Continue a working scan. If an error is recognized, make the proper corrections.
  5. If error on altitude is noted, stop the error by adjusting nose attitude. Then, using coordinated power and stick pressure, adjust back to desired altitude and airspeed. Trim.
  6. If error is noted in heading, stop the drift by leveling the wings. Turn back to the desired heading, never using a greater AOB than the number of degrees off heading. Trim.

Corrections to straight and level flight

Radio Calls:

3: “Navy Corpus Ground, Ranger ___, taxi from ____B/C/G line with information _____ATIS
3: “Navy Corpus Ground, Ranger ___, further taxi”
4: “Navy Corpus Tower, Ranger ___, takeoff”
4: “Ranger ___, cleared for takeoff / hold short [13L/13R/17/31L/31R/35]”

“Time is ______, Transponder Altitude, Pitot heat off, strobe lights on, T/O checklist complete”
ICS: “Engine and flight instruments checked...
         Torque 500 ft-lbs, ITT ____, Prop 2200 RPM, Fuel Flow 335, N1 _____%,
         Oil Temp & Pressure in the green, Fuel ___ left, ____ right, RMI aligned.
ICS: “Fuel caps secure, 1-2-3 up and locked”
8:  “Corpus Departure, Ranger ___, Off Navy Corpus, working [north/south] [high/low]”
ICS: Engine instruments normal, fuel is _____ left and _______ right, and our position is _______”

Working High
8:  “Corpus Departure, Ranger ___ [Bob Hall Pier, Mustang Beach, Portland] terminate”
...           “Ranger ___”
17: “Corpus Approach, Ranger ___, (position), what’s available [north/south] high”
...           “Ranger ___ claims ____”
: Engine instruments normal, fuel is _____ left and _______ right, and our position is _______”
17: “Corpus Approach, Ranger ___ leaving area ______"

Working Low
17: “Corpus Approach, Ranger ___, _____ situation, _______ position, _____ intentions
       ex: “Corpus Approach, Ranger ___, course rules to Waldron"

Bouncing at Waldron / A-Cty
8: “Corpus Approach, Ranger ___: “Corpus approach, Ranger ___, [Shrimp Ponds / Nine-Mile], terminate.”
15: “[Waldron Tower / RDO], Ranger ____, [Shrimp Ponds / Nine-Mile] inbound, touch-n-go's"

Returning home
8: “Corpus Approach, Ranger ___, (position), (alt), (intentions) with information ___”
8: “Corpus approach, Ranger ___, [Pt. Shamrock/Pt. Lima], terminate.”
4: “Navy Corpus Tower, Ranger ___, [Pt. Shamrock/Pt. Lima], [full stop/ touch and go]”
4: “Navy Corpus Tower, Ranger ___, initial for [13L/13R/17/31L/31R/35]”
4: “Navy Corpus Tower, Ranger ___, numbers for the break”
4: “Navy Corpus Tower, Ranger ___, 180, three down and locked, [full stop/touch and go]”
ICS: “Gear down, paddles checked”
4: “Navy Corpus Tower, Ranger ___, waveoff” (if necessary)
3: “Navy Corpus ground, Ranger ___, (position), taxi to my line”

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