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Connect the defueling nozzle ground wire to the refueling panel ground wire. Uncap one or both refueling

receptacles and connect defueling nozzles as required.

Placetherefueling panel MASTER switch in theDEFUEL position and placetheOFFLOAD VALVEswitch

in the OPEN position.

Place all crossfeed switches on the main fuel control panel (see Figure 2-23) to the no-flow position. Use the

fuselage tank crossfeed switch for fuselage tank defueling.

Place the dump switch on the main fuel control panel to the DUMP position for each tank to be defueled.

Monitor the quantity gauges and place the dump switches in the OFF position as the desired remaining fuel

quantity in each tank is reached. If all fuel is to be defueled, use the crossfeed system and wing tank boost

pumps. At least two engines must be running with both generators operating.

Note

If offloading of any tanks is to be continued down to the dump pump cutoff

point, somewhat more fuel will remain in the tanks with the aircraft on the

ground than would remain after in-flight dumping.

When defueling is completed and all dump pumps have been shut down, place the MASTER switch in the OFF

position.

Disconnect the nozzles from the receptacles and then disconnect the nozzle ground wires.

10.

Cap the refueling receptacles.

11.

Place the MASTER switch in the DRAIN position for 5 minutes, then turn it to the OFF position.

Note

The manual drain valve must be opened while operating the drain pump.

12.

Disconnect the ground wire from the panel static ground fitting.

13.

Close and lock the refueling panel door.

14.

Drain the refueling receptacles through the manual drain valve. Close and secure the drain valve door.

15.

Remove ground wires and defueling equipment.

16.

Resume normal operation of all four engines.

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CHAPTER 15

Flightcrew Responsibility and Crew

Resource Management

15.1

INTRODUCTION

Proper crew coordination is essential to the effective and safe completion of the mission. For crew coordination to

be effective, all crewmembers must know and execute their duties. Integration of crew resource management

behaviors and all available crewmember skills collectively will produce a solid foundation for proper crew

coordination.

The goal of crew resource management (CRM) is to improve mission effectiveness, minimize crew preventable

errors, maximize crew coordination, and optimize risk management.

CRMprinciplesareintegratedintoeveryaspectofflightoperations, beginningwith missionplanning. Theycontinue

through the flight brief, mission execution and debrief. Proper CRM requires that all aircraft crewmembers and

members of a formation actively participate in each phase of the flight. Aircrew performance can be improved through

training, thereby increasing the aggregate level of knowledge and skills required for the mission. Improving CRM

skills will often require crewmembers to adopt/change their attitude toward crew interaction.

The most successful crews are those who have flown together extensively and know each other’s areas of

responsibility before manning the aircraft. The responsibility for every evolution is a shared responsibility. Crew

coordination provides a system of checks and balances, which properly utilized, ensure effective and efficient mission

accomplishment.

15.2

MINIMIZING ERRORS

Error is an inevitable result of the natural limitation of human performance and the function of complex systems (like

aircraft). Some errors will occur despite the aircrew’s best intentions. Human error is a normal by-product of human

behavior. Experience alone cannot eliminate errors. However, research indicates that the effective transfer of

experience from senior crewmembers to less experienced crewmembers can have a positive effect in preventing

knowledge-based errors. Since errors cannot be completely prevented, it is important for flightcrews to detect them

as early as possible and to minimize or manage their impact. CRM can be viewed as a method of error management.

Well-managed errors are an indicator of effective crew performance. CRM is not and never will be the only

mechanism to eliminate error and assure safety in a high-risk endeavor such as Naval aviation. CRM is one of an array

of tools that flightcrews can use to minimize or manage error.

15.3

KEY COMPONENTS OF CRM

Integrated CRM incorporates the use of specifically defined behavioral skills into all Naval aviation operations.

These are decision making, assertiveness, mission analysis, communication, leadership, adaptability/ flexibility, and

situational awareness.

15.3.1 Decision Making (DM)

Effective decision making refers to the ability to use logical and sound judgment to make decisions based on available

information. This includes assessing the problem, verifying information, identifying solutions, anticipating the

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consequences of decisions, informing others of the decision and rationale, and evaluating these decisions. Good

decisions optimize risk management and minimize errors, while poor decisions can increase them and is a leading

cause of failure to complete missions and of mishaps.

15.3.2 Assertiveness

Assertiveness refers to the ability, willingness, and readiness to take action. This involves making decisions,

demonstrating initiative and the courage to act, providing relevant information without being asked, making

suggestions, asking questions as necessary, confronting ambiguities and stating and maintaining a position until

convinced otherwise by the facts. Each crewmember or member of a formation must be willing to act assertively if

they aregoing to fulfill theirresponsibility toward mission success. Wheneveryourcomfort level is exceeded -speak

up.

15.3.3 Mission Analysis (MA)

Mission effectiveness relies on the aircrew’s ability to coordinate, allocate, and monitor aircrew and aircraft

resources. The three stages of mission analysis are pre-mission organizing and planning, inflight monitoring and

updatingthecurrentsituation,andpost-missionreview-providingfeedbackon whathas occurred.Failuretodevelop

a good plan, or to revise a plan when the situation changes, can result in a failed mission or a mishap.

15.3.4 Communication (CM)

Effective communication refers to the ability to clearly and accurately send and acknowledge timely information,

instructions, or commands; and provide useful feedback. Open, professional communication that avoids

defensiveness and encourages accurate understanding of the intended message is critical to the information flow in

flight. Aviators should be aware of the basic sociological, psychological, and environmental barriers to

communication. Communication barriers can be overcome by using active listening techniques, requiring feedback,

using appropriate mode of communication and decibel level, and using standard terminology.

15.3.5 Leadership (LD)

Leadership is the ability to direct and coordinate the activities of the mission and to stimulate crewmembers to work

together as a team. The ultimate responsibility for safety of flight rests with the mission commander/pilot in

command. Every crewmember, however, has the responsibility of safety of flight, compliance with NATOPS and

SOPs, and mission accomplishment. Within the chain of command each crewmember must exercise vigilance and

support the pilot in command with timely recommendations and backup, as directed. Formation and flightcrew

leaders must be able to direct and coordinate activities, delegate tasks, and make sure that the formation/aircrew

understands what is expected ofthem. Leaders focus attention on thecrucial aspects of thesituation, keep formation/

aircrew informed of mission-relevant information, provide feedback to the formation/ aircrew on their performance,

as well as create and maintain a professional atmosphere.

15.3.6 Adaptability/Flexibility (AF)

Adaptability and/or flexibility refer to the ability to alter one’s course of action contingent on or as a function of

another’s action or as the situation demands. Adaptable and flexible crewmembers should be open and receptive to

other’s ideas, providing and asking for assistance when necessary, and interacting constructively with other

crewmembers when under pressure. The critical aspects of being adaptable are anticipating problems, recognizing

and acknowledging any changes or abnormalities, and adapting to internal and external environmental changes. The

success of a mission depends on the ability to alter behavior and dramatically manage flight resources to meet

situational demands.

15.3.7 Situational Awareness (SA)

Situational awareness is the accurate comprehension of all factors affecting the aircraft. It is the ability to identify

the source and nature of problems, extract and interpret essential information, maintain an accurate perception of the

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external environment, and detect a situation requiring action. Situational awareness requires that one knows who is

responsible for specific activities, what is happening, when events are supposed to occur, and where the aircraft is

in three-dimensional space. Situational awareness is the single most important factor in improving mission

effectiveness and mission safety for aircrews. Mission accomplishment depends on the high state of situational

awareness of all members of the flight and outside agencies.

15.3.8 Factors Affecting CRM

There are numerous factors external and internal to the aircraft that can impact CRM, requiring the crew to effectively

apply CRM skills to deal with the factor. External factors include weather, environment, terrain, enemy threats,

degraded aircraft systems, mission tasking, mission changes, and mission duration. Internal factors include time

available, fatigue, distractions, stress, lack of attention, or poor attitude. High crew workloads can adversely impact

crew coordination. Low workload situations may result in complacency.

The breakdown of CRM may be caused by:

1. Fixation on one task to the neglect of others.

2. Confusion.

3. Violation of NATOPS/flight minimums.

4. Violations of SOP.

5. No one in charge.

6. No lookout doctrine.

7. Failure to meet mission/planning milestones.

8. Absence of communications.

15.4

OPERATIONAL RISK MANAGEMENT

The operating environment and multi-mission capability of the C-130T place every crew in a situation where risks

may have to be taken. The ability to properly assess risk depends on input from each crewmember as to the

requirements of the mission. If every crewmember is not aware of all the risks, a bad decision can result. Accident

investigations show that almost all pilot error accidents are the result of a chain of bad decisions. One bad decision

reduces the alternatives for continued safe flight. Usually a crewmember needs only to bring attention to a bad

decision to stop the chain of events that could lead to an accident or dire situation.

Operational Risk Management (ORM) fits into the overall planning and implementation of CRM. The two share

many of the same aspects with regard to mission analysis, decision making, communication, leadership, adaptability/

flexibility, and situational awareness. ORM is a closed-loop process that identifies and controls hazards.

15.4.1 Five--Step Sequence

The use of ORM assessment is normally done during the preflight mission analysis stage. It follows a five-step

sequence.

1. Identify hazards (e.g., during a route study or weather brief).

2. Assess hazards (e.g., assessing LZ obstacles or loss of wind effect).

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3. Make risk decisions (e.g., deciding to navigate around areas of known icing or selecting an altitude to avoid

it).

4. Implementing controls (e.g., SOPs, briefs and rehearsals).

5. Supervise (which falls under the CRM principle of leadership and the need for enforcement of standards).

15.4.2 Three Levels of Application

The three levels of applying ORM fit into CRM by utilizing aspects of AF, SA, and MA.

1. In time-critical ORM, when very little time is available for assessment, SA and AF are required to go through

the steps.

2. In deliberate ORM, when time is not an issue and normal planning time is available, the integration into MA

is easily done.

3. Using in-depth ORM, the integration into MA is easily accomplished due to the advanced planning time

allocated.

15.4.3 Four Principles of Application

The four principles of applying ORM all share a commonality with DM, MA, and SA. For every mission, decisions

must be made whether to accept or decline the risks involved with the mission and whether or not the returns on the

risks are worthwhile and provide a justifiable return for the effort. During the MA phase of the flight (planning), risks

are dealt with by using control measures and proper briefing techniques. Lastly the flightcrew, using good SA, must

identify those risks and deal with inflight challenges as they occur appropriately.

15.5

COCKPIT INTERRUPTIONS AND DISTRACTIONS

CRM skills are accepted and used by flightcrews worldwide. CRM has been defined as the management of human

error, due to the fact that error is universal and in some cases unavoidable. Human factor errors have been attributed

to a majority of all Navy/Marine aircraft mishaps. One of the largest components of human factor errors is cockpit

interruptions and distractions. Activities such as routine conversations sometimes interfere with monitoring and

controlling the aircraft.

15.5.1 Automatic and Conscious Processing

Research indicates that people are able to perform two tasks concurrently only in limited circumstances, even if they

are skillful in performing each task separately. In broad terms people have two cognitive (thought process) systems

with which they perform tasks; one involves conscious control, the other is an automatic system that operates

separately from conscious control.

The conscious system is slow and effortful, and basically performs one operation at a time, in sequence. Automated

cognitive processes develop as we acquire skill; these processes are specific to each task, operate rapidly and fluidly,

and require little effort or attention.

Many real-world tasks require a mixture of automatic and conscious processing. A skilled pilot in a familiar aircraft

doing a familiar mission can perform the flight largely on the automatic system, leaving enough conscious capacity

to carry on a conversation. However, if the automatic (cognitive) system is allowed to operate without conscious

supervision, thepilot is vulnerableto atypeoferrorcalled habit capture. Forexample, ifthe pilot intends (and briefs)

totakeadifferent routethan usualto anop areaand isdistracted byconversation, thepilot willbemorepronetorevert

to an automatic response and take the usual or often used route of flight.

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15.5.2 Reducing Human Factor Errors

There are several strategies for reducing flightcrews vulnerability to human factor errors caused by interruptions and

distractions.

1. Recognize that conversation is a powerful distracter.

2. Recognize that head down tasks greatly reduce one’s ability to monitor the other pilot and the status of the

aircraft.

3. Schedule/reschedule activities to minimize conflicts, especially during critical inflight operations.

4. When two tasks must be performed at the same time, set up a scan and avoid letting attention linger too long

on either task.

5. Treat interruptions as red flags.

6. Explicitly assign the Pilot At Controls (PAC), the Pilot Not At controls (PNAC) and aircrew responsibilities,

especially in abnormal situations.

These strategies will assist the flightcrew in dealing with interruptions and distractions. The reduction of human

factors errors will increase mission effectiveness and safety.

15.6

CREW DESCRIPTIONS

15.6.1 Transport Aircraft Commander (TAC)

The TAC shall be in command of the aircraft and responsible for the safe and orderly conduct of the flight. His

responsibility exists from the time he enters the aircraft preparatory to flight until he is relieved from duty by proper

authority. The authority and responsibility of the TAC for the flight is independent of the presence of other persons

senior to him in the crew or passengers, except as stated in Article 1329, U.S. Navy Regulations, herein quoted in

part:

“The Commanding Officer of a ship or aircraft, not a flagship, with a flag officer eligible for command at sea,

embarked as a passenger by due authority, shall be subject to the orders of such flag officer; others embarked as

passengers, senior to the Commanding Officer, shall have no authority over him.”

He shall be thoroughly familiar with this manual, squadron manuals and directives, and all other directives from

higher authority.

The TAC has authority to delay or discontinue a flight when, in his opinion, conditions are unsafe for starting or

continuing a flight.

15.6.2 Copilot (CP)

Thecopilot is second-in-command and is responsible forassisting theTAC in the performanceof his duties and such

other duties as may be assigned.

The copilot may control the aircraft and may make instrument climbs, descents, landings, and takeoffs, day or night,

consistent with his instrument qualification. The TAC shall use his discretion in each case of adverse weather or

emergencies encountered in deciding if the copilot is capable of executing a safe departure or approach.

When in control of the aircraft in the absence of the TAC from the cockpit, the copilot shall ensure the safe conduct

of the flight and shall notify the TAC immediately of any unusual events or circumstances.

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In the event of disability of the TAC during flight, the copilot with the highest designation shall take command of

the flight and assume the authority, duties, and responsibilities of the TAC to the next en route station or a closer

alternate, as the situation warrants.

The copilot shall constantly monitor all maneuvers being performed by the pilot, bringing to his attention any

deviation from normal operation. When, in his opinion, the flight is bordering on unsafe conditions, it is the copilot’s

responsibility to alert the pilot, regardless of designation or rank.

15.6.3 Flight Engineer (FE)

The flight engineer, prior to flight, shall check maintenance records for previous discrepancies, noting corrective

action, and perform preflight, postflight, and turnaround inspections. He is responsible for computing takeoff, climb,

cruise, and landing data. The flight engineer occupies the center seat on the flight station during normal operation

of the aircraft. He adjusts engine controls in coordination with the pilot to maintain required power during climb and

cruise flight conditions. He maintains power plant cruise control data. He is responsible for operation of electrical,

fuel, pressurization, air-conditioning, external lighting, auxiliary power, and anti-icing systems. During flight, he

shall monitor all engine instruments, system indicators, and control devices, and report any unusual condition to the

TAC. He observes warning lights and fire detection indicators. He conducts fuel management procedures and

maintains a fuel log. He operates navigator’s equipment. He may operate the aft cargo door and ramp in flight. He

operates andcontrols aircraftinflight refuelingduring inflightrefueling operations.Hetroubleshootsmalfunctioning

aircraft systems and initiates emergency procedures/actions as required by the NATOPS and/or the pilot in command.

Theflightengineershallkeeparecordofdiscrepanciesastheyoccurandreportthemtomaintenanceattheconclusion

of the flight. He may supervise the removal and replacement of all aircraft system components if qualified

maintenance personnel are not available. He, if authorized, can perform high-power turn-ups and taxi the aircraft.

15.6.4 Loadmaster/Second Loadmaster (LM/2LM)

TheLoadmaster/Second Loadmaster positions himself in the aft section ofthe aircraft to assist in monitoring aircraft

systems and control of passengers and cargo. As a loadmaster, he is qualified in loading and unloading the aircraft

with either cargo or passengers. He computes the weight and balance and completes the weight and balance form.

He shall act as the inflight refueling observer, monitoring the inflight refueling processes and acting as the TAC’s

visual reference of the receiver aircraft.

15.6.5 Second Flight Engineer (2FE)

The Second Flight Engineer occupies a position in the flight station. He is a qualified aviation mechanic Plane

Captain and aircrewman who Monitors aircraft systems at cruise, performs daily, turnaround inspections, servicing,

engine maintenance, and securing of the aircraft. The second flight engineer is familiar with all normal and emergency

procedures pertinent to his crew position.

15.7

CREW RESPONSIBILITIES

15.7.1 Mission Planning/Briefing

1. Transport Aircraft Commander.

a. Become familiar with all requirements of the mission and determine a mission plan consistent with

applicable directives.

b. Brief all crewmembers.

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Copilot.

a. Assist TAC in mission planning as required.

b. Attend mission brief.

Note

If the CP is briefed to occupy the left seat by the TAC, then he assumes the

duties ofmaintaining control oftheaircraft during all phases ofthemission

unless otherwise directed by the TAC. The CP is to comply with Parts III,

V, VI, and IX in executing those duties, acting as the pilot. The TAC shall

assume the duties of copilot while maintaining overall command of the

aircraft and the mission.

c. Assist TAC in mission planning as required.

Flight Engineer.

a. Assist TAC in mission planning as required.

b. Attend mission brief as required.

Loadmaster/ Second Loadmaster.

a. Assist TAC in mission planning as required.

b. Attend mission brief.

15.7.2 Flight Planning

1. Transport Aircraft Commander.

a. Ensure applicable mission planning requirements have been completed.

b. Sign the flight plan.

c. Obtain weather brief.

2. Copilot.

a. Check mission requirements for special considerations and, if required, inform the TAC.

b. Review flight plan with TAC.

c. Ensure all crewmembers have appropriate requirements, (i.e., orders, identification, proper clothing,

survival equipment, etc.).

d. Coordinate administrative requirements for the mission with the appropriate agencies (i.e., billeting,

transportation, special use airspace, etc.).

e. Determine route of flight, altitude, and cruise profile for given mission requirements and applicable

directives.

f. Ensure all requirements of the foreign clearance guide, general planning, and other applicable directives

have been met.

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g. Obtain necessary publications and charts for the entire mission.

h. Obtain weather brief with the TAC.

i. File the flight plan.

15.7.3 Preflight

Transport Aircraft Commander.

a. Review Aircraft Discrepancy Book, note all carryovers, and sign OPNAV

4790/141, Aircraft Acceptance

and Inspection Record.

b. Verify information and sign the weight and balance form.

c. Ensure preflight has been conducted.

Copilot.

a. Review Aircraft Discrepancy Book.

b. Conduct preflight.

c. Obtain mission essential equipment, as required.

d. Assume duties of the navigator.

e. Verify TOLD data in accordance with the performance manuals.

f. Ensure all necessary navigation publications are aboard the aircraft and are up to date.

g. Ensure preflight has been conducted.

h. Update flight plan and weather brief as required.

Flight Engineer.

a. Conduct a thorough preflight on all aircraft systems.

b. Advisemaintenanceofany discrepancies found during preflight and ensurecorrective action is taken when

required.

c. Verify fuel weight and fuel requirements.

d. Advise the TAC of any delays because of maintenance requirements.

e. Review the Aircraft Discrepancy Book and sign Part A.

f. Compute TOLD data in accordance with performance manuals.

Loadmaster/Second Loadmaster.

a. Conduct a preflight of the aircraft, including aircraft loading equipment, passenger seating, and all

emergency equipment.

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b. Prepare weight and balance form, reflecting the actual weight and center of gravity of the aircraft as required

by NAVAIR 01B-40 and NA-01B-5O.

c. Configure aircraft as required for the mission, including passenger seating and cargo requirements.

d. Provision the aircraft with coffee, water, inflight meals, and galley supplies as required.

e. Supervise the loading and securing of cargo.

f. Supervise the loading and seating of passengers.

g. Ensure passengers have been briefed, including emergency instructions, exits, etc.

5. Second Flight Engineer.

a. Assist the FE in conducting a thorough preflight in accordance with directives.

b. Assist maintenance personnel in correcting discrepancies as required.

15.7.4 Start

To be conducted in accordance with Part III and V(as required).

15.7.5 Taxi

1. Transport Aircraft Commander.

a. Ensure appropriate checklists are complete.

b. Maintain positive control of aircraft at all times.

c. Ensure appropriate clearance from all obstacles.

2. Copilot.

a. Receive clearance to taxi and IFR clearance when available.

b. Assist the TAC in ensuring appropriate clearance from all obstacles.

3. Flight engineer/Second Flight Engineer.

a. Assist the TAC in ensuring appropriate clearance from all obstacles.

b. Monitor engine instruments.

4. Loadmaster/Second Loadmaster.

a. Assist the TAC in ensuring appropriate clearance from all obstacles.

15.7.6 Takeoff

1. Transport Aircraft Commander/Copilot/Flight Engineer.

a. The TAC shall brief the takeoff in accordance with Part III and then ensure that all appropriate checks are

complete. A takeoff guide, Figure 15-1, is provided to show the proper division of crew duties and

procedures for a normal takeoff.

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b. Prior to takeoff, ensure lineup checks complete.

c. Operate radar and navigation systems as required.

2. Loadmaster/Second Loadmaster.

a. Ensure security of passengers and cargo.

b. Notify the TAC of any conditions with the passengers or cargo that requireimmediate action and aresafety

of flight related.

3. Second Flight Engineer.

a. Notify the TAC of any malfunctions that require immediate action and are safety of flight related.

b. Assist the LM/2LM as required.

15.7.7 Departure

Transport Aircraft Commander.

a. Fly the aircraft. A standard instrument departure is preferred, if available, otherwise radar vectors to the first

point on the route of flight.

b. Ensure timely completion of climb checks in accordance with Part III.

c. Communicate abnormalities and handle in accordance with Part V.

Copilot.

a. Assist the TAC in executing the departure with a good instrument backup, bring to the TAC’s attention any

unusual attitudes or airspeeds (i.e., AOB in excess of 30°, airspeed deviations greater than ±10 knots).

b. Operate COMM/NAV/IFF equipment as required.

c. Communicate with control agencies as required.

d. Assume the duties of the navigator.

e. Communicate abnormalities to the TAC.

Flight Engineer/Second Flight Engineer.

a. Monitor aircraft systems, engine instruments, airspeed, and altitude.

b. Begin fuel management as required.

c. Complete climb checks when appropriate in accordance with Part III.

d. Communicate abnormalities to the TAC/CP.

Loadmaster/Second Loadmaster.

a. Check cargo load and passengers for any abnormal situations (i.e., leakage or vapors from cargo that could

be a potential hazard to passengers and crew, or passengers experiencing discomfort) and advise the TAC.

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15.7.8 En Route

Transport Aircraft Commander.

a. Fly the aircraft, monitoring engine and flight instruments.

b. Comply with flight plan and all other requirements received from ATC controllers when possible.

c. Verify fuel log and adjust as required.

d. Communicate abnormalities and handle in accordance with Part V when required.

e. Inform crewmembers/passengers of any deviations in mission itinerary.

Copilot.

a. Assist the TAC by monitoring engine and flight instruments.

b. Fly the aircraft when requested by the TAC.

c. Operate COMM/NAV/IFF equipment as required.

d. Communicate with control agencies as required.

e. Assume the duties of navigator and operate NAV equipment as required.

f. Communicate abnormalities to the TAC.

g. Navigate the aircraft in compliance with an ATC clearance to complete the assigned mission.

h. Continually update ETE, ETA, groundspeed, wind direction and velocity, and navigation requirements and

inform the TAC as required.

Flight Engineer.

a. Operate and monitor aircraft systems.

b. Monitor engine instruments.

c. Conduct fuel management.

d. Communicate abnormalities to the TAC/CP.

e. Keep a record of discrepancies as they occur for entry into the Maintenance Action Form.

Loadmaster/Second Loadmaster.

a. Ensure continuous security of cargo tiedowns.

b. Ensure passenger comfort and control.

c. Maintain cleanliness of cargo compartment.

d. Communicate abnormalities.

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5. Second Flight Engineer.

a. Assist the FE in monitoring all aircraft systems.

b. Communicate abnormalities.

15.7.9 Instrument Procedures

Instrument procedures shall be performed in accordance with Parts III and VI and the Instrument Flight Manual. The

TAC and CP shall continually crosscheck flight instruments and NAVAIDs to ensure adherence to instrument flight

procedures.

15.7.10 Missions

The aircraft is capable of performing various types of missions, each with special requirements to be considered. The

TAC shall establish the particular parameters for the mission in accordance with applicable directives. The TAC shall

brief the mission objectives and delineate specific responsibilities to each crewmember during the mission planning

briefing phase prior to the flight.

15.7.11 Descent/Approach

Transport Aircraft Commander.

a. Fly the aircraft in the appropriate descent profile.

b. Conduct an approach brief.

c. Comply with approach instructions, maintaining briefed parameters.

d. Operate NAVAIDs consistently to comply with the approach instructions.

e. Communicate abnormalities.

Copilot

a. Obtain current weather, runway in use, approach in use, and altimeter setting for the destination airfield

(review IFR Supplement for field characteristics).

b. Assist theTAC in complying with theapproach instructions by providing an effectivecross-check offlight

instruments and NAVAIDs, bringing to the attention of the TAC any unusual attitudes or airspeeds

inconsistent with the approach instructions.

c. Call runway environment in sight or missed approach point.

d. Operate COMM/NAV/IFF equipment.

e. Communicate with control agencies as required.

f. Monitor engine instruments.

g. Communicate abnormalities to the TAC.

h. Assume the duties of navigator.

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i. Verify TOLD data in accordance with performance manual.

j. Monitor the descent and approach for course and altitude and assist the TAC in traffic, weather, and terrain

avoidance.

Flight Engineer.

a. Compute TOLD data.

b. Monitor engine instruments and engine systems.

c. Assist the TAC/CP by monitoring altitude and airspeed.

d. Communicate abnormalities to the TAC/CP.

Loadmaster/Second Loadmaster.

a. Ensure security of passengers and cargo.

b. Communicate abnormalities.

Second Flight Engineer.

a. Assist the LM/2LM in securing passengers and cargo.

b. Monitor aircraft systems.

c. Communicate abnormalities.

15.7.12 Landing

1. Transport Aircraft Commander.

a. Ensure landing checks have been completed.

b. Land the aircraft in desired flap configuration, consistent with computed speeds.

c. Once safely on the runway with throttles at flight idle, transfer the yoke to the CP and maintain centerline

with rudder, using nose-wheel steering as required during landing rollout.

d. Communicate abnormalities.

2. Copilot.

a. Assist the TAC in landing the aircraft as required, monitoring airspeed and rate of descent.

b. Review landing checks complete.

c. Acknowledge transfer of yoke, applying slight forward pressure on the yoke (do not push forward), and

maintain wings level.

d. Operate COMM equipment as required.

e. Communicate with control agencies as required.

f. Communicate abnormalities to the TAC.

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3. Flight Engineer/Second Flight Engineer.

a. Review landing checks complete.

b. Ensure that airspeed is below 115 KIAS, prior to reversing.

c. Communicate abnormalities to the TAC/CP.

15.7.13 Postlanding/Taxi/Shutdown

To be conducted in accordance with Parts III and V as required. If passengers are embarked, the LM/2LM will ensure

they remain seated until cleared by the TAC.

15.7.14 Postflight

A postflight inspection shall be conducted by all air crewmembers upon completion of the flight.

1. Loadmaster/Second Loadmaster.

a. Supervise the safe and orderly debarkation of passengers and cargo.

b. File appropriate documentation for passengers and cargo with the required agencies.

c. Stow and secure all loading equipment to ensure readiness on subsequent flights.

d. Inform the FE of any discrepancies.

2. Second Flight Engineer.

a. Inform the FE of any discrepancies.

b. Secure the aircraft.

15.7.15 Debrief

A debrief should be conducted by the TAC upon completion of the flight in an area free of distraction. All aspects

of the mission should be debriefed, to include crew coordination. The TAC shall complete aircrew performance

write-ups and the yellow sheets. MAFs shall be reviewed by the TAC and FE and submitted to maintenance for action.

15.8

SPECIAL CONSIDERATIONS

The below listed flights have additional aircrew responsibilities, which should be briefed.

15.8.1 Functional Checkflights

1. Transport Aircraft Commander.

a. Obtain brief from quality assurance.

b. Review FCF checklist.

c. Maintain published limits.

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2. Copilot.

a. Attend brief with quality assurance.

b. Assist TAC with FCF procedures as required.

c. Notify TAC when any published limits are exceeded.

3. Flight engineer.

a. Attend brief with quality assurance.

b. Read and complete FCF checklist as directed by the TAC.

c. Notify TAC when any published limits are exceeded.

15.8.2 Inflight Refueling

Transport Aircraft Commander.

a. Obtain fuel requirements from operations/receiver unit.

b. Verify fuel requirements versus fuel load.

c. Operate mission in accordance with applicable publications.

d. Establish bingo fuel.

Copilot.

a. Assist TAC in verifying fuel requirements and any additional information about the mission.

b. Coordinate crew duties during refueling evolution.

c. Communicate with control agencies and receiver aircraft to coordinate the refueling evolution.

d. Establish and maintain the aircraft on the refueling track.

e. Rendezvous the receiver aircraft to the tanker.

Flight engineer.

a. Verify fuel load versus fuel requirements.

b. Conduct fuel management, ensuring give does not exceed bingo requirements.

Loadmaster/Second Loadmaster.

a. Act as inflight refueling observer during hose checks and aerial refueling operations.

b. Communicate receiver position and status to the TAC/CP.

c. Maintain accurate aerial refueling sheets during refueling operations.

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15.8.3 Formation Flights

1. Transport Aircraft Commander.

a. Maintain briefed separation.

b. Fly in accordance with applicable directives.

c. Monitor position of all other aircraft in the flight.

2. Copilot.

a. Inform TAC when not maintaining briefed separation.

b. Monitor position of all other aircraft in the flight.

3. Loadmaster/Second Loadmaster.

a. Report location of wingmen as required.

b. Report any deviating of wingmen not briefed to the TAC.

15.8.4 Training

Note

Training shall be conducted in accordance with squadron SOP and other

appropriate directives.

1. Transport Aircraft Commander/Copilot/Flight Engineer.

a. Figure 15-2 is provided for right seat takeoffs.

b. Figure 15-3 is provided for right-seat, full-stop landings.

c. The TAC will ensure operating limits are not exceeded.

15.9

EMERGENCIES

All emergencies shall be handled in accordance with Part V. Crew coordination will be effective if each crew-member

performs his duties in accordance with Part V. There must be a clearly briefed division of tasks between crewmembers

to prevent cockpit confusion.

1. Transport Aircraft Commander.

a. Fly the aircraft.

b. Analyze malfunction.

c. Command the execution of the correct emergency procedure in accordance with Part V.

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TAKEOFF

PILOT

COPILOT

FLIGHT ENGINEER

Advances throttles to takeoff

Monitors instruments and flies yoke

Monitors engine instruments.

power. (1)

to maintain wings level.

Steers with nosewheel during

Monitors instruments and continues

Monitors instruments.

takeoff roll until rudder

flying yoke.

control speed is reached,

then with rudders. (2)

Takes over yoke at V_MC, and

Monitors instruments and calls out

Monitors instruments.

begins raising nosewheel

“80 knots”.

slightly. (3)

Notes refusal speed has

Calls out “refusal/rotate” speed.

Note V_MC, takeoff, and refusal

been reached and continues

speeds. Monitors instruments.

takeoff.

Continues takeoff, lifting off

Monitors instruments.

ground at takeoff speed. (4)

(5)

Orders “Gear up” when

Repeats “Gear up” and retracts

Monitors instruments.

safely airborne.

gear.

Orders “Flaps up” when gear

Repeats “Flaps up” and retracts

Monitors instruments.

is fully retracted, but never

flaps.

less than 20 knots above

takeoff speed. (6)

Notes:

1. Takeoff power can be applied either before releasing the brakes or during the takeoff roll. The

appropriate performance charts assume that takeoff power is applied prior to releasing the brakes.

However, if passengers are being carried and runway length permits, a smooth takeoff can be made by

applying power during the roll. The pilot should keep his hand on the throttles at all times until well

established in the climb. Under low--temperature conditions, never place throttles to full takeoff power

without monitoring torque meters. It is possible to exceed the maximum allowable torque limitations

without exceeding allowable TIT. Takeoff power limitations are outlined in Part I. Except for the copilot

calling out 80 knots, refusal and rotate, there should be no other conversation during the takeoff roll,

unless some discrepancy is noted. ANY CREWMEMBER OBSERVING ANY DISCREPANCY DURING

THE TAKEOFF SHALL IMMEDIATELY NOTIFY THE PILOT.

2. Nosewheel steering should not be necessary after 50 to 60 KIAS has been reached, since rudder control

is adequate to steer the aircraft above this speed. However, the pilot should keep his hand on the

nosewheel steering control, though not steering, until V_MC has been reached.

Note

If the aircraft is loaded to an aft center of gravity, forward pressure on the yoke may be necessary to aid in

steering effectiveness.

3. Keep the nosewheel on the ground until V_MC has been reached, at which time the pilot will take over the

yoke and begin raising the nosewheel slightly, while continuing acceleration to takeoff speed.

Figure 15-1. Crew Duties and Procedures for Normal Takeoff (Sheet 1 of 2)

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CAUTION

Pilots should be aware that the aircraft may fly at speeds considerably lower than the recommended takeoff

speeds. If the nosewheel is raised off the ground before V_MC has been reached, it is possible to become

airborne before V_MC.

Note

If V_MC is greater than takeoff speed, use V_MC for takeoff speed.

For most normal operations, runways are of sufficient length to permit a safe abort on the remaining

runway at speeds up to takeoff speed. This means that the refusal speed under these conditions would

be equal to or greater than the takeoff speed. If these conditions exist, use the takeoff speed for refusal

speed. In addition, when these conditions exist, the crew need only be concerned with V_MC and takeoff

speed. The takeoff should be aborted if any emergency condition develops before takeoff speed has

been reached. The takeoff should be continued if a controllable emergency condition, such as engine

failure, develops after takeoff speed has been reached.

Should the takeoff be made on a shorter runway where refusal speed is less than takeoff speed,

continue acceleration after reaching refusal speed, to takeoff speed or V_MC, whichever is greater, before

becoming airborne.

Flaps should not be raised until the gear is fully retracted, a minimum of 20 KIAS above takeoff speed

has been reached, and the aircraft is clear of all immediate obstacles. When the flaps are retracted and

the aircraft is well established in the climb, reduce to climb power and complete the Climb checklist.

Note

The pilot should keep his hand on the throttles until the aircraft is well established in the climb and climb power

has been set. The loss of an outboard engine at any time when full power is being used creates a high

differential in power, resulting in control difficulty; however, sufficient control is available if airspeed is above

V_MC. A slight reduction in power on the opposing outboard engine will serve to reduce the asymmetrical

power condition and aid in controllability. This procedure should be used only if conditions allow a reduction

in power or if the need for precise directional control is of greater importance than all other factors.

Figure 15-1. Crew Duties and Procedures for Normal Takeoff (Sheet 2)

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RIGHT--SEAT TAKEOFF GUIDE

PILOT (Left Seat)

COPILOT (Right Seat)

FLIGHT ENGINEER

Transfers flight controls

1. Places feet on brakes, hands

Monitors instruments.

stating, “You have the

on throttles and yoke.

aircraft.” Keep right hand

Acknowledges transfer of

near base of throttles in case

flight controls stating, “I have

of abort.

the aircraft.”

Assists in maintaining

2. Advances throttles to takeoff

Monitors instruments.

centerline with nosewheel

power. Smoothly releases

steering until rudder control

brakes. Maintains runway

speed is reached. Monitors

centerline with rudder control

instruments and throttles.

and wings level with the

yoke.

Calls out “80 knots”, “refusal”

3. Notes V_MC. At rotate speed,

Notes V_MC, takeoff and

and “rotate” speeds.

rotates nose to takeoff

refusal speeds. Monitors

attitude.

instruments.

Repeats “Gear up”.

4. When safely airborne, calls

Monitors instruments.

for “Gear up.”

Repeats “Flaps up” and

5. Calls for “Flaps up” when

Monitors instruments.

retracts flaps.

gear is fully retracted but

never less than 20 knots

above takeoff speed.

Figure 15-2. Crew Right-Seat Takeoff Guide

RIGHT--SEAT FULL--STOP LANDING

PILOT (Left Seat)

COPILOT (Right Seat)

FLIGHT ENGINEER

1. Monitors airspeed, rate of

1. Lands aircraft on airspeed,

1. Monitors airspeed and

descent, centerline, and

centerline, and in the first

engine instruments.

aircraft attitude and position

one--third of runway,

in reference to the runway.

smoothly lowering the

nosewheel to the runway,

then brings throttles to flight

idle.

2. Acknowledges transfer of

2. At flight idle, transfers

2. Monitors instruments,

throttles and rudder pedals

throttles and rudder pedals to

scanning for propeller and

stating “my throttles.”

left--seat pilot stating “Your

directional control

Maintains centerline primarily

throttles.” Maintains slight

malfunctions.

with rudder, using nosewheel

forward pressure on yoke

steering only as required

and wings level by scanning

during landing roll out.

outside/attitude gyro.

Figure 15-3. Right-Seat Full-Stop Landing

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CHAPTER 16

Evaluation

16.1

CONCEPT

The standard operating procedures prescribed in this manual represent the optimum method of operating the aircraft.

The NATOPS evaluation is intended to evaluate compliance with NATOPS procedures by observing and grading

individuals and units. This evaluation is tailored for comparability with various operational commitments and

missions of Navy units. The prime objective of the NATOPS evaluation program is to assist the unit commanding

officer in improving unit readiness and safety through constructive comment. Maximum benefit from the NATOPS

evaluation program is achieved only through the vigorous support of the program by commanding officers as well

as the flightcrewmembers.

16.2

IMPLEMENTATION

The NATOPS evaluation program shall be carried out in every unit operating Navy aircraft. The various categories

of flightcrewmembers desiring to attain/retain qualification in the C-130T shall be evaluated in accordance with the

current OPNAV Instruction 3710.7. Individual and unit NATOPS evaluations will be conducted periodically;

however, instruction and observation of adherence to NATOPS procedures must be on a daily basis within each unit

to obtain maximum benefits from the program. The NATOPS coordinators, evaluators, and instructors shall

administer the program as outlined in the current OPNAV Instruction 3710.7. Crewmembers who receive a grade

of Unqualified on a ground or flight evaluation shall be allowed 30 days in which to complete a reevaluation. A

maximum of 60 days may elapse between the date the initial ground evaluation was commenced and the date the

evaluation flight is satisfactorily completed.

16.3

DEFINITIONS

The following terms, used throughout this section, are defined as to their specific meaning within the NATOPS

program.

1. NATOPS evaluation — A periodic evaluation of individual flightcrewmembers standardization to consist of

an open-book examination, a closed- book examination, an oral examination, and a flight evaluation.

2. NATOPS reevaluation — A partial NATOPS evaluation administered to a flightcrewmember who has been

placed in an Unqualified status by receiving an Unqualified grade for any of the ground examinations or the

evaluation flight. Only those areas in which an unsatisfactory level was noted need be observed during a

reevaluation.

3. Qualified—Thatdegreeofstandardization demonstratedby avery reliableflightcrewmemberwhohas agood

knowledge of standard operating procedures and a thorough understanding of aircraft capabilities and

limitations.

4. Conditionally Qualified — That degree of standardization demonstrated by a flightcrewmember who meets

the minimum acceptable standards. The flightcrewmember is considered safe enough to fly as a pilot in

command or to perform normal duties without supervision, but more practice is needed to become Qualified.

5. Unqualified — That degree of standardization demonstrated by a flightcrewmember who fails to meet

minimum acceptable criteria. The flightcrewmember should receive supervised instruction until he has

achieved a grade of Qualified or Conditionally Qualified.

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6. Area — A routine of preflight, flight, or postflight.

7. Subarea — A performance subdivision within an area that is observed and evaluated during an evaluation

flight.

8. Critical area/subarea — Any area or subarea that covers items of significant importance to the overall mission

requirements, the marginal performance of which would jeopardize safe conduct of the flight.

9. Emergency — An aircraft component or system failure or a condition that requires instantaneous recognition,

analysis, and proper action.

10. Malfunction — An aircraft component or system failure to a condition that requires recognition and analysis

but permits more deliberate action than that required for an emergency.

16.4

GROUND EVALUATION

Prior to commencing the flight evaluation, each flightcrewmember must achieve a minimum grade of Qualified on

the open- and closed-book examinations. The oral examination is also part of the ground evaluation but may be

conducted as part of the flight evaluation. To assure a degree of standardization between units, the NATOPS

instructors may use questions from the sample banks in preparing portions of the written examination. Each

individual examination phase shall contain questions represented by all applicable areas of the NATOPS flight

manual.

16.4.1 Open-Book Examination

The number of questions on the open-book examination will not exceed 100, or be less than 25. The purpose of the

open-book examination portion of the written examination is to evaluate crewmember knowledge of appropriate

publications and the aircraft. The maximum time for this examination should not exceed 24 hours. Questions for the

open-book examination are contained in this manual. A grade of 3.5 is Qualified.

16.4.2 Closed-Book Examination

Up to 50 percent of the closed-book examination may be taken from the sample question banks. The remainder shall

be taken from the appropriate master question bank and shall include questions concerning normal procedures and

aircraft limitations. The number of questions on the closed-book examination will not exceed 50, or be less than 25.

Questions designated as critical will be so marked. An incorrect answer to any question in the critical category will

result in a grade of Unqualified for the examination. A grade of 3.3 is Qualified.

16.4.3 Oral Examination

An oral examination shall be administered to each crewmember. The questions may be taken from this manual and

drawn from the experience of the instructor/evaluator. Such questions should be direct and positive and should in

no way beopinionated. They will normally coveremergency procedures relativeto theappropriatecrew positionand

will ensure that an aircraft commander being evaluated is fully aware of his/her responsibilities and authority as

established by this publication and other directives.

16.4.4 Grading Instructions

Examination grades shall becomputed on a4.0 scaleand converted to an adjectivegradeofQualified orUnqualified.

16.5

FLIGHT EVALUATION

The number of flights required to complete a flight evaluation should be kept to a minimum, normally one flight.

The areas and subareas to be observed and graded on an evaluation flight are outlined in paragraph 16.6. Subarea

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grades will be assigned in accordance with the grading criteria. These subareas shall be combined to arrive at the

overallgradefortheflight.Areagrades,ifdesired,shallalsobedeterminedinthismanner.NATOPSflightevaluation

worksheets will be utilized for the flight.

16.6

FLIGHT EVALUATION GRADING CRITERIA

Only those subareas provided or required will be graded. The grades assigned for a subarea shall be determined by

comparing the degree of adherence to standard operating procedures with adjective ratings listed below. Momentary

deviations from standard operating procedures should not be considered as unqualifying provided such deviations

do not jeopardize flight safety and the crewmember applies prompt corrective action. (An asterisk (*) before an item

indicates a critical area or subarea.) A grade of CQ shall not be given in a critical area. A grading tolerance must be

given between aircraft commander and T2P. Deviations of additional ±5 knots, or ±5 degrees, or ±100 feet in addition

to those listed are allowable for T2P.

16.6.1 Aircraft Commander/T2P

*1. Predeparture.

*a. Takeoff performance computations.

(1) Qualified — Accurately utilized governing charts to ascertain air minimum control speed (one engine

inoperative), takeoff distance, takeoff speed, refusal speed, and takeoff crew briefing.

(2) Conditionally Qualified — Computed takeoff performance with minor errors not serious enough to

affect safety of flight. Missed some items on takeoff crew briefing.

(3) Unqualified — Made mistakes that, if followed, would jeopardize safety of flight.

*b. Fuel planning.

(1) Qualified — Complied with and was familiar with governing directives concerning required fuel and

fuel computations.

(2) Conditionally Qualified — Omitted minor items not affecting safety of flight.

(3) Unqualified — Was not familiar with governing directives and/or made erroneous computations that

could affect safety of flight.

*c. Weight and balance.

(1) Qualified — Checked accuracy of weight and balance against fuel required, cargo, and/or passengers

aboard.

(2) Conditionally Qualified — Minor errors that would not affect the safe completion of the mission.

(3) Unqualified — Did not meet the criteria of Conditionally Qualified.

*d. Preflight inspection.

(1) Qualified — Completed thorough aircraft inspection. Inspected data sheets of previous discrepancies

and preflight inspection form.

(2) Conditionally Qualified — Completed aircraft inspection with omissions in minor areas that did not

affect the safety of the proposed flight. Did not check previous discrepancy sheets or preflight

inspection form.

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(3) Unqualified — Failed to conduct aircraft inspection properly and omitted important items that would

affect the safety of the proposed flight.

2. Runup and taxi.

*a. Starting procedures.

(1) Qualified — Used checklist and proper starting procedures.

(2) Conditionally Qualified — Used checklist, but deviated from proper starting procedures without

jeopardizing safety.

(3) Unqualified — Failed to use checklist and/or used improper starting procedures.

b. Taxi.

(1) Qualified — Procedures required by the NATOPS flight manual were complied with. Taxi signalmen

were utilized; power and speeds regulated closely; watches were properly posted when required; all

lights and taxi aids were utilized as necessary. Checklists were accomplished without omission or

discrepancy. Smooth use of power levers and brakes, and proper compliance with tower instructions

were demonstrated.

(2) Conditionally Qualified — Procedures required by the NATOPS flight manual accomplished with

omissions, deviations, or discrepancies that did not either adversely affect successful completion of the

mission, jeopardize safety, or cause undue delay.

(3) Unqualified — Any omission or discrepancy that either precluded successful completion of the

mission, jeopardized safety, or caused excessive delay. Taxied in a rough and hazardous manner;

improper use of checklist.

*c. Runup procedure.

(1) Qualified — Accomplished engine runup checks in accordance with standard procedures.

(2) Conditionally Qualified — Satisfactorily completed engine runup checks but with minor deviations or

in improper sequence.

(3) Unqualified — Attempted engine runup in an area that was not clear. Too preoccupied with other duties

to noticemovement ofaircraft. Runupprocedures werenot inaccordancewithNATOPS flightmanual.

d. ATC clearance.

(1) Qualified — Used proper voice procedures and initiated timely clearance request. Checked clearance

against planned route of flight, if different than filed.

(2) Conditionally Qualified — Utilized nonstandard radio voice procedures but understood clearance.

(3) Unqualified — Unable to copy or understand ATC clearance.

*e. Radio management.

(1) Qualified — Set up radios in accordance with those facilities needed for initial climbout and on-course

navigation. Checked all communications/navigation equipment in accordance with the best means

available. Operated equipment in accordance with NATOPS flight manual and appropriate directives.

Fully utilized available radios and NAVAIDs.

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(2) Conditionally Qualified — Tuned but did not identify radio signals or use radio navigational aids for

backup.

(3) Unqualified — Radio equipment needed for flight not properly tuned or set prior to takeoff.

*f. Crew briefing.

(1) Qualified

— Thoroughly briefed crew on normal and emergency cockpit procedures, aircraft

performance (i.e., speeds including air minimum control speed (one engine inoperative), takeoff, and

refusal speeds), and emergencies after takeoff, reviewed ATC clearance, assured radios were tuned to

facilities associated with initial climbout and/or emergency return.

(2) Conditionally Qualified — Same as qualified, but omitted some minor items in the crew briefing.

(3) Unqualified — Omitted one or more items from the crew briefing.

*3.

Takeoff.

a. The following criteria shall apply to normal, short-field, and crosswind takeoff:

(1) Qualified — Performed normal, shortfield, and crosswind takeoff in a smooth manner according to

prescribed procedures. Made smooth application of power, noting air minimum control speed (one

engine inoperative), refusal speed, and takeoff speed. Made smooth transition to flight.

(2) Conditionally Qualified — Same as qualified except for minor deviations and technique not detrimental

to flight safety.

(3) Unqualified — Failure to note air minimum control speed (one engine inoperative), refusal speed or

takeoff speed. Erratic control on takeoff with a tendency to compromise safety. Made rough transition

to flight below takeoff speed with marginal control of aircraft.

*b. Emergency return (includes abort).

(1) Qualified — Maintained positive control of the aircraft; completed emergency checklists and securing

procedures in accordance with standard procedures; and effected smooth transition to final approach

and landing. Ensured adequate briefing was given crew, passengers, and traffic controller.

(2) Conditionally Qualified — Carried out items listed in Qualified but with some delay in executing

checks.

(3) Unqualified — Jeopardized flight safety by failing to cope with emergency in timely fashion or used

improper sequence of checks causing confusion in cockpit, and resulting in compound of emergency.

*4. Climb to level-off.

*a. ATC clearance execution.

(1) Qualified — Successfully accomplished the approved instrument departure procedure or, if radar

vectored, complied with all altitude and heading assignments. Navigated by aircraft instruments to

arrive over designated fixes on ETA and assigned altitude.

(2) Conditionally Qualified — Adhered to clearance limitations but required repeat radio transmissions.

Slow to react to instructions/clearances and had difficulty establishing and maintaining desired track.

(3) Unqualified — Proceeded without being certain of clearance or broke clearance limitations.

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b. Climbout procedures.

(1) Qualified — Proper use of climb checklist. Aircraft checks completed and crew reports received.

Maintained correct climb power setting. Climb airspeed maintained within ±5 knots. Prescribed

headings within ±5 degrees.

(2) Conditionally Qualified — Aircraft checks completed but reports not received. Established but did not

maintain correct climb power setting. Climb airspeed maintained with ±10 knots. Prescribed headings

within ±10 degrees.

(3) Unqualified — Failed to complete climb checklist. Did not establish correct climb power. Failure to

satisfy requirements listed under Conditionally Qualified.

*5.

Cruise procedures.

a. Qualified — Aircraft checks were completed. Headings were maintained within ±5 degrees. Airspeed was

maintained within ±5 knots. Cruise power setting was properly maintained.

b. Conditionally Qualified — Cruise airspeed maintained within ±10 knots, headings within ±10 degrees.

c. Unqualified — Failed to satisfy requirements listed under Conditionally Qualified.

*6.

Airwork.

a. Normal and steep turns.

(1) Qualified — Demonstrated coordinated turns with smooth reversals. Angles of bank up to 45 degrees

utilized for 180 degree and 360 degree turns. Altitude variation should be less than ±100 feet. Angle

of bank should be within 5 degrees of that prescribed.

(2) Conditionally Qualified — Maintained altitude within 200 feet and angle of bank within 10 degrees.

(3) Unqualified — Unable to meet above criteria.

b. Partial panel.

(1) Qualified — Maintained altitude within 100 feet, airspeed within 10 knots, and heading within 10

percent of amount of turn. Executed timed turns with an error less than 1 percent of amount of turn.

(2) Conditionally Qualified — Maintained altitude within 200 feet, airspeed within 15 knots, and heading

within 15 degrees. Executed timed turns with an error of more than 10 percent but less than 15 percent

of amount of turn.

(3) Unqualified — Unable to meet above criteria.

c. Unusual attitudes and recovery.

(1) Qualified — Demonstrated ability to effect a successful recovery expeditiously and with a minimum

loss of altitude, observing all aircraft operating limitations.

(2) Conditionally Qualified — Somewhat slow to comprehend the aircraft position in relation to the

horizon, resulting in a more severe aircraft attitude before recovery was effected.

(3) Unqualified — Unable to recover in a safe flight attitude within the aircraft limitations.

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d. Approach to stalls.

(1) Qualified — Initiated proper recovery technique and recovered with less than 100-foot loss of altitude.

(2) Conditionally Qualified — Minor deviations in entering and recovery techniques. Recovered with less

than 200-foot loss of altitude.

(3) Unqualified — Improper technique and/or loss of more than 200 feet of altitude.

*7.

Holding.

a. Qualified — Demonstrated a thorough knowledge of holding procedures by entering the pattern properly,

maintaining correct airspeed, making the proper correction for winds, using the proper voice procedure, and

adjusting the pattern to depart properly and on time.

b. Conditionally Qualified — Did not correct properly for winds, causing greater adjustment requirements in

the turns. Used nonstandard voice procedures. Did not adjust the pattern properly to depart on time.

c. Unqualified — Entered the pattern by making a wrong initial or subsequent turn. Failed to maintain proper

altitude or airspeed control. Did not make required voice reports.

Deleted.

*9.

Penetrations.

a. Qualified — Smoothly transitioned to penetration and complied with procedures outlined in the NATOPS

flight manual.

b. ConditionallyQualified—CompliedwithproceduresasoutlinedintheNATOPSflightmanualwithminor

variations not compromising safety.

c. Unqualified — Did not follow NATOPS flight manual procedures and/or flew penetration in an unsafe

manner. Exceeded aircraft limitations.

*10.

Instrument approach.

a. through e. PAR/ASR/ILS/ADF/VOR/TACAN.

(1) Qualified

— Followed procedures as published. Complied with approach control instructions.

Maintained airspeed within 5 knots. Did not descend below minimum altitudes, as published. Minor

deviations in glideslope and alignment. Demonstrated good tracking technique. Indicated time over

station was within 20 seconds. Expeditiously executed missed-approach procedures as published.

Maintained field altitude minimums.

(2) Conditionally Qualified — Followed procedures as published and complied with approach control

instructions. Maintained airspeed within 10 knots. Tracking was erraticand no apparent corrections for

wind were applied. Indicated time over airport was within 30 seconds. Large deviations in glideslope

and alignment but could have completed a successful approach. Slow to execute missed-approach

procedures with some minor deviations.

(3) Unqualified — Unsafe procedures and/or failed to comply with approach control instructions. Failed

to meet airspeed, altitude, and timecriteria specified above. Deviated from missed-approach procedure

to the extent that the safety of crew and aircraft were jeopardized. Descended below field altitude

minimums.bc

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*d. Missed approaches.

(1) Qualified — Prepared for missed approach (to the extent that reference to published procedure was not

required or did not interrupt necessary acts); timely, correct power applications; raised gear and flaps

properly following power; did not descend below minimums. No deviation from published procedures.

(2) Conditionally Qualified

— Not adequately prepared for missed approach (requiring excessive

references to published procedure). Incorrect power application; improper sequence of power, gear, and

flaps; did not descend below minimums; satisfactorily carried out published procedures.

(3) Unqualified — Descended below minimum, erratic use of power, unsatisfactory completion of

published procedures.

*e. Low visibility.

(1) Qualified — Properly executed NATOPS flight manual procedures for low-visibility approach,

keeping within the minimums of the instrument approach procedure used to arrive over the landing area.

Positive control of the aircraft was maintained while maneuvering at these low altitudes, with extreme

caution being used not to broach safety of flight by excessive angles of bank.

(2) Conditionally Qualified — Some deviations from established procedures evidenced, but no unsafe

conditions noted.

(3) Unqualified — Failed to meet the criteria of Conditionally Qualified.

*f. Transition to landing.

(1) Qualified — Maintained positive control of speed, power, and rate of descent. Aircraft aligned with

runway throughout final approach. Maintained aircraft in trim. Nose-high touchdown in first third of

runway. Maintained directional control during rollout. Positive control of reverse. Smooth, effective

use of brakes and nosewheel steering.

(2) Conditionally Qualified — Had minor difficulty with transition. Handled aircraft roughly and used

poor technique in either flare, landing, or rollout. Left excessive power on or made flat touchdown in

first third of runway.

(3) Unqualified — Had serious difficulty with transition. Failed to maintain positive control of aircraft

during either flare, landing, or rollout. Did not touch down in first third of runway. Landed hard.

Jeopardized safety.

*11.

VFR landing pattern.

*a. Normal.

(1) Qualified — Entered and flew traffic pattern in accordance with the appropriate governing directives.

Proper execution of Approach and Before Landing Checklists. Flew the traffic pattern within altitude

and airspeed range.

(2) Conditionally Qualified — Entered and flew traffic pattern in accordance with appropriate directives

but with deviations that did not interferewith trafficorjeopardize safety. Late calling for orcompleting

checklist. Flew traffic pattern with minor deviations in altitude and/or airspeed range.

(3) Unqualified — Deviated from prescribed pattern and interfered with other traffic or jeopardized safety.

Failed to call for or complete Before Landing Checklist. Exceeded limitations for Conditionally

Qualified.

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*b. Crosswind.

(1) Qualified

— Properly executed crosswind technique, maintaining positive directional control

throughout theflare, touchdown, and rollout. Reversethrust was used to best advantageto slow aircraft

while transition to nosewheel steering gave assurances of continued positive directional control.

(2) Conditionally Qualified — Insufficient measures to correct slight drift on final approach or touchdown.

Improper technique used to maintain directional control, or aircraft landed in slight skid.

(3) Unqualified — Safety of flight endangered by poor judgment of crosswind situation, or dangerous drift

existed on touchdown.

*c. 50-percent flap/no-flap landings.

(1) Qualified — Maintained correct altitude, pattern, and airspeed.

(2) Conditionally Qualified — Altitude, pattern, and airspeed correct except for minor deviations.

(3) Unqualified — Pattern too wide/close in. Unsatisfactory control of airspeed/altitude resulting in a

go-around.

d. Short field.

(1) Qualified — The approach was made in accordance with recommended procedures as outlined in the

NATOPS flight manual. Touchdown was made on the centerline of the runway within 500 feet of the

approach end. Reverse pitch and brakes were applied immediately and controlled so as to maintain

directional control and minimum roll commensurate with the length of the runway. Maintained

complete control of the aircraft at all times.

(2) Conditionally Qualified — Minor deviations from above criteria. Safe approach and landing. Landed

long but within limits to make a safe stop.

(3) Unqualified — Approach and landing deviated from the recommendations as outlined in the NATOPS

flight manual. Touchdown was short or so long that stopping within limits was doubtful. Poor control

maintained during roll, and uncoordinated applications of reverse and brakes caused erratic landing roll.

Overall handling of landing tended to compromise safety.

*e. Landing with emergency (engine, hydraulic, etc.).

(1) Qualified — Emergency analyzed correctly. Instant corrective action so as to assure safe approach and

landing.

(2) Conditionally Qualified — Minor discrepancies in handling emergency situation, but safe approach and

landing were accomplished.

(3) Unqualified — Incorrect technique in handling emergency, unsafe approach, or landing.

12. Secure and postflight procedures.

a. Qualified — Completed appropriate checklist without omissions; visual exterior inspection conducted;

completed necessary logs and forms. Assured that flight plan was closed out.

b. Conditionally Qualified — Omitted checklist items and exterior inspection, and failed to note obvious

maintenance discrepancy, none of which were considered unsafe.

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c. Unqualified — Major checklist items omitted; improper knowledge and use of postflight forms. No

postflight inspection.

*13.

Emergencies (the following criteria applies to all emergencies).

a. Qualified — Demonstrated proper technique, coordination, and/or knowledge of aircraft emergency and

distress procedures.

b. Conditionally Qualified — Same as qualified except for minor deviations.

c. Unqualified — Inadequate knowledge and/or poor technique of handling emergency or distress procedures.

14.

Crew coordination.

a. Qualified — Crew was well-coordinated and pilot was aware of the duties and responsibilities of each

crewmember. Crew performance as a team reflected pilot emphasis on conformance to standard procedures

by all crewmembers.

b. Conditionally Qualified — Crew was coordinated in actions and pilot was generally aware of crew duties

and responsibilities. Performance as a team did not jeopardize safety or crew ability to complete mission.

Did not require crew to perform tasks in accepted manner.

c. Unqualified — Crew performance showed complete lack of coordination by the pilot. Tasks were

performed in violation of accepted publications.

*15.

Use of checklists.

a. Qualified — Checklists called for at proper times and executed correctly.

b. Conditionally Qualified — Late calling for or completing checklist. Minor deviations or omissions noted.

c. Unqualified — Failed to call for or complete checklist in time.

16.

Aerial delivery (if applicable).

a. Knowledge of system.

(1) Qualified — Had complete knowledge of system capabilities and restrictions.

(2) Conditionally Qualified — Deviated from procedures and terminology as outlined in appropriate

directives. Such deviations were minor and would not interfere with safe completion of the mission.

(3) Unqualified — Incomplete knowledge of the system. More study needed to avoid compromising safe

operations.

b. Procedures and terminology.

(1) Qualified — Procedures and terminology utilized were as outlined in appropriate directives.

(2) Conditionally Qualified — Deviated from procedures and terminology as outlined in appropriate

directives. Such deviations were minor and would not interfere with safe completion of the missions.

(3) Unqualified — Deviated from approved procedures and terminology. Procedures used compromised

safety.

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c. Emergencies.

(1)

(See item 13 for grading criteria.).

16.6.2 Flight Engineer

1. Flight planning and preparation.

a. Professional equipment.

(1) Qualified — Had all necessary personal and professional equipment. Displayed positive knowledge of

the proper use, care, and operation of such equipment.

(2) Conditionally Qualified — Marginal knowledge of the proper use, care, and operation of personal and

professional equipment.

(3) Unqualified — Did not have required personal or professional equipment. The lack of this gear and

proper knowledge of its use could cause compromise of safe operation. Successful survival in an

emergency is doubtful.

b. Knowledge of weight and balance.

(1) Qualified — Displayed positive knowledge in computing and filling out Form F. Minor errors in

planning commitment for loading.

(2) Conditionally Qualified — Completed Form F with minor deviations from established procedures.

Such deviations did not compromise safe operations.

(3) Unqualified — Unable to complete Form F, or the computation was such that, if flown, safety of flight

would be compromised. Unfamiliar with weight and balance of an aircraft.

*2. Preflight.

*a. Aircraft servicing.

(1) Qualified — Displayed positive knowledge of requirements and proficiency in the servicing of engine,

oxygen, and hydraulic system components as outlined in approved manual and directives. All safety

precautions were heeded.

(2) Unqualified — Servicing of engine, oxygen, and hydraulic system components was not accomplished

or not done in an approved manner. Safety precautions were partially or completely disregarded,

thereby endangering aircraft and/or personnel.

*b. Preflight inspection and duties.

(1) Qualified

— Accomplished all necessary paperwork and conducted a thorough and proficient

inspection, utilizing approved checklist. Possessed positive knowledge of inspection requirements.

(2) Unqualified — Did not accomplish required paperwork and/or failed to complete exterior inspection

or utilize approved checklist. Inspection was such that safe operation was doubtful.

c. Auxiliary power unit operation.

(1) Qualified — Accomplished APU start, operation, and required checks in the prescribed manner as

outlined in approved manuals and directives. Possessed positive knowledge of emergency procedures.

All safety precautions were heeded.

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(2) Conditionally Qualified — Accomplished APU start, operation, and required checks with minor

deviations of approved manuals and directives. Deviations did not compromise safety.

(3) Unqualified — Errors were made during start and operation so as to endanger the aircraft. Doubtful of

or definitely did not know APU procedures. Safety precautions were partially or completely

disregarded.

d. Taxi ability (not applicable).

*3. Pretakeoff.

*a. Engine start.

(1) Qualified — Accomplished engine start in the prescribed manner, used approved checklist, observed

all limitations, and operated all switches and controls properly. Accomplished required checks.

Possessed knowledge of normal and emergency procedures during starts. Start was accomplished in

professional manner.

(2) Unqualified — Errors were made during start with use of switches and controls so as to endanger the

aircraft. Doubtful of or definitely did not know start limitations and/or procedures. Checklist was not

utilized.

*b. Before taxi and taxi.

(1) Qualified — Accomplished all system checks in accordance with prescribed procedures in a positive

manner. Knowledge of required system and checks was displayed so as to indicate a highly professional

crewmember.

(2) Unqualified — All or some checks were ineffective and/or incomplete. Limited knowledge of required

checks or corrective action, if malfunctions occurred. Procedure used could cause malfunction or

damage to aircraft.

*c. Engine runup.

(1) Qualified

— Demonstrated positive knowledge and proficiency in engine runup procedures,

limitations, and required checks.

(2) Unqualified — Failed to accomplish checks or accomplished them in other than approved manner. Did

notinterpretinstrumentindicationsproperly;displayedlack ofknowledgeofsystems whenperforming

checks; doubtful determination of status of systems. Failed to notify pilot of malfunction.

*4. Takeoff.

a. Qualified — Monitored engine and system indicators. Complied with pilot briefing and approved remedial

actions.

b. Unqualified — Did not monitor engine or system indicators. Failed to comply with pilot briefing and/or

approved remedial action.

*5. Climb.

a. Qualified — Completed all items on the checklist in proper sequence and complied with instructions with

no deviations. Systems knowledge, management, and procedures were outstanding.

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b. Unqualified — Did not comply with checklist or instructions. Displayed a lack of knowledge of systems

and their management and/or of approved procedures. Displayed an unsafe performance.

*6. Cruise — The following grading criteria shall be used for individual evaluation of the:

*a. Fuel system and management.

*b. Hydraulic system.

*c. Pneumatic systems.

*d. Electrical system.

*e. Anti-icing and deicing systems.

*f. Propellers.

*g. Engines.

*h. Power charts (cruise performance charts).

*i. Fuel log.

*j. Instrumentation.

(1) Qualified — Positive knowledge of systems and system management and/or operation. Accomplished

all necessary paperwork. Operated systems in a professional manner.

(2) Unqualified — Did not understand all the systems or their management. Operation of various

components in the system(s) could cause possible damage to the aircraft or injury to personnel.

*7. Emergency and malfunction procedures — The following grading criteria will be utilized for individual

evaluation of the listed emergencies and malfunctions:

*a. Engine failure.

*b. Propeller failure.

*c. Fuselage fire.

*d. Smoke and fume elimination.

*e. In-flight door warning.

*f. Ditching and bailout.

*g. Fuel system.

*h. Electrical system.

*i. Hydraulic system.

*j. Pneumatic system.

(1) Qualified — An obvious understanding of the corrective action for existing malfunctions. Explained

in detail all necessary actions and limitations. Conducted corrective action in a highly professional

manner.

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(2) Unqualified — Did not display a positive knowledge of all corrective actions for existing malfunctions.

Knowledge and actions were not up to standards for professional approach to malfunctions and

emergencies. Actions indicated doubt as to whether actual emergencies could be handled. Needs

supervision and instruction.

*8. Descent and landing.

a. Qualified — Completed all checklist items in proper sequence. Demonstrated positive knowledge of

required systems management and operating procedures.

b. Unqualified — Did not utilize checklist. Management and procedures were unapproved and bordered on

or were unsafe. Needs supervision and instruction.

*9. Postflight.

a. Inspection.

(1) Qualified — Extremely thorough and competent in accomplishing required inspections. No deviations

from manuals or other directives. Advised pilot on aircraft discrepancies so that a complete and accurate

aircraft status was determined.

(2) Unqualified — Did not or was unable to perform postflight inspection. Failed to advise pilot of aircraft

discrepancies; consequently, the true status of the aircraft was unknown. Possibly needs supervision

and/or further instruction.

*b. Servicing and securing.

(1) Qualified — Displayed professional knowledge of requirements and proficiency in refueling and

securing aircraft. All requirements, as outlined in approved manuals and directives, were accomplished

in a professional manner. All safety precautions were heeded.

(2) Unqualified — Refueling and securing were not accomplished or were not accomplished in approved

manner. Safety precautions were partially or completely disregarded, thereby endangering aircraft

and/or personnel. Requires supervision and/or further instruction.

10.

General.

a. Use of forms.

(1) Qualified — Accomplished all necessary paperwork as outlined in approved manuals and directives

in a professional manner.

(2) Conditionally Qualified — Accomplished all necessary paperwork as outlined in approved manuals

and directives with minor errors.

(3) Unqualified — Did not accomplish required paperwork as outlined in approved manuals and directives.

b. Cockpit discipline.

(1) Qualified — Coordinated actions smoothly and effectively with all crewmembers. Anticipated

demands upon crew position. The overall performance of the crew was enhanced by continual alertness

to the needs of others in the performance of their assigned duties.

(2) Conditionally Qualified — Attempted to coordinate actions/requirements but lacked the desired effect.

Intercommunications discipline at times interfered with crew. Responses to checklist items were made

with only minor deviations. Did not jeopardize mission accomplishment or other crewmembers’ duties.

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(3) Unqualified — Displayed undesirable traits in crew coordination and discipline. Intercommunication

discipline was nonexistent. Responses to checklist were vague or improper. Performance hindered the

smooth accomplishment of the mission.

c. Ability to perform major/minor repairs (when observed).

(1) Qualified — Displayed positive knowledge in the requirements and proficiency of repairs utilizing

approved manuals for limitations and procedures. Coordinated repair actions with maintenance

departments smoothly and effectively. All safety precautions were followed.

(2) Conditionally Qualified — Displayed good knowledge in the requirements and proficiency of repairs,

utilizing approved manuals but with minor deviations. Coordination with maintenance department

lacked desired effect. Deviations or coordination did not compromise safety.

(3) Unqualified — Displayed undesirable traits in the requirements of repair and failed or did not fully use

approved manuals. No coordination with the crew or local maintenance department. Safety precautions

were partially or completely disregarded thereby endangering aircraft and/or personnel. Definite need

of supervision and instruction.

d. Ability to perform preventive maintenance (when observed).

(1) Qualified — Displayed positive knowledge of requirements and proficiency, utilizing approved

manuals and directives. Had a continual alertness to the needs of preventive maintenance. All safety

precautions were followed.

(2) Conditionally Qualified — Marginal knowledge of requirements or proper procedures. Utilized

approved manuals and directives but with minor errors. Errors did not compromise safety.

(3) Unqualified — Did not or was unable to perform preventive maintenance. Failed to advise maintenance

of discrepancies; consequently, the true status of the aircraft was unknown. Needs supervision and

instruction.

e. Troubleshooting capability (when observed).

(1) Qualified — Extremely thorough and competent in professional approach to malfunctions. No

deviations from manuals or other directives. All safety precautions were heeded.

(2) Conditionally Qualified — Good approach to malfunctions with added cost of man hours. Minor

deviations from manuals and directives. Deviations did not compromise safety.

(3) Unqualified — Did not or was unable to troubleshoot because of lack of system knowledge and/or failed

to utilize manuals or directives. Safety precautions were partially or completely disregarded.

*f. Aircraft and system knowledge.

(1) Qualified — Positive knowledge of system and operation. Explained in precise detail their functions

and limitations.

(2) Unqualified — Did not understand all the systems’ functions and/or limitations. Lack of knowledge

could cause possible damage to the systems, and/or explanations of operating the system were unsafe.

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16.6.3 Second Flight Engineer

Flight planning and preparation.

a. Professional equipment.

(1) Qualified — Had all necessary personal and professional equipment. Displayed positive knowledge of

the proper use, care, and operation of such equipment.

(2) Conditionally Qualified — Marginal knowledge of the proper use, care, and operation of personal and

professional equipment.

(3) Unqualified — Did not have required personal or professional equipment. The lack of this gear and

proper knowledge of its use could cause compromise of safe operation. Successful survival in an

emergency is doubtful.

Preflight.

a. Aircraft servicing.

(1) Qualified — Displayed positive knowledge of requirements and proficiency in the servicing of engine,

fuel, and hydraulic system components as outlined in approved manual and directives. All safety

precautions were heeded.

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Servicing of engine, fuel, and hydraulic system components was not accomplished or

not done in an approved manner. Safety precautions were partially or completely disregarded, thereby

endangering aircraft and/or personnel.

b. Preflight inspection and duties.

(1) Qualified — Conducted a thorough and proficient inspection, utilizing approved checklist. Possessed

positive knowledge of inspection requirements and/or support equipment use.

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Failed to complete exterior inspection or utilize approved checklist. Inspection was such

that safe operation was doubtful. Improper or unsafe use of support equipment.

c. Auxiliary power unit operation.

(1) Qualified — Accomplished APU start, operation, and required checks in the prescribed manner as

outlined in approved manuals and directives. Possessed positive knowledge of emergency procedures.

All safety precautions were heeded.

(2) Conditionally Qualified — Accomplished APU start, operation, and required checks with minor

deviations of approved manuals and directives. Deviations did not compromise safety.

(3) Unqualified — Errors were made during start and operation so as to endanger the aircraft. Doubtful of

or definitely did not know APU procedures. Safety precautions were partially or completely

disregarded.

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3. Forms and paperwork.

a. Forms.

(1) Qualified — Accomplished all necessary paperwork. Ensured all publications/forms that are necessary

for the mission are onboard the aircraft. Possessed positive knowledge of proper documentation of

aircraft inspections and scheduled/unscheduled maintenance.

(2) Unqualified — Errors were made during documentation that would report incorrect or incomplete

paperwork. RON packet was forgotten. Doubtful of or definitely did not know proper procedures for

documentation.

*4. Inflight procedures.

*a. Cruise.

(1) Qualified — Monitored engine and system indicators. Demonstrated proper situational awareness.

Properly collected Belding and fuel log data.

(2) Unqualified — Did not monitor engine or system indicators. Failed to record Belding and fuel log data.

Failed to use proper cockpit discipline. Errors were made that would jeopardize safety of flight.

*b. Cruise performance.

(1) Qualified — Correctly charted cruise performance for the following predictions:

(a)

4-engine cruise ceiling.

(b)

3-engine cruise ceiling.

(c)

3-engine driftdown speed.

(d) Range using different cruise profiles.

(e) Predicted torque/fuel flow.

(f) Temperature deviation at altitude.

(2) Unqualified

— Incorrectly charted cruise performance and/or displayed lack

performance

knowledge.

System knowledge.

a. Cruise — The following grading criteria shall be used for individual evaluation of the:

(1) Fuel system and management.

(2) Hydraulic system.

(3) Pneumatic systems.

(4) Electrical system.

(5) Anti-icing and deicing systems.

(6) Propellers.

(7) Engines.

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(8) Instrumentation.

(a) Qualified

— Positive knowledge of systems and system management and/or operation.

Accomplished proper fuel management. Operated systems in a professional manner.

(b) Unqualified — Did not understand all the systems or their management. Operation of various

components in the system(s) could cause possible damage to the aircraft or injury to personnel.

*6. Emergency procedures — Thefollowing grading criteriawill beutilized forindividual evaluation of thelisted

emergencies and malfunctions:

*a. Fuselage fire and fume elimination.

*b. Rapid decompression.

*c. Inflight door warning.

*d. Ditching and bailout.

*e. Hydraulic system.

*f. Electrical system.

*g. Fuel system.

*h. Engine shutdown.

*i. Bleed air system.

*j. Pressurization.

(1) Qualified — An obvious understanding of the corrective action for existing malfunctions. Explained

in detail all necessary actions and limitations. Conducted corrective action in a highly professional

manner.

(2) Unqualified — Did not display a positive knowledge of all corrective actions for existing malfunctions.

Knowledge and actions were not up to standards for professional approach to malfunctions and

emergencies. Actions indicated doubt as to whether actual emergencies could be handled. Needs

supervision and instruction.

*7. Descent and landing.

a. Qualified — Assisted the flight crew in preparation for landing. Stowed all loose items in and around the

Navigator Station, Bunk, and Galley areas.

b. Unqualified — Loose items that were left adrift. Seatbelt unfastened or incorrectly set for landing.

*8. Postflight.

*a. Inspection.

(1) Qualified — Extremely thorough and competent in accomplishing required inspections. No deviations

from manuals or other directives. Advised pilot on aircraft discrepancies so that a complete and accurate

aircraft status was determined.

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(2) Unqualified — Did not or was unable to perform postflight inspection. Failed to advise pilot of aircraft

discrepancies; consequently, the true status of the aircraft was unknown. Possibly needs supervision

and/or further instruction.

*b. Servicing and securing.

(1) Qualified — Displayed professional knowledge of requirements and proficiency in refueling and

securing aircraft. All requirements, as outlined in approved manuals and directives, were accomplished

in a professional manner. All safety precautions were heeded.

(2) Unqualified — Refueling and securing were not accomplished or were not accomplished in approved

manner. Safety precautions were partially or completely disregarded, thereby endangering aircraft

and/or personnel. Requires supervision and/or further instruction.

General.

a. Plane Captain responsibilities.

(1) Qualified — Accomplished all necessary plane captain responsibilities as outlined in approved manuals

and directives in a professional manner.

(2) Conditionally Qualified — Accomplished all necessary plane captain responsibilities as outlined in

approved manuals and directives with minor errors.

(3) Unqualified — Did not accomplish plane captain responsibilities and/or displayed a lack of knowledge

concerning the plane captain.

b. Cockpit discipline.

(1) Qualified — Coordinated actions smoothly and effectively with all crewmembers. Anticipated

demands upon crew position. The overall performance of the crew was enhanced by continual alertness

to the needs of others in the performance of their assigned duties.

(2) Conditionally Qualified — Attempted to coordinate actions/requirements but lacked the desired effect.

Intercommunications discipline at times interfered with crew. Did not jeopardize mission accomplish-

ment or other crewmembers’ duties.

(3) Unqualified — Displayed undesirable traits in crew coordination and discipline. Intercommunication

discipline was nonexistent Performance hindered the smooth accomplishment of the mission.

16.6.4 Loadmaster Evaluation

1. Preflight duties.

a. Survival/professional equipment use and location.

(1) Qualified — Obtained all personal, professional, and survival equipment. Displayed an outstanding

knowledge of the proper use, care, location, and operation of such equipment.

(2) Conditionally Qualified — Marginal knowledge of the proper use, care, location, and operation of

personal, professional, and survival equipment.

(3) Unqualified — Did not ensure the required personal, professional, and survival equipment was on

board. The lack of this gear and proper knowledge could cause compromise of safe operation.

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b. Inspection and duties.

(1) Qualified — Reported sufficiently in advance of flight to complete preflight inspection/duties,

precluding delay of flight. Completed thorough preflight inspection in compliance with standard forms.

Ascertained that all flight attendant equipment was aboard and that coffeeand waterhad been obtained.

(2) Conditionally Qualified — Completed aircraft inspection/duties with omissions in minor areas. Did

not cause delay or affect the safety of the proposed flight.

(3) Unqualified — Failed to conduct proper aircraft inspection and/or omitted important items that would

affect the safety of flight. Failed to ensure all flight attendant equipment, coffee, and water had been

obtained.

c. Passenger brief.

(1) Qualified — Briefed the passengers completely concerning the use of seatbelts and emergencies.

Ensured passenger manifest/paperwork was attained prior to departure.

(2) Conditionally Qualified — Same as qualified but omitted some items or incompletely briefed on any

one item.

(3) Unqualified — Gave incomplete briefing. Omitted most items that should have been covered. Did not

ensure that passengers manifest/paperwork was aboard prior to departure.

d. Baggage handling.

(1) Qualified — Ensured passenger baggage was properly manifested, handled, and placed aboard.

(2) Conditionally Qualified — Same as qualified but made minor mistakes in manifesting or handling of

passenger baggage.

(3) Unqualified — Did not manifest baggage and mishandled baggage resulting in damaged or destroyed

passenger baggage.

Cargo loading/offloading procedures.

a. Terminal operation procedures.

(1) Qualified — Ensured that all documentation and services were obtained or arranged, which resulted

in a smooth loading/offloading evolution.

(2) Conditionally Qualified — Made minor mistakes in obtaining the proper documentation from the

terminal. Made minor errors in obtaining the required terminal services that did not affect a proper

loading/offloading evolution.

(3) Unqualified — Did not obtain the proper documentation required for the mission. Failed to ensure that

terminal services were available resulting in delays and/or an unsatisfactory loading/offloading

evolution.

*b. Loadplanning/weight and balance.

(1) Qualified — Ensured that scheduled passengers/cargo were loadplanned resulting in a satisfactory

aircraft center of gravity. Checked proper computations of weight and balance to ensure aircraft was

within allowable operating limits. Compared weight and balance form with actual cargo/passenger

load.

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(2) Unqualified — Failed to ensure that passengers/cargo were loadplanned correctly, resulting in a

condition exceeding allowable limits of the aircraft. Failed to check weight and balance forms with

applicable passenger/cargo manifest. Made major errors in computations, resulting in improper cabin

load or exceeding allowable limits of the aircraft.

*c. Hazardous cargo procedures.

(1) Qualified — Ensured proper documentation was obtained and hazardous cargo was inspected prior to

loading. Loadplanned the hazardous cargo for accessibility in flight in the event of leakage, smoke and

fumes, fire, etc. Notified the aircraft commander of type and quantity of hazardous cargo.

(2) Unqualified — Did not inspect hazardous cargo prior to flight and/or did not ensure the proper

documentation was obtained. Did not loadplan for accessibility during flight, resulting in a dangerous

condition should the cargo leak, spill, etc.

d. Loading/offloading crew briefing.

(1) Qualified — Ensured the loading/offloading crew was briefed of all hand signals or alternate signals

resulting in a safe and efficient loading/offloading evolution.

(2) Conditionally Qualified — Made minor errors in ensuring loading/offloading crew was properly

briefed. Crewmember acknowledged mistake and quickly corrected the deficiency resulting in a safe

and efficient loading/offloading evolution.

(3) Unqualified — Did not brief loading/unloading crew, ensuring cargo onload/offload was unsafe and

inefficient.

*e. Cargo loading/offloading safety precautions.

(1) Qualified — Demonstrated thorough knowledge of loading/offloading and safety procedures.

(2) Unqualified — Used improper and/or unsafe loading/offloading procedures.

*f. Cargo loading/offloading procedures.

(1) Qualified — Completed the loading/offloading procedure safely and proficiently. Was knowledgeable

in all aspects of cargo loading/offloading procedures.

(2) Unqualified — Incorrectly performed duties associated with the cargo loading/offloading evolution.

Made mistakes that affected safety of flight.

g. Care and use of equipment.

(1) Qualified — Demonstrated correct use of all equipment applicable to cargo loading/offloading.

(2) Conditionally Qualified — Same as qualified but could be more careful in handling of equipment.

(3) Unqualified — Inadequate knowledge or improper utilization of equipment.

*h. Cargo restraint criteria/application.

(1) Qualified — Demonstrated thorough knowledge of cargo restraint criteria and application of tiedown

equipment.

(2) Unqualified — Demonstrated lack of knowledge of cargo restraint criteria. Failed to properly place

and/or operate tiedown equipment.

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*i. Mail/classified material handling.

(1) Qualified — Adhered to prescribed regulations governing security and accountability of mail and

classified material. Ensured that proper authorities were notified at destination.

(2) Unqualified — Failed to provide security for mail and classified material. Did not ensure proper

authorities were notified upon arrival at destination.

j. Limitations.

(1) Qualified — Properly demonstrated excellent knowledge of cargo deck, loading aid, and equipment

limitations.

(2) Conditionally Qualified — Same as qualified but with minor deviations.

(3) Unqualified — Failed to provide knowledge of prescribed limitations that would have resulted in injury

to personnel or damage to equipment.

Mission requirements.

a. Checklist procedures.

(1) Qualified — Performed checklists accurately and without delay. Noticed existing or potential problems

and communicated with the flight station to correct/prevent further damage and/or injury.

(2) Conditionally Qualified — Performed checklist with minor deviations. Noticed unsafe conditions and

notified flight station accordingly.

(3) Unqualified — Incorrectly replied to applicable checklist items. Did not communicate potential

problems with flight station resulting in an unsafe ground/flight evolution.

b. Care of passengers.

(1) Qualified — Ensured passengers were properly and safely loaded, briefed, and seated. Ensured toilet

facilities were rigged during flight.

(2) Conditionally Qualified — Same as qualified but with minor deviations.

(3) Unqualified — Loaded passengers in an unsafe manner. Did not ensure passengers were seated

correctly with seatbelts fastened. Did not rig toilet during flight.

c. Aircraft/equipment checks.

(1) Qualified — Ensured all cargo remained secure throughout duration of flight Ensured aircraft cargo

compartment, engines, and wings were routinely checked (once every hour) for fluid leaks, smoke,

fires, etc.

(2) Conditionally Qualified — Same as qualified but did not notice slack in restraint devices and minor

aircraft/equipment leaks.

(3) Unqualified — Did not secure loose and/or unrestrained cargo. Did not perform aircraft security checks

routinely (once every hour).

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4. General.

a. Aircraft knowledge.

(1) Qualified — Demonstrated thorough knowledge of aircraft systems and components.

(2) Conditionally Qualified — Same as qualified, but with minor discrepancies in knowledge.

(3) Unqualified — Did not understand the systems or components. Performance bordered on or was unsafe.

*b. Crew coordination.

(1) Qualified — Utilized other crewmembers to expeditiously handle assigned loads at en route stops.

Readily assisted other crewmembers in completion of assigned tasks.

(2) Unqualified — Failed to utilize other crewmembers, resulting in delay. Uncooperative.

c. First aid.

(1) Qualified — Possessed excellent knowledge of the basic fundamentals of first aid. Knew the location

and use of all first-aid equipment.

(2) Conditionally Qualified — Same as qualified but with minor discrepancies in knowledge.

(3) Unqualified — Little or no knowledge of the basic fundamentals of first aid. Did not know the location

or use of the first-aid equipment.

d. Customs/agriculture procedures.

(1) Qualified — Ensured that all necessary forms were completed, obtained, and/or submitted and that

aircraft was properly disinfected when required. Was familiar with customs, regulations, and foreign

clearance guide requirements.

(2) Conditionally Qualified — Complied with agriculture requirements but committed minor errors in

preparation of forms.

(3) Unqualified — Failed to satisfactorily complete, obtain, and/or submit necessary forms.

e. Supervisory ability.

(1) Qualified — Demonstrated leadership and professionalism resulting in an efficient and safe flight

evolution.

(2) Conditionally Qualified — Occasionally failed to demonstrate leadership and professionalism.

(3) Unqualified — Routinely failed to demonstrate leadership and professionalism resulting in frequent

delays and unsafe conditions.

f. Forms/paperwork.

(1) Qualified — Thoroughly completed and filed all paperwork/forms.

(2) Conditionally Qualified — Completed all required forms but with minor omissions that did not

adversely affect required procedures.

16-23

ORIGINAL

01-75GAL-1

(3) Unqualified — Failed to satisfactorily complete necessary forms and filing procedures.

5. Emergency procedures.

*a. Fuselage fire/smoke and fumes elimination.

(1) Qualified — Completely explained/demonstrated memory item(s) and all procedures pertaining to

emergency.

(2) Unqualified — Incorrectly explained/demonstrated memory item(s).

*b. In-flight door warning.

(1) Qualified — Completely explained/demonstrated memory item(s) and all procedures pertaining to

emergency.

(2) Unqualified — Incorrectly explained/demonstrated memory item(s).

*c. Rapid decompression.

(1) Qualified — Completely explained/demonstrated memory item(s) and all procedures pertaining to

emergency.

(2) Unqualified — Incorrectly explained/demonstrated memory item(s).

d. Bailout.

(1) Qualified — Understood/demonstrated the procedure completely. Explained precisely all necessary

action.

(2) Conditionally Qualified — Understood the procedure satisfactorily. Weak in explaining necessary

actions.

(3) Unqualified — Did not display a positive knowledge of procedure.

*e. Cargo jettison procedures.

(1) Qualified — Understood the procedure and action precisely that should be taken. Explained/demon-

strated in detail the steps to be taken.

(2) Unqualified — Did not display a positive knowledge of procedure.

f. Ditching procedures.

(1) Qualified — Demonstrated a thorough knowledge of ditching procedures. Explained, in detail, all the

actions required for ditching in proper sequence. Was able to execute the drill expeditiously, safely, and

correctly, requiring no supervision.

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Did not know ditching procedures or left doubt that crewman would survive ditching

if left to his/her own devices.

*g. General emergency procedures.

(1) Qualified — Demonstrated knowledge of emergency procedures/equipment. Displayed alertness at all

times and remained calm and efficient under stress.

ORIGINAL

16-24

01-75GAL-1

(2) Unqualified — Did not know emergency procedures. Displayed a lack of awareness of in-flight

emergency procedures. Became disturbed to the degree of jeopardizing the safety of the flight when

subject to stress.

*h. Ground Evacuation

(1) Qualified — Demonstrated a thorough knowledge of ground evacuation procedures. Explained, in

detail, all the actions required for Ground Evacuation in proper sequence. Was able to execute the drill

expeditiously, safely, and correctly, requiring no supervision.

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Did not know Ground Evacuation procedures or left doubt that the crewman would

safely evacuate the aircraft if left to his/her own devices.

6. Postflight.

a. Aircraft secured as required.

(1) Qualified red aircraft cargo compartment was cleaned prior to securing. Secured cargo compartment

doors and hatches and assisted crew in securing aircraft as required.

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Made little effort to ensure the aircraft was properly cleaned and secured.

7. CRM.

a. Qualified

— Displayed knowledge of requirements and proficiency, using approved manuals and

directives.

b. Unqualified — Did not or was not able to perform and/or identify the necessary CRM skills.

16.6.5 Second Loadmaster Evaluation

1. Preflight duties.

a. Professional/survival equipment use and location.

(1) Qualified — Obtained all personal, professional, and survival equipment. Displayed an outstanding

knowledge of the proper use, care, location, and operation of such equipment.

(2) Conditionally Qualified — Marginal knowledge of the proper use, care, location, and operation of

personal, professional, and survival equipment.

(3) Unqualified — Did not ensure the required personal, professional, and survival equipment was on

board. The lack of this gear and proper knowledge could cause compromise of safe operation.

b. Inspection and duties.

(1) Qualified — Reported sufficiently in advance of flight to complete preflight inspection/duties,

precluding delay of flight. Completed thorough preflight inspection in compliance with standard forms.

Ascertained that all flight attendant equipment was aboard and that food, coffee, and water had been

obtained.

(2) Conditionally Qualified — Completed aircraft inspection/duties with omissions in minor areas that did

not cause delay or affect the safety of the proposed flight.

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ORIGINAL

01-75GAL-1

(3) Unqualified — Failed to conduct proper aircraft inspection and/or omitted important items that would

affect the safety of flight. Failed to ensure all flight attendant equipment, food, coffee, and water had

been obtained.

c. Passenger brief.

(1) Qualified — Briefed the passengers completely concerning the use of seatbelts and emergencies.

Ensured passenger manifest/paperwork was attained prior to departure.

(2) Conditionally Qualified — Same as qualified but omitted some items or incompletely briefed on any

one item.

(3) Unqualified — Gave incomplete briefing. Omitted most items that should have been covered. Did not

ensure that passenger manifest/paperwork was aboard prior to departure.

d. Baggage handling.

(1) Qualified — Ensured passenger/crew baggage was properly manifested, handled, and placed aboard.

(2) Conditionally Qualified — Same as qualified but made minor mistakes in manifesting or handling of

passenger/crew baggage.

(3) Unqualified — Did not manifest baggage and mishandled baggage resulting in damaged or destroyed

passenger/crew baggage.

Mission requirements.

a. Checklist procedures.

(1) Qualified — Performed checklists accurately and without delay. Noticed existing or potential problems

and communicated with the flight station to correct/prevent further damage and/or injury.

(2) Conditionally Qualified — Performed checklists with minor deviations. Noticed unsafe conditions and

notified flight station accordingly.

(3) Unqualified — Incorrectly replied to applicable checklist items. Did not communicate potential

problems with flight station resulting in an unsafe ground/flight evolution.

b. Care of passengers.

(1) Qualified — Ensured passengers were properly and safely loaded, briefed, and seated. Ensured toilet

facilities were rigged during flight.

(2) Conditionally Qualified — Same as qualified but with minor deviations.

(3) Unqualified — Loaded passengers in an unsafe manner. Did not ensure passengers were seated

correctly with seatbelts fastened. Did not rig toilet during flight.

c. Aircraft/equipment checks.

(1) Qualified — Ensured all cargo remained secure throughout duration of flight Ensured aircraft cargo

compartment, engines, and wings were routinely checked (once every hour) for fluid leaks, smoke, fire,

etc.

(2) Conditionally Qualified — Same as qualified but did not notice slack in restraint devices and minor

aircraft/equipment leaks.

ORIGINAL

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01-75GAL-1

(3) Unqualified — Did not secure loose and/or unrestrained cargo. Did not perform aircraft security checks

routinely (once every hour).

3. General.

a. Aircraft knowledge.

(1) Qualified — Demonstrated thorough knowledge of aircraft systems and components.

(2) Conditionally Qualified — Same as qualified, but with minor discrepancies in knowledge.

(3) Unqualified — Did not understand the systems or components. Performance bordered on or was unsafe.

*b. Crew coordination.

(1) Qualified — Utilized other crewmembers to expeditiously handle assigned loads at en route stops.

Readily assisted other crewmembers in completion of assigned tasks.

(2) Unqualified — Failed to utilize other crewmembers resulting in delay. Uncooperative.

c. First aid.

(1) Qualified — Possessed excellent knowledge of the basic fundamentals of first aid. Knew the location

and use of all first aid equipment.

(2) Conditionally Qualified — Same as qualified but with minor discrepancies in knowledge.

(3) Unqualified — Little or no knowledge of the basic fundamentals of first aid. Did not know the location

or use of the first-aid equipment.

d. Supervisory ability.

(1) Qualified — Demonstrated leadership and professionalism resulting in an efficient and safe flight

evolution.

(2) Conditionally Qualified — Occasionally failed to demonstrate leadership and professionalism.

(3) Unqualified — Routinely failed to demonstrate leadership and professionalism, resulting in frequent

delays and unsafe conditions.

e. Forms/paperwork.

(1) Qualified — Thoroughly completed and filed all paperwork/forms.

(2) Conditionally Qualified — Completed all required forms but with minor omission that did not

adversely affect required procedures.

(3) Unqualified — Failed to satisfactorily complete necessary forms and filing procedures.

f. Care and use of equipment.

(1) Qualified — Demonstrated correct use of all equipment applicable to cargo loading/offloading.

(2) Conditionally Qualified — Same as qualified but could be more careful in handling of equipment.

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ORIGINAL

01-75GAL-1

(3) Unqualified — Inadequate knowledge or improper knowledge or improper utilization of equipment.

*g. Cargo restraint criteria/application.

(1) Qualified — Demonstrated thorough knowledge of basic cargo restraint criteria and application of

tiedown equipment.

(2) Unqualified — Demonstrated lack of knowledge of basic cargo restraint criteria. Failed to properly

place and/or operate tiedown equipment.

*h. Mail/classified material handling.

(1) Qualified — Adhered to prescribed regulations governing security and accountability of mail and

classified material. Ensured that proper authorities were notified at destination.

(2) Unqualified — Failed to provide security for mail and classified material. Did not ensure proper

authorities were notified upon arrival at destination.

4. Emergency procedures.

*a. Fuselage fire/smoke and fumes elimination.

(1) Qualified — Completely explained/demonstrated memory item(s) and all procedures pertaining to

emergency.

(2) Unqualified — Incorrectly explained/demonstrated memory item(s).

*b. In-flight door warning.

(1) Qualified — Completely explained/demonstrated memory item(s) and all procedures pertaining to

emergency.

(2) Unqualified — Incorrectly explained/demonstrated memory item(s).

*c. Rapid decompression.

(1) Qualified — Completely explained/demonstrated memory item(s) and all procedures pertaining to

emergency.

(2) Unqualified — Incorrectly explained/demonstrated memory item(s).

d. Bailout.

(1) Qualified — Understood/demonstrated the procedure completely. Explained precisely all necessary

actions.

(2) Conditionally Qualified — Understood the procedure satisfactorily. Weak in explaining necessary

action.

(3) Unqualified — Did not display a positive knowledge of procedure.

e. Ditching procedures.

(1) Qualified — Demonstrated a thorough knowledge of ditching procedures. Explained, in detail, all the

actions required for ditching in proper sequence. Was able to execute the drill expeditiously, safely, and

correctly, requiring no supervision.

ORIGINAL

16-28

01-75GAL-1

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Did not know ditching procedures or left doubt that crewman would survive ditching

if left to his/her own devices.

*f. General emergency procedures.

(1) Qualified — Demonstrated knowledge of emergency procedures/equipment. Displayed alertness at all

times and remained calm and efficient under stress.

(2) Unqualified — Did not know emergency procedures. Displayed a lack of awareness of in-flight

emergency procedures. Became disturbed to the degree of jeopardizing the safety of the flight when

subject to stress.

Postflight.

a. Aircraft secured as required.

(1) Qualified — Ensured aircraft cargo compartment was cleaned prior to deplaning. Secured cargo

compartment doors and hatches and assisted crew in securing aircraft as required.

(2) Conditionally Qualified — Same as qualified except for minor deviations.

(3) Unqualified — Made little effort to ensure the aircraft was properly cleaned and secured.

16.7

FLIGHT EVALUATION GRADE DETERMINATION

The following procedure shall be used in determining the flight evaluation grade.

A grade of Unqualified in any critical area or subarea will result in an overall grade of Unqualified for the flight.

Otherwise, flight evaluation (or area) grades shall be determined by assigning the following numerical equivalents

to the adjective grade for each subarea. Only the numerals 0, 2, or 4 will be assigned in subareas. No interpolation

is allowed.

Unqualified — 0.0

Conditionally Qualified — 2.0.

Qualified — 4.0.

To determine the numerical grade for each area and the overall grade for the flight, add all the points assigned to the

subareas and divide this sum by the number of subareas graded. The adjective grade shall then be determined on the

basis of the following scale:

0.0 to 2.19 — Unqualified.

2.2 to 2.99 — Conditionally Qualified.

3.0 to 4.0 — Qualified.

Example: (added subarea numerical equivalents).

4 + 2 + 4 + 2 + 4/5 = 16/5 = 3.20 Qualified.

16.8

FINAL GRADE DETERMINATION

The final NATOPS evaluation grade shall be the same as the grade assigned to the evaluation flight. An evaluee who

receives an Unqualified on any ground examination or the flight evaluation shall be placed in an Unqualified status

until a grade of Conditionally Qualified or Qualified is achieved on a reevaluation.

16-29

ORIGINAL

01-75GAL-1

16.9

RECORDS AND REPORTS

A NATOPS evaluation report (OPNAV Form 3710-7) shall be completed for each evaluation and forwarded to the

evaluee’s commanding officer. This report shall be filed in the individual flight training record and retained

permanently. In addition, an entry shall be made in the pilot/NFO flight log book under “Qualifications and

Achievements” as follows:

QUALIFICATION

DATE

SIGNATURE

NATOPS EVAL

(Date)

(Authenticating Signature)

(Aircraft Model)

(Unit that Administered Eval)

(Crew Position)

In the case of enlisted crewmembers, an entry shall be made in the administrative remarks of the personnel record

upon satisfactory completion of the NATOPS evaluation as follows:

(Date) Completed a NATOPS Evaluation in (Aircraft Designation) as (Flightcrew position) with an overall grade

of ( ).

16.10 NATOPS EVALUATION WORKSHEETS

In addition to the NATOPS evaluation report, NATOPS Flight Evaluation Worksheets (OPNAV Forms 3710/11,

11A, 11B, 11C, 11E, and 11F) are available for use by the evaluator/instructor during the evaluation flight.

ORIGINAL

16-30

01-75GAL-1

Index

Page

No.

Aileron:

Booster assembly

2-94

Abandoning aircraft

11-98

and Emergency elevator trim tab switch

2-98

Abort procedures

11-11

Failure

11-59

Ac:

Trim tab position indicator

2-101

BUS OFF indicators

2-58

Trim tab system failure

11-60

External power switch

2-55

Air:

External power-on indicator light

2-58

Deflectors

2-384

Instrument and engine fuel control

Diverter controls

2-136

system

2-61

Temperature control

2-129

Instrument and engine switch

2-64

AIR CONDITIONING master switch

2-134

Loadmeters

2-58

Airborne ladders

2-393

Voltmeter

2-58, 2-65

Air-conditioning shutoff switches

2-136

AC bus-off light

Air-conditioning system controls and

Aircraft 165313 and up

11-36

indicators

2-130

Aircraft prior to 165313

11-35

AIR CONDITIONING master switch

2-134

Ac BUS TIE switch

2-55

Air diverter controls

2-136

On light

2-61

Air-conditioning shutoff switches

2-136

Acceleration bleed-air valves

2-8

BLEED AIR DIVIDER VALVE switch . . .

2-135

Accelerometer

2-164

Cargo compartment refrigerator overheat

Accessory assembly

2-152

warning light

2-136

Accommodations

1-1

EMERGENCY DEPRESSURIZATION

Accumulators, brake system

2-116

switch

2-136,

2-140

Adaptability/flexibility (AF)

15-2

Flight station airflow switch

2-135

Additional overwater requirements

7-4

Flight station and cargo compartment

ADI warning flags

2-290

temperature controls

2-134

Aerial delivery system

14-12

UNDERFLOOR HEATING FAN

Controls

14-12

switch

2-135

Crew requirements

14-12

Windshield defogging levers

2-136

Operation of aerial delivery system

14-14

Air-conditioning systems

2-126

Pendulum release system

14-12

Air temperature control

2-129

Static line anchor cables

14-12

Air-conditioning system controls and

Static line retrievers

14-12

indicators

2-130

Aft anchor line arm controls

14-13

Airflow regulation

2-126

After landing

8-67

Auxiliary ventilation

2-130

Operations

2-345

Cargo compartment underfloor heating

2-130

After refusal speed

11-15

Refrigeration

2-129

After takeoff

8-55, 8-66

Water separator

2-130

After takeoff climb

8-77, 8-78

Air-conditioning with aircraft system

8-76

AGENT DISCHARGE switch

2-30

Air-conditioning with an external unit

8-75

Index-1

ORIGINAL

01-75GAL-1

Page

No.

Aircraft

1-1

Altitude:

Abandoning

11-98

Alerter/preselect system controls

2-267

Accommodations

1-1

Alerter/preselect system

2-266

Before entering the

12-14, 12-19, 12-21

Hold (AP CPLD)

2-305

Before leaving the

8-70, 12-19, 12-20, 12-22

Preselect (AP CPLD)

2-305

Classification number/pavement

Reference mode operation

2-335

classification number

4-28

Ammeters, anti-icing and deicing

2-148

Commander/T2P

16-3

AN/AIC-13 public address system

2-179

Control wheels

2-295

Normal operation of the public address

Crew stations

1-1

system

2-183

Dimensions

1-1

Public address system controls

2-180

AN/AIC-18 or AN/AIC-25

Installation of ATO units on the

14-10

intercommunication system

2-165

Propulsion

1-1

Intercommunication system controls

2-166

Top of

8-23

Operation of the intercommunication

Status check

8-1

system (auxiliary stations)

2-179

Symbol

2-291

Operation of the intercommunication

Symbol and attitude display

2-288

system (crew station positions)

2-179

Aircraft preflight

8-1

AN/APN-232(V)6 combined

Exterior inspection

8-22

altitude radar altimeter

2-258

External power application

8-5

CARA indicators and controls

2-258

Interior inspection (cargo compartment)

8-17

Normal operation of the CARA

2-260

Interior inspection (flight station)

8-6

AN/APS-133(M) multimode radar set

2-346

Prior to entrance inspection

8-1

AN/APX-76B IFF interrogator

2-285

Prior to external power application

8-2

AN/ARA-50 UHF direction finder

Airfield conditions

3-1

(aircraft prior to 164993)

2-255

Example 1

3-5

AN/ARA-63A receiving-decoding group

2-254

Example 2

3-5

AN/ARC-159(V)1 UHF command radio

High-strength airfields

3-1

(aircraft not modified by AFC-338)

2-207

Marginal-strength airfields

3-5

Normal operation of the

UHF command radio

2-211

Using the chart

3-5

UHF command radio controls

2-208

Airflow regulation

2-126

AN/ARC-186(V) VHF AM-FM radio

2-207

Airspeed:

Normal operation of the

Indicators

2-162

VHF AM-FM radio

2-207

Limitations

4-13

VHF AM-FM radio tuning and control

2-207

Airstart

8-73

AN/ARC-190 HF command radio

2-234

AJ mode operations

2-225

AN/ARC-210 V/UHF radio

Alarm system

2-385

(aircraft modified by AFC-338)

2-211

Alphabetic, numeric and punctuation keys . . .

2-189

Normal operations of the

ALT

2-294

V/UHF radio using the CDNU

2-212

ALT alert light

2-267

Normal operations of the

ALT sel

2-294

V/UHF radio using the control unit

2-225

Altimeter(s)

2-163

V/UHF radio controls

2-212

Cabin

2-141

AN/ARN-126 VHF navigation system

2-247

ORIGINAL

Index-2

01-75GAL-1

Page

No.

AN/ARN-151(V) satellite signals navigation

Antiskid system controls and indicators

2-118

set (global positioning system)

2-198

ANTI-SKID INOPERATIVE light

2-118

AN/ARN-151(V) system components

2-200

ANTI-SKID switch

2-118

GPS and CDNU navigation operations

2-201

ANTI-SKID TEST switch

Levels of service

2-199

and indicator lights

2-118

Antiskid test unsatisfactory

11-11

Theory of operation

2-199

AP CPLD

2-294

AN/ARN-151(V) system components

2-200

AP disengage reset switch

2-297

AN/ASH-37 structural data

APPR

2-294

recording set (SDRS)

2-385

Approach(es)

8-58

AN/CYZ-10 data transfer

Circling

12-3

device loading procedures

2-244

ILS

2-308

AN/PRT-5E emergency transmitter

11-105

Instrument

12-3

AN/PRC-90 radio set

11-104

and Landing fuel flow

8-91

AN/PRC-149 radio set

11-105

Profiles A, D and F

9-15

Anchor lines

2-383

APU:

Annunciator(s)

2-359

Control system

2-154

and Controls

2-260

Controls

2-154

Lights test switch

2-298

DOOR OPEN light

2-156

Antenna selector panel(s)

2-211, 2-212

Fuel system

2-152

Anticollision/strobe lights

2-366

Indicators

2-155

Antiexposure suits

11-102

Oil system

2-152

Anti-icing and deicing

ON SPEED light

2-156

Ammeters

2-148

Tachometer

2-156

Assembly

2-32

APU indicators

2-155

Anti-icing and deicing systems

2-141

APU DOOR OPEN light

2-156

Engine inlet air duct anti-icing systems

2-146

APU ON SPEED light

2-156

Ice detection system

2-148

APU tachometer

2-156

Exhaust gas temperature indicator

2-156

Nacelle preheat system (if installed)

2-151

START light

2-155

Pitot tube anti-icing system

2-150

ARMED-SAFE switch and ready light

14-6

Propeller anti-icing and deicing systems . . .

2-146

Armrest adjustment knob

2-391

Radome anti-icing system

2-146

Assembly:

Windshield anti-icing system

2-150

Accessory

2-152

Wing and empennage leading

Aileron booster

2-94

edge anti-icing systems

2-142

Anti-icing and deicing

2-32

ANTI-SKID

Barrel

2-31

INOPERATIVE light

2-118

Compressor

2-152

Switch

2-118

Control

2-32

TEST switch and indicator lights

2-118

Dome

2-31

Antiskid system

2-117

Elevator booster

2-94

Controls and indicators

2-118

Extension shaft

2-1

Failure

11-11

Fuel pump and filter

2-8

Operation

2-117

Power turbine

2-152

Skid-detector operation

2-118

Propeller

2-31

Index-3

ORIGINAL

01-75GAL-1

Page

No.

Reduction gear

2-1

Autopilot:

Rudder booster

2-94

Controller

2-295

Spinner

2-32

Coupled (AP CPLD)

2-303

Assertiveness

15-2

Release switch

2-296

Assisted takeoff

14-11

AUX and EXT TANK EMPTY lights

2-47

Assisted takeoff system

14-5

Auxiliary control panel(s)

2-179, 2-180

Assisted takeoff

14-11

Auxiliary fuel tank magnetic sight gauge

2-47

Controls

14-6

Auxiliary:

Effect of temperature on

Hydraulic pressure gauges

2-93

assisted takeoff performance

14-8

Hydraulic pump switches

2-93

Inspection of assisted takeoff units

14-8

Ramps

2-380

Installation and removal

14-10

System failure

11-58

Mounting of the assisted takeoff units

14-5

Ventilation

2-130

Storage and operating temperature

14-6

Auxiliary hydraulic system

2-91

Assisted takeoff system controls

14-6

Auxiliary hydraulic pressure gauges

2-93

ARMED-SAFE switch and ready light

14-6

Auxiliary hydraulic pump switches

2-93

ATO jettison handles

14-6

Pump switch

2-120

FIRE switch

14-6

Auxiliary power unit

2-152

Ignition control

14-8

Accessory assembly

2-152

Assisted takeoff system installation and

APU control system

2-154

removal

14-10

APU controls

2-154

Installation of ATO units on the aircraft . . .

14-10

APU fuel system

2-152

Postflight removal of ATO units

14-11

APU indicators

2-155

Asymmetrical:

APU oil system

2-152

Sensing switches

2-105

Compressor assembly

2-152

ATO:

Fire

11-5, 11-21

Jettison handles

14-6

Fuel flow

8-91

Unit inspection

14-8

Limitations

4-1

Attitude:

Power turbine assembly

2-152

Reference check

2-322

Azimuth card

2-291

Reference selection

2-328

Select switch

2-315

Attitude director indicator

2-288, 2-315

Autopilot disengaged

2-307

Audible warning test switch

2-25

Back-course localizer

2-308

Augmented crew

5-18

AP CPLD

2-306

Automatic:

Backing the aircraft

8-47

and Conscious processing

15-4

Bailout procedures

11-80

Direction finding

2-247

Barrel assembly

2-31

Direction-finder controls

2-245

Baseband/diphase switch panel

2-233

Track switching at waypoint

2-328

Basic hydromechanical fuel system

2-5

ORIGINAL

Index-4

01-75GAL-1

Page

No.

Basic simulator course

5-2, 5-8

Booster hydraulic system

2-89

Period I (to be conducted in

Booster hydraulic pressure gauge

2-91

aircraft or simulator)

5-2

Booster SUCTION BOOST

PUMP switch

2-91

Period II

5-2

Engine pump pressure warning lights

2-91

Period III

5-3

ENGINE PUMP switch

2-91

Period IV

5-4

Suction boost pump pressure warning light . . .

2-91

Period V

5-5

Brake(s):

Period VI

5-6

Antiskid provisions

2-116

Period VII

5-7

Dragging

11-9

Period VIII

5-7

Fading

11-10

Battery(ies)

2-85

Fire

11-10

Discharge light

11-35

Pedals

2-116

Bearing pointer

2-292

Pressure indicators

2-117

Before refusal speed

11-15

Pressure selector switch

2-116

Propeller

2-4

Before start

8-29

Spongy or chattering

11-10

Before taxi (only circled items

Brake system

2-112

need to be checked at operational stops)

8-39

Accumulators

2-116

BELOW G/S annunciators/switches

2-262

Brake antiskid provisions

2-116

BIT switch

2-255

Controls and indicators

2-116

Blackout curtains

2-393

Brake system controls and indicators

2-116

BLEED AIR DIVIDER VALVE

Brake pedals

2-116

switch

2-126, 2-135

Brake pressure indicators

2-117

Bleed air duct overheat

Brake pressure selector switch

2-116

detection system (ODS)

2-26

Parking brake handle

2-116

ODS control panel

2-26

Brake system malfunctions

11-9

ODS master warning light

2-28

Antiskid system failure

11-11

ODS control unit

2-28

Antiskid test unsatisfactory

11-11

BLEED AIR VALVE switch

2-155

Brake fire

11-10

Bleed-air:

Dragging brake

11-9

Ducting failure/overheat detection

Fading brakes

11-10

system (ODS) warning lights

11-46

Loss of utility system hydraulic pressure . . .

11-9

Spongy or chattering brakes

11-10

Pressure gauge

2-125

Break and landing

14-3

Bleed-air system

2-125

Briefing

6-1

BLEED AIR DIVIDER VALVE switch . . .

2-126

Passenger briefing

6-1

Bleed-air pressure gauge

2-125

BRT

2-189

Engine bleed-air pressure

Burner drain valves

2-8

regulator controls

2-125

Bus(es):

BOOST PUMP switches

2-44

Dc system

2-65

Booster:

Isolation procedure

11-45

Hydraulic pressure gauge

2-91

Switching unit indicators

2-86

SUCTION BOOST PUMP switch

2-91

Switching units (aircraft 165313 and up) . . .

2-51

System failure

11-58

BUS OFF indicator lights

2-86

Index-5

ORIGINAL

01-75GAL-1

Page

No.

Button(s):

Operation of cargo door and ramp with

CALL

2-169

hand pump pressure

8-81

Operation of the cargo door and

Feather override

2-36

ramp from the ramp control panel

8-80

LOW SPEED GROUND IDLE control

2-13

Cargo door and ramp system

2-118

Bypass valve switches

2-44

Cargo door and ramp controls

2-119

Cargo door and ramp indicators

2-120

Cargo jettison

11-79

Procedure

11-79

C-12 compass system

2-355

Cargo loading equipment

2-379

Controls

2-359

Auxiliary ramps

2-380

Normal operation of the

Cargo nets

2-379

C-12 compass system

2-360

Loading instructions

2-380

Cabin:

Portable winch

2-380

Altimeter

2-141

Snatch blocks

2-379

Pressure controller

2-137, 2-140

Tiedown chains

2-380

California bearing ratio

4-28

Tiedown devices

2-380

CALL button

2-169

Tiedown fittings

2-379

CARA indicators and controls

2-258

Wheeled pry bars

2-380

Cargo compartment:

Cargo nets

2-379

Refrigerator overheat

Cargo ramp and door area

8-19

warning light

2-136, 11-5, 11-46

Casualty carrying equipment

2-380

Underfloor heating

2-130

Cautionary loading limits

4-24

Cargo door:

CDNU:

Controls

2-188

Manual control valve handle

2-120

Display

2-184

Uplock indicator

2-124

To INS intersystem crossfill

2-321

Cargo door and ramp controls

2-119

Utility pages

2-190

Auxiliary hydraulic

CDU system tests

2-316

system pump switch

2-120

Center of gravity limitations

4-24

Cargo door manual control valve handle . . .

2-120

CHAN switches

2-234

Door control switch

2-119

CHANNEL selector

2-255

Ramp control switch

2-119

Characteristics:

Ramp manual control knob

2-119

Ditching

11-92

Release

2-120

Level-flight

10-7

System handpump

2-120

Chart:

Cargo door and ramp indicators

2-120

Weight limitations

4-22

Cargo door uplock indicator

2-124

Checkflights and forms

9-1

Pressure gauges

2-122

Checklist(s)

8-1

Ramp and door open light

2-122

Cockpit

8-28

RAMP POSITION AIR DROP light

2-122

Checkpilots

9-1

Cargo door and ramp operation

8-80

Chopping locations

11-7

In-flight operation

8-82

Chute release switch

14-13

Operation of the cargo door and ramp from

Circling approach

12-3

the ADS control panel

8-83

Cleanup

11-4

ORIGINAL

Index-6

01-75GAL-1

Page

No.

Clear-air icing

12-13

Control(s):

Climb

14-3

Aerial delivery system

14-12

High rates of

4-12

Aft anchor line arm

14-13

Profiles A, B, and E FL 190;

Air diverter

2-136

profiles C and D 6,000 feet

9-5

Air temperature

2-129

Clocks

2-164

AN/ARA-50 or DF-301E

UHF direction finder

2-256

Closed-book examination

16-2

Annunciators and

2-260

CM control transfer procedures

2-244

APU

2-154

Cockpit checklist

8-28

Assembly

2-32

Cockpit interruptions and distractions

15-4

Assisted takeoff system

14-6

Automatic and conscious processing

15-4

Automatic direction-finder

2-245

Reducing human factor errors

15-5

Boost switches and warning lights

2-97

Coiled tube heat exchanger (AFC-383)

2-378

C-12 compass system

2-359

Cold-weather procedures

12-14

CARA indicators and

2-258

Before entering the aircraft

12-14

Cargo door and ramp

2-119

Before leaving the aircraft

12-19

CDNU

2-188

Before starting engines

12-15

Columns and wheels

2-96

Before taxi

12-17

Dc system

2-86

Ground tests

12-18

Display navigation

Landing

12-18

unit (CDNU)

2-184,

2-201, 2-212

Landing on icy runways

12-19

Display unit

2-312

Starting engines

12-16

Engine bleed-air pressure regulator

2-125

Stopping engines

12-19

Fire extinguishing system

2-28

Takeoff

12-18

Flight

10-6

Taxiing instructions

12-17

Flight station and cargo

compartment temperature

2-134

Command bars

2-288

Fuel

2-5

Communication (CM)

15-2

Fuel system

2-44

Communication and navigation equipment . . .

2-165

HF command radio

2-234

Communication-navigation

Horizontal lumbar

management system

2-183

(lumbar in-out) adjustment

2-391

COMPASS DISPLAY selector switch

2-359

IFF/mode S transponder

2-268

Components:

Ignition

14-8

AN/ARN-151(V) system

2-200

and Indicators

2-349

System

2-268, 2-277

INS

2-309

Compressor:

Intercommunication system

2-166

Assembly

2-152

KY-58 processor mount

2-230

Unloading

2-18

KY-58 remote control unit

2-229, 2-232

Computer:

Oil system

2-36

True airspeed

2-345

PITCH

2-296

COMSEC module controls and indicators

2-242

Pressurized flight — automatic pressure

8-76

Concept

16-1

Primary ac system

2-54

Conditions requiring functional checkflights

9-1

Propeller

2-34

CONT FAULT indicator

2-236

Radio

2-208

Index-7

ORIGINAL

01-75GAL-1

Page

No.

Receiving-decoding group

2-254

Seats

2-389

Rudder pedals and adjustment

2-96

Stations

1-1

Seat

2-391

Crew descriptions

15-5

Secondary ac system

2-64

Copilot (CP)

15-5

Synchronizing

2-359

Flight engineer (FE)

15-6

TCAS operation and

2-279

Loadmaster/second

Thigh support

2-391

loadmaster (LM/2LM)

15-6

TURN

2-296

Second flight engineer (2FE)

15-6

Unit

2-212

Transport aircraft commander (TAC)

15-5

V/UHF radio tuning and

2-218

Crew responsibilities

15-6

Vertical lumbar (lumbar up-down)

Debrief

15-14

adjustment

2-391

Departure

15-10

VHF AM-FM radio tuning and

2-207

VSI/TRA indicator intensity lighting

2-367

Descent/approach

15-12

Control panel(s):

En route

15-11

Auxiliary

2-180

Flight planning

15-7

IFF interrogator

2-285

Instrument procedures

15-12

Main

2-166, 2-180

Landing

15-13

ODS

2-26

Mission planning/briefing

15-6

Radar

2-350

Missions

15-12

Remote heading and course selector

2-297

Postflight

15-14

Sector scan

2-352

Postlanding/taxi/shutdown

15-14

Controllability

11-84

Preflight

15-8

Check

11-84

Start

15-9

Controller, cabin pressure

2-137, 2-140

Takeoff

15-9

Copilot(’s)

15-5

Taxi

15-9

Ac instrument power system

2-61

Criteria, flight evaluation grading

16-3

Ac instruments switch

2-64

Attitude select switch

2-315

Crossfeed:

Coupling, safety

2-4

Primer system

2-41

Course:

Separation valve switch

2-44

Arrow

2-291

Utilizing a main tank dump pump

11-28

Deviation bar

2-291

CROSSFEED VALVE switches

2-44

Display

2-291

Crosswind:

CPLR FAULT indicator

2-236

Ditching

11-97

Crash survivable flight

Landing

8-62

incident recorder (CSFIR)

2-386

Limitations

4-20

Crew:

Takeoff

8-55

Door jettison handle

2-387

Taxiing

8-47

Duty, rest, and on-deck time

5-18

Cruise

8-77, 8-78,

12-20, 12-22

Entrance area

8-17

Entrance door

2-386

Engine shutdown

8-71

Requirements

14-12

Fuel flow

8-90

Scheduling

5-18

Modes (NAV LOC)

2-308

ORIGINAL

Index-8

01-75GAL-1

Page

No.

Takeoff

12-21

Taxiing instructions

12-21

Dangerous or hazardous cargo

14-19

DF-206 automatic direction finder

2-245

Dc BUS TIE switch

2-86

DF-301E UHF direction finder

Dc power switch

2-86

(aircraft 164993 and up)

2-256

Dc power system

2-65

Differential pressure gauge

2-141

Batteries

2-85

Diluter lever

2-377

Dc system buses

2-65

Dimensions, aircraft

1-1

Dc system buses

2-65

Direct access keys

2-189

Dc system controls

2-86

Direction finding

2-256, 2-257

BUS OFF indicator lights

2-86

With V/UHF pedestal control unit

2-257

Bus switching unit indicators

2-86

Direct-to courses

2-206

Dc BUS TIE switch

2-86

Disengaging the autopilot

2-307

Dc power switch

2-86

Display(s):

Dc system indicators

2-86

Aircraft symbol and attitude

2-288

External dc power indicator

2-87

CDNU

2-184

Loadmeters

2-86

Control unit

2-351

Voltmeter and bus selector switch

2-87

Course

2-291

Dc system indicators

2-86

Magnetic heading entry and

2-334

Debrief

15-14

Messages

2-352

Debriefing

6-3

Miles

2-291

All flights

6-3

Distance/time along flight plan route

2-335

Special flights

6-3

Ditching

11-92

Decision height annunciator

2-290

Abandoning aircraft

11-98

Decision making (DM)

15-1

Characteristics

11-92

Decompression, rapid

11-55

Crosswind

11-97

Decreasing headwind

8-64

Emergency ditching

Definitions

16-1

exits (flightcrew)

11-100

Defueling, refueling and

2-39

Exits (passengers)

11-100

Departure

15-10

Night

11-98

Descent

8-57, 8-77, 8-78, 14-3

Normal power-on

11-93

Maximum-range descent

8-58

Partial-power

11-97

Normal descent

8-58

Preparation for

11-93

Rapid descent — clean

8-58

Procedures

11-93

Rapid descent — dirty

8-58

Upwind

11-98

Descent/approach

15-12

Diving

10-8

Descent/level 2,000 feet or below

Dome assembly

2-31

(profiles A, D and F)

9-12

Door(s):

Desert procedures

12-21

Control switch

2-119

Before entering the aircraft

12-21

Entrance

2-386

Before leaving the aircraft

12-22

Open warning lights

2-388

Before starting engines

12-21

Paratroop

2-383, 2-388

Cruise

12-22

Door-open warning system

2-388

Landing

12-22

Master DOOR OPEN warning light

2-388

Stopping engines

12-22

Master light shutoff switches

2-388

Index-9

ORIGINAL

01-75GAL-1

Page

No.

Dragging brake

11-9

Tab switches

2-100

Drip valves

2-8

Trim tab position indicator

2-101

DSBL pushbutton switch

2-236

Trim tab system failure

11-60

Dumping:

Emergencies

15-16

Precautions

11-31

Emergency:

Procedures

11-31

Depressurization handle

2-140

Ditching equipment

11-103

Ditching exits (flightcrew)

11-100

Engaging handle

2-110

Effect of:

Entrances

11-7

Alternate fuel on range

7-3

Extension

11-65

Altitude on range

7-2

Flap brake valve

2-105

Emergency fuel on range

4-12

Flap brakes

2-105

Fuel temperature on range

7-3

Lights

2-386, 11-101

Gross weight on range

7-3

Nosegear extension

11-70

Icing on range

7-3

Operation of air-conditioning systems

11-50

Increased headwind versus higher altitude . . .

7-4

Operation of cabin

Nonstandard temperature on range

7-2

pressurization system

11-50

Partial-power cruise on range

7-3

Operation of leading

Speed on trim

10-9

edge anti-icing system

11-50

Temperature on assisted

Operation of the C-12 compass

2-360

takeoff performance

14-8

Operation of the direction finder

2-256

Wind on range

7-3

Operation of the direction finder

Electric suction boost pump failure

11-56

(aircraft modified by AFC-338)

2-257

Electrical:

Retraction

11-76

Fire

11-43

Select switch panel

2-212

Systems failure

11-33

Systems

2-385

Electrical power supply systems

2-50

Toggle lever

2-377

Bus switching units

Transmitters

11-101

(aircraft 165313 and up)

2-51

EMERGENCY

Dc power system

2-65

DEPRESSURIZATION switch

2-136, 2-140

Dc system controls

2-86

Emergency ditching equipment

11-103

External power provisions

2-54

Emergency equipment

11-100

Primary ac system

2-54

Alarm system

2-385

Primary ac system controls

2-54

Antiexposure suits

11-102

Secondary ac system

2-61

Crash survivable flight

Secondary ac system indicators

2-65

incident recorder (CSFIR)

2-386

Electronic:

Door-open warning system

2-388

Clocks (aircraft 165313 and up)

2-164

Emergency lights

2-386, 11-101

Fuel correction lights

2-16

Emergency passenger oxygen

Temperature datum control system

2-9

system (EPOS)/victim rescue

Elevator:

unit (VRU)

11-102

Booster assembly

2-94

Emergency transmitters

11-101

Failure

11-59

First-aid kits

11-101

Tab power selector switch

2-100

Hand axes

11-101

ORIGINAL

Index-10

01-75GAL-1

Page

No.

Hand-operated fire extinguishers

11-100

LOW SPEED GROUND IDLE

Hazmat spill kit

11-103

control buttons

2-13

Liferafts

11-101

Normal engine starting sequence

2-18

Lifevests

11-102

TEMP DATUM CONTROL VALVE

Main landing gear tiedown fixtures

11-103

switches

2-15

Restraining harnesses

11-102

Starting control system

2-16

Empennage leading edge overheat

11-51

Throttle friction knob

2-14

En route

15-11

Throttles

2-10

En route procedures

14-3

Engine fuel and control system

2-5

Encryption unit (AN/USC-43(V)3)

2-238

Acceleration bleed-air valves

2-8

Engage lever

2-295

Basic hydromechanical fuel system

2-5

Engine(s)

2-1

Burner drain valves

2-8

Bleed-air pressure regulator controls

2-125

Drip valves

2-8

Condition levers

2-14, 2-34

Controls and control systems

2-9

Fuel control

2-5

Extension shaft assembly

2-1

Fuel nozzles

2-8

Failure

11-13

Fuel pump and filter assembly

2-8

Failure after refusal speed

11-12

Low-pressure filter

2-8

Fire(s)

11-6, 11-21

Starting fuel enrichment system

2-8

Fuel and control system

2-5

Throttle, coordinator, and propeller

Fuel enrichment switches

2-19

control linkage

2-5

Instruments

2-20

ENGINE GROUND START switches

2-18

Ignition system

2-9

ENGINE INLET AIR DUCT ANTI-ICING

Oil system failure

11-24

switches

2-146

Overheating

11-6, 11-21

Engine inlet air duct anti-icing systems

2-146

Power section

2-1

ENGINE INLET AIR DUCT ANTI-ICING

and Propeller limitations

4-1

switches

2-146

Pump pressure warning light(s)

2-89, 2-91

Engine instruments

2-20

Reduction gear assembly

2-1

Fuel flow gauges

2-22

Runup (optional)

8-47

Oil pressure gauges

2-22

Shutdown conditions

11-1

Shutdown procedure

11-4

Oil temperature gauges

2-22

Starting system

2-9

Secondary fuel pump pressure lights

2-22

Systems failure

11-22

Tachometers

2-20

ENGINE BLEED AIR switches

2-20

Torquemeters

2-20

Engine controls and control systems

2-9

Turbine inlet temperature indicators

2-22

Compressor unloading

2-18

ENGINE PUMP switch

2-89, 2-91

Electronic fuel correction lights

2-16

Entrance doors

2-386

ENGINE BLEED AIR switches

2-20

Crew entrance door

2-386

ENGINE CONDITION levers

2-14

Paratroop doors

2-388

Engine fuel enrichment switches

2-19

EPOS/VRU donning procedures

11-102

ENGINE GROUND START switches

2-18

Equivalent single-wheel load

4-28

Feather valve and NTS

test switch and lights

2-20

Essential crew

5-18

Index-11

ORIGINAL

01-75GAL-1

Page

No.

Examination:

Effect of wind on range

7-3

Closed-book

16-2

Effects of alternate fuel on range

7-3

Open-book

16-2

Fading brakes

11-10

Oral

16-2

Failure:

Excessive/uncontrollable power/

Aileron

11-59

throttle control cable failure

11-20

Aileron trim tab system

11-60

Exhaust gas temperature indicator

2-156

Antiskid system

11-11

Expeditious offload

14-14

Auxiliary system

11-58

Checklist

14-16

Booster system

11-58

Electric suction boost pump

11-56

Procedures

14-14

Electrical systems

11-33

EXT TANK EMPTY light

11-30

Elevator

11-59

Extended overwater flights, maximum passenger

Elevator trim tab system

11-60

load for

4-27

Engine

11-13

Extension shaft assembly

2-1

Engine oil system

11-24

Exterior inspection

8-22

Excessive/uncontrollable power/

Exterior lights

2-361

throttle control cable

11-20

Exterior of aircraft inspection

8-24

External or auxiliary

External:

tank crossfeed valve

11-29

Air (huffer) application

8-100

External or auxiliary tank dump valve

11-30

Air requirements

3-1

Flap electrical control

11-61

Dc power indicator

2-87

Flap selector valve

11-64

Power application

8-5

Flap system

11-60

Power provisions

2-54

Fuel quantity indicator

11-28

Power requirements

3-1

Generator

11-39

Releases

11-7

Hydraulic systems

11-55

Tanks

2-41

Landing gear system

11-65

External or auxiliary tank:

Liquid oxygen quantity indicator

11-25

Crossfeed valve failure

11-29

Main landing gear extension after

Dump valve failure

11-30

normal and emergency system

11-71

Extraction parachute

Main landing gear tire

11-89

manual release handle

14-13

Main tank dump pump/dump valve

11-29

Nose landing gear tire

11-89

Partial essential AC bus

11-34

Rudder

11-59

Factors affecting CRM

15-3

Rudder trim tab system

11-60

Factors affecting range

7-2

Tachometer generator

11-25

Effect of altitude on range

7-2

Utility system

11-58

Effect of fuel temperature on range

7-3

Warning flag

2-267

Effect of gross weight on range

7-3

Windshield and window

11-54

Effect of icing on range

7-3

Wing-flap position indicator

11-65

Effect of increased headwind

Fault clearing

2-237

versus higher altitude

7-4

FCS 105 flight control system

2-288

Effect of nonstandard

Feather override buttons

2-36

temperature on range

7-2

Feather valve and NTS

Effect of partial-power cruise on range

7-3

test switch and lights

2-20

ORIGINAL

Index-12

01-75GAL-1

Page

No.

Ferry pilots

5-19

Plan and update changes

2-328

Filter, low-pressure

2-8

Planning

15-7

Fin stall

10-7

Progress monitoring

2-205

Recovery

10-8

Selector (FLT SEL) panels

2-292

Final grade determination

16-29

Station airflow switch

2-135

Fire and overheat detection systems

2-22

Station and cargo compartment

Bleed air duct overheat

temperature controls

2-134

detection system (ODS)

2-26

Flight characteristics under

Fire detection system

2-22

partial power conditions

10-8

Nacelle overheat warning systems

2-25

Effect of speed on trim

10-9

Turbine overheat warning systems

2-23

Landing and go-around

10-9

Fire detection system

2-22

Practice maneuvers with one

or more engines inoperative

10-8

Test switch

2-22

Turns

10-8

Warning lights

2-23

Fire emergency control

Flight control systems

2-93

handle(s)

2-30, 2-37, 2-45, 2-155

Flap control system

2-101

Lights

2-23, 2-24

Main surface control systems

2-94

Fire extinguishing system

2-28

Trim tab control systems

2-97

Controls

2-28

Flight crew requirements

5-17

FIRE switch

14-6

Augmented crew

5-18

First-aid kits

11-101

Crew duty, rest, and on-deck time

5-18

Five--step sequence

15-3

Crew scheduling

5-18

Flap(s):

Essential crew

5-18

Asymmetrical control system

2-105

Ferry pilots

5-19

Electrical control failure

11-61

Functional checkflight crew

5-18

Lever

2-104

Minimum currency requirements

5-19

Lever friction knob

2-104

Normal crew

5-17

Position indicator

2-105

Flight evaluation grading criteria

16-3

Selector valve failure

11-64

Aircraft commander/T2P

16-3

System failure

11-60

Flight engineer

16-11

Flap control system

2-101

Loadmaster evaluation

16-19

Flap asymmetrical control system

2-105

Second flight engineer

16-16

Flap system controls and indicator

2-101

Second loadmaster evaluation

16-25

Flight:

Flight planning procedures

7-1

Control systems failure

11-58

High-speed cruise

7-2

Controls

10-6

Long-range cruise (utilizing constantly

Engineer

15-6, 16-11

decreasing torque with decrease in weight)

7-2

Engineer flight training syllabus

5-13

Long-range cruise (utilizing

Engineer ground training syllabus

5-7

constant true airspeed)

7-1

Engineer and navigator

Maximum endurance

7-2

seat swivel release lever

2-391

Flight training syllabuses

5-10

Evaluation

16-2

Flight engineer flight training syllabus

5-13

Evaluation grade determination

16-29

Loadmaster flight training syllabus

5-16

Plan change between waypoints

2-331

Pilot flight training syllabus

5-10

Index-13

ORIGINAL

C-130T. FLIGHT MANUAL (2006) - page 14