MPTS IJET OCF 4101 T-45

1. MPTS IJETOCF 4101T-45 OUT-OF-CONTROL FLIGHT 0.7 HOURS/X

2. ORM • OPERATIONAL REQUIREMENTS / LIMITATIONS • CREW REST/ CREW DAY / WORK WEEK • WARM-UP ELIGIBILITY • PREVIOUS FLIGHT COMPLETE? • IP CURRENCY • READ AND INITIAL • HUMAN FACTORS • LIFE STRESSORS / EXTERNAL FACTORS/ PERSONAL PROBLEMS • MEDICAL STATUS • CREW DAY • CREW REST • NOURISHMENT • HYDRATION • HAZARDS AND CONTROLS • ROUTINE • WHAT IS DIFFERENT TODAY? • WEATHER • CURRENT OBSERVATIONS AND FORECASTS • CROSSWINDS • FUEL CONSIDERATIONS

3. ORM • High Risk Areas/Maneuvers • VFR Landing Pattern • Mid-air/Birdstrike potential • Deconfliction between pattern/break/pa aircraft • Low altitude stall potential (break, pattern) • Stalls • Compressor stall/engine damage with rapid throttle movement at high AOA • Practice Precautionary Approaches • Potential for hard landings • Overstress potential during UA recovery or aerobatics

4. TTO • WHO WILL CALL A TTO? • WHAT SITUATIONS WILL THE TTO BE CALLED? • SAFETY • CONFUSION • MISUNDERSTANDING • IP RESPONSIBILITIES • RECOGNIZE THE NEED FOR A TTO • EXPLANATION / INSTRUCTION AS NECESSARY • DOCUMENTATION ON ATF • WHEN AND HOW WILL TRAINING RESUME?

5. ADMIN • QOD • NATOPS • EP • SOP • Prerequisites • OCF3101 • Misc. • Event duration must be at least 0.75 of syllabus time to be complete. • An event duration that deviates greater than 0.3 hours from syllabus time must have the reason annotated on the grade sheet.

6. ADMIN (CARD) • A/C - ATC C/S – CREW • BRIEF / WALK / TAKEOFF / MARSHAL/LAND TIMES • ATC CLEARANCE / DD-175 • FUEL PLAN/LADDER • LINE / T/O / ABORT / RPM • COMM PLAN • NAV PLAN • BINGO/DIVERT

7. ADMIN • LAUNCH • WEATHER / NOTAMS / TFR / BASH • PREFLIGHT / START / TAXI • SWAPPING OF CONTROLS • ENROUTE PROCEDURES • RADALT USAGE • RTB • RECOVERY • DIVERTS

8. Conduct • TIMS RESUME REVIEW • High AOA / deep stall investigation / rudder induced departure • Low airspeed recovery (70 degrees nose up) • Low airspeed recovery (110 degrees nose up) • Lateral stick adverse yaw departure • Precautionary approach • VFR landing pattern • Crosswind landings (conditions permitting) • Full-stop landing

9. SYLLABUS NOTES • Fly this event from the front cockpit • Only those items conducted prior to aircraft departures are graded

10. SSR/DISCUSS ITEMS • SSR NONE • DISCUSS ITEMS • QOD • NATOPS CHAPTER 11

11. BLOCK MIF

12. Emergencies Abort Rwy Dep/Gnd Ejection Radio/ICS Failure Loss of Navaids Lost Plane System Failures Disorientation Bird Strike/Midair SAR Procedures Ejection Crew Resource Management Contingencies Weather BASH CONTINGENCIES

13. Recap • Overall Flow • Questions

14. STANDARD DEBRIEFING FORMAT • THE FLIGHT LEAD OR PILOT-IN-COMMAND IS RESPONSIBLE FOR ENSURING ALL FLIGHT OR CREWMEMBERS ARE THOUROUGHLY DEBRIEFED ON THE CONDUCT OF THE MISSION UTILIZING THE “S-P-B-E-MS-LL” FORMAT OUTLINED BELOW. • SAFETY • PLANNING • BRIEF • EXECUTION • MISSION SUCCESS • LESSONS LEARNED DO NOT FORGET TO DO YOUR ASAP REPORT

15. Departure / Spin Procedures What Are They?

16. Departure / Spin Procedures • WHY • Controls- Neutralize / Forcibly Center Rudder Pedals • Take out input that caused you to depart, provide smooth airflow over the airframe, prevent rudder blow out • Speed brakes – Retract • Provide smooth airflow over the stabs, decrease chance of yaw • Throttle – Idle • Best compressor stall margin • Check altitude, AOA, airspeed, and turn needle • Altitude is like stopwatch for time remaining; AOA (is it pegged at 0 or 28 and above) if not, you are not yet in a spin; airspeed (fairly steady below 160 for steady state spin) need 150 or greater before recovering; turn needle (only reliable indication of direction of spin). Continue updating instruments over the ICS throughout the recovery (Think CRM)

17. Departure / Spin Procedures • WHY (cont) • If spin confirmed: • INVERTED (AOA pegged at 0 units) • Rudder pedal – Full opposite turn needle • Want to stop the yaw rate • Lateral stick – Full opposite turn needle • Longitudinal stick – Neutralize • Stick movements based on engineering data and test pilots, hit the “I believe” button • UPRIGHT (AOA above 28 units) • Rudder pedal – Full opposite turn needle • Want to stop the yaw rate • Lateral stick – Full with turn needle • Longitudinal stick – Neutralize • Stick movements based on engineering data and test pilots, Hit the “I believe” button

18. Departure / Spin Procedures • WHY (cont) • If recovery indicated or airspeed increasing through 160 KIAS • Lateral Stick – Neutralize • Above 160 KIAS, the anti-spin input of the stick starts to become pro-spin and will try to drive you deeper into a spin • When recovery indicated • Rudder Pedals – Smoothly center • Want to slowly take out pedal force as the yaw rate decreases. NO SUDDEN MOVES AT SLOW SPEED / HIGH AOA! • If out of control passing through 10,000 ft AGL • EJECT! • If no signs of recovery by this time, you will not have sufficient altitude to quit spinning and pull up.

19. Spin Modes

20. OCF Checklist • On the way to the area, complete the OCF departure checklist • Departure checklist • Stall/aero checklist – complete • Lap belts – tighten • Helmet visor – tighten down • Rudder pedals – adjust aft for full throw • Shoulder harness – locked • Landing gear, flaps / slats – up, speed brakes – retracted • BATT switches – on • CONTR AUG - SBI • Turn needle, airspeed, AOA – check operation • ICS – hot mic • Throttle friction – set • Stall / aero checklist will be reviewed complete before the start of all subsequent maneuvers

21. High AOA / Deep Stall • Altitude above 20,000ft; Throttle to idle • Slow to 17 units, input rudder • Will notice more yaw than roll and takes a little pressure to move the rudder. Basically, just what you would expect • Slow to 21 units, input rudder, roll to 30 deg AOB each direction • Steady state will be approximately 10 degrees nose high, 145kias • Do not use lateral stick, find that the aircraft rolls nicely using only rudder • Roll to 45 degrees AOB and you will see the nose drop and airspeed increase, decreasing AOB will bring the nose back up and the airspeed back down • Slow to 24 units • Will initially be stable, then start getting wing rock. Use the rudder vice lateral stick to fight the rolling of the aircraft. As the aircraft slows, you will get into pitch-buck. If you hold the pull, you will notice the nose position continue to drop and the airspeed continue to increase. If you want to bring the nose up, ease the pull and reset to 21 units. • Pull for 28-30 units • Use the rudder to keep you upright, at anytime throughout the entire high AOA maneuver you hit 90 deg AOB, consider that the departure point and recover. If still upright, input full rudder and depart.

22. 70 / 110 Deg Nose High • 70 Degree nose high departure • Altitude at least 16,000 ft and airspeed at least 300 KIAS • Pull 15-17 units to 70 deg nose high • Between 150 and 180 KIAS, throttle to idle • Consider 50 KIAS your departure point, start the recovery • Will take approximately 8,000 ft to recover • 110 Degree nose high departure • Altitude at least 16,000 ft and airspeed at least 350 KIAS • Pull 15–17 units through pure vertical to arrive at 110 deg nose high • Between 150 and 180 KIAS, throttle to idle • Consider 50 KIAS your departure point, start the recovery • Will take approximately 8,000 ft to recover • May see Oil Pres light, Fuel Pres light, or Low Fuel light; should go out with positive G on the aircraft

23. Lateral Stick Adverse Yaw • Altitude at least 20,000 ft and airspeed at least 250 KIAS • Bring the nose 10 deg nose high, pull the throttle to idle, roll to 70 deg AOB and start to pull • Looking to build the AOA fairly quickly; with the aircraft loaded up, try reversing by rubbing the stick across the front of the ejection seat, if you do not depart, try one more reversal then recover • If at any time, you are pulling one way and the aircraft rolls the other, that is a departure and you should recover The accelerated stall maneuver in Fams taught you that if you pull hard enough, you can stall the aircraft at any airspeed. In this maneuver, you are pulling close to the stall point and by introducing a rolling moment, you are effectively changing the relative AOA of each wing. The down going wing sees a lower AOA and is happy, but the up going wing sees a higher AOA and eventually stalls, causing you to roll opposite of your pull. Neutralizing the controls will immediately recover the aircraft, although you may have built up enough rolling moment to snap roll the aircraft once or twice.