Navy Flight Training Manual

NAVAL AIR TRAINING COMMAND
NAS CORPUS CHRISTI, TEXAS CNATRA P-1212 (Rev. 02-19)
FLIGHT TRAINING INSTRUCTION
FAMILIARIZATION
T-45 STRIKE
2019
DEPARTMENT OF THE NAVY
CHIEF OF NAVAL AIR TRAINING
250 LEXINGTON BLVD SUITE 102
CORPUS CHRISTI TX 78419-5041
CNATRA P-1212 CH-1

N715
5 Oct 20
CNATRA P-1212 (REV. 02-19) CHANGE TRANSMITTAL 1
Subj: FLIGHT TRAINING INSTRUCTION, FAMILIARIZATION, T-45 STRIKE
Encl: (1) Change 1 Pages iv through xvi, 8-7, and 8-17.
1. Purpose. To publish Change 1 to the basic publication.
2. Action.
a. Remove pages iii through xiv, 8-7, and 8-17 and replace with pages in enclosure 1.
b. Record Change 1 on the Summary of Changes page.
3. Future printing of this Flight Training Instruction will incorporate the change. CNATRA
POC is LCDR Geoffrey Dick, N715, DSN 861-3895.
S. E. HNATT
By direction
Releasability and distribution:

This instruction is cleared for public release and is available electronically via Chief of Naval Air
Training Issuances Website, https://www.cnatra.navy.mil/pubs-pat-pubs.asp.
CHANGE 1
FLIGHT TRAINING INSTRUCTION
FOR
FAMILIARIZATION
T-45 STRIKE
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LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
Original...0...15 Jan 00 (this will be the date issued)
Change Transmittal…1…17 Jul 01
Change Transmittal…2…09 Oct 01
Change Transmittal…3…27 Sep 02
Change Transmittal…4…26 Jan 05
Change Transmittal…5…08 Sep 08
Revision…0…28 Feb 11
Change Transmittal…1…28 Nov 11
Change Transmittal…2…27 May 16
Change Transmittal…3…28 June 16
Revision…1…15 Feb 19
Change Transmittal…1…05 Oct 20
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 128 CONSISTING OF THE FOLLOWING:
Page No. Change No. Page No. Change No

COVER 0 8-1 – 8-6 0
CHANGE LETTER 0 8-7 1
LETTER 0 8-8 – 8-16 0
iv – xv 1 8-17 1
xvi (blank) 1 8-18 – 8-26 0
1-1 – 1-4 0 9-1 – 9-9 0
2-1 – 2-5 0 9-10 (blank) 0
2-6 (blank) 0 10-1 – 10-10 0
3-1 – 3-7 0 A-1 – A-3 0
3-8 (blank) 0 A-4 (blank) 0
4-1 – 4-6 0 B-1 – B-6 0
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5-6 (blank) 0 C-6 (blank) 0
6-1 – 6-13 0 D-1 – D-3 0
6-14 (blank) 0 D-4 (blank) 0
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INTERIM CHANGE SUMMARY
The following Changes have been previously incorporated in this manual:
CHANGE
REMARKS/PURPOSE
NUMBER
1 Changes made per transmittal letter (05 Oct 20)
The following interim Changes have been incorporated in this Change/Revision:
INTERIM
CHANGE REMARKS/PURPOSE ENTERED DATE
NUMBER BY
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TABLE OF CONTENTS
LIST OF EFFECTIVE PAGES ....................................................................................................v

INTERIM CHANGE SUMMARY............................................................................................. vi
TABLE OF CONTENTS ........................................................................................................... vii
TABLE OF FIGURES ...................................................................................................................x
HOW TO USE THIS FTI ........................................................................................................... xi
INTRODUCTION...................................................................................................................... xiii
OPERATING LIMITATIONS/WEATHER RESTRICTIONS ........................................... xiv
CHAPTER ONE - GROUND OPERATIONS ........................................................................ 1-1

100. INTRODUCTION ..................................................................................................... 1-1
101. GROUND PERSONNEL SIGNALS ........................................................................ 1-1
102. LINE PROCEDURES ............................................................................................... 1-1
103. POST-START/PRE-TAXI ........................................................................................ 1-2
104. TAXIING................................................................................................................... 1-4
105. COMMUNICATIONS PROCEDURES ................................................................... 1-4
CHAPTER TWO - TAKEOFF/DEPARTURE ...................................................................... 2-1

200. INTRODUCTION ..................................................................................................... 2-1
201. NORMAL TAKEOFF ............................................................................................... 2-1
202. CROSSWIND TAKEOFF ......................................................................................... 2-2
203. ABORTED TAKEOFF ............................................................................................. 2-2
204. DEPARTURE/CLIMB .............................................................................................. 2-3
CHAPTER THREE - NORMAL FLIGHT ............................................................................. 3-1

300. INTRODUCTION ..................................................................................................... 3-1
301. LEVEL OFF .............................................................................................................. 3-1
302. CRUISE PROCEDURES .......................................................................................... 3-1
303. TURN PATTERN PROCEDURES .......................................................................... 3-1
304. ACCELS AND DECELS .......................................................................................... 3-3
305. SLOW FLIGHT EXERCISE..................................................................................... 3-5
CHAPTER FOUR - STALLS ................................................................................................... 4-1

400. INTRODUCTION ..................................................................................................... 4-1
401. PRE-STALL ACTIVITIES ....................................................................................... 4-1
402. STALLS AND RECOVERIES ................................................................................. 4-2
CHAPTER FIVE - UNUSUAL ATTITUDES/RECOVERIES ............................................. 5-1

500. INTRODUCTION ..................................................................................................... 5-1
501. ENTRY ...................................................................................................................... 5-1
502. NOSE-HIGH UNUSUAL ATTITUDES .................................................................. 5-1
503. NOSE-LOW UNUSUAL ATTITUDES ................................................................... 5-2
504. VERTICAL RECOVERY ......................................................................................... 5-2
505. COMPRESSOR STALL DURING VERTICAL RECOVERY ............................... 5-3
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CHAPTER SIX - AEROBATICS............................................................................................. 6-1

600. INTRODUCTION ..................................................................................................... 6-1
601. GENERAL AEROBATIC PROCEDURES.............................................................. 6-1
602. BASIC MANEUVERS.............................................................................................. 6-2
603. OVERHEAD MANEUVERS ................................................................................... 6-7
CHAPTER SEVEN - APPROACH .......................................................................................... 7-1

700. INTRODUCTION ..................................................................................................... 7-1
701. DESCENTS ............................................................................................................... 7-1
CHAPTER EIGHT - LANDING PROCEDURES ................................................................. 8-1

800. INTRODUCTION ..................................................................................................... 8-1
801. NORMAL VFR RECOVERY................................................................................... 8-1
802. LANDING PATTERN .............................................................................................. 8-2
803. PATTERN CORRECTIONS—OVER/UNDERSHOOTING CROSSWINDS ....... 8-7
804. PATTERN CORRECTIONS—GENERAL .............................................................. 8-8
805. TRACKING THE GLIDESLOPE—CORRECTIONS ............................................. 8-9
806. LANDINGS ............................................................................................................. 8-16
CHAPTER NINE - ALT. ENTRIES AND PRECAUTIONARY APPROACHES ............. 9-1

900. INTRODUCTION ..................................................................................................... 9-1
901. ALTERNATE ENTRIES .......................................................................................... 9-1
902. PRECAUTIONARY APPROACHES ...................................................................... 9-3
CHAPTER TEN - NIGHT OPERATIONS ........................................................................... 10-1

1000. INTRODUCTION ................................................................................................... 10-1
1001. HUMAN FACTORS OF NIGHT FLYING ............................................................ 10-1
1002. VISUAL NIGHT NAVIGATION PLANNING PROCEDURES .......................... 10-3
1003. GROUND OPERATIONS ...................................................................................... 10-3
1004. TAKEOFF AND DEPARTURE PROCEDURES .................................................. 10-6
1005. NIGHT NAVIGATION .......................................................................................... 10-7
1006. INADVERTENT IMC ............................................................................................ 10-8
1007. ARRIVAL AND FIELD ENTRY PROCEDURES ................................................ 10-8
1008. LANDING PROCEDURES .................................................................................... 10-8
1009. NO RADIO (NORDO) PROCEDURES ................................................................. 10-9
APPENDIX A - GLOSSARY ................................................................................................... A-1

A100. GLOSSARY ............................................................................................................. A-1
APPENDIX B - DAYTIME HAND SIGNALS .......................................................................B-1

B100. INTRODUCTION .....................................................................................................B-1
APPENDIX C - NIGHTTIME HAND SIGNALS ................................................................. C-1

C100. INTRODUCTION .....................................................................................................C-1
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APPENDIX D - STUDY RESOURCES .................................................................................. D-1

D100. INTRODUCTION – N/A ......................................................................................... D-1
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TABLE OF FIGURES
Figure 3-1: Turn Pattern ....................................................................................................... 3-2

Figure 3-2: Slow Flight Exercise ........................................................................................... 3-5
Figure 6-1: Minimum Radius Turn...................................................................................... 6-3

Figure 6-2: Aileron Roll......................................................................................................... 6-3
Figure 6-3: Wingover............................................................................................................. 6-4
Figure 6-4: Barrel Roll .......................................................................................................... 6-6
Figure 6-5: Loop..................................................................................................................... 6-7
Figure 6-6: Half Cuban Eight ............................................................................................... 6-8
Figure 6-7: Immelmann ......................................................................................................... 6-9
Figure 6-8: Split-S ................................................................................................................ 6-11
Figure 6-9: Squirrel Cage .................................................................................................... 6-12
Figure 8-1: Normal Landing Pattern ................................................................................... 8-4

Figure 8-2: Typical ADI and HUD Display in the Landing Pattern ................................. 8-5
Figure 8-3: No Flap/Slat Landing Pattern ........................................................................... 8-6
Figure 8-4: Pattern Corrections, Overshooting Winds ...................................................... 8-8
Figure 8-5: Pattern Corrections, Undershooting Winds .................................................... 8-9
Figure 8-6: IFLOLS Lens - Shore-based Model ............................................................... 8-10
Figure 8-7: IFLOLS Lens - Ship-based Model.................................................................. 8-10
Figure 8-8: IFLOLS Vertical Coverage ............................................................................. 8-12
Figure 8-9: Optical coverage of the IFLOLS .................................................................... 8-12
Figure 8-10: Glideslope Indications (IFLOLS Lens/AOA Indexer) ................................. 8-13
Figure 8-11: Glideslope Corrections .................................................................................... 8-14
Figure 8-12: VASI (Three-bar) and PAPI ........................................................................... 8-22
Figure 9-1: Downwind ........................................................................................................... 9-1

Figure 9-2: Straight-In Approach ........................................................................................ 9-3
Figure 9-3: Straight-In Precautionary Approach ............................................................... 9-4
Figure 9-4: Overhead Precautionary Approach (Perpendicular Entry) .......................... 9-6
Figure 9-5: Overhead Precautionary Approach (Parallel Entry) ..................................... 9-7
Figure 9-6: Abeam Precautionary Approach ...................................................................... 9-8
Figure 10-1: T-45 Exterior Lights ........................................................................................ 10-4

Figure 10-2: Airfield Lighting............................................................................................... 10-5
Figure B-1: Day Hand Signals (1 of 2) ..................................................................................B-4

Figure B-2: Day Hand Signals (2 of 2) ..................................................................................B-5
Figure C-1: Night Hand Signals (1 of 2) .............................................................................. C-4

Figure C-2: Night Hand Signals (2 of 2) .............................................................................. C-5
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HOW TO USE THIS FTI
This Flight Training Instruction (FTI) is your textbook for the Familiarization stage of your
undergraduate Jet Pilot Training and is the source document for all procedures related to FAM.
In addition, it includes suggested techniques for performing each maneuver and making
corrections.
Use your FTI to prepare for and afterward to review lessons and flights. Your Lesson Guides
require specific reading from the FTI prior to flight procedure lessons. This information will
help you effectively prepare for lessons: know all the procedures in the assigned section(s),
review the glossary, and be prepared to ask your instructor about anything that remains unclear.
Then you can devote your attention to flying the T-45. After a flight, review the FTI materials to
reinforce your understanding and to clarify any difficult maneuvers or procedures.
Note that this FTI also contains information on emergencies related to this stage. This section of
the FTI amplifies but does not supplant the emergency procedures information contained in the
T-45 NATOPS manual.
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NOTES
xii
CHANGE 1
INTRODUCTION
General
As their names suggest, the purpose of the FAM and NFAM stages is to familiarize you with
preflight, in-flight (normal and emergency), and postflight procedures for day and night flying.
These blocks emphasize system operations, flight characteristics, and landing techniques. Area
familiarization will be accomplished on dual flights.
Aircrew Coordination
Coordination between you and other individuals or agencies is a part of every flight you make.
Good crew coordination begins with the briefing where you and your IP go over all mission
details. When you communicate with the plane captain via hand signals, you need to ensure that
you both are saying and understanding the same thing.
Good radio communication must become second nature to you, in all phases of flight. When you
are taxiing, you need to be cognizant of wingtip clearances and exhaust blast (both from your
aircraft and others). If an abort is made, you need to transmit your intentions quickly and ensure
that you follow the NATOPS procedures.
The emphasis of the FAM phase is to get familiar with the T-45, but good crew coordination is a
part of every flight.
When passing control between cockpits, always say, “I have the controls,” or “you have the
controls.” Never say, “I’ve got it.” In the past, several instances have occurred when a pilot
thought that “I’ve got it” meant that the other pilot had the aircraft, but what he was referring to
was that he had acquired a visual target, that he had the airfield in sight, or something similar to
this. In these cases, no one was actually flying the aircraft because each pilot thought the other
had control of the aircraft. Don’t let this happen to you!!
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OPERATING LIMITATIONS/WEATHER RESTRICTIONS
1. Refer to Part I, Chapter 4, “Operating Limitations,” of your T-45 NATOPS Flight Manual,
A1-T45AC-NFM-000 or A1-T45AC-NFM-000 as appropriate for a full explanation of the
operating limitations of the T-45 Goshawk.
2. Refer to CNATRAINST 1542.150/159/160/167 for syllabus weather minimums.
3. Refer to OPNAVINST 3710.7U for additional cross-country operational flight restrictions.
4. Refer to course rules and squadron operating procedures (SOP) for site-specific procedures.
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NOTES
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xvi
CHAPTER ONE
GROUND OPERATIONS
100. INTRODUCTION
Fulfilling your role in ground operations professionally is a critical component of your duties as
a naval aviator. You must perform all procedures IAW the NATOPS manual, the Pilot’s Pocket
Checklist (PCL), the course rules, and the SOP.
In addition to the preflight checks that you must complete, you are also required to perform
specific activities in response to the plane captain’s signals. Respond promptly but safely to
these signals in order to complete prelaunch checks expeditiously.
101. GROUND PERSONNEL SIGNALS
Primarily, you use hand signals to communicate with the plane captain during pre-start and post-
start checks. As a qualified naval aviator, you must thoroughly comprehend these signals—any
confusion may lead to equipment damage and/or injury to yourself or the ground crew. Refer to
Appendix B, “Daytime Hand Signals,” for a complete description of these signals. Ground crew
intercom is available through the aircraft ICS and is useful during troubleshooting.
102. LINE PROCEDURES
Because correctly performed preflight operations contribute to your safety and the success of the
mission, you must ensure that all preflight checks are conducted IAW NATOPS and SOP.
Prior to accepting and signing for the aircraft, thoroughly review the aircraft maintenance
discrepancy book and ensure that all required maintenance has been completed. Pay particular
attention to repeated discrepancies and discrepancies from the previous flight. Also note fuel
and oil quantities. As you approach the aircraft, look for the obvious—e.g., chocks, warning
flags, leaks. Perform the exterior inspection IAW your PCL, noting any discrepancies. During
your preflight inspection, also check the mat area around the aircraft for FOD. Pay particular
attention to pad eyes and the area around each intake for a 20-foot radius. With the exterior
inspection complete, enter the cockpit, strap in (with the plane captain’s assistance), and perform
all pre-start cockpit checks.
WARNING
Prior to applying electrical power on deck, ensure personnel are

clear of the NLG forward doors. With the NLG door ground
safety pin removed and the EMER GEAR handle not fully stowed,
the NLG doors will close when electrical power is applied.
GROUND OPERATIONS 1-1

CHAPTER ONE FAMILIARIZATION
103. POST-START/PRE-TAXI
After completing the post-start checks, perform the following (in accordance with NATOPS):
1. RUDDER TRIM CHECK
2. STABILATOR TRIM/STBY STAB TRIM CHECK
3. AILERON TRIM CHECK (left/right)
4. CONTR AUG BIT
5. OBOGS BIT
Give the thumbs-up to the plane captain, who will then present the following signals (respond
promptly to each):
1. WIPE OUT COCKPIT
2. FLAPS DOWN
3. EXTEND SPEED BRAKES
4. EXTEND LAUNCH BAR (IAW NATOPS, ensure NWS has been engaged prior to
extending launch bar)
5. EXTEND ARRESTING HOOK
At this point, the plane captain gives the hands out of the cockpit signal. Respond by raising
your hands above the canopy rail to preclude inadvertently moving a switch or flight controls.
The plane captain will then check the aircraft for hydraulic leaks and for proper configuration.
When the plane captain reappears in front of the aircraft, he will give a thumbs-up and then the
following signals:
1. RETRACT LAUNCH BAR
2. RETRACT SPEED BRAKES
3. RETRACT ARRESTING HOOK
4. RAISE FLAPS TO 1/2
NOTE
Remember to obtain ATIS for current weather and runway

information, and receive your clearance prior to taxiing.
1-2 GROUND OPERATIONS

FAMILIARIZATION CHAPTER ONE
After you have completed the above checks and are ready to taxi, give the plane captain a
thumbs-up to indicate you are ready to taxi forward to the final checker. Again, keep your hands
above the canopy rail as the final checkers complete their walkaround. The final checker
inspects the aircraft for leaks and proper trim and flap/slat setting before giving you the
THUMBS-UP and walking away from the aircraft. Stopping for the final checker is where
you’ll also test your brakes for proper operation.
Taxi Procedures
When you are ready to taxi, give the remove chocks signal to the plane captain who will respond
with the brakes on signal and then signal the ground crew, below the waist, to remove chocks or
remove them himself. The plane captain then moves out in front of the aircraft and gives the
move-ahead signal. At this point, hold the brakes, release the parking brake, and after ensuring
that your rudder pedals are centered, engage nose wheel steering, start your forward motion by
releasing the pressure on the brakes and adding a little power.
CAUTION
If the EMER GEAR handle is not fully stowed, nose wheel

steering authority may be diminished.
Use a maximum RPM of 70% to start movement. Once the aircraft begins moving, move ahead
according to the plane captain’s directions. Be sure to follow his directions, and be prepared to
stop at any time. Use the nose wheel steering to turn out of the chocks. Remember to reduce the
power to IDLE and to observe tail pipe courtesy prior to turning. Maintain enough momentum
to complete the turn—an aircraft allowed to stop midway in a turn will require excessive power
to begin moving again. Adjust your turn to position the aircraft on the center of the taxiway.
Control your taxi speed by tapping the brakes lightly—don’t ride them.
Once you are on the taxiway, the plane captain may pass control to a taxi director or give you a
salute. If the plane captain salutes, return the salute and taxi on your own.
Safety Concerns
Always adhere to the following guidelines in your efforts to prevent unsafe practices.
1. Do not blindly follow the taxi director. If in doubt, stop the aircraft and do not proceed
until the situation is clarified. Remember that you, not the taxi director, are responsible for the
safety of the aircraft.
2. Parking areas are congested, so your taxi speed should be very slow. Check wingtip
clearances to your own satisfaction.
3. At IDLE, the T-45’s exhaust danger area extends 40 ft behind the aircraft and increases to
100 ft at military rated thrust (MRT). Exhaust blast must be directed so as not to injure
personnel or damage other aircraft or equipment. Also be sure to avoid the exhaust blast of other
GROUND OPERATIONS 1-3

CHAPTER ONE FAMILIARIZATION
aircraft and to provide sufficient lateral and longitudinal separation to preclude foreign object
ingestion.
4. Be sure to monitor the appropriate radio frequencies in order to receive the taxi directions
and clearances issued by the control tower.
104. TAXIING
Taxiing a jet aircraft is a task requiring no less care on your part than actual flight. Don’t allow
the combination of excellent forward visibility, hydraulic brakes, nose wheel steering, and
tricycle landing gear give you a false sense of security that could result in excessive taxi speed
and careless lookout procedures. Even at IDLE, the T-45 may taxi at excessive speeds due to
high residual thrust.
105. COMMUNICATIONS PROCEDURES
Now you’re ready to obtain taxi clearance. Call ground control and include the letter designation
of the ATIS information you have received. When cleared by ground control, taxi to the runway
on the taxiway centerline. The minimum distance between you and the preceding aircraft will be
IAW NATOPS/SOP.
Stop the aircraft at an appropriate spot in the hold short area closest to the painted hold short line
and perform the takeoff checklist. When ready for takeoff, double-check that the canopy is
down and locked and call the tower for takeoff. Repeat the clearance from the tower to avoid
possible misunderstanding.
1-4 GROUND OPERATIONS

CHAPTER TWO
TAKEOFF/DEPARTURE
200. INTRODUCTION
As with the landing pattern, the takeoff is one of the most critical phases of flight because your
allowable margin for error is extremely small, so your preflight planning of takeoff performance
parameters must be accurate. The aircraft performance data in Part XI of the T-45 NATOPS
contains several charts to help you calculate expected takeoff performance.
201. NORMAL TAKEOFF
After you complete the takeoff checklist in the hold short area, check the windsock and request
takeoff clearance.
When you are cleared for takeoff, ensure proper wingtip clearance and remember to practice
proper tail pipe courtesy when exiting the hold short area. Position your aircraft on the runway
by lining up on the runway centerline. Taxi straight ahead a short distance to ensure that the
nose wheel is straight. Once in position, verify that the ADI and HSI are properly aligned with
the runway. For T-45C, the recommended configuration is to set the ADI display on the left
MFD and the HSI display set on the right MFD to keep the MFD ADI on the same side of the
instrument panel as the standby AI and the analog flight instruments.
While holding the brakes, advance the power to MRT and cycle the flight controls. Check that
engine RPM, EGT, and fuel flow are within limits. Also check that no warning (red) or caution
(amber) lamps are illuminated on the WCP. Use your peripheral vision to watch for any aircraft
movement while checking engine instruments. Check time of takeoff and, with IP concurrence,
release the brakes. Use NWS to maintain directional control until the aircraft is airborne.
It is imperative to utilize primarily an outside scan during the takeoff phase in order to detect and
correct any line up deviations as early as possible, however, at the selected distance marker,
check your line speed to ensure that your aircraft is accelerating as expected and has achieved the
predicted speed. Aborting at the maximum abort speed will require you to use optimum braking
techniques to stop the aircraft on the remaining runway.
Five knots prior to predicted Vliftoff, rotate the aircraft to a takeoff attitude of approximately
10 degrees nose-high. Maintain this pitch attitude, being careful not to over-rotate past on-speed
AOA. Allow the aircraft to fly off the runway, climbing at this attitude as the aircraft continues
to accelerate. When safely airborne, call to raise landing gear. Maintain the initial climb attitude
and accelerate to flaps/slats up speed and call to raise the flaps at 140 KIAS. Remember, gear,
flaps, and slats must be up and locked prior to 200 KIAS. You will be required to receive
acknowledgement from your IP prior to raising the gear and flaps, and report over the ICS, "Gear
and flaps up prior to 200, good handle."
TAKEOFF/DEPARTURE 2-1
CHAPTER TWO FAMILIARIZATION
NOTE
Once gear indicated up and locked (less than 200 KIAS), check
gear seated in proper uplock detent by applying light force (less
than 6 lbs) directly down (do not pull out). Once completed report
“handle checked.”
As the aircraft accelerates, hold your climb attitude and trim out stick pressure. As the flaps/slats
come up, a small increase in pitch will be required to avoid settling.
202. CROSSWIND TAKEOFF
As you know, maintaining directional control during crosswind takeoffs is more difficult than
during normal takeoffs. Depending upon conditions, you could find yourself heading toward the
edge of the runway if you haven’t made the proper control inputs.
Limitations
For an SNA solo flight or dual flight, adhere to the maximum crosswind limitations as listed in
NATOPS or SOP.
Procedures
To prevent the upwind wing from lifting, apply aileron into the crosswind during your takeoff
roll and maintain directional control with NWS. As your speed increases, the control surfaces
become more effective, so you need less aileron deflection. Maintain wings level at lift-off and
center the rudder; after lift-off, establish a crab into the wind to track a course along the runway
departure path.
203. ABORTED TAKEOFF
Once the decision to abort is made, initiate the abort according to NATOPS procedures. If you
have any doubt about your ability to stop on the remaining runway, lower your hook. Under no
circumstances should you delay your decision to abort because arresting gear is available. If you
decide to take the gear, lower the hook so that it is down 1,000 ft prior to the arresting gear and
attempt to take the gear on the centerline. However, if you are off center, it is better to engage
the arresting gear straight ahead, parallel to the runway centerline, than at an angle. Due to the
A/Cs tendency to hook skip at the field, it is recommended that backstick be applied just prior to
the arresting gear. This should ensure a good “hook set.” When the aircraft is under control
notify tower of your intentions.
NOTE
Off-center engaging limits by arresting gear type are listed in

NATOPS.
2-2 TAKEOFF/DEPARTURE
FAMILIARIZATION CHAPTER TWO
Communications Procedures
IAW local course rules/SOP.
204. DEPARTURE/CLIMB
Close adherence to departure procedures is necessary to ensure the safety of all aircraft in a
congested area and to avoid intrusion into civilian areas surrounding the field. The performance
of your aircraft during a climb is of vital concern. Remember, turbojet and turbofan engines
don’t realize their best fuel efficiency until they are at altitude. The method or type of climb that
you use will be determined by the mission. Some of the items that you want to consider during
preflight planning are the aircraft’s maximum climb rate, its cruise speed at altitude, and its
maximum range climb. During normal training flights, speed restrictions, turn requirements, and
noise abatement are considered along with fuel considerations.
Climb Schedule for Departure/Climbout
Normally, you will maintain 250 KIAS during the climbout until you are established in the MOA
or above 10,000 ft MSL. In addition, you must fly the departure as published until you
“terminate” the local instrument departure. Set the proper attitude to maintain your climb
airspeed and trim out stick pressure. Don’t forget to check the ball for proper rudder trim.
10,000 Foot Checklist
1. Check all instruments for normal indications.
2. Verify proper cabin pressurization.
NOTE
Make sure that you continue to comply with your departure

clearance while conducting the 10,000 Foot Checklist.
Lookout Doctrine
Since there is no radar separation of aircraft when they are operating under VFR conditions or
MARSA in the MOA, you must constantly clear the airspace into which you will be flying. If
you are on an IFR flight and the actual conditions are VMC, you are still responsible for visually
clearing your airspace. The dangers of midair collisions cannot be overemphasized. The “big
sky, little airplane” theory can’t be depended upon.
Sector Scanning
When properly performed, sector scanning is very effective for locating other aircraft operating
in or near your immediate airspace. Simply looking outside the cockpit in a random manner
does not suffice, since your eyes are probably focused a short distance from the aircraft. By
focusing your eyes on a distinct point, such as a ground reference, cloud, or over a wingtip, you
will find it easier to spot aircraft in the vicinity. You can maintain an effective lookout doctrine
by alternately scanning 20- to 30-degree segments of the horizon both laterally and vertically and
then returning to the cockpit to monitor the performance instruments.
15-Minute Reports
After level off and at about 15-minute intervals, report your fuel quantity and engine status to the
instructor. This procedure develops a habit pattern of periodically checking your fuel and
instruments.
NOTE
Perform the same checks for the 15-minute reports as you did for
the 10,000 Foot Checklist.
FAMILIARIZATION CHAPTER TWO
NOTES
CHAPTER THREE
NORMAL FLIGHT
300. INTRODUCTION
During this stage of your training, you will learn to perform level off, cruise, and turn pattern
procedures as well as accels and decels. These building-block procedures require mastery before
you progress to aerobatic flight.
301. LEVEL OFF
Begin level off 1,000 ft below your desired level off altitude. If your desired cruise speed will be
the same as your climb speed, level off by simultaneously reducing the power and adjusting the
nose attitude so as to execute a smooth transition to level flight. Trim as necessary to maintain
your cruise speed at the desired altitude. If your desired cruise speed is greater than your climb
speed, begin level off as previously described but leave your power at MRT and accelerate to the
desired cruise speed. If your desired cruise speed is less than your climb speed, level off as
before but reduce the power to a little less than required for your desired cruise speed. Fly the
aircraft by exterior references, using your instruments for additional information only. During
the transition to level flight, set an attitude and then trim out stick pressures. Complete the level
off checklist by reporting altitude, airspeed, and heading to the instructor.
302. CRUISE PROCEDURES
Normal cruise will be flown at 250 KIAS at all altitudes in the FAM stage.
303. TURN PATTERN PROCEDURES
You will practice the turn pattern to develop smooth control techniques and to get acquainted
with the relationship between lift, AOA, and thrust required to maintain constant airspeed level
flight through varying angles of bank.
The turn pattern consists of two 30-degree angle of bank (AOB) turns for 60 degrees of heading
change each, two 45-degree AOB turns for 90 degrees of heading change each, and two
60-degree AOB turns for 120 degrees of heading change each. All turns are connected by
smooth reversals. You will trim the aircraft for a 250 KIAS level cruise prior to performing the
maneuver (Figure 3-1).
NOTE
The turn pattern may be adjusted for weather and/or MOA

boundaries.
NORMAL FLIGHT 3-1

CHAPTER THREE FAMILIARIZATION
Procedures
The turn pattern commences from level flight at 250 KIAS, normally aligned on a cardinal
heading. Smoothly enter a 30-degree AOB turn in either direction. You will need to make slight
adjustments in the power and the nose attitude in order to maintain altitude and airspeed.
Just prior to reaching 60 degrees of heading change, initiate a smooth reversal to 30 degrees
AOB in the opposite direction. Make sure that you lead the reversal enough to accomplish the
reversal on the desired heading. You will need to adjust the nose attitude throughout the reversal
to maintain a constant altitude.
Figure 3-1: Turn Pattern
As you complete the second 30-degree AOB turn, reverse into a 45-degree AOB turn for 90
degrees of heading change. As you enter the 45-degree AOB turn, you will need to increase the
power and adjust back stick pressure to achieve a little higher nose attitude than for the
30-degree AOB turn in order to maintain a constant altitude and airspeed. As the aircraft
approaches the reversal heading, remember to lead the reversal. As the wings approach the level
position, decrease the nose attitude in order to maintain a constant altitude. As you continue the
rolling reversal and as you approach 45 degrees AOB, you will need to adjust back stick pressure
3-2 NORMAL FLIGHT

FAMILIARIZATION CHAPTER THREE
and the power in order to continue to maintain a constant altitude and airspeed.
At the completion of the second 45-degree AOB turn, lead the reversal and roll into a 60-degree
AOB turn in the opposite direction for 120 degrees of heading change. Remember, more power
and back stick pressure will be required to maintain a constant airspeed and altitude. In the 60-
degree AOB reversal, use the same technique as in the 45-degree AOB reversal, except that the
amount of heading lead and nose attitude change will be greater. Upon completion of the second
60-degree AOB turn, resume straight and level flight at 250 KIAS.
Techniques
When properly performed, your AOB should remain constant throughout each turn. However, if
you experience a high rate of descent during the 60-degree AOB turn, you may have to decrease
AOB in order to reestablish the proper nose attitude prior to reestablishing the proper AOB.
Your primary visual cues should come from outside the cockpit, but also cross-check the MFD
altitude, HUD, VSI, and airspeed readout to ensure proper performance. Prior to entering the
turn pattern and when established on altitude and airspeed, note where the horizon transects the
windscreen and where your power is set by monitoring the fuel flow indicator and rpm. These
are the 250 KIAS level flight attitude and power reference points that you should use for attitude
and the power adjustments during the turn pattern.
If you need to correct for improper attitude, make a definite pitch correction in relation to the
outside horizon and hold it. Cross-check your altimeter, VSI, and HUD (T-45C) to see if the
desired performance is attained. If it isn’t, make another correction in the same manner.
NOTE
Do not chase the altimeter with the nose of the aircraft. The VSI
will give the first indication of an impending change in altitude;
use it as a trend indicator.
The same technique applies to airspeed errors. Make a specific power correction and then check
your airspeed to see if the desired performance is attained. Remember that both for pitch and
power corrections, a re-correction will be required to maintain the pattern altitude and airspeed.
Also modify your technique to correct for reversal pattern errors—e.g., if you’re low, don’t
lower the nose as much during the reversal.
304. ACCELS AND DECELS
You will perform accelerations and decelerations to familiarize yourself with the trim and pitch
changes required to maintain level flight as airspeed changes.
NORMAL FLIGHT 3-3

Procedures
To accelerate, go to MRT, verify that your speed brakes are retracted, maintain altitude by
adjusting pitch, and trim to relieve stick pressure. Approximately 5 KIAS prior to reaching
desired airspeed, adjust the power to the appropriate setting.
To decelerate by more than 25 KIAS, reduce the power to idle, extend the speed brakes, adjust
pitch, and trim as necessary. Five KIAS prior to desired airspeed, retract the speed brakes and
adjust the power as required to maintain airspeed. Maintain altitude by setting an attitude and
trimming out stick pressures.
NOTE
The speed brakes can be operated without restrictions throughout

the entire flight envelope; however, they will not fully extend
above 340 KIAS.
To reduce airspeed by less than 25 KIAS, reduce the power to the appropriate setting, adjust
pitch, and trim as necessary to maintain level flight. Adjust the power as necessary to maintain
desired airspeed.
NOTE
Although the speed brake stabilator interconnect counters pitch

transients during speed brake operation, some pitch adjustment is
still required when speed brakes are extended or retracted during
cruise. On extension, a slight nose-up pitch occurs that requires
forward stick and retrimming. The opposite occurs when the speed
brakes are retracted. The amount of pitch change in the landing
configuration is negligible.
3-4 NORMAL FLIGHT

305. SLOW FLIGHT EXERCISE
The slow flight exercise familiarizes you with the flight characteristics of the T-45 in the landing
configuration at optimum AOA, but you will practice it at altitude (Figure 3-2).
Figure 3-2: Slow Flight Exercise
Procedures
To perform the slow flight exercise, execute a break, reduce the power to idle, extend speed
brakes, and as your airspeed decreases, increase the nose attitude to maintain altitude. At
200 KIAS, lower the landing gear and extend full flaps/slats. As the flaps and slats extend,
counter the ballooning with a little forward stick and then begin increasing the nose attitude as
the aircraft slows to approach speed. Trim the aircraft throughout the dirty-up. As airspeed
approaches 120 KIAS, increase the power to approximately 90-94% rpm to maintain optimum
AOA. Complete the landing checklist, the AOA/airspeed check, and trim as necessary.
Continue to maintain optimum AOA of 17 units by adjusting the nose attitude. Use the power as
necessary to maintain altitude.
NORMAL FLIGHT 3-5

Execute a coordinated, level 30-degree AOB turn for 90 degrees of heading change with reversal
while maintaining altitude and optimum AOA. Descend 500 ft at 500 fpm by reducing the
power approximately 5% below what is required to maintain level flight while maintaining
optimum AOA. Fifty feet prior to reaching the desired altitude, increase the power and adjust
the nose attitude to resume level flight. Execute another coordinated, level 30-degree AOB turn
for 90 degrees of heading change with reversal while maintaining altitude and optimum AOA.
NOTE
This exercise may be adjusted for weather and/or MOA

boundaries.
Climb 500 ft by increasing the power by approximately 5% above what is required to maintain
level flight and climb at 500 fpm while maintaining optimum AOA. Fifty feet prior to reaching
the desired altitude, reduce the power and adjust the nose attitude to resume level flight.
Resume normal flight by increasing the power to MRT, retracting the speed brakes, and raising
the landing gear. Raise the flaps and slats at 140 KIAS. Maintain level flight while accelerating
to 250 KIAS. Trim as required to relieve stick pressure as the aircraft accelerates. Reduce the
power as necessary to maintain 250 KIAS in level flight.
3-6 NORMAL FLIGHT

NOTES
NORMAL FLIGHT 3-7

3-8 NORMAL FLIGHT

CHAPTER FOUR
STALLS
400. INTRODUCTION
This phase of your training introduces the procedures for entering and recovering from several
stall conditions, including the Break Turn Stall/Recovery, the Power Off Stall/Recovery, the
Landing Attitude Stall/Recovery, the Approach Turn Stall/Recovery, and the Accelerated
Stall/Recovery. This section also states the required weather and altitude minimums and
discusses the pre-stall and aerobatic checklist.
You will perform stalls to familiarize yourself with the T-45’s flight characteristics as you
approach and enter a stalled condition. Your ability to recognize and recover from an impending
stall is a critical component of your skills as a qualified Naval aviator.
401. PRE-STALL ACTIVITIES
Weather/Altitude Minimums
Weather and altitude minimums for performing stalls are as follows:
1. Daylight
2. VMC/visible horizon
3. Recovery from maneuvers must be complete (return to straight and level flight) without
descending below 10,000 ft AGL
Pre-stall and Aerobatics Checklist
Complete the pre-stall and aerobatic checklist prior to attempting any type of stall or aerobatic
maneuver to ensure that you are prepared for the maneuver and that you are clear of other
aircraft. To perform the checklist:
1. Secure the cockpit of foreign objects
2. Secure the map case
3. Check your fuel state
4. Clear the area
STALLS 4-1
CHAPTER FOUR FAMILIARIZATION
402. STALLS AND RECOVERIES
Break Turn Stall/Recovery
The Break Turn Stall and Recovery demonstrates stall characteristics and the proper recovery
techniques to employ in the event that you pull too hard and stall during the break. In the Break
Turn Stall, the stall speed increases dramatically because of the increase in the load factor
imposed by the high-g break turn.
Complete the pre-stall and aerobatic checklist. At 300 KIAS, roll into a 70- to 80- degree AOB
level turn, reduce the power to idle, and extend the speed brakes. Maintain altitude and continue
to apply back stick pressure to 17 units AOA. At approximately 220 KIAS, smoothly increase
backstick pressure until a stall occurs. Don’t trim into the stall. The stall should occur within
180 degrees of turn. In addition to the rudder shaker, stall characteristics may include a wing
drop, pitching oscillation, and some yaw with buffeting at full back stick. To recover from the
stall, simultaneously decrease back stick pressure, advance the power to MRT, retract the speed
brakes, and roll wings level. The maneuver is complete when the wings are level and the aircraft
is in a level flight attitude at 150 KIAS.
Power Off Stall/Recovery
The Power Off Stall and Recovery demonstrates stall characteristics and proper recovery
techniques to employ when the aircraft stalls in the clean configuration at low thrust. This stall
could occur as you attempt to stretch a glide.
Review the pre-stall and aerobatic checklist. Reduce power to IDLE, slowing the aircraft to
180 KIAS. Speed brakes may be used, but retract them once established at 180 KIAS. Maintain
180 KIAS wings level in a descent. Trim the aircraft for hands-off flight in a 180-KIAS descent,
note the rate of descent, and then stop trimming.
Without adding power, slowly increase back stick to level off, as though you are attempting to
stretch the glide. Allow the aircraft to decelerate while increasing back stick to maintain altitude.
Continue slowing down through rudder shaker. As you approach the stall, buffeting increases
and some yaw may develop. At the stall, buffeting is pronounced and you will get a wing drop-
off.
To recover, expeditiously lower the nose to slightly below the 180 KIAS descent attitude and
allow the airspeed to increase. As you approach 180 KIAS, note the rate of descent, and then
adjust the nose attitude to maintain a 180 KIAS descent without reentering the rudder shaker.
The maneuver is completed when the aircraft is wings level in a 180 KIAS idle descent.
Landing Attitude Maneuver
The Landing Attitude Maneuver demonstrates the recovery techniques to employ in the event of
an inadvertent entry into rudder shaker in the landing configuration—most likely to occur after
you dirty up for a landing but fail to add enough power to maintain optimum AOA. Flying the
4-2 STALLS
FAMILIARIZATION CHAPTER FOUR
aircraft out of rudder shaker while maintaining attitude is the goal of the following recovery
procedures.
Review the pre-stall and aerobatic checklist. Dirty up, slow to on-speed, and complete the
landing checklist, cross-checking AOA with computed “on-speed” condition for aircraft gross
weight.
To perform the Landing Attitude Maneuver, maintain wings level, reduce the power to idle,
maintain altitude, and allow the aircraft to decelerate until activation of the rudder shaker. Don’t
trim into the stall. To recover, advance the power to MRT, retract the speed brakes, and
maintain the nose attitude. Fly out of the rudder shaker condition. When the rudder shaker
stops, adjust the nose attitude to establish a climb without reentering the rudder shaker. The
maneuver is complete when the aircraft has a positive rate of climb indicated on the MFD
altitude and the VSI.
Landing Attitude Stall/Recovery
The Landing Attitude Stall and Recovery demonstrates the proper techniques to employ if
airframe buffet occurs while you are wings level in the landing configuration. Airframe pre-stall
buffeting increases until the stall, so it serves as your warning that a stall is about to occur. This
stall could result if the rudder shaker is inoperative or ignored.
Review the pre-stall and aerobatic checklist. Maintain on-speed AOA in the landing
configuration with the speed brakes extended. Maintain wings level, reduce the power to idle,
and increase the nose attitude to maintain altitude. As the aircraft decelerates, disregard the
rudder shaker and the onset of buffet. Don’t trim as the aircraft decelerates.
At the first indication of stall, normally associated with wing drop-off but no later than 30 units,
simultaneously reduce nose attitude, advance the power to MRT, and retract the speed brakes.
Maintain 24 units AOA which precludes reentering airframe buffeting while minimizing the loss
of altitude. The maneuver is complete when the aircraft has a positive rate of climb indicated on
both the altimeter and the VSI.
Approach Turn Stall/Recovery
The Approach Turn Stall and Recovery demonstrates the proper techniques to employ if airframe
buffet occurs while you are in a turn during the landing approach.
Prior to the maneuver, review the pre-stall and aerobatic checklist, and the landing checklist.
Decelerate to and maintain on-speed AOA. To perform the maneuver, roll into a 25-degree
AOB level turn, reduce the power to idle, maintain altitude with the nose, and allow the aircraft
to decelerate to stall. Recover at the first indication of stall, normally associated with wing drop-
off but no later than 30 units, by simultaneously decreasing back stick pressure, rolling wings
level, advancing the power to MRT, retracting the speed brakes, and flying out of the buffet by
readjusting the nose attitude to achieve 24 units AOA and to minimize loss of altitude.
STALLS 4-3
The maneuver is complete when the aircraft is on-speed with wings level and with a positive rate
of climb indicated on both the MFD altitude and the VSI.
NOTE
Engine compressor stall is an aerodynamic breaking of airflow

through the compressor section. Factors that can increase the
likelihood of compressor stall: FOD, high aircraft AOA at low
airspeed, severe maneuvering, rapid engine acceleration from low
power settings, high power settings, unusual flight attitude, flight
through jetwash, hot gas ingestion, incorrect engine rigging, and
ice formation on inlet ducts. T-45 NATOPS 11.8.1 states that
crewmembers should be aware that many conditions cited above
are encountered during a recovery from an Approach Turn Stall.
Accelerated Stall/Recovery
The Accelerated Stall and Recovery demonstrates the characteristics of and recovery techniques
for a high-speed stall. It illustrates that excessive AOA, regardless of the cause, will result in a
stall; in this stall, however, higher g forces cause the stall to occur at a higher airspeed.
Review the pre-stall and aerobatic checklist. Once established at 280 KIAS, set an RPM to
maintain airspeed. Roll into a 70- to 80-degree AOB turn and apply back stick pressure through
the onset of buffet and into a stall. Because the stall buffet is very clear, it provides good
warning of the stall. Stall characteristics may include a wing drop, pitch oscillations, or the
control stick’s reaching the full aft position.
NOTE
The aircraft should stall within the first 90 degrees of the turn.
To recover, simultaneously release back stick pressure, advance the power to MRT, and roll
wings level. The maneuver is complete when the wings are level and the aircraft is in a level
flight attitude. Recovery is immediate when back stick pressure is relaxed.
Stall Series
After you become proficient performing the stalls individually, they will be combined into a Stall
Series. Perform the pre-stall and aerobatic checklist prior to the Stall Series and review it
between each stall. The particular situation will dictate the order in which the stalls are
performed, but normally they are executed in the following order:
1. Break Turn Stall
2. Power Off Stall
4-4 STALLS
FAMILIARIZATION CHAPTER FOUR
3. Landing Attitude Maneuver
4. Landing Attitude Stall
5. Approach Turn Stall
NOTE
The Accelerated Stall is not part of the “Stall Series” and may be
completed anytime during the flight.
STALLS 4-5
NOTES
4-6 STALLS
CHAPTER FIVE
UNUSUAL ATTITUDES/RECOVERIES
500. INTRODUCTION
Unusual Attitudes combine extreme attitudes with rapid increases or decreases in airspeed and
require correct identification and proper recovery techniques. Unusual Attitude Recoveries are
taught to boost your confidence in your ability to maneuver the T-45 throughout its flight
envelope and to establish habit patterns that you will call on in later tactical stages.
Because your goals when recovering from Unusual Attitudes are to prevent the aircraft from
departing controlled flight and to avoid overstressing the airframe, your ability to identify the
situation rapidly is critical. You must be able to determine your aircraft’s attitude in relation to
the horizon and its energy state (airspeed) because these factors dictate what recovery procedures
to perform.
501. ENTRY
Complete the pre-stall and aerobatic checklist. The instructor will take control of the aircraft,
direct you to close your eyes, and will then maneuver the aircraft into a nose-high or nose-low
attitude. The instructor will also position the throttle anywhere between MRT and IDLE and
may even extend the speed brakes. When the instructor says, “You’ve got the controls.” open
your eyes, analyze the situation, and execute the proper recovery procedures.
502. NOSE-HIGH UNUSUAL ATTITUDES
Concerns
Your primary concern when recovering from a Nose-High Unusual Attitude is to maintain the
AOA between 5 and 10 units. At slow speeds, very slight back stick pressure will cause a rapid
increase in the AOA. Additionally, uncoordinated aileron and rudder inputs at slow speeds can
introduce enough adverse yaw and increased AOA on the rising wing to cause a departure from
controlled flight.
Causes
An unintentional Nose-High Unusual Attitude is typically caused by an improperly executed

overhead aerobatic or tactical stage maneuver.
Recovery
When given control of the aircraft, simultaneously neutralize the flight controls (e.g., ailerons,
stabilator, rudder) and analyze the situation by scanning the appropriate instruments (e.g., ADI,
AOA, airspeed, and altimeter). To recover from a nose-high condition, advance the power to
MRT and retract the speed brakes to minimize loss of airspeed.
UNUSUAL ATTITUDES/RECOVERIES 5-1

CHAPTER FIVE FAMILIARIZATION
If airspeed is 150 KIAS or greater, smoothly roll inverted to nearest horizon, apply positive g to
bring the nose back to the horizon, don’t exceed 17 units AOA. After the nose passes through
the horizon, g may be reduced slightly but positive g should be maintained. At 150 KIAS, roll
upright and return to level flight.
If upright and airspeed is less than 150 KIAS, maintain neutral aileron and rudder and push the
nose over to maintain an AOA indication of between 5 and 10 units (you will be between 0 and
1g). Hold this AOA until the nose falls through the horizon and the aircraft accelerates to 150
KIAS. Then roll wings level and return to level flight. If inverted, maintain neutral aileron and
rudder and let the nose drop through the horizon while continuing to maintain no more than 17
units of AOA until the aircraft accelerates to 150 KIAS.
Level the wings in the shorter direction, raise the nose to the horizon, and adjust the power for
straight and level flight. Do not exceed optimum AOA. During recovery at low speeds, you
must be careful not to stall the aircraft.
503. NOSE-LOW UNUSUAL ATTITUDES
Concerns
During recovery at high speeds, be careful not to overstress the aircraft—avoid rolling pullouts.
Altitude loss is also a factor, so you should be familiar with the dive recovery charts in the
NATOPS flight manual.
Causes
Inadvertent Nose-Low Unusual Attitudes are typically caused by improperly executed overhead
aerobatic or tactical stage maneuvers.
Recovery
When given control of the aircraft, simultaneously neutralize the flight controls and analyze the
situation by scanning the appropriate instruments (e.g., ADI, AOA, airspeed, altimeter).
To recover from a nose-low condition with your airspeed above 150 KIAS, reduce the power to
IDLE to control airspeed and to minimize the loss of altitude. If the airspeed is rapidly
increasing, extend the speed brakes as necessary. Level the wings (if inverted, roll upright in the
shorter direction) and then raise the nose to the horizon without exceeding g limits or 17 units of
AOA. When back in a level flight attitude, retract the speed brakes and advance the power for
level flight.
504. VERTICAL RECOVERY
It is during an improperly flown overhead maneuver or in the ACM environment that you are
most likely to find yourself extremely nose-high and rapidly running out of airspeed. Unlike the
nose-low and nose-high recoveries where the instructor places you into an unusual attitude, for
5-2 UNUSUAL ATTITUDES/RECOVERIES

FAMILIARIZATION CHAPTER FIVE
the Vertical Recovery you will fly the aircraft into an attitude that will require you to perform the
recovery.
Entry
Complete the pre-stall and aerobatic checklist prior to performing this maneuver. Begin the
maneuver at 280 KIAS. Execute a wings level 17 unit AOA pull-up to a 60 degree, nose-high
climb attitude.
Recovery
At 180 KIAS, advance the power to MRT and ensure that the speed brakes are retracted. Push
the nose over and maintain 5 to 10 units of AOA (between 0 and 1 g). Allow the nose to fall
below the horizon and let the aircraft accelerate to 150 KIAS. If necessary, at 150 KIAS, roll in
the shorter direction to wings level before raising the nose smoothly to the horizon. Do not
exceed optimum AOA (17 units). Adjust the power for straight and level flight.
If the aircraft recovery is not initiated by 120 KIAS or the airspeed bleeds off below 85 KIAS,
perform a zero airspeed recovery:
1. Reduce the power to IDLE.
2. Neutralize the flight controls.
3. Allow the aircraft to fall through the horizon until you achieve a nose-low attitude.
4. Hold the nose-low attitude and increase the power as necessary to increase airspeed to 150
KIAS.
5. Roll wings level in the shorter direction and then smoothly raise the nose to the horizon
without exceeding g limits or optimum AOA (17 units).
505. COMPRESSOR STALL DURING VERTICAL RECOVERY
Before or during any Vertical or Nose-High Unusual Attitude Recovery, a compressor stall
might occur.
Causes
A compressor stall may occur when the aircraft is at high AOA and low airspeeds with high
power settings, during unusual flight attitudes that interrupt airflow through the compressor, or
because of abrupt throttle movements at high altitudes and low airspeeds.

Indications
A compressor stall may be indicated by a “pop” or “bang” followed by a “buzzing” sound and
vibration. These indications are accompanied by a rapid drop in RPM and a sudden increase in
EGT.
Clearing an Engine Stall
To prevent a flameout and/or damage to the engine, neutralize controls, throttle to idle, monitor
EGT, RPM, and fuel flow. If the engine isn’t cleared by going to IDLE, shut it down and
perform an Immediate Airstart IAW NATOPS. However, if the throttle is at IDLE when an
engine stall occurs, it may not be apparent in some situations until the throttle is advanced above
IDLE.

FAMILIARIZATION CHAPTER FIVE
NOTES


CHAPTER SIX
AEROBATICS
600. INTRODUCTION
You perform aerobatics to learn the standard aerobatic maneuvers while improving your basic
air-work, increasing your confidence, and extending mastery over a larger portion of the
maneuvering envelope. As aerobatic flight improves your coordination, your timing, and your
ability to remain oriented, it also furthers your sense of feel for the T-45.
Aerobatic flight also familiarizes you with the unusual attitudes that are possible in the aircraft.
By employing the proper recovery methods, your confidence in both the aircraft and in your
abilities will increase. To fly the aircraft through the various aerobatic patterns, you must apply
varying control pressures in order to compensate for the effects of gravity and constantly
changing attitudes and airspeeds. Aerobatic training is essential to your development as a
tactical Naval Aviator.
You must know, understand, and observe all restrictions pertaining to aerobatics and be
thoroughly familiar with the capabilities and limitations of the T-45 aircraft (refer to NATOPS,
Chapter 4).
Aerobatic maneuvers must be initiated from an altitude that will enable you to complete the
maneuver and return to straight and level flight without descending below 10,000 ft AGL. You
will use visual cues outside the cockpit as your primary aerobatic references during the FAM
stage. All bank angles, pitch attitudes, and power settings are considered to be approximate.
You will also refer to the ADI during each maneuver, but only as a backup to your primary
visual references.
601. GENERAL AEROBATIC PROCEDURES
Upon entry into a maneuver:
1. Note aircraft airspeed, altitude, and heading parameters
2. Attempt to exit the maneuver with similar parameters
3. Use inside/outside scan technique
4. Zero G’s for greater than 30 seconds is prohibited
AEROBATICS 6-1
CHAPTER SIX FAMILIARIZATION
602. BASIC MANEUVERS
Minimum Radius Turn
A Minimum Radius Turn is a tight, high AOA (17 units), constant airspeed turn. In FAM the
minimum radius turn consists of two 360-degree turns in opposite directions. You practice the
minimum radius turn maneuver to develop your skills in precise control of the aircraft through
steep AOB and high g forces (Figure 6-1).
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Minimum Radius Turn.
Begin the maneuver at 300 KIAS, at the desired altitude, and aligned on a cardinal heading,
prominent terrain feature or section line for use as a visual reference. Roll into an approximate
85-degree AOB turn. Simultaneously increase the power to MRT and back stick to obtain
optimum AOA (17 units) while continuing to maintain entry airspeed. You may sacrifice
altitude as necessary to maintain airspeed throughout the 360-degree turn.
Begin the reversal on the terrain feature you used to start the maneuver. Use a moderate rate of
roll to achieve 85 degrees AOB in the opposite direction. Release back stick pressure during the
reversal to prevent the nose attitude from ballooning. As you roll into an 85-degree AOB turn in
the opposite direction, feed in back stick to maintain optimum AOA (17 units) and adjust the
nose attitude as required to maintain airspeed. Maintain power at MRT, optimum AOA, and
entry airspeed throughout the 360-degree turn. Roll out of the turn so the nose of the aircraft
reaches the referenced terrain feature. As your wings reach level, adjust the power and the nose
attitude to maintain 300 KIAS in level flight.
NOTE
Angle of attack is very sensitive during the Minimum Radius Turn:

small changes in g will cause a significant change in the AOA.
6-2 AEROBATICS
FAMILIARIZATION CHAPTER SIX
Figure 6-1: Minimum Radius Turn
Techniques
Remember, the airspeed is directly related to the nose attitude. As you decrease AOB (and
therefore raise your nose attitude), your airspeed will decrease. As you increase AOB (and
therefore lower your nose attitude), your airspeed will increase.
Aileron Roll
A constant-rate 360-degree roll about the aircraft’s longitudinal axis, the Aileron Roll is
practiced to develop your abilities to maintain lineup with a reference line and to retain spatial
orientation while flying through the inverted position (Figure 6-2).
Figure 6-2: Aileron Roll
AEROBATICS 6-3
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Aileron Roll. Begin the
maneuver at 300 KIAS, on altitude, with the power set to approximately 89% rpm, and aligned
on a prominent terrain feature or section line. Raise the nose smoothly to 10 degrees above the
horizon and then stop the nose movement. Apply aileron to produce a smooth, constant, and
moderate rate of roll through 360 degrees. Excess back stick pressure will result in the nose
scooping out more than 10 degrees below the horizon. Complete the maneuver with the nose on
the horizon on the original heading and altitude.
Wingover
The Wingover is a 180-degree reversal of the direction of flight through the vertical as well as
the horizontal plane. Perform it by combining a smooth climbing turn for 90 degrees and a
smooth descending turn for 90 degrees, recovering at approximately the same airspeed and
altitude at which you began the maneuver, but on the opposite heading.
The Wingover develops your ability to control the aircraft smoothly in balanced flight through
constantly changing attitudes and airspeeds. Perform the maneuver in either direction in a series
of two (in opposite directions) so that the series is completed on the same heading at which the
first wingover was started (Figure 6-3).
Figure 6-3: Wingover
6-4 AEROBATICS
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Wingover. Begin the
maneuver at 300 KIAS, on altitude, with the power set to approximately 89% rpm, and aligned
on a prominent terrain feature or section line. Select a reference point on the horizon that is
approximately 90 degrees off the current aircraft heading. Raise the nose smoothly, keeping the
wings level, to approximately 20 degrees noseup attitude. As the nose continues up, initiate a
slow roll in the direction of the reference point. The nose should describe an arc above the
horizon, reaching a maximum pitch of 45 degrees at approximately 45 degrees of heading
change and 45 degrees AOB. As the AOB continues to increase, start the nose smoothly
downward toward the horizon.
After 90 degrees of heading change, the nose passes through the horizon on the referenced point,
with 90 degrees AOB and an airspeed of approximately 150-170 KIAS. Reverse the roll and
begin to decrease the AOB as the nose falls through the horizon. The nose should describe a
similar arc below the horizon, reaching a maximum pitch of 45 degrees nosedown, at
approximately 135 degrees of heading change and 45 degrees AOB.
Roll out of the maneuver at a constant rate, increasing back stick pressure to control airspeed and
altitude. Upon completion of the maneuver, you should be in straight and level flight at 300
KIAS, 180 degrees from the original heading, and at approximately the same altitude as at the
beginning of the maneuver.
Now immediately raise the nose to continue the maneuver in the opposite direction. Your
aircraft should be on its original heading upon completion of the second Wingover.
Techniques
When the Wingover is introduced, visualize the aircraft’s path. Pay close attention to the
relation of the aircraft to the horizon as you see it from the cockpit. Once you are able to
visualize this relation, the Wingover is merely a matter of flying the aircraft through the pattern.
As the aircraft’s speed changes throughout the maneuver, you will have to adjust the amount of
control deflection to maintain a constant rate of pitch and roll. As your bank angle increases, it is
difficult to keep the nose coming up without drastically increasing your turn rate. If you are not
getting 45 degrees noseup, you may be rolling too fast during the initial part of the maneuver.
Barrel Roll
In the Barrel Roll, you roll the aircraft 360 degrees about an imaginary point on the horizon that
bears 45 degrees from the original heading of the aircraft. You practice it to further develop your
confidence, coordination, and sense of feel while flying the aircraft through varying attitudes and
airspeeds. The Barrel Roll also develops your ability to remain oriented while flying the aircraft
in balanced flight through the inverted position (Figure 6-4).
AEROBATICS 6-5
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Barrel Roll. Begin the
maneuver at 350 KIAS, on altitude, with the power set to approximately 92% rpm, and lined up
on a prominent terrain feature or section line. Select reference points that are at 45 degrees and
90 degrees off the current aircraft heading. Smoothly bring the nose to approximately 20 degrees
nose-high attitude while maintaining wings level. Passing 20 degrees noseup, initiate a smooth
roll towards the 90-degree reference point while describing an arc around an imaginary 45-
degree reference point. The nose will be at its highest when the aircraft is in 90 degrees AOB
passing through 45 degrees of the turn.
Figure 6-4: Barrel Roll
Continue at a constant rate of roll so that the aircraft is inverted wings level and 90 degrees off
the original heading as the nose passes down through the horizon. Verify that your airspeed over
the top is approximately 170-190 KIAS. Continue the roll so that the nose passes through the
45-degree nosedown position below the imaginary 45-degree reference point with a 90-degree
AOB. Maintain constant nose movement and roll to exit the barrel roll at 350 KIAS at entry
altitude and on entry heading.
6-6 AEROBATICS
Techniques
As in the Wingover, you will have to adjust your control inputs to maintain a constant rate of roll
and pitch as the airspeed changes during the maneuver. You will also have to visualize your lift
vector location (at the top of the aircraft) so that you can use it to achieve the maneuver
parameters. If you are not achieving 90 degrees of heading change as you roll inverted, you
didn’t maintain enough back stick when you were between 60 and 90 degrees AOB.
603. OVERHEAD MANEUVERS
NOTE
All overhead maneuvers require approximately 7,000 ft of altitude

to complete.
Loop
Because the Loop is a 360-degree turn in the vertical plane, the stabilator is your basic flight
control for the Loop. Employ ailerons and rudder for coordination and directional control
(Figure 6-5).
Figure 6-5: Loop
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the loop. Begin the maneuver
at 380 KIAS, on altitude, and lined up on a prominent terrain feature or section line. Advance
the power to approximately 96% rpm and expeditiously initiate a smooth 4-g wings level pullup
to achieve 4 g in approximately 2 seconds. Increase back stick pressure to maintain 4 g as
AEROBATICS 6-7
airspeed decreases. Maintain wings level with reference to the horizon. After the horizon
disappears under the nose, maintain wings level by scanning the section lines on both sides of the
aircraft. Continue to maintain the 4-g pull until reaching optimum AOA (17 units), then
maintain optimum AOA over the top. As you approach the inverted position, look out over the
top of the canopy to pick up on the section line for heading information and the horizon for
wings level.
Verify that wings are level, that airspeed is about 150 KIAS, and that the aircraft is flying at
optimum AOA going over the top. Bring the nose through the horizon, keeping the wings level,
maintaining optimum AOA, and staying aligned on the referenced terrain feature. Continue to
maintain optimum AOA until re-intercepting 4 g. Complete the loop at 380 KIAS, at initial
altitude, and lined up on the referenced terrain feature.
Techniques
Going slow over the top results from failing to maintain the 4-g pull and optimum AOA during
the first half of the Loop. Because of your decreasing airspeed in the climb, you must
continuously increase back stick pressure to maintain the 4 g or optimum AOA. Not being
aligned with the section line going over the top of the loop results from not maintaining a wings
level pullup. Maintain your wing attitude in relation to the section lines throughout the Loop and
immediately correct for any wing drop.
Half Cuban Eight
Initiated and ended at the same altitude, the Half Cuban Eight is a reversal of direction in the
vertical plane and can be used as a standard weapons delivery maneuver. Enter the maneuver as
you would a Loop, but, instead of completing the Loop, roll the aircraft to wings level when you
are 45 degrees nose down, inverted. Continue the 45-degree nosedown descent to the original
altitude but on the opposite heading (Figure 6-6).
Figure 6-6: Half Cuban Eight
6-8 AEROBATICS
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Half Cuban Eight. Begin
the maneuver at 380 KIAS, on altitude, and lined up on a prominent terrain feature or section
line. Advance the power to approximately 96% rpm and expeditiously initiate a smooth wings
level pullup to 4 g’s. Increase back stick pressure to maintain the 4-g pull as airspeed decreases.
To maintain wings level attitude during the first half of the maneuver, scan the section line on
both sides of your aircraft after the horizon disappears under the nose.
Continue to maintain the 4-g pull until reaching the optimum AOA (17 units) and maintain
optimum AOA over the top. Going over the top, verify that your wings are level, that airspeed is
150 KIAS, and that your aircraft is at optimum AOA.
Bring the nose through the horizon while still inverted with wings level and aligned on the
referenced terrain feature. Stop the nose movement at 45 degrees nosedown and roll upright,
maintaining wings level. Forty-five degrees nosedown is achieved when it feels like your feet
are on the horizon. Continue in a 45-degree dive and accelerate to recover at entry airspeed. Use
a 4-g pull to the horizon during recovery. The maneuver is complete when you are on entry
altitude at 380 KIAS and going in the opposite direction. Be sure to stop the nose at 45 degrees
nosedown with forward stick pressure prior to rolling wings level.
Immelmann
The Immelmann combines the first half of a Loop with a 180-degree roll to wings level at the top
of the Loop (Figure 6-7).
Figure 6-7: Immelmann
AEROBATICS 6-9
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Immelmann. Begin the
maneuver at 380 KIAS, on altitude, and lined up on a prominent terrain feature or section line.
Advance the power to approximately 96% rpm and expeditiously initiate a smooth 4-g wings
level pullup. Increase back stick pressure to maintain 4-g pull as airspeed decreases. To
maintain wings level attitude during the first half of the maneuver, scan the horizon on both sides
of the aircraft after the horizon disappears under the nose.
Continue to maintain the 4-g pull until reaching the optimum AOA (17 units) and maintain
optimum AOA until the nose is 10 degrees above the horizon inverted. Ten degrees above the
horizon is achieved when the canopy bow is on the horizon. Gently stop the nose movement at
10 degrees above the horizon by releasing back stick pressure and then roll upright, using
coordinated aileron and rudder. The aircraft will feel mushy because of the slow airspeed (about
150-170 KIAS). The maneuver is complete when you are in wings level flight at 180 KIAS
going in the opposite direction.
Techniques
You will need to increase back stick pressure as you approach wings level upright so that you
don’t lose altitude. The nose will feel heavy because you are trimmed for 380 KIAS.
NOTE
Rudder is important for coordinated rolls.
Split-S
The Split-S is the reverse of the Immelmann. Enter the maneuver from level flight, raise the
nose 10-15 degrees above the horizon, roll inverted, and pull the aircraft through a 180-degree
vertical turn. You will lose as much as 6,000 ft of altitude while performing the Split-S
(Figure 6-8).
6-10 AEROBATICS
Figure 6-8: Split-S
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Split-S. Begin the
Pull the nose up to 10 to 15 degrees above the horizon, reduce the power to IDLE, and roll
inverted, using ailerons and rudder. Gently but expeditiously pull to optimum AOA. Maintain
optimum AOA as your airspeed increases and maintain wings level and your lineup on the
referenced terrain feature throughout this maneuver. Maintain optimum AOA (17 units) until
intercepting 4 g and hold 4 g for the remainder of the maneuver. The maneuver is complete
when you are in level flight going in the opposite direction.
Techniques
To minimize loss of altitude, it is very important that you immediately pull and maintain
optimum AOA after rolling inverted until reaching 4 g and then hold 4 g until wings level.
Beginning the pull before getting inverted will result in not staying on the section line. Delaying
the pull to optimum AOA will greatly increase your altitude loss.
Squirrel Cage
The Squirrel Cage consists of a coordinated series of overhead maneuvers flown in the specific
sequence of the Loop, Half Cuban Eight, Immelmann, and Split-S without pausing between each
maneuver. Caution must be taken throughout this series to stay above 10,000 ft AGL
(Figure 6-9).
AEROBATICS 6-11
Figure 6-9: Squirrel Cage
Procedures
Complete the pre-stall and aerobatic checklist prior to performing the Squirrel Cage. Begin the
Start with a Loop at approximately 12,000 ft AGL. As you’re descending through the backside
of the Loop, allow the aircraft to accelerate to 380 KIAS and then from a level attitude begin a
Half Cuban Eight. As you exit the Half Cuban Eight, increase your speed to 380 KIAS and,
from a level attitude, execute an Immelmann. Finally, reduce the power to IDLE and execute a
Split-S.
Techniques
Pay particular attention to airspeed and altitude during the Squirrel Cage and, because of the
duration of this maneuver, maintain an especially good lookout doctrine.
6-12 AEROBATICS
NOTES
AEROBATICS 6-13
6-14 AEROBATICS
CHAPTER SEVEN
APPROACH
700. INTRODUCTION
During this phase of your training we will be covering slow flight exercises and various
descents—including the jet penetration descent, the enroute/idle descent, the maximum
range/idle descent, and the cruise descent.
701. DESCENTS
Factors affecting your descent include enroute or terminal weather, fuel, the presence of an
emergency, and the mission you are flying.
Jet Penetration
Use the jet penetration for quick descent to lower altitudes associated with instrument
approaches, for VFR entry to the landing pattern, when fuel is not a primary consideration, and
when you do not want to gain excessive airspeed or cover a large horizontal distance.
Procedures
To perform this descent, reduce the power to IDLE (if above 30K-75% minimum), and extend
the speed brakes as required. Establish a descent rate of 4,000 to 6,000 fpm while adjusting the
nose attitude to maintain 250 KIAS. At 10% of the rate of descent (in feet) above the desired
altitude, retract the speed brakes and initiate level off. Adjust the power to maintain 250 KIAS.
NOTE
The rate of descent should not exceed your altitude above the
ground in feet per minute when you are below 5,000 ft AGL. This
precaution is commonly referred to as the “minute to live” rule.
Enroute Idle Descent
The enroute idle descent minimizes fuel consumption while descending at enroute airspeed.
Procedures
To perform this descent, reduce the power to IDLE (if above 30K-75% minimum) and begin the
descent when the distance to your destination in nautical miles is approximately 2.5 times your
altitude in thousands of feet above the desired altitude. Maintain cruise airspeed throughout the
descent. Begin level off when you are at 10% of the rate of descent (in feet) above the desired
altitude.
APPROACH 7-1
CHAPTER SEVEN FAMILIARIZATION
EXAMPLE: If you want to descend from FL350 to 15,000 ft MSL, calculate the beginning point
of your descent as follows:
2.5 x 20 (number of thousands) = 50 nm
Remember, this equation is simply a best guess as to when to start your descent. It does not
account for wind.
Maximum Range Idle Descent
The maximum range idle descent maximizes descent distance while minimizing fuel
consumption.
Procedures
Begin the descent when the distance to your destination is approximately 3 times your altitude in
thousands of feet above desired altitude. To perform this procedure, reduce the power to IDLE
(if above 30K-75% minimum), and maintain altitude until the aircraft decelerates to 190-200
KIAS. Lower the nose to maintain 190-200 KIAS during the descent. Begin level off when you
are at 10% of the rate of descent (in feet) above the desired altitude.
EXAMPLE: If you will be descending 15,000 ft, e.g., FL180 to 3,000 ft MSL, calculate the
beginning point of your descent as follows:
3 x 15 (number of thousands) = 45 nm
Again, this equation is simply a best guess as to when to start your descent. It does not account
for wind.
Cruise Descent Procedures
The cruise descent maintains your enroute speed. To perform the cruise descent, maintain
enroute airspeed and reduce the power as necessary to establish and maintain a 1,500 to 2,000
fpm rate of descent. Adjust the nose as required to maintain enroute or assigned airspeed. Begin
level off when you are at 10% of the rate of descent (in feet) above the desired altitude. During
FAM flights, the cruise descent is done at 250 KIAS. If entry airspeed is above 250 KIAS,
reduce power first and slow to 250 KIAS, then lower nose to maintain a 1,500- to 2,000-fpm
descent. If entry speed is below 250 KIAS, lower the nose first and accelerate to 250 KIAS, then
adjust power to maintain a 1,500- 2,000-fpm descent.
7-2 APPROACH
CHAPTER EIGHT
LANDING PROCEDURES
800. INTRODUCTION
One of the major goals of the Familiarization stage is to ensure that you are able to perform the
landing pattern and touchdown consistently. Upon completion of the Familiarization stage, you
should be able to fly a consistent landing pattern, regardless of weather conditions (e.g.,
crosswinds).
801. NORMAL VFR RECOVERY
Use the normal VFR recovery to enter the landing pattern from the MOA when the field is
accepting break traffic.
Procedures
Monitor ATIS prior to leaving the MOA to get the latest weather and airport information.
Follow the course rules to arrive at the VFR initial and report your position to the tower. At this
point, follow Tower’s directions.
Unless Tower or interval dictate otherwise, the break should occur within the first two thirds of
the runway. When cleared by Tower and with proper interval, initiate a level break by rolling to
an appropriate AOB for G required in a level turn. After the AOB is established, simultaneously
reduce the throttle to idle, extend the speed brakes, and adjust back stick pressure and AOB to
maintain 0 VSI as the jet decelerates. Use G and AOA to establish the proper abeam distance on
downwind. At 200 KIAS, lower the gear and position the flaps as required.
To establish a correct landing interval, you will have to break when the aircraft immediately
ahead of you in the pattern is:
1. 30 degrees aft of your wing if the aircraft is established on the downwind leg in a dirty
configuration.
2. Between 10 and 30 degrees aft of your wing if the aircraft is executing a break.
Make allowances for different patterns, if known (e.g., no flaps, dissimilar aircraft, etc.).
NOTE
Ensure that you observe the landing configuration limitations for

the landing gear, flaps and slats: they should not be extended at
airspeeds above 200 KIAS or greater than 2 g’s.
When you are wings level on the downwind leg, approximately 1 nm abeam descend to 600 ft
AGL, establish optimum AOA (17 units), and cross-check AOA with airspeed. Since optimum
LANDING PROCEDURES 8-1

CHAPTER EIGHT FAMILIARIZATION
AOA airspeed varies with weight, you must add the fuel state to the aircraft weight to determine
gross weight. To do so, check your fuel state. Given a fuel state of 2,000 pounds, the gross
weight of your aircraft is about 12,500 pounds. Airspeed at optimum AOA at 12,500 pounds is
118 + 2 KIAS. At optimum AOA, your airspeed will change 2.5 KIAS for every 500 pound
change in your gross weight.
GROSS FULL HALF ZERO EMERG

WT. FLAPS FLAPS FLAPS FLAPS
(Pounds) (KIAS) (KIAS) (KIAS) (KIAS)
11,000 114 132 151 114
12,000 119 138 157 119
13,000 124 143 164 124
14,000 128 149 170 128
15,000 133 154 176 133
Check your AOA indexers for correct operation with respect to your AOA indicator. Complete
the landing checklist prior to reaching the abeam position. Trim the aircraft for hands-off flight
at optimum AOA to help you stay on-speed during the landing approach.
802. LANDING PATTERN
FULL FLAP/SLAT (NORMAL)
1. Abeam—600 ft AGL, on-speed, and approximately 1 nm laterally across from the

touchdown position on the runway
2. 180-degree—600 ft AGL, on-speed, zero rate of descent, 15 seconds past abeam with time
adjusted for wind
3. 135-degree—on-speed, approximately 200-300 fpm rate of descent
4. 90-degree—450 ft AGL and on-speed, approximately 500 fpm rate of descent
5. 45-degree—325 to 375 feet AGL and on-speed, approximately 500-700 fpm rate of descent
6. The start—on centerline, on-speed, a centered ball, approximately 500-700 fpm rate of
descent
NOTE
A proper pattern will result in a correct groove length of 15 to 18

seconds (Figure 8-1). The primary emphasis of the landing pattern
is an outside scan, cross-checking the instruments.
8-2 LANDING PROCEDURES

FAMILIARIZATION CHAPTER EIGHT
Procedures
To perform the landing pattern correctly, you must arrive at the proper abeam position, on-speed,
on altitude, and trimmed up. Call abeam to notify the Tower of your intentions and to advise that
your gear are down and locked, i.e., “(call sign) abeam, gear, touch and go.” The two acceptable
Radar Altimeter settings are 450’ or 380’.
Continue wings level from abeam at 600 ft AGL and on-speed for 15 seconds. Adjust for winds
by subtracting 1 second for each knot of headwind component. Perform the initial 90 degrees of
the approach turn primarily on instruments to establish a consistent rate of turn/rate of descent.
Roll into a 27-30 degree AOB turn, adjust the power, and lower the nose slightly to establish a
200-300 fpm rate of descent. Use the nose attitude to maintain optimum AOA and use the power
to control your rate of descent. Check your position in relation to the extended centerline and
adjust your AOB and rate of descent to arrive at the proper 90 degree position. Concentrate on
performing an instrument approach through the first 90 degrees of turn. Scan the following
flight instruments throughout the approach:
1. HUD
2. VSI
3. Radar altimeter
4. ADI (AOB and heading)
5. AOA (indexer and gauge)
6. Barometric altimeter

Figure 8-1: Normal Landing Pattern
NOTE
It is important to remember fundamental distinctions between the

ADI display and the HUD. Using a waterline symbol, the ADI
displays instantaneous aircraft pitch attitude as measured from a
pilot adjusted pitch reference line. By contrast, the HUD displays
a velocity vector symbol that shows the aircraft’s angular direction
of movement as measured from a GINA-stabilized HUD horizontal
flight line. When the velocity vector is centered on the horizontal
flight line, the aircraft is in level flight. The ADI and HUD display
are not synonymous. For example, it is quite possible to have a
positive pitch angle displayed on the pitch ladder while the GINA
generates a negative or level flight velocity vector displayed on the
HUD flight path ladder (Figure 8-2).

Figure 8-2: Typical ADI and HUD Display in the Landing Pattern
NOTE
The ADI and HUD display different bank angle reference marks
that must not be inadvertently confused:
* ADI display 10° 20° 30° 60° 90°

(caret not displayed past 90°)
* HUD 5° 15° 30° 45°
(caret flashes from 47.5° to 90°, not displayed past 90°)
Reaching the 90-degree position, increase your rate of descent to approximately 450 fpm. You
should be at 450 ft AGL and on-speed. Continue to adjust your AOB so that you will roll out on
the extended runway centerline. Use the entire runway as a reference for lineup, not just the
landing area, to avoid angling or overshooting approaches. You should have a visual “howgozit”
during the approach turn, and you should make any necessary corrections. At the 45-degree
position, you should be at 325-375 feet AGL, and you should be able to pick up the ball.
You enter the groove out of the start position at which point you should be at optimum AOA,
trimmed up, and on the runway centerline with 15-18 seconds of straightaway to touchdown.
You should also have a centered ball and approximately 500-700 fpm rate of descent.
NOTE
A slight power reduction will be required as you roll wings level in

the groove. The optimum AOA airspeed is 2 to 3 KIAS slower in
wings level flight than it is during the turn. Failing to reduce the
power will cause you to go high, fast, or both. Even though the
airspeed changes from the 180 through wings level in the groove,
you will still maintain optimum AOA throughout the approach
turn.

No Flap/Slat
1. Abeam – altitude per Course Rules, on-speed, and between 1.8 and 2.0 nm laterally across
from the touchdown position on the runway
2. 180-degree – altitude per Course Rules, on-speed, 15 seconds past abeam with time
adjusted for wind
3. 90-degree – on-speed
4. 45-degree – on-speed
5. The start – on runway centerline, on-speed, and a centered ball
Because the no flap/slat configuration simulates a combined HYD 1 and wheel brake/emergency
flap accumulator failure, the speed brakes will not be used (Figure 8-3).
NOTE
Due to the large tendency to overshoot, special attention should be

given to the center line when rolling out in the groove.
Figure 8-3: No Flap/Slat Landing Pattern

FAMILIARIZATION CHANGE 1 CHAPTER EIGHT
Procedures
When in the pattern, transition from a full flap/slat configuration during the upwind leg. At 140
KIAS, wings level, and above 500 ft AGL, raise the flaps and slats. Turn downwind with the
proper interval established, at or above 500 ft AGL, or as directed by the tower, utilizing a
minimum of 160KIAS, but no slower than on-speed, and 25-degree AOB. Establish the
downwind leg at 1.8 to 2.0 nm abeam—remember, no flap/slat patterns are wider due to
increased airspeed. Continue to maintain no slower than optimum AOA, remembering that your
airspeed will be -approximately 35 KIAS faster than for full flap/slat landings. Complete the
landing checklist prior to reaching the abeam position and verify the AOA/airspeed check.
As you reach the 180, roll into a 30-degree AOB, no slower than on-speed, level turn. Because
the no flap/slat pattern is wider and faster, you will be deeper throughout the approach turn.
Follow established procedures for local field operations in order to intercept glideslope and
extended runway centerline. Fly the ball to the in-close position, then flare in order not to
exceed 600 fpm on touchdown. The goal is to land prior to the arresting gear due to the
simulated HYD 1 failure.
NOTE
In the event of an actual HYD 1 failure, you would execute a

straight-in No Flap/Slat approach.
Technique
The no flap/slat approach produces less drag. You will be operating at reduced power settings,
thus increasing engine response time relative to a full flap/slat approach.
803. PATTERN CORRECTIONS—OVER/UNDERSHOOTING CROSSWINDS
During the FAM stage, a major point of concern is your ability to fly a consistent pattern for
every approach, so you must consider the wind during each approach. If you do not correct for
the wind, you will end up having to make significant pattern corrections in order to land. The
key points for consistency are the abeam, the 90, and the start. An inconsistent 180 will make it
very difficult to get a good start and groove and will hamper your ability to learn how to land the
T-45 with the precision required of a carrier pilot. The following lists the pattern corrections
required when either an undershooting or an overshooting crosswind condition exists.
Overshooting Crosswind
If an overshooting wind condition exists and you fail to make the necessary corrections, you will
overshoot the runway centerline as you roll into the groove (as illustrated in Figure 8-4). To
correct for this condition, use less AOB in the break and establish a crab into the wind to
maintain the proper abeam distance. In order to arrive at a good 90, you will need to increase
your AOB during the approach turn. The steeper AOB will increase your rate of turn and thus
require a slight increase in your rate of descent. When on glideslope, use a wings level, crabbed
crosswind technique to maintain the lineup.

Figure 8-4: Pattern Corrections, Overshooting Winds
Undershooting Crosswind
If an undershooting wind condition exists and you fail to make the necessary corrections, you
will undershoot the runway and have an angling approach, which will result in too short a groove
(as illustrated in Figure 8-5). To correct, increase the AOB in the break and establish a crab
angle into the wind to maintain the proper abeam distance. In order to arrive at a good 90, you
will need to shallow your AOB during the approach turn. The shallow AOB reduces your rate of
turn and requires a slight decrease in your rate of descent to arrive at the 90 on altitude. When
on glideslope, use a wings level, crabbed crosswind technique to maintain lineup.
804. PATTERN CORRECTIONS—GENERAL
Properly identifying the abeam position is a critical component of the landing pattern; verify that
you are, in fact, directly across from the touchdown area of the runway (abeam the optical
landing system). Upon reaching the proper abeam position, you must time for 15 seconds to start

the approach turn correctly at the 180. Remember to adjust your timing by 1 second for each
knot of head wind component (Example: If your head wind component was 8 knots, subtracting
8 seconds from 15 would result in timing 7 seconds from the abeam before starting your
approach turn). If you arrive at the abeam and 180-degree positions correctly and make the
necessary adjustments during the approach turn, you will reach a consistent 90 and start position
with the proper groove length.
Figure 8-5: Pattern Corrections, Undershooting Winds
805. TRACKING THE GLIDESLOPE—CORRECTIONS
Improved Fresnel Lens Optical Landing System (IFLOLS)
There are two models of the IFLOLS lens: one is a portable shore-based model (Figure 8-6) and
the other is the shipboard model. The model (Figure 8-7) used on carriers is line and inertial
stabilized. Line stabilization compensates for the ship's pitch and roll, where inertial
compensates for pitch, roll, and heave.

Figure 8-6: IFLOLS Lens - Shore-based Model
Figure 8-7: IFLOLS Lens - Ship-based Model

Component Description
The IFLOLS lens consists of a lens assembly, cut lights, waveoff lights, and datum lights.
Lens Assembly
The lens assembly contains 12 vertical light cells. Depending on your position on the glidepath,
one of the 10 upper amber cells or 2 bottom red cells is visible. The visible lens indicates your
position relative to the glideslope (i.e., above, on, or below the optimum glideslope).
Cut Lights
Mounted horizontally and centered above the lens box are four green cut lights that initially
indicate a "Roger ball" call to aircraft that are operating under "ziplip," EMCON (Emissions
Control), or NORDO at the ship. Additional illumination of the cut lights is a call for power.
Ziplip is normally used during day Case I fleet operations to minimize radio transmissions.
EMCON is a condition where all electronic emissions are minimized.
Waveoff Lights
Waveoff lights are mounted vertically on each side of the lens box. These red lights are
controlled by the Landing Signal Officer (LSO) and used to indicate that either the deck is foul
or the approach is not set up properly or is unsafe. On the shipboard model, there are 3
additional auxiliary waveoff lights on each side and adjacent to the primary waveoff lights.
NOTE
Alternating cut and waveoff lights by the LSO is a signal to the

aircraft on approach to RTB (Bingo, if necessary).
Datum Lights
Green datum lights are mounted horizontally to the lens assembly with 10 lights on each side.
The position of the ball in reference to the datum lights provides you glideslope information.
Lens Operation
All source lights in the lens box are illuminated during operation (Figure 8-8). Each of the 12
cells is angled slightly from the adjacent cell for a total vertical coverage of 1.7 degrees. The
lenses are manufactured in such a way that only one cell, or part thereof, can be seen from a
particular angle. Each cell projects a bar of horizontal light that appears to be a ball until very
close range; therefore, the term "meatball" or "ball" is used to describe the light. As stated
previously, the red bottom cells indicate an excessively low condition. Never accept or finesse a
low ball.

Rolling the lens relative to the ship's roll axis compensates for the hook-to-eye distance of
different type aircraft.
The ball is visible on the lens at plus or minus .85 of a degree vertically from optimum
glideslope and about 20 degrees either side of centerline. These conditions create a wedge-
shaped area in which the ball can be seen on the lens (Figure 8-9). Because the lens assembly
projects a wedge of light, the closer the aircraft comes to the lens, the narrower the wedge
becomes; therefore, smaller glideslope corrections are required the closer the aircraft is to
touchdown. If your aircraft is not in the 1.7-degree wedge, the ball will not be visible. If you
understand glideslope geometry, you will realize the importance of flying to a good start.
Figure 8-8: IFLOLS Vertical Coverage
Figure 8-9: Optical coverage of the IFLOLS

Glideslope Description
Because of the divergence of each lens cell, the size of the ball projected by that cell increases as
distance from that cell increases, and vice versa. The following graphic illustrates this
relationship, as well as the sink rate/ball position relationship. Note that at 1 mile the thickness
of the center cell is approximately 15 ft. The entire lens is approximately 194 ft thick at one mile
and only 20 ft thick at the ramp. It must be noted also that as distance increases, resolution of the
cells decreases. Thus, the information you receive within one mile is better resolved and more
accurate the closer the aircraft gets to touchdown.
Procedures
Use the IFLOLS to maintain proper glideslope. Remember, the IFLOLS gives you only
glideslope, not lineup, information. Use peripheral vision to scan the AOA indexer for
maintaining proper AOA.
Figure 8-10: Glideslope Indications (IFLOLS Lens/AOA Indexer)
The following list presents various glideslope/AOA indications you can expect to see and the
associated corrections required to adjust back to the on-speed and centered ball approach.
Remember, the glideslope is wedge shaped and progressively narrows as you get closer to the
runway, so you must decrease the magnitude of a correction for an equivalent amount of ball
movement as you approach touchdown. Figure 8-11 graphically depicts the glideslope
corrections required during various situations.

Figure 8-11: Glideslope Corrections
High Energy
1. HIGH. Reduce the power to increase your rate of descent and adjust the nose attitude to
maintain optimum AOA. As the ball begins to move toward the center, add just enough power
to reestablish and maintain the proper glideslope and readjust your nose attitude to maintain
optimum AOA. Almost immediately following this counter correction, make a third adjustment:
reduce the power slightly in order to maintain the rate of descent required to hold the ball
centered.
If the ball goes high in close or at the ramp, stop the movement but do not attempt to re-center
the ball, which will inevitably result in a high rate of descent (“dive for the deck”) and a hard
landing—and, potentially, blown tires and structural damage. Avoid the temptation to drastically
reduce power when you are high or climbing in close, accept a high or a bolter pass.
2. FAST. Reduce power. As your aircraft decelerates, increase the nose attitude to maintain
a centered ball and to achieve optimum AOA. A noseup correction performed too rapidly
generates excess power and will cause the aircraft to go high. Not enough noseup will leave you
fast and low. Approaching optimum AOA, add power if necessary to maintain glideslope and
readjust the nose attitude as necessary to maintain optimum AOA. Once more, you will have to
make a third correction: reduce the power and readjust nose slightly.

3. HIGH AND FAST. As in the high and on-speed, you must raise the nose attitude and
reduce the power. This time, however, reduce more power in order to correct in a timely
manner. The ball will begin to move toward the center. Once on-speed, apply power and
readjust and retrim the nose to hold the correct glideslope and AOA. If your aircraft approaches
on-speed prior to regaining a centered ball, adjust the power to control your rate of descent and
maintain proper AOA. As the ball approaches the center, use the nose attitude and the power to
stabilize on the proper AOA and glideslope.
Low Energy
1. LOW. Add power and adjust the nose attitude to maintain optimum AOA. As the ball
becomes centered, reduce the power to reestablish your glideslope and readjust your nose
attitude to maintain optimum AOA. Now, you have to make an inevitable third correction to
stabilize your approach. Add a small amount of power to prevent going low again. Never
accept a low ball.
2. SLOW. Add power. As your aircraft accelerates, decrease the nose attitude to obtain
optimum AOA and then readjust the nose attitude to maintain AOA and reduce the power to
maintain glideslope. To stabilize your approach, add a small amount of power and readjust the
nose attitude.
3. LOW AND SLOW. In this situation the aircraft is cocked up. Since the nose attitude is
already high, initiate the correction by adding power and holding the nose attitude constant,
which will move the ball upward and may or may not accelerate the aircraft. If the ball
approaches the center prior to your regaining the proper AOA, adjust the nose to obtain on-speed
and reduce the power to stay on the glideslope. If the aircraft accelerates while the ball is
moving toward the center, adjust the nose attitude to maintain proper AOA while waiting for the
glideslope correction to be completed. When the ball is centered, adjust the nose attitude and
reduce the power simultaneously to maintain proper glideslope and airspeed.
OK Energy
1. HIGH AND SLOW: If your aircraft is not excessively slow, you may need only to lower
your nose attitude to initiate the correction. However, if it is excessively slow, you will also
have to add power. Readjusting the attitude and the power should move the ball down toward
the center.
If your aircraft accelerates to on-speed before the ball reaches the center, a small power reduction
is necessary. If the AOA continues to indicate that you are slow, add power as the ball
approaches the center to stop the excessive rate of descent and accelerate your aircraft to the
proper AOA.
2. LOW AND FAST: Raise the nose to decelerate to optimum AOA. If the aircraft slows to
on-speed AOA prior to the ball being centered, add power to continue the ball movement and to
maintain on-speed. With the ball centered, reduce the power to reestablish your glideslope and
adjust your nose attitude to maintain optimum AOA. If you’re still fast when the ball reaches

center, readjust the nose attitude and reduce the power if necessary to maintain a centered ball
and to decelerate the aircraft to optimum AOA. Approaching proper AOA, add power to stop
the deceleration and to maintain proper glideslope.
CAUTION
Never accept a low ball. If you are low, make corrections

immediately. Do not reduce the power until the ball is centered.
Techniques
One mistake often made by pilots is to wait for noticeable ball movement before making a
correction rather than making a correction when they think they need one. Another common
approach error made by pilots is to not make the third correction. If this correction is not made,
the original error will re-develop. Make corrections based on seat of the pants feel prior to ball
movement. Remember, the ball tells you where you are; seat of the pants feel tells you where
you’re going.
806. LANDINGS
You will practice waveoffs, touch and go, and full-stop landings in two configurations, full
flap/slat and no flap/slat or speed brakes. You will also perform full flap/slat roll and go
landings. The roll and go is performed to demonstrate engine acceleration characteristics and the
distance required to take off after a go-around is initiated from an attempted full-stop landing.
Waveoff
A waveoff is mandatory when it’s directed by the Control Tower, the LSO, your instructor, or
the wheels watch/RDO. When a waveoff is directed, you should act immediately. Do not
hesitate; execute waveoff procedures and acknowledge the waveoff on the radio. Any questions
can be answered when you are safe on deck. Additionally, you may execute a waveoff any time
that you believe a safe landing cannot be made.
Reasons
You may be told to wave off for several reasons. The RDO may give you a waveoff for an
unsafe pattern, most often due to an excessive overshooting start. You may also be waved off
for a poor pattern—for example, being too long in the groove. Or the Tower may give you a
waveoff if runway conditions make a landing unsafe. In any case, you will receive the waveoff
signal over the radio or by the waveoff lights on the IFLOLS.
Procedures
To perform a waveoff, simultaneously advance the power to MRT, retract the speed brakes, and
maintain optimum AOA. Level the wings if necessary and verify a positive rate of climb. After
a climb is established and you are above 300 ft AGL, turn to parallel the runway and conform to
pattern airspeeds and altitudes. Inform the Tower that you are waving off.

FAMILIARIZATION CHANGE 1 CHAPTER EIGHT
Touch And Go—Full Flap/Slat and No Flap/Slat
Touch and go landings are practiced to improve your landing skills through a serial repetition
that enables you to review the previous pattern while you’re in the next, identifying pattern
errors, and adjusting on subsequent passes. This process is conducive to self-critique and
analysis; through repetition, you are developing your ability to arrive consistently at a good start.
Procedures
To perform a touch and go, make a normal landing approach for your configuration to the
runway centerline or the carrier box. If you are correcting for a crosswind, take out the crab with
rudder while simultaneously applying aileron to maintain wings level, just prior to touchdown.
Neutralize the rudder prior to nose wheel touchdown. At touchdown, simultaneously advance
the power to MRT, retract the speed brakes, and rotate the aircraft to takeoff attitude.
Verify a positive rate of climb and maintain 130 KIAS for full flaps/slats or a minimum of
160 KIAS for no flaps/slats. Turn downwind with proper interval or when cleared by the Tower
and at or above 300 ft AGL and 130 KIAS for full flaps/slats or 500 ft AGL and a minimum of
160 KIAS (<17 units) for no flaps/slats. Establish the proper interval by turning downwind
when the aircraft immediately ahead of you is:
1. 30 degrees forward of your wing after executing the break and is established on the
downwind leg in a clean configuration.
2. 10 degrees forward of your wing and is established on the downwind leg in a dirty
configuration.
NOTE
Make the necessary adjustments for differences in pattern speed

and configurations, if known (e.g., no flaps, dissimilar aircraft).
Continue climbing to pattern altitude (if you’re not already level at pattern altitude) and maintain
pattern airspeed. Vary your AOB as necessary to establish the appropriate abeam distance.
On the downwind leg, extend your speed brakes and adjust the nose attitude and the power as
necessary to maintain pattern altitude and optimum AOA. Perform the landing checklist only
when you’re established with wings level downwind and complete it prior to reaching the abeam
position. Remember to crab into the wind as necessary to maintain proper abeam distance.
Roll and Go—Full Flap/Slat
A Roll and Go is a maneuver aircrew practice in order to simulate a scenario that would require a
go around. Performing this maneuver allows aircrew to become familiar with the aircraft
response and it also gives aircrew the confidence to perform a go around in a non-standard
situation.

To execute a Roll and Go, perform a normal full flap/slat landing approach and touchdown on
the runway centerline. Upon touchdown, maintain back pressure on the throttle until
GROUND IDLE is achieved, and allow the aircraft to decelerate to 100 KIAS or until 4,000 ft
of runway remain, whichever comes first. Maintain directional control with nose wheel steering.
If you are correcting for a crosswind, take out the crab with rudder while simultaneously
applying aileron to maintain wings level, just prior to touchdown. Immediately upon touchdown
smoothly apply aileron into the wind as required to hold wings level, maintain longitudinal stick
at approach position or slightly forward, and neutralize the rudder prior to nose wheel
touchdown.
CAUTION
Do not continue the roll beyond the 4,000 ft remaining marker on

the runway.
Upon reaching either 100 KIAS or the 4,000 ft remaining marker, advance the power to MRT
and retract the speed brakes. Once the aircraft is accelerating and 5-10 KIAS prior to the
predicted takeoff speed, rotate the aircraft to the takeoff attitude, and allow the aircraft to fly off
the runway. Anticipate a lag from the time you go to MRT to when you actually feel the aircraft
begin to accelerate. Monitor your engine instruments as the engine accelerates. Remember, with
MRT set at 100 KIAS, you only have to accelerate about 5-10 KIAS to reach liftoff speed, so
shortly after the engine reaches MRT, you will be at your takeoff speed (within 1,500 to 2,000 ft
under normal conditions). Turn downwind when the proper interval has been established at or
above 300 ft AGL and when cleared by the tower.
Roll and Go – Full Flap/Slat, NWS Fail Simulation
The NWS simulated failed roll and go should be executed in a similar fashion to the normal roll
and go. While established on downwind, the pilot will paddle off the Control Aug and thereby
disable NWS. With a confirmed NWS and C AUG light, the pilot will then reset the Control
Aug and place the switch back to all. At this point, the only lights illuminated on the
warning/caution/advisory lights panel on the instrument panel will be the NWS caution, and
SKID light as normal. The pilot will then fly a normal approach and landing to runway
centerline. Upon landing, the pilot may note imprecise but acceptable nose tracking as the nose
wheel casters freely. Rudder pedals should be centered at touchdown in order to avoid
inadvertent inputs which may induce directional oscillations. Large rudder inputs and/or large
brake inputs may result in undesired directional deviations or Pilot-Induced Oscillations (PIO).
Use appropriate rudder, differential braking, and aileron to maintain runway alignment. The go
around shall be executed by 100kts or the four board, whichever occurs first. Once airborne,
simply pressing the high gain NWS button on the stick will reengage the NWS.
CAUTION
The above procedures are for demonstration purposes only and

should not be used for actual landings with a NWS failure. Refer
to NATOPS 7.14.4.2 for Crosswind Handling with Nosewheel
Steering Failed procedures, NATOPS 11.4.2.4 Landing Rollout

with NWS AUG Failed, and NATOPS 13.6 LOSS OF

DIRECTIONAL CONTROL procedures for additional guidance.
NOTE
The No NWS Roll and Go should only be done if specifically

prescribed by the syllabus of the student flying the event.
NOTE
The maximum cross wind limit for landing with NWS FAIL/OFF
is 15 Knots.
Roll and Go—No Flap/Slat
Perform a normal no flap/slat landing approach and touchdown on the runway centerline. Upon
touchdown, reduce the power to IDLE and allow the aircraft to decelerate to 140 KIAS or until
6,000 ft of runway remain, whichever comes first. Maintain directional control with the nose
wheel steering, if required. If you are correcting for a crosswind, take out crab with rudder while
simultaneously applying aileron into the wind to hold wings level, just prior to touchdown.
Immediately on touchdown, smoothly apply aileron into the wind to hold wings level, maintain
longitudinal stick at approach position or slightly forward, and neutralize the rudder prior to
nosewheel touchdown.
CAUTION
Do not continue the roll beyond the 6,000 ft remaining marker on

the runway.
Upon reaching either 140 KIAS or the 6,000 ft remaining marker, advance power to MRT. Once
the aircraft is accelerating and 5-10 KIAS prior to the predicted takeoff speed, rotate the aircraft
to the takeoff attitude and allow the aircraft to fly off the runway. Anticipate a lag from the time
you go to MRT to when you actually feel the aircraft begin to accelerate. Monitor your engine
instruments as the engine accelerates. Remember, with MRT set at 140 KIAS, you only have to
feel acceleration since you are above rotation speed, so shortly after the engine reaches MRT you
will be at your takeoff speed. Turn downwind when the proper interval has been established at
or above 300 ft AGL and when cleared by the tower. If turning downwind for a full flap/slat
landing, lower flaps and slats at or above 300 ft AGL and slow to 130 KIAS prior to turning
downwind.
Simulated 1/2 Flap Roll in Engagement (1/2 Flap Roll-N-Go)
The purpose for this maneuver is to practice the procedures for executing a 1/2 flap/slat roll in
engagement to the short field arresting gear. To execute, perform a normal approach and landing
as if you were executing a no flap/slat landing, maintaining on speed throughout the entire
approach and touch down on runway centerline approximately 500 feet prior to the arresting

gear. Ensure just prior to touchdown that you decrease the rate of descent to below 600 ft/min.
Upon touchdown, maintain approach power and landing attitude (approximately 5 degrees nose
up) until you pass the short field arresting gear but no later than 5,000 feet runway remaining or
120 KIAS. The proper pitch attitude can generally be achieved by holding one half aft stick until
engagement with the arresting gear. Do not apply brakes during this maneuver. Maintain
directional control with the nose wheel steering. If you are correcting for a crosswind, just prior
to touchdown, remove any crab angle you have put in. Immediately upon touchdown smoothly
apply aileron into the wind as required to hold wings level.
Upon passing the short field arresting gear, advance the power to MRT. Once the aircraft is
accelerating and 5-10 kts prior to the predicted takeoff speed, rotate the aircraft to the takeoff
attitude and allow the aircraft to fly off the runway. Anticipate a small lag from the time you go
to MRT to when you actually feel the aircraft begin to accelerate. Monitor your engine
instruments as the engine accelerates. Turn downwind when the proper interval has been
established at or above 300 ft AGL and when cleared by tower. If turning downwind for a full
flap / slat landing, lower flaps to full at or above 300 ft AGL and slow to 130 KIAS prior to
turning downwind.
Normal Field Landing Procedures
To perform a full-stop landing, fly a normal landing approach to touchdown on the runway
centerline. Upon touchdown, maintain back pressure on throttle until ground idle is achieved.
Apply smooth, steady braking below 100 KIAS (earlier braking may be required to achieve
deceleration schedule), increasing brake pressure as speed decreases. Do not pump the brakes.
During roll-out, less aileron may be required to maintain wings level.
Maintain initial directional control with nose wheel steering and continue normal braking at 100
KIAS or as required to achieve deceleration schedule. Upon reaching taxi speed, clear the duty
runway (high gain nose wheel steering may be engaged). Be sure to comply with local course
rules/SOP for clearing the runway. Do not change configuration until clear of runway. Full
aileron into the wind is required to taxi with a crosswind of greater than 20 knots.
Under normal circumstances, the best results are attained by applying moderate to heavy braking
with one smooth application of increasing braking pressure as airspeed decelerates towards taxi
speed. Antiskid is effective down to approximately 13 KGS. Below 13 KGS, heavy brake pedal
pressure should be relaxed to prevent tire skid. Steady, light brake applications should be
avoided, as they increase brake heating, do not significantly contribute to deceleration, and
ultimately reduce braking effectiveness.
If landing at a runway near SOP runway length minimums, it may be necessary to expeditiously
apply the brakes after touchdown to meet prescribed deceleration schedule. Additionally, a
faster than normal landing speed, resulting from the execution of a precautionary approach or
non-standard configurations (half flap / no flap), may require earlier and heavier brake
application, even with significant runway remaining. Ultimately, the intent is to land safely and
meet the prescribed deceleration schedule.

After clearing the duty runway, perform the post-landing check list. Switch to Ground Control
to request taxi clearance. Once you have received taxi clearance, taxi to the line. Call base on
radio to advise of aircraft condition as you enter the line area.
NOTES
1. Braking or a combination of braking and NWS inputs may

result in PIO. If PIO about the runway centerline occurs,
discontinue braking and use low gain NWS to accomplish a
straight track down the runway. Once a straight track is
accomplished, resume normal braking. Slight pumping of the
brakes prior to normal brake application may preclude PIO.
2. It has been determined through testing that the “T-45 has an

unstable critical speed for ground handling above 57 knots.
Although the aircraft is shown stable at touchdown speeds, the
aircraft rapidly loses directional stability as it slows. Below 40
knots stability increases”.
CAUTION
Improper braking and NWS technique may result in exaggerated

PIO. The sensitive directional control characteristics of the T-45
during landing rollout will require the SNA to make frequent,
coordinated brake/NWS inputs to safely perform full stop landings.
Not using these techniques or excessive or exaggerated NWS
inputs may result in the airplane departing the runway at high
speeds.
Night Landing at a Field without an IFLOLS
Night landings at a field with no IFLOLS are usually preceded by an instrument approach, so
review the circle-to-land procedures as outlined in the Instrument FTI. Many civilian fields
provide visual glideslope indicators in the form of the Visual Approach Slope Indicator (VASI)
or the Precision Approach Path Indicator (PAPI).
VASI—VASI is a system of lights that provides visual descent guidance to the runway installed
on either or both sides of the approach end of the runway. At night, these lights can be seen from
as far as 20 miles or more. VASI provides safe obstruction clearance within plus or minus
10 degrees of the extended runway centerline up to 4 miles from the runway threshold. VASI
systems consist of two light units or bars, near and far, with some having three bars, near,
middle, and far. VASI operates on the principle of color differentiation between red and white.
Each light unit projects a beam of light having a white segment in the upper part of the beam and
a red segment in the lower part. A two-bar VASI provides a visual glidepath normally set at
3 degrees. A three-bar VASI provides two glidepaths, the lower using the near and middle bars
set at 3 degrees, with the middle and far bars providing a glidepath normally 1/4 degree higher

used for high cockpit aircraft to provide sufficient threshold crossing height. The light units are
arranged so the pilot will see the combination of lights shown in Figure 8-8.
PAPI—PAPI uses light units arranged in a single row of two or four light units installed on the
left side of the approach end of the runway. Pilots may see this system from 20 miles at night.
Glidepath indications are shown in Figure 8-12.
Techniques
When transitioning from instruments to the runway environment, note the VSI required to stay
on the VASI or PAPI glidepath. Maintain on-speed and make corrections from above or below
the indicated glidepath in the same manner as flying with the IFLOLS, noting that once on
glidepath, it is much wider and VSI must be kept in your scan all the way to touchdown.
Figure 8-12: VASI (Three-bar) and PAPI
Landing at a Field with No Landing Aide
On approaching centerline, put the intended point of landing at approximately 3 degrees below
the horizon (the HUD shows this as 3/5ths between the horizon line and the dashed negative
5-degree mark) and start your descent using VSI as your primary glidepath indicator. Hold a
500- to 700-fpm rate of descent, depending on headwind, on-speed. If going below glidepath,
indicated by the point of landing moving away or rising above the 3-degree glideslope, make the
proper power correction to decrease your rate of descent until the landing point is again
3 degrees down, then increase your rate of descent, realizing that the VSI must be less than the
first attempt at maintaining glidepath. Going above glidepath is indicated by the landing point

sliding below the 3-degree glideslope, or seeming to move closer. Make the power correction to
increase VSI back down to glidepath, then reset the power to a relatively greater rate of descent
than you started with. Maintain VSI and proper corrections all the way to touchdown.
Transition from Half Flaps to Full Flaps
Listen to ATIS before you start your approach and decide if it will be flown at half flaps or full
flaps, based on fuel remaining and lowest reported broken or overcast layer. Transition to full
flaps should be made at approximately 500-feet AGL or Height Above Touchdown, below the
lowest layer of clouds if possible. Before the flaps are moved, note the rate of descent on the
VSI, then select full flaps. The jet will want to balloon, so hold enough forward stick to maintain
VSI. On-speed will now be slower than at half flaps, so you will now show fast on the AOA
gauge. As you are holding forward stick, reduce power to slow the aircraft to the full flap on-
speed. The forward pressure required to maintain VSI will decrease as the aircraft slows, and
then pass through the half flap setting until you will need a little back-stick pressure to hold the
full flap on-speed setting. Retrim the aircraft for on-speed.
Uncontrolled Airport and UNICOM Voice Procedures
Aircraft operating on an IFR flight plan, landing at a field without an operating Control Tower,
will be advised to change to the airport advisory frequency when direct communications with
ATC are no longer required. Towers and Centers do not have nontower airport traffic and
runway-in-use information, so if the information has not been obtained through ATIS or
otherwise, you should make a quick change to the airport advisory frequency when authorized.
Be alert and look for other aircraft around the airfield, and exchange traffic information when
approaching or departing the uncontrolled airfield. This is critical, as some aircraft, such as
cropdusters, may not have comm capability, while others may not communicate their presence or
intentions. These transmissions will be made on a common frequency identified for the purpose
of airport advisories known as CTAF, or common traffic advisory frequency. The CTAF may be
a UNICOM, MULTICOM, FSS, or tower frequency and is identified in appropriate aeronautical
publications.
When approaching a field with an FSS or UNICOM, establish comm about 10 miles out, state
your aircraft type, call sign, location relative to the airfield, intentions to land or overfly, and
request wind information and runway in use. Each report is preceded with the airfield ID, such
as, “College Station FSS. . .,” or “College Station UNICOM, HAWK 211, T-45, 10 miles south
at 5,000 ft for landing, request airport advisory.” Report on downwind, base leg, final, and when
clear of the runway to the area traffic: “College Station traffic, HAWK 211 downwind for
runway 13.” If there is no Tower, FSS, or UNICOM station at the airfield, use MULTICOM
frequency 122.9 for self-announcement of position and intentions. For practice approaches,
report final approach fix inbound or established on final approach segment on being released by
ATC, as well as missed approach or completion of approach. Departing aircraft should always
be alert for arrival aircraft coming from the opposite direction and make calls for taxiing, taking
the runway, and leaving the 10-mile radius of the airfield.

Crosswind Landing Technique
Immediately on touchdown, smoothly apply aileron into the wind as required to hold wings
level, maintain longitudinal stick at approach position or slightly forward, and neutralize the
rudder prior to nose wheel touchdown. During roll-out, less aileron may be required to maintain
wings level.
Landing with Blown Main Tire(s)
Although the chances of a blown main tire while operating at an airfield are remote,
consideration must be given to your reaction to this emergency and the handling characteristics
of the aircraft during landing and roll-out. If a blown main tire is experienced, you can expect to
receive an LSO talk down to a fly-in short field arrested landing. The target touchdown point is
on centerline within 50 feet of the arresting gear. On touchdown, the aircraft will begin an
immediate and rapid yaw or swerve to the side of the blown tire that could establish
approximately 3 degrees AOB opposite the direction of yaw. The pilot should anticipate this and
be prepared to apply the proper corrective control inputs (rudder pedal deflection opposite the
swerve) and execute a go-around. The technique for go-around is the same as for normal touch
and go or bolter with the additional and simultaneous application of rudder pedal to counter the
swerve (up to 180 lbs. of force). The prompt, but smooth application of aft stick (up to full aft
stick) will reduce time on deck. This technique maintains the proper pitch attitude for arresting
wire engagement and also prepares the aircraft for an immediate fly-away should the hook not
engage the arresting wire. If an arrested landing is not possible, you must consider the effect of
crosswind in determining the best runway to attempt a landing. A crosswind component of more
than 5 knots from the bad tire side is highly undesirable. It is recommended to accept a
quartering-tailwind from the good tire side rather than landing with more than 5 knots from the
blown tire side. Land on the good tire side of the runway and simultaneously retard power and
counter the swerve with rudder pedal input. Do not use high-gain nose wheel steering. Applying
full forward stick can increase low-gain NWS effectiveness. Judicious application of brakes
below 100 KIAS can help increase directional control (care must be taken to avoid blowing the
remaining tire since anti-skid is off). If directional control of the aircraft is lost and high-speed
departure of the runway is imminent, ejection should not be delayed. Pilot proficiency and
ability to counter the swerve should be considered prior to attempting a roll-out landing. A gear-
up landing or a controlled ejection may be required. If both main tires are blown, an arrested
landing shall be used to recover the aircraft. For more clarification, consult the T-45 NATOPS.
NOTE
In the event a field arrestment has been performed due to a brake

failure, NWS failure, or a blown tire, aircrew shall not attempt to
taxi clear of the runway. Aircrew should inform the tower that a
tow is necessary and request coordination from their appropriate
base.

Go Around
Every time a full-stop landing is performed, aircrew should crosscheck their deceleration with
the distance remaining boards on the runway (see T-45 Standard Operating Procedure for line
speeds). If line speeds are not being met at any of the “gates,” then a go around should be
executed. For example, the aircraft should be at 60 knots or less at the 3 board, but indicated
airspeed is 70 knots, the aircrew should execute a go around (see Roll and Go section above for
expected aircraft performance).
CAUTION
Based on airspeed and/or runway length, high speed braking may

be needed at greater than 100 knots in order to meet line speed
(e.g., landing at 119 knots close to the 5 board on a 6,000 foot
runway). If that is the case, apply the same braking techniques
described in the Normal Field Landing Procedures section below.
Low speed braking techniques remain the same.
Additionally, a go around is prescribed in the Brake Failure and the Loss of Directional Control
procedures, as well as in various other cases not mentioned in NATOPS/PCL; e.g.,
controllability issues during roll out and failure to trap in a field-trap scenario. The decision to
execute a go round for any unsafe condition must not be delayed. Once the decision to go
around is made, initiate the go around according to NATOPS procedure. The prompt, but
smooth application of aft stick (up to full aft stick without exceeding 24 units AOA) will reduce
time on deck. Directional control and indicated airspeed are the critical factors the pilot should
consider in determining whether to go around or stay on the runway. If directional control of the
aircraft is lost, and high speed departure of the runway is imminent, ejection should not be
delayed.
Scenario 1: Assuming no other malfunctions, weather VMC on a standard day, and fuel at
600lbs. On landing roll, you are passing the 3,000 ft remaining marker with 70 knots
ground speed, what would you do? Go around or continue with the landing roll and check
your groundspeed passing the 2,000 ft remaining marker?
Answer: Again, assuming no other issues, in this case, a go around would be prescribed.
Stall speeds with approach power and gross weight of 11,500 lbs are:
Half flaps 99 KIAS
Full flaps 94 KIAS

NOTES
1. Stall speeds at MRT will be 6-8 knots lower.
2. Liftoff will be prolonged under hot, humid, and/or high

altitude conditions.
Scenario 2: You are on a cross country and are landing on a 6,000 foot runway. Upon
landing, you notice that the brakes feel “mushy” but you still feel deceleration. At the 5
board, you see 105 knots. At the 4 board, you see 86 knots, and at the 3 board, you see 52
knots. What would you do? Assume a standard day with no other aircraft malfunctions.
Answer: Pilot discretion should be exercised in this scenario. Continuing with normal braking
techniques as described in the Normal Field Landing Procedures is viable, but one can also argue
that if you suspect a failure in the brake system, a go around should be executed.
Scenario 3: You launch from a 6,000 foot runway. Immediately after takeoff, you lose
your radios and decide to immediately turn downwind to recover. On touchdown, your
IAS is 125 knots and you are just prior to the 5 board. At the 4 board, you see 90 knots. At
the 3 board, you see 59 knots. What should you do?
Answer: If you are in a high speed braking situation, you may not have your line speeds by the
5 board. Pilot discretion should be used to determine if adequate deceleration exists. Check line
speeds again at the 4 and 3 board. If your line speeds are met, continue with the full stop.

CHAPTER NINE
ALTERNATE ENTRIES AND PRECAUTIONARY APPROACHES
900. INTRODUCTION
Alternate entries are used to expedite entry to the landing pattern from a point other than the
initial due to weather, low fuel, or traffic congestion. Precautionary approaches are practiced to
simulate situations when loss of oil pressure or other engine malfunctions make it undesirable to
reduce RPM; they keep you in the ejection envelope until you are in a position to land, even if
the engine fails.
901. ALTERNATE ENTRIES
Downwind Entry
The downwind entry into the VFR landing pattern will familiarize you with an alternative means
of entering the touch and go landing pattern. You or the Tower can request it to expedite entry
into the landing pattern from a direction opposite the duty runway (Figure 9-1).
Figure 9-1: Downwind
ALTERNATE ENTRIES AND PRECAUTIONARY APPROACHES 9-1

CHAPTER NINE FAMILIARIZATION
Procedures
Enter at or below 200 KIAS at the altitude published in the course rules from a position 5 nm
upwind of the landing runway and outboard of the extended runway centerline on the pattern
side. Upon receipt of clearance from the Tower, proceed towards the airfield to intercept the
pattern at about a 45-degree angle. As you approach the pattern, dirty up and complete the
landing and AOA/airspeed checks. Look for your interval; the Tower may give you traffic
information to fit you into the pattern. When established on the downwind leg, descend to
pattern altitude and continue with a normal landing pattern.
VFR Straight-In Approach
Advise Approach of your intentions to make a straight-in approach. Ensure the aircraft is
configured for landing approaching 5 miles. See TW-1 or TW-2 specific in-flight guide for
specific altitudes to start maneuver at 5 miles. Note that distances are from your intended pt. of
landing, not the approach end of the runway. Utilize the visual landing aid system if available
(IFLOLS, VASI , PAPI). At night, do not descend below 300 ft AGL without suitable glideslope
information from the available visual aid. The VFR straight-in approach has many applications
in the fleet—e.g., weather, hung ordnance, expediting recovery, some emergencies (Figure 9-2).
Procedures
Advise Approach of your intentions to make a straight-in approach prior to reaching the Initial.
Descend to altitude IAW local course rules. Complete the landing checklist, perform the
AOA/airspeed check by 3 nm. Remain on glideslope, on centerline, and on-speed until you
acquire the visual glideslope (using the ball or VASI). Then fly the ball all the way to
touchdown.
9-2 ALTERNATE ENTRIES AND PRECAUTIONARY APPROACHES

FAMILIARIZATION CHAPTER NINE
Figure 9-2: Straight-In Approach
902. PRECAUTIONARY APPROACHES
Precautionary approaches are designed to keep the pilot within a safe ejection envelope until a
safe landing can be made and are typically flown when the aircraft has experienced some type of
engine malfunction. Because these simulate approaches with some type of engine malfunction,
don’t move the throttle once it is set at 80% RPM until you are on final and then go to IDLE to
begin the flare.

CAUTION
After landing from a practice precautionary approach, don’t rotate

to takeoff attitude until you achieve flying speed and the power is
at 100% RPM. For a real precautionary approach the throttle must
be pulled to ground idle after the approach idle stop is released on
touchdown.
Straight-In Precautionary Approach
Procedures
To perform the Straight-In Precautionary Approach, begin by setting the power to 80% RPM
(Figure 9-3). Advise Approach Control of your intention to make a Straight-In Precautionary
Approach. At 5,000 ft AGL and 5 nm from the end of the runway lower the gear and half flaps,
extend the speed brakes, and complete the landing checklist.
Maintain target airspeed of approximately 175 KIAS and about 3,000-fpm rate of descent to
arrive at the following checkpoints—4 nm, 4,000 ft AGL; 3 nm, 3,000 ft AGL; 2 nm, 2,000 ft
AGL. At the 1.5 nm checkpoint (1,500 ft AGL), begin to increase pitch attitude while slowing to
165 KIAS, lower full flaps, speed brakes as required. Flaps should not be lowered to full until
runway landing is assured. Continue the approach using speed brakes as necessary to control
airspeed and rate of descent.
Figure 9-3: Straight-In Precautionary Approach

Do not decelerate below 160 KIAS until establishing roundout and flare prior to touchdown.
Reduce power to idle and continue to adjust pitch attitude, decreasing rate of descent and
bleeding off excess airspeed. Do not decelerate below optimum AOA or land with excessive rate
of descent. Touchdown should occur within the first third of the runway. Target checkpoints
during the profile are intended as guidelines and do not preclude adjusting aircraft configuration
as necessary to fly into the proper landing window.
Techniques
Since your throttle position is fixed during a precautionary approach, you need to use other
controls to regulate your descent rate. On a straight-in approach, you can use the speed brakes to
control your rate of descent. If low, you can delay lowering full flaps or retract your speed
brakes. If you have retracted your speed brakes and delayed going to full flaps to correct for a
low, don’t forget to lower your flaps and extend the speed brakes prior to touchdown. To correct
for being high, you can push the nose over and/or lower full flaps sooner to get back on the
proper approach. Remember not to exceed the 200-KIAS landing gear limitation.
Overhead Precautionary Approach
Procedures: Perpendicular Entry
Arrive at the High Key over the approximate landing area at 80% power, 200 KIAS and 5,000 ft
AGL on a heading 90 degrees to the landing runway and approximately 4,000 ft down the
runway (Figure 9-4). At High Key, lower gear and 1/2 flaps. Approximately three seconds after
crossing the runway (High Key), initiate a 25-35 degree AOB turn at 4,700 ft AGL and extend
the speed brakes while maintaining 175 KIAS.
The low key is at 3,000 ft AGL, 175 KIAS, approximately 3300-fpm rate of descent at 1.5 nm
abeam in a 35-degree AOB turn.

Figure 9-4: Overhead Precautionary Approach (Perpendicular Entry)
Adjust AOB and speed brakes to arrive at the 90-degree position at 1,500 ft AGL and 175 KIAS.
At this point begin to increase pitch attitude while decelerating to 165 KIAS. At the 45-degree
position with the appropriate altitude and airspeed to assure runway landing, lower full flaps.
Intercept the extended runway centerline at 330 ft AGL and 160 KIAS. Continue the approach
as discussed for the straight in precautionary approach.
Procedures: Parallel Entry
Arrive at High Key at 80% power, 200 KIAS and 5,000 ft AGL on a heading parallel to, and
directly overhead the landing point (Figure 9-5). At High Key, lower the gear and 1/2 flaps,
initiate a 25-35 degree AOB turn to arrive at low key at 3,000 ft AGL. Continue the approach as
discussed for the overhead precautionary approach (perpendicular entry).

Figure 9-5: Overhead Precautionary Approach (Parallel Entry)
Techniques
During an Overhead Precautionary Approach, you can adjust your turn radius to compensate for
deviations from the optimum checkpoint altitudes. If low, you can retract the speed brakes and
tighten your turn. If high, you can fly a little wider pattern. In no case should you turn away
from the runway to correct for being too high.
Abeam Precautionary Approach
Arrive at the abeam position, at 3,000 ft AGL, approximately 200 KIAS, and 1.5 nm abeam
(Figure 9-6). Lower the gear, half flaps, and extend the speed brakes. At low key, commence a
35-degree, 175-KIAS descent turn toward the runway. Complete the landing checklist prior to
reaching the 90-degree position. Adjust AOB and speed brakes to arrive at the 90-degree
position at 1,500 ft AGL and 175 KIAS. Continue the approach as discussed for the Overhead
Precautionary Approach (perpendicular entry).

Figure 9-6: Abeam Precautionary Approach

NOTES


CHAPTER TEN
NIGHT OPERATIONS
1000. INTRODUCTION
You are now ready to enter one of the most interesting and challenging phases of your flight
training—night flying. You should not approach this phase with any more apprehension than
you did when you began night driving. By this point, your skills as a pilot are fairly well
developed and you should find this transition relatively simple to accomplish.
The Night Familiarization block is not intended to teach you everything you need to know about
flying at night but instead to familiarize you with the basic principles of night flight. Good night
flying, like good night driving, requires increased care and attention to your surroundings. You
will have to identify obstructions and other aircraft not by outline but by such small identifying
features as a few colored lights—not as difficult as it sounds if you leave the ground well
prepared for the conditions you will find when airborne. Once you are airborne and clear of all
ground obstructions, the only possible obstruction remaining is other aircraft, so, obviously, it is
essential that you maintain a good lookout doctrine.
1001. HUMAN FACTORS OF NIGHT FLYING
Night Vision
An object must be illuminated by some light source before it can be perceived by the human eye,
and fortunately even the darkest of nights will have some light that will enable you to see objects
with some degree of clarity. The extent to which you will be able to see depends upon the
degree to which your eyes can adapt to the darkness and the intensity of existing sources of light,
such as the moon, stars, and lights on the ground.
Factors Affecting Night Vision
The following factors affect your ability to interpret what you see at night:
1. Few lighted landmarks
2. Limited depth perception
3. Oxygen level in blood
4. Fatigue
5. Anxiety
6. Autokinesis
7. Cockpit light intensity
NIGHT OPERATIONS 10-1

CHAPTER TEN FAMILIARIZATION
Night Vision Techniques
Once your eyes are effectively adapted for night vision, take care to maintain that adaption until
you have completed the flight. Avoid looking directly at brightly lighted areas because even
momentary exposure will adversely affect your night vision. During the flight, keep the cockpit
and instrument lights at a low intensity that permits you to see the instrument indications clearly
but avoids canopy glare. Also, be sure to use the red lens with your flashlight.
Even when your eyes are completely adapted for night conditions, you will see objects as
indistinct shapes in varying shades of grey. You won’t be able to see an unlighted object if you
look directly at it; however, if you shift your eyes to slightly above or below an object, you may
then be able to detect it. To perceive depth and relative motion accurately is extremely difficult
at night, so exercise care to avoid setting up excessively high rates of closure and descent.
Oxygen
Essential to good vision, especially at night, proper oxygen flow cannot improve your night
vision beyond your normal limits, but it does help to sustain night vision by supplying the blood
stream with required amounts of oxygen that may have been depleted by smoking or fatigue.
Additionally, as altitude increases, the reduced oxygen in the ambient air has a noticeable effect
on night vision, so be sure to use oxygen from takeoff to landing. Along with oxygen, vitamin
A, physical fitness, clean windshields, and clean visors all improve your night vision abilities.
Vertigo
Aviators can experience vertigo while flying during the day with good visibility. Some pilots
have even experienced vertigo while taxiing. However, night flying combines all of the elements
likely to cause vertigo: poor visibility is a frequent cause of vertigo, as are fatigue, anxiety, and
hypoxia.
In a common vertigo experience, you feel as though you are in a turn, but upon checking your
instruments, you see that you are flying straight and level. Another sensation of vertigo fits the
pattern known medically as the Coriolis phenomenon: for example, as you look down and adjust
some controls that are slightly behind and to one side of you, the aircraft rolls slightly to one
side, and when you straighten up and look ahead you experience vertigo. These impressions are
increased during letdown or when you are performing penetration turns, so whenever possible,
set up the cockpit before beginning such maneuvers.
You can also experience vertigo when you suddenly go from an area of good light reference to
an area with few or no external light references, say, as you suddenly lose sight of airfield lights
after takeoff or in the break. Many cases of vertigo involve confusion of ground lights and stars,
an illusory sense of lights in motion, errors in locating lights, and misjudging the position of
clouds. Haze and adverse lighting conditions obscuring the horizon can also cause vertigo.
10-2 NIGHT OPERATIONS

FAMILIARIZATION CHAPTER TEN
The experience of vertigo can vary greatly in duration and intensity, lasting only a few seconds
in minor instances or over an hour in extreme situations. Although vertigo may continue after
straight and level flight has been established, eventually it will disappear, and it can always be
countered.
Your most important and reliable method of safely countering vertigo is to discipline yourself to
have full confidence in your flight instruments. Trusting your instruments is always the answer
if you experience vertigo while in flight. Believe what you see on your instruments, not what
you feel.
1002. VISUAL NIGHT NAVIGATION PLANNING PROCEDURES
Although the principles of visual navigation are the same for night as for day, night navigation
does present some additional difficulties. When planning a night flight, you should plot the
course using well-lighted landmarks. The bridge or road that you normally use during daylight
may not be visible at night. Additionally, you must identify both lighted and unlighted obstacles
along the flight path and locate alternate airfields along the route in the event of an emergency.
As you plan your divert fields, determine which airfields along your flight path are suitable for
an emergency divert. Divert airfields must have lighted runways at least 6,000 ft long. After
identifying appropriate divert airfields, determine and plot the heading, distance, and Tower
frequency from each checkpoint to the nearest emergency divert field. You also need to
determine and plot the heading and distance from each checkpoint to home base in the event that
you experience a noncritical malfunction while in flight.
You also need to be concerned with proper VFR altitude selection. If your course is between
000 and 179 degrees, use odd altitudes plus 500 ft (e.g., 15,500 ft). If your course is between
180 and 359 degrees, use even altitudes plus 500 ft (e.g., 14,500 ft).
After you have plotted your course and identified the various checkpoints along the flight path,
compute the magnetic heading and distance in nautical miles between each set of checkpoints.
Be sure to account for the forecast winds when determining your actual heading and ground
speed and also consider any possible weather problems to ensure that your projected flight path
allows you to maintain VMC at all times. After you have completed all the required route
calculations, complete a single-engine jet log and calculate your fuel requirements and estimated
flight time.
1003. GROUND OPERATIONS
Exterior Preflight Inspection
Night aircraft preflight procedures are identical to those used during the day. Since hydraulic
fluid is red, use a flashlight with a clear (white) lens when preflighting so you can see hydraulic
fluid leaks. Turn on the battery and all exterior lights and then check that all exterior lights
work. Figure 10-1 depicts the location of the T-45’s exterior lights.

Figure 10-1: T-45 Exterior Lights
Interior Preflight Inspection
Set the exterior and formation lights to BRIGHT and STEADY, the anti-collision light ON, and
the strobe lights OFF. Set the interior lights to ON. After turning the battery on, adjust interior
light intensity to a level where the instruments lights are dim but adequately illuminate
instrument indications.
Field Lighting
You must fully understand the function of the various airfield lights including the rotating
beacon and the blue, white, green, amber, and red lights, or you will jeopardize your safety and
the safety of others (Figure 10-2).

Figure 10-2: Airfield Lighting
The rotating beacon, normally situated near the control tower, marks the airfield. It operates
from sunset to sunrise and during periods when the field is in IFR conditions. All rotating
beacons (military and civilian) are green and white; however, the military beacon uses a split
white beam while the civilian beacon uses a single white beam.
Blue lights mark the sides of the taxiway and the edges of the mat areas and, in pairs, all taxiway
entrances and exits. Green lights mark the taxiway centerline as well as the runway threshold.
White lights define a variety of airfield features. They mark both sides of the active runway and,
when they’re installed, the runway centerline. White lights that flash twice per second mark the
threshold. Additionally, white lights illuminate arresting gear arrows, wind tees/socks, and
runway distance remaining (in thousands of feet) markers. Runway approach lighting is also
white, and depending on the configuration, there may also be sequencing strobe lights.
Amber lights identify temporary ramp obstructions, such as construction work. Mobile ground

support equipment may also be called out by flashing amber lights.
Red lights typically identify areas requiring caution; and they can be used to mark obstructions,
equipment on taxiways, the end of the runway, and the waveoff lights. They are also used to
mark the top of obstructions in and around the airport.
Field Equipment
There are three basic types of wind direction indicators, the wind tee, the wind sock, and the
tetrahedron. The wind tee and wind sock are illuminated and free-swinging. The triangular
tetrahedron is marked by red lights on its port side and green lights on its starboard side and
down the center and is also free-swinging.
The location of the arresting gear is identified by internally lit arrows.
Taxi Procedures
Night taxi procedures are similar to day procedures except for required variations because of
limited visibility and depth perception. Use the taxi/landing light during taxi whenever its use is
required and taxi more slowly at night than you would during the day and always on the
centerline.
Ground Personnel Signals
Daytime and nighttime hand signals differ slightly. First, because taxi directors use lighted
wands instead of their hands and arms, some signals have been modified to accommodate the
wands. Refer to Appendix B, “Nighttime Hand Signals,” for a description of each nighttime
hand signal.
1004. TAKEOFF AND DEPARTURE PROCEDURES
Pre-Takeoff
Be prepared to readjust the intensity of your interior lights so that you will have maximum
outside visibility without glare on the canopy and minimum eye strain when reading your
instruments.
Takeoff
Night takeoff procedures are identical to those for the day except that you rotate and perform
initial climbout on instruments. As you continue your climb, begin an inside-outside scan. Look
outside for traffic and aircraft attitude and inside to monitor engine instruments and to cross-
check with the flight instruments.

1005. NIGHT NAVIGATION
Determining Present Position
You have three basic methods of determining your present position: pilotage, dead reckoning,
and navigational aids (NAVAIDs).
In pilotage you maintain your position by referencing a chart. Remember to locate a feature on
the map first and then scan outside to locate recognizable landmarks (e.g., cities, towers,
airfields, obstructions) that compare to your estimated position on your map.
Dead reckoning allows you to estimate your position by using your course, ground speed, and
elapsed time from your last known position. Remember to account for the winds when making
these determinations. Calculating your ground speed as soon as possible after you level off is a
good idea when using this method of navigation. Recalculate your ground speed after you make
significant changes in course or whenever you have nothing else to do.
You may also use your navigational aids in the T-45 (TACAN/DME, VOR and in T-45C
GPS/INS readouts) to determine your position, but during Night Familiarization your primary
means of navigation is pilotage.
Computing Distance From Last Known Position
In order to determine your distance from the last known position, you need to know your ground
speed. Determining your ground speed is accomplished by timing for a known distance (i.e.,
between checkpoints) and then dividing distance by time.
EXAMPLE: To calculate ground speed, if the distance between checkpoints is 30 nm and it

takes 5 minutes to fly between them:
30 (nm) divided by 5 (minutes) = 6 nm per minute or 360 knots
Next, you need to calculate the time flown from your last known position. With these two
variables, you can determine how far you have flown.
EXAMPLE: To calculate the distance flown in 4 minutes at a ground speed of 360 knots (6 nm
per minute), multiply ground speed by time:
6 (nm per minute) X 4 (minutes) = 24 nm
Now, using distance flown and the course maintained, you can estimate your present position.

Voice Communications
As you pass each checkpoint on your route, you are required to communicate your current status.
Communications must include aircraft side number, checkpoint name, fuel state, and next
checkpoint’s name.
1006. INADVERTENT IMC
If you inadvertently go into a cloud, transition to instruments and maintain wings level. If you
don’t immediately go VMC again, make a 30-degree AOB turn for 180 degrees and return to
VMC conditions. Report your situation to the safety pilot.
1007. ARRIVAL AND FIELD ENTRY PROCEDURES
Night arrival and field entry procedures are similar to those performed during the day except that
poor depth perception and the visual effects of field lighting require extra caution. Accelerate to
and break at no greater than 300 KIAS to arrive at the proper abeam distance.
1008. LANDING PROCEDURES
Night landing procedures are nearly identical to those performed during the day. However, from
the 180 on, you will need to rely more on your instruments—the AOA indicator/indexer, the
radar altimeter, the VSI, ADI, and in T-45C the Velocity Vector. Believe what your instruments
tell you because the lack of distinct external visual references in combination with lighting could
lead to a sensation of vertigo.
The key to a good night landing is to include the runway as part of your scan. Use your
instruments to establish your altitude and heading and use the runway to check your pattern.
During your approach, establish and maintain your rate of descent, turn, and AOA on
instruments but also scan the runway to determine the status of your approach. If you see the
need for a correction, look back inside and make the correction on instruments. Continue with
this inside-outside scan until you pick up the ball. Remember, don’t descend below 300 ft AGL
unless you have the ball. Use the ball for glideslope information, the runway for lineup, and the
AOA indexer for airspeed control.
For a night touch and go, use your instruments to rotate to the takeoff attitude and during the
initial climbout. As you pass 300 ft AGL, begin your inside-outside scan so that you can pick up
your interval. Climb to 500 ft AGL prior to turning downwind.
Because your field of view is limited at night, your sense of speed during the full-stop landing
roll-out is not as acute. Use the runway remaining markers to determine how far down the
runway you are and use the relative motion of the runway lights to judge your speed.

1009. NO RADIO (NORDO) PROCEDURES
Of course, you normally use the radio as the primary method of communicating at night.
However, in a NORDO situation, you have to know and follow the NORDO recovery procedures
listed in the course rules.
If you are NORDO, set your IFF to 7600 for the remainder of your flight or as directed by ATC.
Also, set your exterior lights to BRIGHT and FLASHING. Proceed directly to your home field
and execute the NORDO recovery procedures. Make all normal radio transmissions in the blind
on the appropriate frequencies.
When you enter the overhead pattern, pick up your own interval for the break. Ensure that you
complete the landing checklist and also remember to turn on your landing/taxi light. As you roll
into the groove, look for a steady green light from the tower to indicate clearance to land. If you
don’t see the green light, wave off and go around for another approach. Remember to perform
your landing checklist again. On the second approach, look for the green light again. If you
don’t see it this time, land the aircraft unless you get the waveoff lights.
If you are solo and NORDO, another aircraft may join on you in loose formation. If you have no
other problems, continue with a NORDO recovery as described above. The other aircraft will
follow in loose formation, but don’t worry about that aircraft: fly your own aircraft. If you have
another problem in addition to being NORDO, pass the appropriate HEFOE signal to the other
aircraft.
To pass the HEFOE signal at night, hold the flashlight close to the top of the canopy, point it
toward the other aircraft, and signal for the affected system:
1. Hydraulic system: one dash
2. Electrical system: two dashes
3. Fuel system: three dashes
4. Oxygen system: four dashes
5. Engine: five dashes

NOTES

APPENDIX A
GLOSSARY
A100. GLOSSARY
AGL: Above ground level. Normally used when referring to an altitude above field level.
AOA: Angle of attack.
AOB: Angle of bank.
Ball: Indication of the glideslope as displayed by the IFLOLS.
Break: Steep AOB decelerating turn from overhead the runway to establish the landing
configuration downwind.
Buffeting: Vibration of the airframe as it approaches and is in a stalled condition.
Carrier Box: Rectangular painted area just short of the IFLOLS on the left half of the runway
that represents an aircraft carrier’s landing area.
Downwind: Direction opposite to the heading of the active runway in the landing pattern. Also
a position beyond the approach end of the runway toward the initial.
Downwind Entry: Entry into the VFR landing pattern directly into the downwind leg.
Final Checker: Ground crew personnel who make a final inspection of the aircraft for proper
takeoff configuration and basic airworthiness.
FL: Flight level. Altitudes above 18,000 ft MSL are identified as flight levels, e.g., FL350 =
about 35,000 ft MSL.
FPM: Feet per minute. Normally referred to as a rate of climb or descent, e.g., 500-fpm rate of
descent.
GLOSSARY A-1
APPENDIX A FAMILIARIZATION
Gouge: Informal hints about approximate control techniques to accomplish a maneuver.
Groove: Wings level portion of the VFR landing pattern that coincides with the extended
runway centerline.
Inboard Runway: Runway closest to the tower when there are parallel runways.
Interval: Distance between your aircraft and the aircraft ahead of you in the landing pattern.
Also refers to the aircraft you are to follow in the landing pattern.
IFR: Instrument flight rules.
IMC: Instrument meteorological conditions.
KIAS: Knots indicated airspeed.
Line Speed Check: A check for proper takeoff acceleration. A preflight determined minimum
airspeed expected after a known distance of takeoff roll.
Marshal Area: Area on the ramp where formation flights gather prior to taxiing to the runway.
MOA: Military operating area (major flight training area).
MRT: Military rated thrust (maximum throttle).
MSL: Mean sea level. Used when referring to an altitude above sea level.
NM: Nautical mile(s).
NORDO: No radio; lost communication situation.
Outboard Runway: Runway farthest from the Tower when there are parallel runways.
A-2 GLOSSARY
FAMILIARIZATION APPENDIX A
RDO: Runway Duty Officer. A flight instructor assigned to act as safety observer at the end of
the runway.
ROD: Rate of descent.
SOP: Squadron operating procedures.
Squirrel Cage: Series of overhead aerobatic maneuvers—Loop, Half Cuban Eight, Immelmann,
and Split-S—performed in sequence with no pause between maneuvers.
Upwind: Direction same as that of the active runway in the landing pattern. Also a position
beyond the approach end of the runway toward the other end of the runway.
VFR: Visual flight rules.
VMC: Visual meteorological conditions.
VSI: Vertical speed indicator. The flight instrument that indicates your rate of climb or descent.
Wipe Out Cockpit: Cycling the flight controls during post-start checks.
GLOSSARY A-3
APPENDIX A FAMILIARIZATION
A-4 GLOSSARY
APPENDIX B
DAYTIME HAND SIGNALS
B100. INTRODUCTION
The following lists each of the daytime ground crew and taxi director signals that you will be
required to know. You must be thoroughly familiar with each of the hand signals identified. On
the carrier flight deck, there is no room for mistakes. Figures B-1 and B-2 display each of the
hand signals discussed in Appendix B.
Ground Crew Signals
Start Engine: Signalman’s left hand pointing at engine and right hand making circular motion
with two fingers extended at head level.
Engine Fire: Signalman describes a large figure eight with one hand and points to fire area with
other hand.
Engine Runup: Signalman’s index finger and middle finger make circular motion above head
level in response to pilot’s identical signal.
Wet Start: Signalman points to engine while plugging nose.
Wipe Out Cockpit: Signalman’s right elbow positioned in left palm in front of waist while
right fist makes horizontal circular motion above left hand.
Lower Flaps: Signalman’s hands in front with palms together horizontally, then opened from
wrist.
Open Speed Brakes: Signalman’s hands in front with palms together vertically, then opened
from wrist.
Clear Engine: Signalman draws vertical circle in front of body.
Raise Launch Bar: Signalman’s right elbow in left hand at waist level with right arm
horizontal; raises right hand to the vertical position.
Lower Launch Bar: Signalman’s right elbow in left hand at waist level with right arm vertical;
lowers right hand to horizontal with palm out.
Hook Down: Signalman’s right fist with thumb extended downward lowered suddenly to meet
horizontal palm of left hand.
Raise Flaps: Signalman’s hands together in front of body with palms open horizontally from
wrists, then suddenly closed.
DAYTIME HAND SIGNALS B-1

APPENDIX B FAMILIARIZATION
Lower 1/2 Flaps: Signalman’s hands in front with palms together horizontally, then opened
from wrist, followed by crossed hands.
Stabilator Check: Signalman’s fist extended from front of chest, then moved to chest and
extended again.
Close Speed Brakes: Signalman’s hands in front with palms open vertically from wrists, then
suddenly closed.
Hook Up: Signalman’s right fist, thumb extended upward, raised suddenly to meet horizontal
palm of left hand.
Final Checker: Signalman’s arms extended above head while making a diamond shape with
index fingers and thumbs.
Remove Gear Pins: Signalman forms circle with thumb and forefinger of left hand, then
extracts right forefinger from circled fingers of left hand, using “pull away” motion.
Rudder Check: Signalman’s arms fully extended horizontally from body with hands raised; left
arm pulled in toward body and then extended from body as right arm pulled in toward body
(alternating motion).
Aileron Check (Left Stick): Signalman’s left elbow resting in right palm at waist level; pivots
raised arm to right (approx. 45 degrees), then back to vertical.
Aileron Check (Right Stick): Signalman’s right elbow resting in left palm at waist level; pivots
raised arm to left (approx. 45 degrees), then back to vertical.
Taxi Director’s Signals
Stop/Emergency Stop: Signalman’s arms extended above head with hands crossed.
Brakes On: Signalman’s arms extended above head, fingers extended; clenches fists and holds.
Remove Chocks: Signalman’s arms at sides, fists closed, thumbs pointed outward; swings arms
outward.
Engage Nose Wheel Steering: Signalman points to nose with index finger and points to nose
wheel with other hand, then waves hand side to side.
Install Chocks: Signalman’s arms extended down 45 degrees from body with hands pointed
inward, then swings arms outward to inward.
Brakes Off: Signalman’s arms extended above head with fists clenched, then alternately
extends fingers and clenches fists.
B-2 DAYTIME HAND SIGNALS

FAMILIARIZATION APPENDIX B
Move Ahead: Signalman’s arms extended forward at shoulder level with hands vertical at eye
level, palms facing backward; makes beckoning arm motion, speed of arm movement indicating
desired speed.
Turn Left: Signalman’s right arm points downward while left arm repeatedly moves upward
and backward, speed of arm movement indicating desired rate of turn.
Turn Right: Signalman’s left arm points downward while right arm repeatedly moves upward
and backward, speed of arm movement indicating desired rate of turn.
Slow Down: Signalman’s arms down with palms toward ground, then moved up and down
several times.
Proceed To Next Marshaler: Signalman pats sides of head with both hands, then points to next
marshaler (near arm extended toward new marshaler while other arm moves across chest
pointing toward new marshaler).
Cut Engine: Signalman’s arms level with shoulder; moves one across throat in a slashing
movement while pointing other to engine.

Figure B-1: Day Hand Signals (1 of 2)

FAMILIARIZATION APPENDIX B
Figure B-2: Day Hand Signals (2 of 2)

NOTES

APPENDIX C
NIGHTTIME HAND SIGNALS
C100. INTRODUCTION
The following lists each of the nighttime ground crew and taxi director signals that you will be
required to know. You must be thoroughly familiar with each of the hand signals identified. On
the carrier flight deck, there is no room for mistakes. Figures C-1 and C-2 display each of the
hand signals discussed in Appendix C.
Ground Crew Signals
Start Engine: Signalman extends left wand overhead while making circular motion with right
wand at head level.
Shut Down Engine: Signalman’s arms level with shoulder; moves one wand across throat in
slashing movement while pointing other wand to engine.
Engine Fire: Signalman describes large horizontal figure eight with one wand and points to fire
area with other wand.
Close Speed Brakes: Signalman’s hands in front with wands open horizontally from wrists,
then closed.
Engine Runup: Signalman makes circular motion with wand above head level in response to
pilot’s same signal.
Wipe Out Cockpit: Signalman positions left wand horizontally in front of waist and makes
horizontal circular motion with right wand above left wand.
Lower Flaps: Signalman’s wands in front with wands together and then opened vertically from
wrists, crocodile-mouth fashion.
Hook Up: Signalman’s right wand pointed upward, then raised to meet horizontal wand in left
hand.
Open Speed Brakes: Signalman’s wands in front with wands together and then opened
horizontally from wrists.
Hook Down: Signalman’s right wand extended downward, then lowered to meet horizontal
wand in left hand.
Lower Launch Bar: Signalman’s right elbow resting in left hand at waist level with right wand
vertical; lowers right wand to horizontal.
NIGHTTIME HAND SIGNALS C-1

APPENDIX C FAMILIARIZATION
Remove Gear Pins: Signalman’s left wand at shoulder level pointed upward; signalman’s right
wand aligned horizontally with tip touching midpoint of vertical wand; right wand moves
horizontally away from left vertical wand.
Raise Launch Bar: Signalman’s right elbow resting in left hand at waist level with wand arm
horizontal; raises right wand to vertical position.
Raise Flaps: Signalman’s wands in front held open vertically from wrist, then closed crocodile-
mouth fashion.
Lower 1/2 Flaps: Signalman’s wands in front held together then opened vertically from wrist,
followed by crossed wands.
Final Checker: Signalman creates an inverted “V” with wands overhead.
Stabilator Check: Signalman’s wands extended in front of chest in vertical position, then
moved to chest and extended again.
Rudder Check: Signalman’s arms fully extended horizontally from body with wands raised;
left arm pulled in toward body and then extended from body as right arm pulled in toward body
(alternating motion).
Aileron Check (Left Stick): Signalman’s left elbow resting in right palm at waist level; pivots
raised wand to right (approx. 45 degrees) and then back to vertical.
Aileron Check (Right Stick): Signalman’s right elbow resting in left palm at waist level; pivots
raised wand to left (approx. 45 degrees) and then back to vertical.
Taxi Director’s Signals
Proceed To Next Marshaler: Signalman pats sides of head with both wands, then points to
next marshaler (near arm extended toward new marshaler while other wand moves across chest
pointing toward new marshaler).
Brakes On: Signalman’s arms extended above head, then crosses wands.
Remove Chocks: Signalman’s arms at sides, wands pointed outward; swings arms outward.
Stop/Emergency Stop: Signalman’s arms extended above head with wands crossed.
Engage Nose Wheel Steering: Signalman points to nose with one wand and points to nose
wheel with other wand.
Brakes Off: Signalman’s arms extended above head with wands crossed, then uncrosses wands.
C-2 NIGHTTIME HAND SIGNALS

FAMILIARIZATION APPENDIX C
Move Ahead: Signalman’s arms extended forward at shoulder level with wands vertical; makes
fanning arm motion side to side, speed of wand movement indicating desired speed.
Install Chocks: Signalman’s arms extended down 45 degrees from body with wands pointed
inward, then swings arms outward to inward.
Turn Left: Signalman’s right wand pointed downward while left wand repeatedly moves side to
side, speed of wand movement indicating desired rate of turn.
Turn Right: Signalman’s left wand points downward while right wand repeatedly moves side
to side, speed of wand movement indicating desired rate of turn.
Slow Down: Signalman’s wands held horizontal to the ground, then moved up and down several
times.

Figure C-1: Night Hand Signals (1 of 2)
NOTE
If you ever have any question as to the correct interpretation of a

signal, stop and get clarification.

FAMILIARIZATION APPENDIX C
Figure C-2: Night Hand Signals (2 of 2)

THIS PAGE IS INTENTIONALLY LEFT BLANK

APPENDIX D
STUDY RESOURCES
D100. INTRODUCTION – N/A
Study Resources for Familiarization Flight Procedures:

[A] T-45C NATOPS Flight Manual
[B] In-Flight Guide, TRAWING In-Flight Guide
[C] T-45 Familiarization FTI
[D] T-45 Carrier Qualification FTI
FAMFP-01: “FAM Flight Procedures” 3.4 hrs Classroom
Lesson Preparation:
[A] Part III, “Normal Procedures”
[A] Part IV, “Flight Characteristics”
[A] Part VII, Section 21.6, “Deck Ground Handling Signals”
[A] Part XI, “Performance Data”
[C] T-45 Familiarization FTI (All, except “Night Familiarization” section.)
[D] T-45 Carrier Qualification FTI, “Optical Landing System,” “Field Carrier Landing
Practice,” and “Definitions”
Reinforcement:
[B] In-Flight Guide, TRAWING In-Flight Guide
Lesson objectives for FAMFP-03X exam preparation:
* Recall information provided by stage briefing board
* Recall communications procedures for taxi/ground operations
* Recall communication procedures for takeoff
* Recall procedures for departure communications
* Recall ground operations procedures
* Identify ground crew signals
* Interpret taxi director’s signals
* Recall procedures for final checker’s inspection
* Recall procedures for operating parking brake
* Recall procedure for nose wheel steering check
* Recall nose wheel steering operation
* State power settings and limitations for taxi
* Recall procedures and techniques for positioning aircraft on runway
* Recall procedures for normal takeoff
* Recall crosswind limitations
* Recall procedures/techniques for crosswind takeoff
* Recall climb schedule procedures for departure/climbout
* Recall procedures for standard departure
* Recall procedures for inadvertent IMC
* Recall procedures for level off checklist
* Recall procedures for cruise
STUDY RESOURCES D-1

APPENDIX D FAMILIARIZATION
* Recall procedures and techniques for performing descents

* Recall procedures and techniques for flying accels and decels
* Recall procedures/techniques for flying the Turn Pattern
* Recall procedures and techniques for Slow Flight Exercise
* Recall procedures and techniques for establishing optimum AOA
* Recall minimum altitudes/weather requirements for performing stalls and aerobatics
* Recall procedures/techniques for performing Break Turn Stall and Recovery
* Recall procedures and techniques for performing power off stalls
* Recall procedures and techniques for performing Landing Attitude Maneuvers
* Recall procedures and techniques for performing Landing Attitude Stall and Recovery
* Recall procedures and techniques for performing Approach Turn Stall and Recovery
* Recall procedures/techniques for performing Accelerated Stall and Recovery
* Recall procedures/techniques for flying Minimum Radius Turns
* Recall procedures/techniques for performing unusual nose-high recoveries
* Recall procedures/techniques for performing nose-low recoveries
* Recall procedures/techniques for performing Aileron Roll
* Recall procedures/techniques for performing Wingover
* Recall procedures/techniques for performing Barrel Roll
* Recall procedures/techniques for performing Loop
* Recall procedures/techniques for performing Half Cuban Eight
* Recall procedures/techniques for performing Immelmann
* Recall procedures/techniques for performing Split-S
* Recall procedures/techniques for performing Squirrel Cage
FAMFP-02: “FAM Flight Procedures” 3.3 hrs Classroom

Lesson Preparation:
[A] Part III, “Normal Procedures”
[A] Part IV, “Flight Characteristics”
[A] Part VII, Sections 21.6, “Deck Ground Handling Signals”
[A] Part XI, “Performance Data”
[C] T-45 Familiarization FTI (All, except “Night Familiarization” section.)
Lesson objectives for FAMFP-03X exam preparation:

* Recall procedures and techniques for performing normal VFR recovery
* Recall procedures for alternate entries
* Recall procedures and techniques for performing downwind entry
* Recall procedures and techniques for performing Straight-In Precautionary Approach
* Recall procedures and techniques for performing Overhead Precautionary Approach
* Recall procedures and techniques for performing Abeam Precautionary Approach
* Recall landing configuration limitations
* Recall procedures and techniques for performing overhead pattern (brake)
* Recall procedures and techniques for performing touch and go landing (full flaps/slats)
* Recall procedures and techniques for performing full flaps/slats landing
* Recall procedures and techniques for performing full flaps/slats normal landing pattern
* Recall pattern corrections for all landing configurations
* Recall procedures and techniques for tracking glideslope
D-2 STUDY RESOURCES

FAMILIARIZATION APPENDIX D
* Recall procedures and techniques for performing crosswind landings

* Recall procedures and techniques for waveoff
* Recall procedures and techniques for performing roll and go (full flaps/slats)
* Recall procedures and techniques for performing touch and go landing (no flaps/slats)
* Recall procedures and techniques for performing no flaps/slats landing
FAMFP-03X: “Familiarization Block Examination” 1.0 hrs CAI
STUDY RESOURCES D-3

APPENDIX D FAMILIARIZATION
D-4 STUDY RESOURCES

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NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-1212 (Rev. 02-19)

FLIGHT TRAINING INSTRUCTION

CNATRA P-1212 CH-1

CNATRA P-1212 (REV. 02-19) CHANGE TRANSMITTAL 1

Subj: FLIGHT TRAINING INSTRUCTION, FAMILIARIZATION, T-45 STRIKE

Encl: (1) Change 1 Pages iv through xvi, 8-7, and 8-17.

1. Purpose. To publish Change 1 to the basic publication.

b. Record Change 1 on the Summary of Changes page.

Releasability and distribution:

FLIGHT TRAINING INSTRUCTION

LIST OF EFFECTIVE PAGES

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 128 CONSISTING OF THE FOLLOWING:

Page No. Change No. Page No. Change No

INTERIM CHANGE SUMMARY

The following Changes have been previously incorporated in this manual:

The following interim Changes have been incorporated in this Change/Revision:

LIST OF EFFECTIVE PAGES ....................................................................................................v

CHAPTER ONE - GROUND OPERATIONS ........................................................................ 1-1

CHAPTER TWO - TAKEOFF/DEPARTURE ...................................................................... 2-1

CHAPTER THREE - NORMAL FLIGHT ............................................................................. 3-1

CHAPTER FOUR - STALLS ................................................................................................... 4-1

CHAPTER FIVE - UNUSUAL ATTITUDES/RECOVERIES ............................................. 5-1

CHAPTER SIX - AEROBATICS............................................................................................. 6-1

CHAPTER SEVEN - APPROACH .......................................................................................... 7-1

CHAPTER EIGHT - LANDING PROCEDURES ................................................................. 8-1

CHAPTER NINE - ALT. ENTRIES AND PRECAUTIONARY APPROACHES ............. 9-1

CHAPTER TEN - NIGHT OPERATIONS ........................................................................... 10-1

APPENDIX A - GLOSSARY ................................................................................................... A-1

APPENDIX B - DAYTIME HAND SIGNALS .......................................................................B-1

APPENDIX C - NIGHTTIME HAND SIGNALS ................................................................. C-1

APPENDIX D - STUDY RESOURCES .................................................................................. D-1

Figure 3-1: Turn Pattern ....................................................................................................... 3-2

Figure 6-1: Minimum Radius Turn...................................................................................... 6-3

Figure 8-1: Normal Landing Pattern ................................................................................... 8-4

Figure 9-1: Downwind ........................................................................................................... 9-1

Figure 10-1: T-45 Exterior Lights ........................................................................................ 10-4

Figure B-1: Day Hand Signals (1 of 2) ..................................................................................B-4

Figure C-1: Night Hand Signals (1 of 2) .............................................................................. C-4

HOW TO USE THIS FTI

OPERATING LIMITATIONS/WEATHER RESTRICTIONS

2. Refer to CNATRAINST 1542.150/159/160/167 for syllabus weather minimums.

3. Refer to OPNAVINST 3710.7U for additional cross-country operational flight restrictions.

THIS PAGE INTENTIONALLY LEFT BLANK

101. GROUND PERSONNEL SIGNALS

102. LINE PROCEDURES

Prior to applying electrical power on deck, ensure personnel are

GROUND OPERATIONS 1-1

1. RUDDER TRIM CHECK

2. STABILATOR TRIM/STBY STAB TRIM CHECK

3. AILERON TRIM CHECK (left/right)

4. CONTR AUG BIT

1. WIPE OUT COCKPIT

3. EXTEND SPEED BRAKES

5. EXTEND ARRESTING HOOK

1. RETRACT LAUNCH BAR

2. RETRACT SPEED BRAKES

3. RETRACT ARRESTING HOOK

4. RAISE FLAPS TO 1/2

Remember to obtain ATIS for current weather and runway

1-2 GROUND OPERATIONS

If the EMER GEAR handle is not fully stowed, nose wheel

GROUND OPERATIONS 1-3