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128.1 Explain the purpose of the Naval Air Training and Operating Procedures

Standardization (NATOPS) Program.

The NATOPS program is a positive approach towards improving combat readiness and achieving a substantial reduction in aircraft mishaps. The program prescribes general flight and operating instructions and procedures applicable to the

operation of all naval aircraft and related activities.

.2 Explain and discuss the following as they relate to aeromedical and survival:

1. Aircrew Personal Protection Equipment (PPE)

a. Protective helmet,

b. Aircrew safety/flyer boots.

c. Fire-resistant (aramid) flight gloves.

d. Fire-resistant flight suit (aramid) — Aramid or cotton-type undergarments shall be worn. Suitable fire-resistant unit issue clothing (aramid) maybe substituted for the flight suit for flight personnel infixed-wing cargo/transport class aircraft.

e. Identification tags — Two tags on a chain worn around the neck.

f. Survival knife and sheath — Do not wear exposed or attached to the life preserver.

g. Personal survival kit — Appropriate to the area of operations.

h. Signal device — Required for all night flights and flights over water or sparsely populated areas.

i. Survival radios and beacons

j. Flashlight

k. Antiexposure suit

l. Antiblackout suits

m. Inflatable life preservers

n. Laser eye protection (LEP)

2. Rest and Sleep

Eight hours for sleep time should be made available every 24-hour period. Ground

time between flight operations should be sufficient to allow flight personnel to eat and obtain at least 8 hours of uninterrupted rest. Flight personnel should not be

scheduled for continuous alert and/or flight duty (required awake) in excess of 18 hours. If it becomes necessary to exceed the 18-hour rule, 15 hours of

continuous off-duty time shall be provided. Flight and ground support personnel schedules shall be made with due considerations for watch standing, collateral duties, training, and off-duty activities.

3. Flight time

a. Daily flight time should not normally exceed three flights or 6-1/2 total hours flight time for flight personnel of single-piloted aircraft. Individual flight time for flight personnel of other aircraft should not normally exceed 12 hours. The limitations assume an average requirement of 4 hours ground time for briefing

and debriefing.

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b. Weekly maximum flight time for flight personnel of single-piloted aircraft should not normally exceed 30 hours, Total individual flight time for flight per-sonnel of other aircraft should not exceed 50 hours. When practicable, flight personnel should not be assigned flight duties on more than 6 consecutive days.

4. Drugs

Drugs are defined as any chemical that when taken into the body causes a physiological response. All flight and support personnel shall be provided

appropriate information by a command drug abuse education program.

Legal drugs are those medically prescribed or legally purchased for treatment of illness.

Prescription drugs —Taking drugs prescribed by competent medical authority shall be considered sufficient cause for recommendation of grounding unless their use is specifically approved by a flight surgeon, or a waiver for specific drug or

use has been granted by BUPERS or the CMC.

Over-the-counter drugs--Because of the possibility of adverse side effects and unpredictable reactions, the use of over-the-counter drugs by flight personnel is prohibited unless specifically approved by a flight surgeon. Ground support personnel shall be briefed on the hazards of self-medication and should be discouraged from using such drugs.

5. Ejection seat training

When transitioning to aircraft with a different type of ejection system, commanding officers shall ensure that a thorough brief on the new egress system is conducted before the initial flight. The training shall concentrate on the differences in the system (i.e., when to eject, the envelope of the new system, seat-man separation, ejection initiation, ejection sequence, normal operations, malfunctions, emergency ground egress, etc.). The training is specifically

designed to be given by egress-system maintainers and aviators using the system.

6. Physiology training

The purpose of aviation physiology training is to familiarize all prospective and designated aeronautical personnel, selected passengers, project specialists, and any other authorized personnel with the aeromedical aspects of flight and prepare them to properly employ ALSS and survival procedures.

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7. Water survival training

Naval Aviation Water Survival Training Program (NAWSTP) shall prepare prospective and aeronautically designated personnel, selected passengers, project specialists, and other authorized personnel for survival in the water. This is accomplished through lectures, demonstrations, practical experience in CNO-approved water survival procedures and techniques, and hands-on training using ALSS and survival procedures.

8. Physical Examinations and qualifications

Physical standards as established by BUMED are to be met as a continuing

requirement, not solely at the time of the required physical examination. Physical qualification as certified by an appropriate physical examination is a prerequisite for flight for all aircrew personnel. Commanding officers shall suspend from flight duties all aircrew personnel who have not met annual flight physical qualifications, The physical may be accomplished starting the first day of the month preceding the birth month. Flight personnel who have not initiated an aviation physical examination by the last day of their birth month shall be considered not to have met annual flight physical qualifications. Flight personnel delinquent in receiving an aviation physical examination shall not be scheduled to fly unless a waiver has been granted by BUPERS/CMC.

.3 Explain the survival training required to become a Naval Aircrewman.

Numerous training requirements are covered in this section. Commanding officers shall ensure that all of the requirements are met and that all training is documented in the NATOPS flight personnel training and qualifications jacket (OPNAV 3760/32).

a. Adjunctive Aviation Physiology Training/Physiological Threat Briefs — Adjunctive training will be provided by flight surgeons, aerospace physiologists, aeromedical safety officers (AMSOS), aerospace experimental psychologists, aviation physiology technicians, and/or aircrew survival equipmentmen (PRs) assigned with aerospace physi-ologists.

The training shall be relevant to the operational threat and/or the training mission. It is designed to be conducted in squadron spaces on a more informal basis and in much greater depth than initial or refresher training. It shall not be considered a replacement

for initial or refresher NAPTP/ NAWSTP training. Adjunctive lectures/threat briefs typically available are listed in Appendix E, Figure E-2.

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b. Fleet Air Introduction Liaison of Survival Air-crew Flight Equipment (FAILSAFE) Program —Commanding officers shall ensure that aircrews receive indoctrination whenever new or modified ALSS is introduced to the fleet. ALSS technical data

indoctrination packages (TDIPs) provided by the Naval Air Systems Command to AMSOS and aviation physiology training departments will be used to satisfy

requirements.

c. General Aviation Survival/Emergency

Egress Training

d. Ejection Seat Training

e. Interim Ejection Seat Training

f. NVDS in Ejection-Seat-Equipped Aircraft.

a. Nonelection-Seat-Equipped Aircraft.

g. Naval Aviation Physiology Training Program/Naval Aviation Water Survival Training

.4 Explain the purpose of the Naval Aircraft Flight Record.

The naval aircraft flight record is a single-source document that collects flight activity data in support of the maintenance data system (MDS), FREDS,

IFARS, and NALIS. Types of data collected areas follows:

(1) A statistical description of the flight pertaining to the aircraft and crewmembers

(2) A record of all logistic actions performed during the flight

(3) A record of weapons proficiency

(4) A record of training areas utilized and other miscellaneous data

.5 Explain the purpose of the Aviator’s Flight Log Book.

All naval aviator student naval aviators and naval flight officer/student naval

Flight officers shall possess a currently maintained Aviators Flight Log Book, OPNAV 3760/31, as the primary individual flight activity record. Possession and maintenance of the logbook is optional for other personnel on duty involving flying.

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.6 Explain the following as they pertain to Visual Flight Rules (VFR’s):

a. Judgment

Although the choice of flight rules to be followed is normally dictated by weather and mission considerations, sound judgment plays a most important role. There are occasions when VFR may be legally followed by applying the appropriate visibility formation to the minimums prescribed for the type of aircraft being flown. That prerogative should be exercised with reasonable restraint. The established weather criteria are minimums. The pilot should allow a greater margin of safety when operational requirements permit, particularly in terminal areas or when reduced visibility or cloud conditions make flight under

VFR questionable.

b. See and avoid

The see-and-avoid concept applies to visual flight conditions, thus eliminating the

need for specific route clearance from ATC agencies under most circumstances. Since pilots are responsible for their own separation from other aircraft, conditions must exist that permit ample opportunity to see and avoid other air traffic and maintain obstruction clearance. The following measures shall serve as additional precautions when separation is maintained through the see-and-avoid concept, provided no degradation of the assigned mission will result.

1. Excepting single-seat aircraft, electronic equipment such as airborne radar should be used where feasible.

2. Where available, radar advisory service shall be requested especially when VFR flight is required through high-density traffic areas.

c. Weather minimums

Within airspace where FAR, Part 91, pertains, cloud clearance and visibility

minimums shown in Figure 5-1 shall prevail throughout a VFR flight. In addition, ceiling and visibility minimums within Class B, C, D, or E surface areas must be

at least 1,000 feet and 3 statute miles. If more stringent VFR minimums have been established for the point of departure or destination, as noted in the supplementary

airport remarks section of the DOD FLIP AP/1, AP/2, AP/3, or AP/4 then ceiling and visibility must be at or above those minimums in the applicable Class B, C, D, or E surface area.

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d. Minimum altitude (other than take-off/landing)

1. When out of controlled airspace and only when the mission of the flight requires otherwise, an aircraft shall not be flown less than 1,000 feet above the

highest terrain, surface of the water, or obstacle within 22 miles of the intended line of flight.

2. When out of controlled airspace and over designated mountainous terrain, as shown in appropriate DOD FLIPs, an aircraft shall not be flown less than

2,000 feet above the highest terrain or obstacle within 22 miles of the intended line of flight.

3. In controlled airspace, an aircraft shall not be flown at less than the minimum en route altitude or the altitude specified by the agency exercising control

over the airspace concerned when operating in IFR conditions.

2. Authorized missions maybe flown at lower altitudes than specified above when operating on published IFR military training routes (IRs) that have been developed in accordance with OPNAVINST 3722.33 (FAA Order 7610.4, Special Military Operations).

.7 Explain the following as they pertain to Instrument Flight Rules (IFR’s):

a. Take-off minimums

1. Special instrument rating —No takeoff ceiling or visibility minimums apply. Takeoff shall depend on the judgment of the pilot and urgency of flights.

2. Standard instrument rating — Published minimums for the available nonprecision approach, but not less than 300-foot ceiling and 1-statute mile visibility. When a precision approach compatible with installed and operable aircraft equipment is available, with published minimums less than 300/1, takeoff is authorized provided the weather is at least equal to the precision approach minimums for the landing runway in use, but in no case when the weather is less than 200-foot ceiling and l/2-statute-mile visibility/ 2,400-foot runway visual range (RVR).

b. Minimum altitude

1. When out of controlled airspace and only when the mission of the flight requires otherwise, an aircraft shall not be flown less than 1,000 feet above the

highest terrain, surface of the water, or obstacle within 22 miles of the intended line of flight.

2. When out of controlled airspace and over designated mountainous terrain, as shown in appropriate DOD FLIPs, an aircraft shall not be flown less than

2,000 feet above the highest terrain or obstacle within 22 miles of the intended line of flight.

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3. In controlled airspace, an aircraft shall not be flown at less than the minimum en route altitude or the altitude specified by the agency exercising control

over the airspace concerned when operating in IFR conditions.

4. Authorized missions maybe flown at lower altitudes than specified above when operating on published IFR military training routes (IRs) that have been developed in accordance with OPNAVINST 3722.33 (FAA Order 7610.4, Special Military Operations).

c. Instrument approaches and landing minimums

Approved instrument approach procedures for use at other than U.S. airports are published in DOD FLIPs (Terminal). For U.S. airports, approved instrument approach procedures are published in DOD FLIPs (Terminal) or other similar type publications. For straight-in approaches, pilots shall use RVR if available, to determine if visibility meets the weather criteria for approaches, which are published in DOD FLIP Terminal Approach Procedures. Prevailing visibility shall be used for circling approach criteria. Helicopter-required visibility minimum may be reduced to one-half the published visibility minimum for Category A aircraft, but in no case may it be reduced to less than one-fourth mile or 1,200 feet RVR. Helicopter procedures visibility may not be reduced. Helicopter procedures and reduced Category A visibility recognize the unique maneuvering capability of the helicopter and are based on airspeeds not exceeding 90 knots on final approach.

b. Tower approach control responsibilities

A Navy or Marine Corps tower/approach control facility serving an airport shall keep the pilot informed of the latest reported weather and actual field conditions. Every effort shall be made to inform the pilot as well as the controller (in case of radar approaches) of the most current ceiling, runway visibility, surface wind,

and runway conditions. That is particularly important during periods of rapidly changing weather conditions such as fog, snow, and other phenomena that reduce

visibility and braking action.

.8 Explain general aircraft prestart precautions.

a. Before starting an engine, the wheels of the aircraft shall be chocked and the

parking brake set unless a deviation from this requirement is specifically

authorized by the applicable model NATOPS manual.

b. where applicable, intake screens shall be installed on jet aircraft.

c. Prior to starting jet engines, intakes and surrounding ground/deck shall be

inspected to eliminate the possibility of FOD.

d. When an engine is started by nonpilot personnel for testing and warmup

purposes on aircraft other than transport and patrol class equipped with

parking brakes, the plane shall be tied down.

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e. Whenever an engine is started, personnel with adequate fire extinguishing

equipment, if available, shall be stationed in the immediate vicinity of the

engine but safely clear of intakes or propellers.