NATOPS Brief Memory Aid

GO BOOMERS

How to use:
Read the text a few times. Then, use the lined text and make an attempt—use the text
underneath to assist if you draw a blank. Get to the point where you’re not referring to the
complete text at all. When you have a good flow going with the lined text, give it a shot from
memory, referring to the lined text when needed. You’ll get it memorized in no time.
VR/ SOL

Airsickness History

A______ s____ a_______ i_ t___ b_____ p________ o_ a_______

a______ a__ m__ p___ t__ c_______ a_ t__ s________ d_______.
T__ f_____ p____ w___ k___ t__ a_______ i_ a s_____ p_______,
m_________ t____ a_ t__ s________ a_____. I_ t__ a______ p____
f____ h_ o_ s__ c_____ c_______, t__ m______ w___ b_ a______
f__ a__________.

Aircrew shall announce if they become passively or actively airsick

and may pass the controls as the situation dictates. The flying pilot will
keep the aircraft in a stable position, minimizing turns as the situation
allows. If the airsick pilot feels he or she cannot continue, the mission
will be aborted for airsickness.

Foreign Object Damage

E_____ o___ t____ i____ r_______ f__ f_____ a__ t____ t_ t__
a_______, a__ t___ a__ f_____ s___ p______ a__ z_______. B___
p_____ w___ i______ B___ c_______ b_____ a__ a____ f_____ t_
e_____ n_ F__ i_ p______.

Ensure only those items required for flight are taken to the aircraft,
and that all flight suit pockets are zippered. Both pilots will inspect
BOTH cockpits before and after flight to ensure no FOD is present.

Ground Operations

G_____ o__ w___ b_ c________ i_ a_________ w___ N_____.

Ground ops will be conducted in accordance with NATOPS.

Training Rules

A p_______ f_____ l______ E__ s____ b_ d___________ i_ t__

a_______ i_ b____ e_____ p______ a_ B___ K__.

A l______ i_ n__ r_______ o_ a p_______ f_____ l______ E__.

W___ i_ d____, t__ I_ s____ w___-___.

A______ s____ w___-___ i_ s____ s______ a__ a_______ i_____ o_

b___ k__ o_ i_ a_______ d________ b____ 1__ k____ p____ t_ t__
l______ t_________ w___ n_ c____________ p____ c_________ o_
a__ p_______ E__

S______ n____ a_______ s____ n__ c______ a p_______ f_____

l______ E__ t_ a f____ u_ l______. I_ t__ a_______ c_____
m_______ m______ a_______ a__ p______ b_____ b___ k__ w___
f____ a_ t______ o_ l______, w______.

A p_______ f____ E__ i_______ a g______ r________ o_ d______

r___ a__________ t__ t________, f_______ b_ a n_____ f____ t_
l___.

A practice forced landing ELP shall be discontinued if the aircraft is below

energy profile at Base Key.

A landing is not required on a practice forced landing ELP. When in doubt,

the IP shall wave-off.

Aircrew shall wave-off if stick shakers are actuated inside of base key or if
airspeed decreases below 110 knots prior to the landing transition with no
corresponding power correction on any practice ELP

Student naval aviators shall not conduct a practice forced landing ELP to a
flaps up landing. If the aircraft cannot maintain minimum airspeed and
profile beyond base key with flaps at takeoff or landing, waveoff.

A properly flown ELP includes a gradual reduction of descent rate

approaching the threshold, followed by a normal flare to land.
G Awareness Procedures

W_ w___ c______ a G-__ p____ t_ c_________ a__ m________

r________ g______ t___ t____ G_, a__ p______ a__ m________
w___ "G_ c_____ o_, N__ N__ N__." E_____ p____ e___________
g___-___ c_________ s_____ i__________ c___ "k____ i_ o__"
o___ t__ I__ a__ a c______ u______ a_______ s_____ b_ u___ t_
r______ t__ a_______. I_ t__ e____ e_____ p____ e__________ a
G___, t__ t_______ p______ o_ t__ f_____ w___ b_ t_________,
a__ t__ I_ w___ r______ t__ a_______ t_ a s_______ a_______.

We will conduct a G-Ex prior to conducting any maneuvers requiring

greater than three Gs, and preface all maneuvers with 'Gs coming on,
NOW NOW NOW.' Either pilot experiencing gray-out conditions
should immediately call "knock it off" over the ICS and a contact
unusual attitude should be used to recover the aircraft. In the event
either pilot experiences a GLOC, the training portion of the flight will
be terminated, and the IP will recover the aircraft to a suitable airfield.

Frequencies

W_ w___ u__ p_____ U__, V__, a__ N__ f__________, a__ m_____
f__________ a_ r_______.

We will use preset UHF, VHF, and NAV frequencies, and manual
frequencies as required.

Radio Procedures and Discipline

T__ f_____ p____ w___ m___ a__ r____ c____ t_ b_ b_____ u_ b_

t__ n__-______ p____. E_____ p____ c__ m___ a s_____ o_ f_____
c___. K___ a__ c____ c______ a__ p___________.

The flying pilot will make all radio calls to be backed up by the non-
flying pilot. Either pilot can make a safety of flight call. Keep all calls
concise and professional.
Change of Control of Aircraft

W_ w___ u__ a p_______, t____-___ e_______ o_ c_______ w___

e_______ o_ t__ w___ "c_______." I_ t__ e____ o_ a_ I__ f______,
w_ w___ u__ t__ 'p___ t_ p___, s____ t_ t___' m_____ o_ c______
t_______ w___ t__ n__-______ p____ s______ h__ o_ h__ h____
f__ v___________. I_ i_ d____ o_ w__ h__ c______ o_ t__
a_______, q____ t__ o____ p____. I_ i____ d___ n__ c_________ a
c_____ o_ c_______ u_____ t____ i_ a_ I__ f______.

T_______ o_ a_______ c_______ i_______ c______ o_ t__ F__,

U___ a__ r_____. T__ n__-______ p____ m__ a_____ o_ a_____
c______ o_ t__ F__, U___ a__ r_____ a_ d_______.

We will use a positive, three-way exchange of controls with emphasis

on the word "controls." In the event of an ICS failure, we will use the
'push to pass, shake to take' method of control transfer with the non-
flying pilot showing his or her hands for verification. If in doubt of who
has control of the aircraft, query the other pilot. IP input does not
constitute a change of controls unless there is an ICS failure.

Transfer of aircraft controls includes control of the FMS, UFCP and

radios. The non-flying pilot may assist or assume control of the FMS,
UFCP and radios as directed.

Navigational Aids

W_ w___ b_ p________ V__ t____ u____ g_____ r________

c_________ f__ n_________. H______, w_ w___ k___ t__
a__________ w______ a___ o_ n_________ r____ i_ t__ F__ f__
b___-__.

We will be primarily VFR today using ground reference checkpoints for

navigation. However, we will keep the appropriate working area or
navigation route in the FMS for back-up.
Identification

O__ c______ w___ b_ B_____-7/8__ a__ w_ w___ s_____

55/56___, o_ a_ a_______ b_ A__.

Our callsign will be Boomer-7/8__ and we will squawk 55/56__, or as

assigned by ATC.

Clearing Procedures

B___ p_____ w___ m_______ a v_______ l______ f__ o____

t______ u____ t__ T___ t_ a__ a_ a__________. C___ o__ a__
t______ u____ t__ c____ s_____, h___/_____/___, f_____/__
f_____. A__ p____ r__________ a_ i________ t______ c_______
w___ m_______ t__ a_______ i___ a s___ p_______ a__ t___
d______ t______ a________ a____ i_ i_ n_ l_____ a f_____.

Both pilots will maintain a vigilant lookout for other traffic using the
TCAS to aid as appropriate. Call out all traffic using the clock system,
high/level/low, factor/no factor. Any pilot recognizing an immediate
traffic conflict will maneuver the aircraft into a safe position and then
discuss traffic avoidance after it is no longer a factor.

Climbout

C_______ w___ b_ a_ p__ V__ c_____ r____.

Climbout will be as per VFR course rules.

Penetration

I_ a_ I__ p__________ i_ r_______, t__ n__-______ p____ w___

c___ o__ a_______ d_________ g______ t___ 1__' o_ i_ d______
r___ i_ g______ t___ a_______ r________ (m_____ t_ l___), a__ i_
a_______ o_ h______ a__ o__ b_ m___ t___ 1_ k____ o_ d______
r___________.

If an IFR penetration is required, the non-flying pilot will call out

altitude deviations greater than 100' or if descent rate is greater than
altitude remaining (minute to live), and if airspeed or heading are off
by more than 10 knots or degrees respectively.

Approach/ Missed Approach

I_ a_ i_________ a_______ i_ r_______, t__ I_ w___ f__ t__

a_______ t_ b_ b_____ u_ b_ t__ S__ o_ a__ h_______, a________,
a________, a_____ o_ b___, a__ r____ o_ d______. T__ S__ w___
c___ t__ r_____ e__________ i_ s____ w___ c____ p_______ a__
r_____ t__ c______ l______ c________ (l___, t____ a__ g_, o_____,
o_ l__ a_______, a_ a__________).

If an instrument approach is required, the IP will fly the approach to be

backed up by the SNA on all headings, altitudes, airspeeds, angles of
bank, and rates of descent. The SNA will call the runway environment
in sight with clock position and repeat the current landing clearance
(land, touch and go, option, or low approach, as appropriate).

Recovery

W_ w___ p___ t_ r______ v__ (V__ c_____ r____/ V__ a______/

i_________ a_______) t_ (a_______).

We will plan to recover via (VFR course rules/ VFR arrival/ instrument
approach) to (airfield).
Aborts

E_____ p____ r__________ t__ n___ t_ a____ w___ c___ "A____,

A____, A____" o___ t__ I__. T__ f_____ p____ w___ e______ t__
A____ p________ a_ p__ N_____. I_ w_ a_________ d________ t__
p_______ s______, w_ w___ e______ t__ e________ e_____
s_______ o_ t__ g_____ p________. T__ a_______ c________
w___ c___ "C__, C__, C__" t_ c______ e________ o_ t__ c_____
f_________ s_____, o_ "E____, E____, E____" t_ c______
e_______ a_ r_______.

Either pilot recognizing the need to abort will call "ABORT, ABORT,
ABORT" over the ICS. The flying pilot will execute the ABORT
procedure as per NATOPS. If we anticipate departing the prepared
surface, we will execute the emergency engine shutdown on the
ground procedure. The aircraft commander will call "CFS, CFS, CFS"
to command execution of the canopy fracturing system, or "EJECT,
EJECT, EJECT" to command ejection as required.

Divert Fields

O__ p______ w______ d______ w___ b_ C_____ C______

I____________ a__ V_______. E________ d______ f___ t__ K_____
M__ i______ G_____, A______ C_____, C____, a__ M_________-
______. E________ d______ f___ M______ w___ b_ W______,
N___ C_____, M_________ P_____, S__ J___, a__ A______
C_____. E________ d______ f___ F______ w___ b_ A______
C_____, V_______, o_ C______ C_____.

Our primary weather diverts will be Corpus Christi International and

Victoria. Emergency diverts from the Kings4 MOA include Goliad,
Aransas County, Chase, and McCampbell-Porter. Emergency diverts
from Mustang will be Waldron, Navy Corpus, McCampbell Porter, San
Jose, and Aransas County. Emergency diverts from FOXTROT will be
Aransas County, Victoria, or Calhoun County.
Minimum and Emergency Fuel

W_ w___ d______ m__ f___ i_ w_ a_________ l______ b____ 2__

p_____ a__ e________ f___ i_ w_ a_________ b____ 1__ p_____.

We will declare min fuel if we anticipate landing below 200 pounds

and emergency fuel if we anticipate below 120 pounds.

Loss of Power

I_ w_ h___ a l___ o_ p____ s______ a____ t___-___, w_ w___

e______ t__ e_____ f______ i__________ a____ t______
p________, b____ m______ o_ a_______ c____________, e_____
s____ a__ r_____ l_____ r________. I_ i___________ r_____ l_____
r______ t_ l___ s_______ a____, w_ w___ e____.

I_ w_ h___ a l___ o_ p____ e________, w_ w___ e______ t__

e_____ f______ d_____ f_____ p________. I_ w_ a__ u_____ t_
i________ E__ f__ s_______ l______ s___, w_ w___ e____.

If we have a loss of power shortly after take-off, we will execute the

engine failure immediately after takeoff procedure, being mindful of
aircraft configuration, energy state and runway length remaining. If
insufficient runway length remains to land straight ahead, we will eject.

If we have a loss of power elsewhere, we will execute the engine

failure during flight procedure. If we are unable to intercept ELP for
suitable landing site, we will eject.
Radio failure/ ICS failure

I_ t__ e____ o_ a r____ o_ I__ f______, w_ w___ t___________ i_ a_

a______ t_ r_-_________ c____ o_ I__ (i._. c____ c_____________
l____ a__ t__ w__ t_ t__ O_ m___, t__ c____________ p____, a__
U___ f__ a__________ f__________ a__ s__________).

I_ w_ h___ a r____ f______, w_ w___ a______ c____________ o_

a______ r____, u____ t__ s______ V__ i_ n________. I_ w_ h___ a
t____ l___ o_ c_____________ i_ t__ l____ a___, w_ w___ c_____
w___ t__ l____ l_____ o_ a________ f__ I__ a__ V__ a_______. I_
w_ a__ o______ o_ t__ l____ a___, w_ w___ c_____ w___ t__ F__.

I_ w_ h___ a_ I__ f______, w_ c__ r_____ o__ m____ m__________

a__ s____ o_ u__ f__________ 1__.__ o_ 2__._ t_ c__________ a_
n________. I_ I__ c_____ b_ r_______, t__ i____________ p______
o_ t__ f_____ w___ b_ t_________ a__ w_ w___ l___ a_ s___ a_
p________.

In the event of a radio or ICS failure, we will troubleshoot in an attempt

to re-establish comms or ICS (i.e. check communications leads all the
way to the O2 mask, the communication panel, and UFCP for
appropriate frequencies and switchology).

If we have a radio failure, we will attempt communication on another

radio, using the standby VHF if necessary. If we have a total loss of
communications in the local area, we will comply with the local letter of
agreement for IFR and VFR aircraft. If we are outside of the local
area, we will comply with the FIH.

If we have an ICS failure, we can remove our masks momentarily and

shout or use frequencies 123.45 or 246.8 to communicate as
necessary. If ICS cannot be restored, the instructional portion of the
flight will be terminated and we will land as soon as practical.
Inadvertent IMC

I_ w_ i____________ e____ I__ c_________, w_ w___ r___ w____

l____ a__ f__ s_______ a__ l____ f__ o__ m_____. I_ w_ a__ n__ i_
V__ a_ t__ e__ o_ o__ m_____, w_ w___ e______ a 2_ d_____ A__
t___ f__ 1__ d______ o_ h______ c_____. I_ u_____ t_ r_____ V__,
w_ w___ c______ A__ f__ a_ I__ c________.

If we inadvertently enter IMC conditions, we will roll wings level and fly
straight and level for one minute. If we are not in VMC at the end of
one minute, we will execute a 20 degree AOB turn for 180 degrees of
heading change. If unable to regain VMC, we will contact ATC for an
IFR clearance.

Loss of sight/ Lost Wingman

W_ w___ b_ s_____ s___ t____. H______, i_ w_ a__ g____ t______

t_ f_____ a__ l___ s____ o_ t___ t______, w_ w___ a__ A__ f__ a_
u_____.

We will be single ship today. However, if we are given traffic to follow

and lose sight of that traffic, we will ask ATC for an update.
Downed Pilot and Aircraft

I_ w_ a__ f____ o_ s____ t_ a_ a_______ m_____, w_ w___ a_____

o_-_____ c________ d_____. T__ f_____ p____ w___ e________
t__ a_______ a_ a s___ a_______ a__ d_______ t_ m_______
v_____ c______ a__ t__ n__-______ p____ w___ i_______ t__ o_-
_____ c________ c________. W_ w___ s__ a b____ t__ n______
s_______ f____ a__ r_____ o_-_____ u____ w_: 1) r____ o__ b____
f___; 2) h___ a_ e________ o_ o__ o__; 3) a__ r_______ b_ a m___
a__________ p_______; 4) t__ r_____ i_ c_______. I_ w_ a__ n__
f____ o_ s____, w_ m__ o____ a_________ b__ w___ r_____ c____
u_____ c_____ u___.

If we are first on scene to an aircraft mishap, we will assume on-scene

commander duties. The flying pilot will establish the aircraft at a safe
altitude and distance to maintain visual contact and the non-flying pilot
will initiate the on-scene commander checklist. We will set a bingo the
nearest suitable field and remain on-scene until we: 1) reach our bingo
fuel; 2) have an emergency of our own; 3) are relieved by a more
appropriate platform; 4) the rescue is complete. If we are not first on
scene, we may offer assistance but will remain clear unless called
upon.
Bird strike

I_ t__ e____ o_ a b___ s_____, o__ f____ p_______ w___ b_ t_

m_______ a_______ c______. I_ w_ a__ u_____ t_ c______ t__
a_______, w_ w___ e____. I_ t__ a_______ i_ c___________ a__
w_ s______ p_______ e_____ d_____ (i._. w_____ t__ p___ a__),
w_ w___ e______ a P__ t_ t__ n______ s_______ a_______. I_ n_
e_____ d_____ i_ s________, w_ w___ e______ a
c______________ c____ i_ a_________ w___ N_____ a_ r_______.

In the event of a bird strike, our first priority will be to maintain aircraft
control. If we are unable to control the aircraft, we will eject. If the
aircraft is controllable and we suspect possible engine damage (i.e.
within the prop arc), we will execute a PEL to the nearest suitable
airfield. If no engine damage is suspected, we will execute a
controllability check in accordance with NATOPS as required.

OBOGS Malfunctions/ Hypoxia Symptoms

I_ e_____ m_____ o_ t__ c___ e__________ h______ s_______, o_

h______ i_ s________ f__ a__ r_____, b___ c___ m______ s____
e______ t__ O____ F______/ P____________ S_______
p________.

If either member of the crew experiences hypoxic symptoms, or

hypoxia is suspected for any reason, both crew members shall
execute the OBOGS FAILURE/ PHYSIOLOGICAL SYMPTOMS
procedure.
Other Aircraft Emergencies

A__ s________ m___________ w___ b_ p_______ w___ t__ w___

'S________.' I_ t__ e____ o_ a s________ p____ l___, t__ I_ w___
i_______ b_ s______, "I H___ T__ P__, S________," m___________
t__ P__ a_ r_______ t_ s_______ t__ p____ l___ a__ s______ 4-_
p______ t_____ u___ h______ t__ S__ v________ "S________ P__-
___." I_ a__ c____, t__ f_____ p____ r______ c______ o_ t__
a_______ a__ m__ u______ p____ a_ n________ i_ t__ e____ o_ a
w______, t____ a__ g_, o_ g______ e________.

F__ a__ s________ m__________, t__ S__ w___ m_______

c______ o_ t__ a_______ a__ r_____ t__ a__________ p________,
m_____ t__ l______ g___ a__ f___ h______ a_ a__________. D_
n__ m___ a__ o____ s_______ o_ h______ i_ a s________
s_______.

I_ t__ e____ o_ a_ a_____ m__________, t__ p____ r__________

t__ m__________ w___ c___ i_ o__ o___ t__ I__. T__ f_____ p____
w___ e______ a__ a_________ c_______ a_____ p________. T__
n__-______ p____ w___ b____ o__ t__ P__ a__ r_____ b___
c_______ a__ n__-________ a_____ i____, a_ w___ a_ a__ n____,
w_______, a__ c_______. T___ p_________, w_ w___ g__ d___
c__________ p____ t_ m_____ t__ P__ t_ O__, p______ t__
f_______ s______ h_____, o_ s________ t__ P__ t_ O__.

W____ t______________, w_ w___ e_____ t___ o__ p____ i_

a_____ f_____ t__ a_______. N_ F___ H____!
All simulated malfunctions will be prefaced with the word
'SIMULATED.' In the event of a simulated power loss, the IP will
initiate by stating, "I HAVE THE PCL, SIMULATED," manipulating the
PCL as required to simulate the power loss and setting 4-6 percent
torque upon hearing the SNA verbalize "Simulated PCL-OFF." In all
cases, the flying pilot retains control of the aircraft and may utilize
power as necessary in the event of a waveoff, touch and go, or
greater emergency.

For all simulated malfunctions, the SNA will maintain control of the
aircraft and recite the appropriate procedure, moving the landing gear
and flap handles as appropriate. Do not move any other switches or
handles in a simulated scenario.

In the event of an actual malfunction, the pilot recognizing the

malfunction will call it out over the ICS. The flying pilot will execute any
applicable critical action procedure. The non-flying pilot will break out
the PCL and review both critical and non-critical action items, as well
as all notes, warnings, and cautions. Time permitting, we will get dual
concurrence prior to moving the PCL to OFF, pulling the firewall
shutoff handle, or switching the PMU to OFF.

While troubleshooting, we will ensure that one pilot is always flying the
aircraft. NO FAST HANDS!
Ejection

E_______ i_ n____ s________. T_ f_________ p_____ b___ p_______,

t__ c___ f__ e_______ w___ n_______ b_ a f___-______ c______:
"E____, E____, E____." p____, t___ p___ (b___) t__ e_______ h_____. I_
t__ e____ o_ a_ I__ f______, t____ r___ o_ t__ c_____, p____, t___ p___
(b___). I_ t____ i_ i___________ t___ f__ t__ c______ p____ t_ i_____,
w_ w___ i__________ p___ t__ e_______ h_____ a_ r_______.

E_____ y__ m_______ p_____ b___ p_______: b___ a__ s________

a______ t__ s___, h___ o_ t__ h___ r___, c___ u_ 1_ d______, f___ o_
t__ r_____ p_____, a__ e_____ i_ t____ t_____ t__ b___. T__ m______
r__________ a_______ f__ u___________ e_______ i_ 6,___ f___ A__,
a__ 2,___ f___ A__ f__ a c_________ e_______. T___ p_________, w_
w___ e______ a_ m___ o_ t__ C_________ E_______ c________ s____
a_ p_______.

Ejection is never simulated. To facilitate proper body position, the call for
ejection will normally be a five-second cadence: "EJECT, EJECT, EJECT."
pause, then pull (both) the ejection handle. In the event of an ICS failure,
three raps on the canopy, pause, then pull (both). If there is insufficient time
for the cadence prior to impact, we will immediately pull the ejection handle
as required.

Ensure you maintain proper body position: back and shoulders against the
seat, head on the head rest, chin up 10 degrees, feet on the rudder pedals,
and elbows in tight toward the body. The minimum recommended altitude
for uncontrolled ejection is 6,000 feet AGL, and 2,000 feet AGL for a
controlled ejection. Time permitting, we will execute as many of the
CONTROLLED EJECTION checklist steps as possible.