NATOPS Brief Flashcards
(32 cards)
IMSAFE/Human Factors
IMSAFE to fly, nothing to report as far as human factors
Crew Rest and Day / Work week limits
3rd day of my workweek, flew yesterday and day before that. I got 7 hours of sleep
ATJ Review
Below MIF: nothing
Incomplete items in block: nothing
SSRs: note as req
Previous hop complete/incomplete
Warmup window: it’s been 2 days since my last event
Current Read and Initial
I’m current on latest read and initial, 22-10 Stereo Flight Plans LOA
Current NATOPS pubs and charts
I’ve got a updated EKB and current New Orleans sectional
Side number and callsign
Side number is 096 and our callsign will be Blackbird 096
Takeoff / Land times
As schedule dictates
As weather allows OR
Our scheduled takeoff time is 1135, and our scheduled land time is 1305
Flight Plan
File NSE2V departing out of North Field to the NMOA. Do our highwork sequentially and then tune up Brewton or Evergreen and descend to the appropriate initial point and conduct some touch and go’s in the pattern. I’d like to do 2 NF, 2 TO flap, and 2 landing flap. We’ll then fly our respective course rules back home for a full stop landing
Fuel Management
We’ll set our Joker at 750 pounds, our Bingo at 450 pounds, and our Divert at 260 or 310 pounds if we go IFR
At no point will we go below CNAF 3710 minimums which state fuel to fly from takeoff to approach fix at destination and and alternate plus reserve of 10% of planned fuel requirements. In no case shall the 10% planned reserve after final landing be less than that needed for 20 min of flight (computed at max endurance at 10,000ft MSL)
We will declare minimum fuel at less than 200 pounds
We will declare emergency fuel at less than 120 pounds
Non-flying pilot IMC duties
Non-flying pilot will make assertive announcements of deviations of 10 knots airspeed, 10 degrees of heading, 100 ft altitude, excess 30 degrees AOB (10/10/100/30), minute to live, and runway in sight
Frequencies/NAVAIDS
Utilize presets 1-99, NAVAIDs for today will be Crestview 115.9 to Semmes 115.3, followed by I-HSA 110.35. We’ll return via Semmes and Crestview
Radio Procedures and Discipline
Pilot at controls will be pilot on radios. Clear and concise calls, plain English as necessary
Non-flying pilot will back up flying pilot
IP radio calls do not constitute control change
Change of aircraft controls
Positive, 3 way change of controls with emphasis on the word “controls”
IP INPUT DOES NOT CONSTITUTE CHANGE OF CONTROLS
If in doubt, both pilots remain on controls until verbally deconflict
Loss of ICS, pump to pass and shake to take
Clearing/Lookout procedures
Clock method “Traffic xyz at 3 o clock, high/level/low, factor/no-factor”
Bird is a bird, plane is a plane
Acknowledge all TCAS proximity intruders, displayed as white filled diamonds
Aircraft Emergencies and System Failures
For all EPS, simulated or actual, maintain aircraft control, analyze the situation and take proper action, and land as soon as conditions permit
If conditions permit, break out PCL and read verbatim executing appropriate steps
Simulated PEL vs Power Loss
All simulated EPs prefaced with “simulated”
SNA state CAMIs over ICS, WILL NOT move any switches or pull circuit breakers
DO NOT PULL PCL OFF, SNA maintain control of PCL from IDLE to MAX during simulated PEL
In simulated power loss, IP set PCL 4-6% when SNA states “simulated PCL OFF”
SNA will have control of PCL as required for safety of flight
Actual Emergency
If in middle of simulated EP, all training will cease
Work together to handle as a crew in accordance with NATOPS
Pilot at controls executes all CAMIs, non-flying pilot gets out pocket checklist to confirm all CAMIs and non-critical action memory items like nwc
No fast hands in the cockpit
Divert Fields
To the north we have BAMBE: Bay Minette, Atmore, Monroeville, Brewton, Evergreen
To the south we have 2-2-2-2: Pensacola Intl and NAS Pensacola, Barin and Summerdale, Jack Edwards and Fairhope, Mobile Downtown and Mobile Regional
Aborted Takeoff
We’ll abort the takeoff at or below calculated max abort speed for any master warning or caution, or unsafe aircraft or runway condition
Call will be ABORT ABORT ABORT, procedure is PCL IDLE, Brakes as required
Departing Prepared Surface
If we depart the prepared surface we’ll execute Emergency Engine Shutdown
If departing at high rate of speed, yaw into obstruction or terrain, we’ll consider ejection
Waveoff
Waveoffs are free and should be conducted in accordance with FTI and FWOP
Engine Failure/Loss of Power
In all scenarios, turn climb clean while analyzing situation
Execute applicable engine EP and land as soon as possible
If engine power provides less energy than glide profile, we’ll execute Engine Failure in Flight
If unable to achieve any parameters in ORM 321, eject
Radio/ICS Failure
We’ll troubleshoot from mask to firewall and switch comm plugs. If one cockpit fails, the other cockpit will make all calls. If both cockpits fail, we’ll squawk 7600 and make all calls in the blind
If VMC, comply with FWOP
If IMC, comply with AVEFAME and FIH
ICS failure troubleshoot from mask to firewall, switch comm plugs, and shout as required
Inadvertent IMC
If VFR and go IMC, level wings, center the ball and fly straight and level for 30 seconds. We’ll execute 15 degree AOB turn for 180 degrees and fly straight and level for 1 minute. If still IMC, file an IFR clearance.
If we descended into IMC, we’ll climb to reestablish VMC
If we climbed into IMC, we’ll descend to reestablish VMC
If encounter IMC inside MAP, execute published Missed Approach or climbout instructions
