Discuss: 1. Instrument Flight Checklist

INST 1 Prerequisites: 1. OFT: Tac 1 2. CBT: Basic Instrument Flight, IFR Navigation I & II Lessons P2 501, P2 502, & P2 503. Discuss: 1. Instrument Flight Checklist NATOPS 13.1.3 Instrument Flight Checklist 1. Pitot heaters AS REQUIRED. 2. Ice detector switch TEST, USE AS REQUIRED. 3. Exterior lights AS REQUIRED. 4. Vertical velocity indicator CHECK. 5. Clocks OPERATING. 6. Radios CHECK ALL FUNCTIONS. 7. ADIs SET ON INDEX DOT. 8. Windshield wiper CHECK OPERATION. 9. Navigation self-test procedures COMPLETE AS REQUIRED. 13.1.4 Navigation Self-Test Procedures 13.1.4.1 TACAN Manual Self-Test 1. TACAN function selector knob T/R. The TACAN receiver requires a 90-second warmup period. Note initial TACAN conditions. 2. TACAN frequency SELECT. 3. Set HSI BRG 2 and CRS SEL and ADI TACN on pilot and copilot s MODE SEL panels TACN. 4. Pilot and copilot s HSI course display SET 180. 5. TACAN TEST button PRESS. a. TEST light ON 1 SEC. b. HSI/ADI NAV flags OUT OF VIEW. c. Pilot and copilot s HSI No. 2 pointer 270. d. HSI/ADI NAV flags OUT OF VIEW. e. Pilot and copilot s RANGE display 000.0 ±5. f. Pilot and copilot s No. 2 pointer 180. g. HSI course deviation bar CENTER. h. HSI TO/FROM indicator TO. 6. Test complete INITIAL CONDITIONS. 7. Test Failure TEST LIGHT STAYS ON. 13.1.4.2 ADF Manual Self-Test

1. ADF function switch COMP. 2. Set HSI BRG 1 on pilot and copilot s MODEL SEL panels ADF. 3. ADF TEST switch TEST. a. Pilot/copilot s No. 1 HSI needles SLEW 180. 4. ADF TEST switch VOICE. 5. Test complete INITIAL CONDITIONS. 13.1.4.3 ILS Manual Self-Test 13.1.4.3.1 ILS Station Available 1. VOR select switch ON. 2. ILS station TUNE/IDENTIFY 3. Set HSI BRG 2 and ADI VOR on pilot and copilot s MODE SEL panels VOR. 4. VOR select switch HOLD IN TEST. a. ADI and HSI NAV and GS flags OUT OF VIEW. b. HSI course deviation bar DEFLECTS RIGHT. c. ADI vertical pointer and HSI glide slope pointers DEFLECT DOWN. 5. VOR select switch RELEASE TO PWR. a. ADI and HSI GS flags IN VIEW 1/2 SEC. b. ADI and HSI NAV flags IN VIEW 1 SEC. c. ADI and HSI GS flags OUT OF VIEW 2.5 SEC. d. ADI and HSI NAV flags OUT OF VIEW 5 SEC. 6. Test complete INITIAL CONDITIONS. 13.1.4.3.2 ILS Station Not Available 1. VOR select switch PWR. 2. ILS frequency SELECT. 3. Set HSI BRG 2 and ADI VOR on pilot and copilot s MODE SEL panels VOR. 4. VOR select switch HOLD IN TEST. a. ADI and HSI GS flags OUT OF VIEW 1.5 SEC. b. ADI and HSI NAV flags OUT OF VIEW 3 SEC. c. HSI course deviation bar DEFLECTS RIGHT. d. ADI vertical pointer and HIS glide slope pointers DEFLECT DOWN. 5. VOR select switch RELEASE TO PWR. a. ADI and HSI GS flags IN VIEW 1/2 SEC. b. ADI and HSI NAV flags IN VIEW 1 SEC. 6. Test complete INITIAL CONDITIONS. 13.1.4.4 VOR Manual Self-Test 13.1.4.4.1 VOR Station Available 1. VOR select switch PWR. 2. VOR station TUNE/IDENTIFY.

3. Set HSI BRIG 2 and CRS SEL and ADI VOR on pilot and copilot s MODE SEL panels VOR. 4. Pilot and copilot s HSI course display HOLD IN TEST. 5. VOR select switch HOLD IN TEST. a. ADI and HSI NAV flags OUT OF VIEW. b. HSI course deviation bar CENTERS. c. HSI TO/FROM indicator TO. 6. VOR select switch RELEASE TO PWR. a. ADI and HSI NAV flags IN VIEW 1 SEC. b. ADI and HSI NAV flags OUT OF VIEW 5 SEC. 7. Test complete INITIAL CONDITIONS. 13.1.4.4.2 VOR Station Not Available 1. VOR select switch PWR. 2. VOR frequency SELECT. 3. Set HSI BRG 2 and CRS SEL and ADI VOR on pilot and copilot s MODE SEL panels VOR. 4. Pilot and copilot s HSI course display 000. 5. VOR select switch HOLD IN TEST. a. ADI and HSI NAV flags OUT OF VIEW. b. HSI course deviation bar DEFLECTS RIGHT. c. HSI TO/FROM indicator TO. d. ADI and HSI NAV flags IN VIEW 1 SEC. 6. VOR select switch RELEASE TO PWR. a. ADI and HSI NAV flags IN VIEW 1 SEC. 7. Test complete INITIAL CONDITIONS. 2. Instrument Scan AWSTS FTM Maneuver Description: (For additional information consult the Navy Instrument Flight Manual) Full Panel Instrument Scan Primary Scan Cross-check Secondary Scan Attitude Indicator HSI Engine Instruments Airspeed Indicator Clock Altimeter Stand-by Compass Needle/Ball VSI Partial Panel Instrument Scan

Primary Scan Cross-check Secondary Scan Needle/Ball Airspeed Indicator Engine Instruments VSI Altimeter Clock Stand-by Compas Mechanical Performance Scan All instruments indicating operation of the various helicopter systems. Discussion, Technique, and Safety Notes: a. The primary scan and crosschecks should be covered constantly, with the secondary and mechanical performance scans being covered periodically. For full-panel instrument flight the ADI is the primary scan instrument for indications of helicopter attitude. For partial panel flight, the needle/ball (the turn-and-slip indicator) is the primary scan instrument for indications of wing attitude, closely checked with the VSI and altimeter for nose attitude. b. Generally, gyro instruments show changes in aircraft attitude almost instantaneously; pressure instruments will often lag helicopter performance. 3. Straight and Level IFR AWSTS FTM Maneuver Description: (For additional information consult the Navy Instrument Flight Manual) a. Maintain constant altitude and heading by referencing the ADI. Cross check other instruments to ensure desired performance. Prompt and deliberate corrections for deviations in straight and level flight should be made. For smooth, coordinated flight, anticipate effects of movements of the collective, cyclic, and pedals. 4. Basic Instruments Maneuvers LEVEL SPEED CHANGES 1. Training Objective: a. To familiarize the students with proper flight control coordination while changing airspeed and maintaining altitude. 2. Maneuver Description: (For additional information consult the Navy Instrument Flight Manual)

a. The constants for this maneuver are altitude and heading. b. Starting from cruise flight, coordinate flight control inputs as necessary to slow the helicopter to 90 KIAS. Maintain altitude and heading throughout the deceleration. Once stable at 90 KIAS, coordinate cyclic and collective to accelerate to 115 KIAS. When stable at 115 KIAS, again coordinate cyclic and collective to accelerate to 130 KIAS. When stable at 130 KIAS, coordinate flight controls to decelerate back to 115 KIAS. Monitor altitude and heading throughout the maneuver, and do not proceed to the next speed change until stable on the assigned airspeed, heading, and altitude. c. The maneuver is complete when stable at 115 KIAS, on assigned altitude and heading. d. Target Airspeeds (or as assigned by the IP): e. 90 KIAS - Used for Copter-only approaches 115 KIAS - Approach speed 130 KIAS - Normal cruise LEVEL TURNS 1. Training Objective: a. To familiarize the students with proper flight control coordination while performing level turns. 2. Maneuver Description: a. The constants for this maneuver are altitude and airspeed. b. Collective and cyclic are adjusted as necessary to maintain altitude, airspeed and balanced flight while performing turns. Above 60 KIAS the AFCS will assist the maneuver by moving the rudder pedals as necessary to maintain balanced flight. 3. Discussion, Technique, and Safety Notes: a. Clear all turns prior to commencing. TURN PATTERN 1. Training Objectives: a. To familiarize the students with proper flight control coordination while performing level turns at various angles of bank.

b. To develop proficiency in maintaining altitude and airspeed while reversing turns. and properly rolling out of a turn to specific heading. c. To develop an instrument scan that will enable the pilot to capture a specific heading. 2. Maneuver Description: a. A turn pattern consists of a series of level turns and reversals using 10º, 20º, and 30º angle of bank for 30º, 90º and 180º of heading change, respectively. b. The constants for this maneuver are altitude, airspeed, and angle of bank. c. Initiate the maneuver from normal cruise (130 KIAS) and on a cardinal heading. Commence a coordinated turn to the left or right using 10º AOB. Hold the turn for 30º of heading change, at which point the AOB is reversed and the helicopter is again turned through 30º heading change to roll out on the original base heading. d. Upon reaching the base heading, immediately reverse the turn again, this time using 20º AOB for 90º of heading change. Again, reverse the turn after 90º of heading change and return to the base heading, still using 20º AOB. e. Upon reaching the base heading, immediately reverse the turn again, this time using 30º AOB for 180º of heading change. Reverse the turn after 180º and use 30º AOB to complete the maneuver, rolling out on base heading, altitude, and airspeed. 3. Discussion, Technique, and Safety Notes:

a. When reversing the turns, lead the reversal by one-third the number of degrees AOB prior to reaching the desired heading. Continuously crosscheck the HSI to prevent overshooting the target heading and maintain balanced flight by reference to the needle/ball b. Anticipate power changes as the aircraft rolls into higher angles of bank and again as the aircraft rolls wings level. More power will be required to maintain level flight at higher angles of bank, but the additional power will have to be removed when reversing the turns to prevent ballooning. STANDARD RATE TURNS, CLIMBS AND DESCENTS 1. Training Objectives: a. To practice the execution of turns using a turn rate of 3º/second. b. To practice the execution of climbs and descents using 500 FPM. 2. Maneuver Description: (For additional information consult the Navy Instrument Flight Manual) a. The constants for standard rate turns are airspeed and altitude. b. Begin all standard rate turns three seconds prior to the time the turn should be commenced. The maneuver is complete when the desired heading is reached regardless of time elapsed. A standard rate turn in the H-53 is indicated by one needle-width deflection in the turn indicator. Lead the roll out by one-third the number of degrees of angle of bank used. c. Throughout the maneuver keep the turn coordinated by keeping the ball centered d. The constants for standard rate climbs and descents are airspeed and heading. e. A standard rate climb or descent is indicated by a 500 FPM indication (up or down) on the VSI. This rate is crosschecked throughout the maneuver by noting a barometric altimeter change of 125 every 15 seconds. f. Begin all standard rate climbs and descents 3 seconds prior to the time the climb or descent should be commenced. Level off for climbs should be commenced 50' prior to the desired altitude. Level off for descents should be commenced 100' prior to the desired altitude. VERTICAL S-1 PATTERN 1. Training Objectives:

a. To develop proficiency in establishing and maintaining standard rate climbs and descents. b. To develop proficiency in leveling off at a desired altitude following a climb or descent. 2. Maneuver Description: (For additional information consult the Navy Instrument Flight Manual) a. The constants for the Vertical S-1 pattern are airspeed and heading. b. The Vertical S pattern consists of a series of standard rate climbs, descents, and straight-and-level legs at slow cruise airspeed. c. After executing a level speed change to approach speed (115 KIAS), select a cardinal heading to be used as the base heading. d. 3 seconds prior to the second hand of the clock reaching 12 or 6, start a transition to a standard rate climb, checking for 500 FPM on the VSI. e. Adjust cyclic as necessary to maintain the slow cruise airspeed. The ADI remains the primary scan instrument for attitude, but must be crosschecked on the airspeed indicator. f. Crosscheck the clock, altimeter, and VSI. Adjust the rate of climb while maintaining constant airspeed to level off on altitude, on time. The altimeter should indicate an increase of 125 every 15 seconds. g. Maintain the climb for 500 feet. 50 feet prior to the level off altitude, reduce power to level off. h. Fly a straight-and-level leg for 60 seconds in slow cruise. 3 seconds prior to the second hand of the clock reaching 12 or 6, reduce power to establish a standard rate descent (500 FPM), maintaining the slow cruise airspeed. Crosscheck the rate of descent is 125 feet every 15 seconds. i. The descent is maintained for 500 feet. 100 feet prior to desired altitude slowly adjust collective and cyclic as necessary to level off on altitude, on time. j. The number of climbs, level legs, and descents will be at the instructor pilot's discretion. Upon completion of the maneuver, transition to normal cruise. OSCAR PATTERN

1. Training Objective: a. To develop the coordination necessary to perform a standard rate turn while simultaneously performing a standard rate climb or descent. 2. Maneuver Description: (For additional information consult the Navy Instrument Flight Manual) a. The constant for Oscar patterns is airspeed. b. The Oscar pattern consists of climbing and descending standard rate turns, with 1000-foot changes in altitude. c. When instructed to do so, perform a level speed change to approach speed and maintain an assigned altitude for one minute with the helicopter on a cardinal heading. d. 3 seconds prior to the second hand of the clock reaching the 12 or 6, simultaneously transition to a standard rate climb and begin a standard rate turn to the left. Adjust cyclic as necessary to maintain airspeed. Turn for 360º and climb 1000 feet. e. Crosscheck the clock, HSI, and altimeter to maintain a standard rate turn and climb. A good method of cross-checking your progress during the climbing turn is to note your altitude and heading each time the clock s sweep hand is on the 3-, 6-, 9-, and 12-o clock position. For every 15 seconds of elapsed time, you should climb 125 feet and turn through 45. For example, 30 seconds after you initiate the maneuver, you should be 250 feet higher and passing through the next cardinal heading (90 of turn). If you are behind in the climb, add power. If you are slow in the turn, increase your angle of bank. 50 feet prior to the desired altitude adjust power to level off on altitude. Adjust rate of turn as necessary to roll out on desired heading. f. Fly a straight and level leg on the assigned heading for one minute at approach speed. g. 3 seconds prior to the clock reaching the 12- or 6-o clock position simultaneously transition to a standard rate descent and begin a standard rate turn to the right. Adjust cyclic as necessary to maintain airspeed. Turn for 360º and descend 1000 feet. h. Crosscheck the clock, HSI, and altimeter to maintain a standard rate turn and descent. Use the same technique as the climb to note your progress throughout the descent and make power and/or angle of bank adjustments as necessary.

100 feet prior to the desired altitude adjust power to level off on altitude. Adjust rate of turn as necessary to roll out on desired heading. i. When the maneuver is complete, transition to normal cruise. PARTIAL PANEL 1. Training Objectives: a. To simulate the failure of the ADI or HSI. b. To enable the pilot to increase skill and confidence in maintaining control of the aircraft with a partial panel scan. 2. Maneuver Description: a. Partial panel flight requires the use of turn and slip indicator as the primary wing attitude instrument. b. The VSI, altimeter, and airspeed indicator are used to determine nose attitude. 3. Discussion, Technique, and Safety Notes: a. Over correcting is a common error. It is important to make small corrections and wait and see what effect they have on aircraft performance. Do not rush the maneuver. b. Make full use of trim. c. Due to precession, the stand-by compass will only indicate accurately during unaccelerated flight or when passing through due East and due West. A wet compass will lag during turns through North and lead during turns through South. d. Partial panel unusual attitudes require much more concentration to safely accomplish the maneuver. The turn needle is the primary indicator for turning. Unless the ball is centered the turn needle will display inaccurate information. The altimeter and VSI will indicate climbs or descents and the rate of climb or descent. The airspeed indicator will give information on possible nose attitude. The standby magnetic compass will give heading and rate of turn information. e. Unusual attitudes should only be conducted with a visible horizon. Lookouts should be posted on both sides of the aircraft if possible.

TIMED TURNS 1. Training Objective: a. To practice the execution of turns using a the turn and slip indicator and the clock. 2. Maneuver Description: a. Timed turns are standard rate or half-standard rate turns executed without reference to the ADI or HSI. b. To complete a timed turn, determine the number of degrees you wish to turn. c. Using a standard rate turn (as indicated by one needle-width deflection of the turn needle), the time to complete the turn is one-third the number of degrees you wish to turn. For example, if you wish to turn for 90º, a standard rate turn would be held for 30 seconds. d. Using a half-standard rate turn (as indicated by one-half needle-width deflection of the turn needle), the time to complete the turn is two-thirds the number of degrees you wish to turn. For example, if you wish to turn for 90º, a halfstandard rate turn would be held for 60 seconds. e. For turns of 30º or more use a standard rate. For turns of 29º or less use a halfstandard rate. 5. Instrument Autorotation 6. Recovery from Unusual Attitudes AWSTS FTM UNUSUAL ATTITUDES 1. Training Objective: a. To practice making recoveries from unusual attitudes while under instrument conditions. 2. Maneuver Description: a. This maneuver will be initiated by the Instructor Pilot after assigning a base heading, altitude, and airspeed. Using pitch, roll, yaw, and torque settings, the IP

will place the helicopter in an unusual attitude and relinquish the controls to the FRP. b. To recover from unusual attitudes, proceed as follows: Attitude Condition Nose Low Attitude Condition Nose High Recovery Method Center the ball with pedals. Level the wings with lateral cyclic. Pull out using a smooth cyclic pullout. Recovery Method Turn to nearest horizon using coordinated pedals and minimal lateral cyclic. Hold initial collective and maintain Nr. Allow the helicopter to proceed to a nose low attitude. Neutralize longitudinal cyclic until nose-low. When a nose-low attitude is reached, recover as in Nose-Low procedures. Attitude Condition High Bank Angle Recovery Method Apply appropriate lateral cyclic, being careful not to inadvertently apply longitudinal cyclic. High bank angles in combination with nose high attitudes should be corrected using nose high procedures first and correcting bank angle when a nose low attitude has been attained. Final recovery is accomplished using nose low procedures. 3. After recovering from the unusual attitude, the pilot under instruction will: a. Turn to base heading b. Climb or descend to base altitude. c. Transition to normal cruise. NATOPS

12.27 UNUSUAL ATTITUDE RECOVERY Unusual attitudes are considered to the attitudes of over 30 pitch and 60 bank. There are three general unusual attitudes, nose-low, nose-high, and high bank angles. During all unusual attitude recoveries, the nose-low attitude is the desired condition from which to complete all recoveries. Under flight conditions with less than +1 G-force on the helicopter, there is a substantial reduction in the longitudinal and lateral flight control effectiveness. The reduction in flight control effectiveness requires a large cyclic displacement to achieve the desired control response, which can result in rotor/fuselage contact. The tail rotor maintains the most control effectiveness during flight conditions with less than +1 G-force, and should be used as the primary recovery control. The following general techniques should be used for unusual attitude recovery. 12.27.1 Nose-Low This is the easiest recovery to effect. The ball should be centered with the pedals, the wings leveled by smooth application of lateral cyclic, and then a smooth cyclic pullout should be begun. 12.27.2 Nose-High Nose-high recoveries are made by applying rudder and a minimum of lateral cyclic to establish a coordinated turn toward the nearest horizon. The collective should be maintained initially and then adjusted as necessary to maintain Nr as the helicopter goes into a nose-low attitude. Longitudinal cyclic should be neutralized until a nose-low attitude is reached; then recover as in nose-low procedures. This procedure will reduce the possibility of rotor/fuselage contact resulting from a forward cyclic input to effect recovery. 12.27.3 High Bank Angles High bank angle unusual attitudes are recovered from by applying appropriate lateral cyclic, being careful not to inadvertently apply longitudinal cyclic. High bank angles in combination with nose-high attitudes should be recovered from by applying the nose-high recovery procedures first and correcting the high bank angle when a nose-low attitude has been attained. Final recovery is made by using the nose-low procedures. Note If the unusual attitude is accompanied by loss of rotor rpm, all recoveries can be made as specified above, while moving collective as necessary to recover rpm. 7. Inadvertent IMC Emergency Procedures: 1. Aircraft Icing 2. Unusual Attitudes

3. Inadvertent IMC Introduce: 1. Instrument Flight Checklist 2. Basic Instruments Maneuvers Level Speed Change Level Turn Standard Rate Turn Turn Pattern Standard Rate Climbs/Descents Vertical S1 Pattern Oscar Pattern Partial Pattern Timed Turns 3. Unusual Attitude Recoveries 4. Aircraft Anti-Icing Systems/Limits Review: 1. Start-Up/Shutdown Checklists