Stories from FL280...

[Serenity]

oh a launch bar...didn't even think of that. Thanks for answering my questions.

Not a problem! Always happy to answer question!

[Mister Fork]

... The green bag is my helmet bag, so it's the bag I stuff next to the seat with everything I need for the flight, so iPad, pubs, kneeboard, anything else I want to carry with me in the cockpit.

Ok, gonna bite. What do we use the iPad for? Checklists? Manuals? Forms?  Only pad I had in the military was the folding notepad with pencil variety...

(Which I still have)

[Serenity]

Ok, gonna bite. What do we use the iPad for? Checklists? Manuals? Forms?  Only pad I had in the military was the folding notepad with pencil variety...

(Which I still have)

In the jet, I'm not allowed to use it yet. But it has the full NATOPs manual, plus every checklist on it, every manual and pub, my entire collection of literature on Naval aviation, plus every map, every chart, every approach plate for every airport in the country, and if I kick in an extra $100 a year, every airport in the world. The iPad actually has better nav information than the jet itself.

For me, I'm only allowed to use it on the ground, so rather than pencil and paper on an old school map, I can use the foreflight app to plan my flight, from an airport to a waypoint, to the corresponding airway, all the way through the approach on one little screen with real time weather inputs kicking out my time of flight, fuel burn, wind corrected headings, etc. (Yes, I'm capable of the pencil and paper way, but this turns what used to be a 3 hour task to about 30 minutes). Once in the jet, the IPs all use an iPad in place of a kneeboard, as they can still take notes on it, but the GPS with the foreflight app provide all of the approach plates and nav information I would usually be strapping to my left leg in paper form, and you've never struggled until you're in the weather, heavy turbulence, on the missed approach getting vectors at jet speeds and try to flip a paper booklet with the THINNEST paper you've ever seen, with one hand, while flying the jet with the other... I've torn every approach plate to shreds because of this lol. Being able to swipe with one finger and have the next plate up is worth its weight in gold.

While I'm not allowed to use it in flight, I take it with me in case we ever have to divert, or when I'm on an out-and-in flight, because I can plan the next flight and even file it directly from the ipad while having lunch. I hate apple products, but having a tablet and the Foreflight app is the most amazing thing to happen to aviation (Especially military aviation) since the turbine engine.

[Oldman731]

having a tablet and the Foreflight app is the most amazing thing to happen to aviation (Especially military aviation) since the turbine engine.

Agreed.

- oldman

[Maverick]

I would add GPS to the list there. Yeah I know the pad has GPS but I'm talking about the one capable of doing full approach accuracy as well as just basic navigation. Way better than the old DME etc.

[Serenity]

I would add GPS to the list there. Yeah I know the pad has GPS but I'm talking about the one capable of doing full approach accuracy as well as just basic navigation. Way better than the old DME etc.

Sadly, though the T-6 was RNAV-capable and qualified, the T-45 is NOT. In other words, technically, the jet has NO GPS as far as the FAA is concerned. We can program waypoints and back ourselves up with it, but actually navigating off of it is strictly verboten. Not that you ever want to use waypoints outside of the local area, since you have to manually enter their lat/long coordinates into the system first...

[DaveBB]

My level III instructor down in Texas was telling me about personal flight computers.  They have to have solid state hard drives, as conventional hard drives actually need a thin cushion of air to operate.  He was,is, a sharp guy, and an engineer.  He built his own personal flight computer with a solid state drive.

[Serenity]

My level III instructor down in Texas was telling me about personal flight computers.  They have to have solid state hard drives, as conventional hard drives actually need a thin cushion of air to operate.  He was,is, a sharp guy, and an engineer.  He built his own personal flight computer with a solid state drive.

Hmmm... Does a pressurized cockpit negate that need? I know iPads replacing kneeboards is a pretty standard thing throughout the fleet, and those aren't SSDs.

[Golfer]

Hmmm... Does a pressurized cockpit negate that need? I know iPads replacing kneeboards is a pretty standard thing throughout the fleet, and those aren't SSDs.

No but they do need decompression testing in order to be approved for use. iPads are fine.

[DaveBB]

Hmmm... Does a pressurized cockpit negate that need? I know iPads replacing kneeboards is a pretty standard thing throughout the fleet, and those aren't SSDs.

I'm pretty sure iPads use flash memory, right?  So that's very similar to a solid state drive. 

[earl1937]

Part two...

So, I forgot to mention, it's always a good idea to eat before a flight. I eat a LOT lol. Usually two to three of the smuckers uncrustable peanut butter and grape jelly sandwiches, plus maybe a rice crispy, or a bag of chips, all before the brief.

So, we briefed up, got our jet, 263, and went down to maintenance control to sign it out and call in our flight plan. Every flight is IFR, regardless of what we're doing. It's a safety issue, as IFR guarantees a flight following. Additionally, we use a lot of the same flight plans over and over, so we have what are called "canned routes" with individual names. So, for today instead of filing "Hawk 263, NQI-Kings 2 departure-RICTO at 9000-MOA at 23000-BALTS 3000-NQI", we just have to call in "Hawk 263, Premont 2" and all of that is automatic. So, we file and gear up.



Before the flight, bright eyed and bushy tailed

We walk to the jet, and run through the startup. It's still a little slow as I have to actually read the checklist (This is only my third startup in the actual jet). We get all started up, and right before we taxi out of the line, the plane captain gives me some weird hand signal I don't recognize. After he repeats it twice more and I'm still confused, he yells at the IP "You've got a loose fitting!" So, I retract the flaps, and a troubleshooter comes out to tighten it down. Well, it's tightened up, he gives me flaps half again and clears us out. We taxi out of the line and to the final checker. All good, out to marshal. Knock out our instrument comparison checks and takeoff checks, and check out with strike on button one "263 out of chocks", and over to ground on button two "Ground, 263 taxi with hotel". "263, taxi 13 right via bravo alpha". We roll out of marshal, and passing the arresting gear, switch button 3 and call tower for departure. "263, cleared for takeoff 13 right, switch to departure". It's worth noting, we change off of tower frequency before even entering the runway. As we cross the hold short, SPIT checks are done (Strobes-On, Pitot Heat-On, IFF-On, Taxi/Landing Lights-On), then MRT and Washout (Throttle to max, controls through the full range of motion, engine instruments checked, hyds checked, voltage checked). "Ready in the front" "Ready in the back" "Rolling". Brakes release. As the HUD speed comes up off of 50kts (The min number) "airspeed alive". Passing 80kts "High speed" (below 80kts, any abort is considered low speed, and we'll abort for basically anything. Above 80kts, it gets a bit more tricky to abort, so our abort criteria gets more limited). Crossing the arresting gear, 106kts indicate "Good line speed". 115kts rotate and climb at 17 AOA. "Two positive rates, above 140, gear and flaps" and we clean up. "Clean below 200, good handle in the front" "Good handle in the back" and checking in with departure "Departure, 263, airborne climbing through 600 ft". "263, radar contact".

As we climb through 2,500 feet, we're still VMC and read to do our thing, so we call up departure "Departure, 263, VMC terminate, request direct". "263, terminate". "263 terminate". We're now cleared to head into the working area, maintain our own separation, and check in on the MOA freq. Climbing through 5,000ft I reset the LAW (RadAlt) to platform, 5,000ft. "99 Alpha, who's working?". Silence. "99 Alpha, single fam taking benevides". So, our working areas in the MOA depend on whether we can see the ground or not. If we can, and today we could, working areas are broken up by the towns they're over, and we have seven. Laguna Salada and Falfurius to the south. Premont right under RICTO. Concepcion in the center. Benevides to the north. Rialitos and Hebronville to the west. We climb to 10,000 and complete our 10,000' checks. Engine instruments good, flight instruments good, hyds 3 x 3, good voltage, cabin altitude 7,000 pressurized, 2.5 (2,500lbs of gas) remaining. We're alone, so we don't have to get to benevides before climbing, so we complete our vertical recovery. With a nice smooth pull up to 60 and a good pushover recovery, we level off at 13,500', right where we wanted to be. We push toward benevides and accelerate to 300kts. "Loose items stowed, map case secure, 2.4, area clear, I'll be ready for the min radius at 300, you ready in the back?" "Stall aerobatic checks complete, I'll be ready at 300" the IP responds, and as we hit 300kts I roll hard left and pull.

The min radius turn is a bit tough, because finding that 17 units is a bit tough at first, and you get what they call the "dirt road effect", where the airframe buffet starts and things feel a little rough. But we hold 300kts nicely, and since the IP didn't feel like wasting gas, we only turned for 180 degrees, rolled back and completed. We came out straight and level on our original heading at 11,300. From there we climbed up to 12,500 and executed our stall series. Recovering from the break turn stall... "deedle deedle" goes the master caution. I look down and the Hyd 2 caution light is on, as is the RAT. So, some engineering here. If hyd 2 pressure drops below a certain point, the RAT, or Ram Air Turbine, extends. It's basically a fan that uses the forward motion and air pressure to run a pump and pressurize hyd 2. As it comes online, the hyd 2 warning light goes out, and we bust out the checklist. Hyd 2 is reading about 2500 lbs, normal for RAT pressure, below normal for normal function. As per the checklist, we reset the hyd 2 system, which brings it back up to pressure and the RAT retracts. We'll monitor that throughout the flight. So, we complete our stall series. From there, it's a wingover for area management, an aileron roll, a barrel roll into another wingover, and a second barrell roll because I wanted to clean it up. From there, we go into UAs, or Unusual Attitude Recovery.

For UAs, the IP takes the stick, you close your eyes, he puts the plane into a weird place, and you open your eyes and recover. The first one was nose low and FAST. 30 degrees nose down, 340kts and accelerating. I bring the throttle back to idle, boards out, and 17 AOA climb back to the horizon. Recovered. Eyes closed. He sets us up again. Eyes open. We're nose high, but with speed, 220kts. Roll inverted, throttle to MRT, and 17 unit pull. Crossing the horizon, roll up right and pull back up. Recovered. That was good enough for him, so we head home. Idle and spiraling down to 9000, we grab ATIS, check out on button 5, and leveling at nine, check in with approach on 13. "Approach, Hawk 263, 9,000, juliet with request". "Hawk 263, ident and say request". Now, we needed a precautionary approach today, and we're still on an IFR clearance wanting a VFR recovery. "Approach, 263 would like to cancel IFR, monitors to high key". "263, maintain VMC to high key, contact tower button 3". We set our 80% power for simulated engine trouble, and maintain 250kts down to 5,000'. We report in to the tower and drive right toward the field. Boards out slightly to slow to 199kts, and crossing the the runways perpendicular, we report high key, and configure. "Below 200, gear half flaps". "Clear". We nose down to hold 175kts, 30 degree angle of bank, and drive down to low key. We report to tower "263, low key, gear". "263, cleared for the option, 13L". In the grove at 1,000ft, we're a bit fast, so we go full flaps and boards. 300', idle, flare. Nice touch down, just before the wires. Boards in, MRT and go. We run about 5 more normal approaches, one without the HUD, and other than waving off once for a bird on final, nothing exciting.

We make our final landing, roll out, and start shutting everything off taxiing back to base. This IP isn't a fan of a long debrief, so we talk about everything during the taxi. Back in the line, shut down, and of course, no one brings us a ladder. Damnit! I hate having to use the built-in steps. It's NOT easy lol. I make it down without killing myself, walk back inside, and take my gear off.



Tired, sweaty, you can see the mask lines around my face.

Well, we're done for the day, off home, and check my schedule for tomorrow. I've got a ground school class in the morning, and a flight in the afternoon.

OK, guess you lost me on that turn...you entered at 13,500, made a 180 degree turn and completed it at 11,200 feet? You lost 2300 feet in the turn and it was OK? Clear that one up please, maybe I am confused, but you should had no more than 100 feet plus or minus for that turn!

[Serenity]

OK, guess you lost me on that turn...you entered at 13,500, made a 180 degree turn and completed it at 11,200 feet? You lost 2300 feet in the turn and it was OK? Clear that one up please, maybe I am confused, but you should had no more than 100 feet plus or minus for that turn!

The Minimum Radius Turn is NOT a level turn. The requirements are to maintain a constant speed (300 KIAS) and a constant AOA (17 units). In order to maintain these two constants, you HAVE to sacrifice altitude to maintain speed. We see anywhere between 10 degrees and 3 degrees nose down throughout the maneuver. And it's not a single turn 180 degree turn, it's 180 degrees, followed by a snap roll in the other direction, and another turn the opposite way, so its 360 degrees total, coming out on the initial heading.

[eagl]

Pretty funny that the navy is doing the EFB thing with the ipads, while the USAF is so risk adverse that it'll never happen in the training environment.  If you can't print it and it isn't in the GPS database already, then you apparently don't need it, per USAF dinosaurs.

You see, if they did EFB, then it would need certifying.  And adding to the training syllabus.  And to prevent FOD they'd need a secure enough bracket in the cockpit designed and certified that it would not break, yet it would have to somehow automatically fold or break away during ejection to avoid injury.  Plus distraction, plus selfies, plus unauthorized videos, plus porn in the cockpit, plus facebook/Instagram/skype/whatever.

Plus, its just not how things are done around here.  1947 is a fine tech level for pilot training thankyouverymuch.

Not that I'm a fan of change for the sake of change and spending a lot of time flying the "round dials" helps airmanship in my opinion, but EFBs are pretty standard and I think almost all operational aircraft of all types use some sort of add-on electronic device for SA or mission enhancement so its just funny that the Navy is putting ipads in the cockpit while the USAF is still futzing around trying to tell pilots that they can't wear "fun factor" morale patches in the bar on Friday or squadron t-shirts.  Priorities, ya know.

[Serenity]

Pretty funny that the navy is doing the EFB thing with the ipads, while the USAF is so risk adverse that it'll never happen in the training environment.  If you can't print it and it isn't in the GPS database already, then you apparently don't need it, per USAF dinosaurs.

You see, if they did EFB, then it would need certifying.  And adding to the training syllabus.  And to prevent FOD they'd need a secure enough bracket in the cockpit designed and certified that it would not break, yet it would have to somehow automatically fold or break away during ejection to avoid injury.  Plus distraction, plus selfies, plus unauthorized videos, plus porn in the cockpit, plus facebook/Instagram/skype/whatever.

Plus, its just not how things are done around here.  1947 is a fine tech level for pilot training thankyouverymuch.

Not that I'm a fan of change for the sake of change and spending a lot of time flying the "round dials" helps airmanship in my opinion, but EFBs are pretty standard and I think almost all operational aircraft of all types use some sort of add-on electronic device for SA or mission enhancement so its just funny that the Navy is putting ipads in the cockpit while the USAF is still futzing around trying to tell pilots that they can't wear "fun factor" morale patches in the bar on Friday or squadron t-shirts.  Priorities, ya know.

Well, the Navy isn't putting anything anywhere. IPs are allowed to provide their own iPads for use in flight, at their own risk and expense. Students SHALL NOT operate iPads in flight, or use them for anything in the cockpit. For me, it comes along for planning purposes between sorties.

[eagl]

Well, the Navy isn't putting anything anywhere. IPs are allowed to provide their own iPads for use in flight, at their own risk and expense. Students SHALL NOT operate iPads in flight, or use them for anything in the cockpit. For me, it comes along for planning purposes between sorties.

In the AF, just having it in the cockpit could easily result in disciplinary action or loss of flight status, for either IPs or students...