aircraft operations and training procedures, t-38

AOD 09295, Volume I Rev K PCN 3

Ver ify that this is the cor rect version before use.

Aircraft Operations and Training Procedures T-38 Operating Procedures Volume I

Aircraft Operations Division

February 2010

National Aeronautics and Space Administration

Lyndon B. Johnson Space Center Houston, Texas 77058

Aircraft Operations Division Aircraft Operations and Training Procedures, T-38 Operating Procedures Volume I

Doc. No.: AOD 09295, Volume I Doc. Version: Rev K PCN 3

Date: February 2010 Page 1


APPROVAL AUTHORITIES

Original Signed by

Richard N. Clark Chief, Aircraft Operations Division

Original Signed by

Peggy A. Whitson Chief, Astronaut Office

Original Signed by

Brent W. Jett Director, Flight Crew Operations Directorate





CHANGE RECORD/LIST OF EFFECTIVE PAGES Doc.

Version Date Process Owner/Ext. Description Rev G Jan 2000 S. Wells/49810

A. Beall/49649 Complete rewrite. Convert JSC 09295 Vol. I to AOD 09295 Vol. I.

Rev G PCN 1

Jul 2000 S. Wells/49810 A. Beall/49649

Section 6.7.5, Maximum Airspeeds, Page 24.

Rev H Feb 2001 T. Pappas/49504 A. Beall/49649

Change bars reflect changes throughout entire document to include but not limited to the following: • Changed JSC Form 819 to AOD Form 819. • Rewrote Section 9.1.4, Other Crew Members,

page 45. • Document numbers were changed as appropriate

(e.g., JSC to AOD). Rev H PCN 1

Oct 2002 T. Pappas/49504 A. Beall/49649

Change bar reflects the change in Section 5.4.1.

Rev H PCN 2

Feb 2004 T. Pappas/49504 A. Beall/49649

Change bar reflects the change in Section 6.8.1, Table 6-1.

Rev I Apr 2005 T. Pappas/49504 K. Baker/49766

Major revision.

Rev J Mar 2008 T. Pappas/49504 K. Baker/49766

Major revision. Technical changes in paragraphs 5.4.5, 5.7.4, 5.7.7, 6.4.1, and 6.8.2 are marked with a change bar.

Rev K Jun 2008 T. Pappas/49504 K. Baker/49766

Add paragraphs 6.8.2, 7.2, and 3.1 of Appendix B; marked with a change bar. Delete references to cancelled documents JPD 1830.3 and JSC 10521.

Rev K PCN 1

Oct 2008 T. Pappas/49504 K. Baker/49766

In paragraph 5.7.2, minimize the likelihood of damage to JSC aircraft. In paragraph 5.9, add statement indicating that guests are never allowed to sit in T-38 ejection seats. In paragraph 8.5.3, replace AOD Research Pilots’ Maximum Flying Time information.

Rev K PCN 2

Aug 2009 T. Pappas/49504 K. Baker/49766

In paragraph 5.1.2.3, define when AOD Form 740A requests are required. Update paragraph 6.4.1 with current Preflight Planning Procedures. Add Note 5 to Table 5. Modify fuel requirements in paragraph 6.7.2. Revise paragraph 6.8.3 to include Approach Criteria for WAAS-modified aircraft. Add paragraph 8.1.5 to define check ride frequency for JSC pilots over age 65. Add paragraph 8.1.7 to ensure currency of publications. This document supersedes AOD 09295NS1 Vol. I Basic, dated 02/09/09.



Date: February 2010 Page 2A


CHANGE RECORD/LIST OF EFFECTIVE PAGES (Continued) Doc.

Version Date Process Owner/Ext. Description Rev K PCN 3

Feb 2010 T. Pappas/49504 K. Baker/49766

Update paragraphs 4.1, 4.2, 5.1, 8.8, 9.1.4, and 9.4.1 to include FCOD changes to cosmonaut T-38 flight training. Update Table 2, Weekday Operations, to reflect the priority set by the Director of Flight Crew Operations. Update paragraph 7.2 and Table 4, to reflect updates in Crew Resource Management and Training. Update Table 5, paragraph 9.1.2, and paragraph 9.4.2 to reflect updates in annual T-38 Emergency Procedures Simulator training. Add paragraph 9.4.6 to define annual T-38 CRM Simulator training.

Page No.

Doc. Version

Page No.

Doc. Version

Cover.................................... Rev K PCN 3 27 .......................................... Rev K PCN 2 1 and 2.................................. Rev K PCN 3 28 and 29 .......................................... Rev K 2A and 2B ............................ Rev K PCN 3 30 .......................................... Rev K PCN 2 3 and 4.................................. Rev K PCN 2 31 and 32 .............................. Rev K PCN 3 5 ........................................... Rev K PCN 3 32A and 32B ........................ Rev K PCN 3 6 ....................................................... Rev K 33 thru 36 ......................................... Rev K 7 thru 11 ............................... Rev K PCN 3 37 and 38 .............................. Rev K PCN 2 12 thru 15 ......................................... Rev K 39 .......................................... Rev K PCN 3 16 ......................................... Rev K PCN 1 40 ...................................................... Rev K 17 thru 19 ......................................... Rev K 41 .......................................... Rev K PCN 1 20 ......................................... Rev K PCN 1 42 .......................................... Rev K PCN 3 21 ......................................... Rev K PCN 3 43 ...................................................... Rev K 22 ..................................................... Rev K 44 and 45 .............................. Rev K PCN 3 23 and 24.............................. Rev K PCN 2 46 ...................................................... Rev K 24A and 24B ........................ Rev K PCN 2 47 .......................................... Rev K PCN 3 25 and 26.......................................... Rev K 48 thru 74 ......................................... Rev K



Date: February 2010 Page 2B


TABLE OF CONTENTS APPROVAL AUTHORITIES ......................................................................................................1

CHANGE RECORD/LIST OF EFFECTIVE PAGES ...............................................................1

TABLE OF CONTENTS ........................................................................................................... 2B

LIST OF FIGURES .......................................................................................................................5

LIST OF TABLES .........................................................................................................................5

1.0 PURPOSE ......................................................................................................................6

2.0 SCOPE ............................................................................................................................6

3.0 REFERENCES ..............................................................................................................6 3.1 Referenced Documents ..................................................................................................6 3.2 Referenced Forms ..........................................................................................................7

4.0 DEFINITIONS, ACRONYMS, AND ABBREVIATIONS ........................................7 4.1 Definitions ......................................................................................................................7 4.2 Acronyms and Abbreviations .......................................................................................8

5.0 GENERAL REQUIREMENTS .................................................................................11 5.1 Authorization to Fly in the T-38 Aircraft .................................................................11 5.2 Flight Duty Limitations ...............................................................................................12 5.3 Joint Flight Activities ..................................................................................................12 5.4 Flight Restrictions .......................................................................................................12 5.4.1 Physical Examinations ..................................................................................................12 5.4.2 Hyperbaric Chamber .....................................................................................................12 5.4.3 Alcohol ..........................................................................................................................12 5.4.4 Scuba Diving .................................................................................................................13 5.4.4.1 Dive/Fly-Card ................................................................................................................13 5.4.4.2 Rules for Post Diving Activities ....................................................................................13 5.4.5 High Cabin Altitude (or Low Cabin Pressure) ..............................................................15 5.5 Flight Equipment .........................................................................................................15 5.6 Functional Check Flights ............................................................................................16 5.7 Cross-Country Procedures .........................................................................................16 5.7.1 Cross-Country Administrative Requirements ...............................................................16 5.7.2 Cross-Country Departures and Arrivals ........................................................................16 5.7.3 Fuel ................................................................................................................................17 5.7.3.1 Purchasing Fuel .............................................................................................................17 5.7.3.2 T-38 Single-Point Refueling .........................................................................................17 5.7.3.3 Hot Refueling ................................................................................................................17 5.7.4 Authorized Airfields ......................................................................................................17 5.7.5 Foreign Flights to Canada by JSC T-38 Aircraft ..........................................................19 5.7.6 Recovery at Unfamiliar Fields ......................................................................................19 5.7.7 Shuttle Landing Facility Operations ..............................................................................19 5.8 Aircraft Static Display Procedures ............................................................................19 5.9 Ejection Seat Procedures for Guest ...........................................................................20 5.10 Standardization Board ................................................................................................20



Date: August 2009 Page 3


5.11 Flight Evaluation Board .............................................................................................20 5.12 T-38 Scheduling ...........................................................................................................20 5.12.1 T-38 Usage and Scheduling Policy ...............................................................................20 5.12.1.1 Weekday Operations .....................................................................................................21 5.12.1.2 Weekend Operations .....................................................................................................21 5.12.1.3 AOD Operations Duty Officer Authority ......................................................................22 5.12.2 Mission Specialist Scheduling Policies .........................................................................22 5.12.2.1 Mission Specialist/Instructor Pilot Flights ....................................................................22 5.12.3 AOD Form 740A Requests ...........................................................................................23 5.13 Authorization to Fly as a Pilot in Command of JSC Aircraft .................................24

6.0 T-38 FLIGHT RULES AND OPERATING PROCEDURES .................................24 6.1 Pilot in Command ........................................................................................................24 6.2 Regulations ...................................................................................................................24 6.3 Aircraft Control by Non-Pilot Mission Specialists ...................................................24 6.4 Flight Preparation .................................................................................................... 24A 6.4.1 Preflight Planning ....................................................................................................... 24A 6.4.2 Flight Plans ................................................................................................................. 24A 6.4.3 Clearance Authority ......................................................................................................25 6.4.4 Runway Length .............................................................................................................25 6.4.5 VFR Procedures ............................................................................................................25 6.5 Ground Operations .....................................................................................................25 6.5.1 Preflight Walk-around ...................................................................................................25 6.5.2 Equipment Stowage .......................................................................................................25 6.5.3 Taxi ................................................................................................................................26 6.5.4 Foreign Object Damage .................................................................................................26 6.5.5 Lightning Hold Procedure .............................................................................................26 6.6 Takeoff ..........................................................................................................................27 6.6.1 Takeoff Restrictions ......................................................................................................27 6.6.2 Departure Weather Minimums ......................................................................................27 6.7 En route ........................................................................................................................27 6.7.1 En Route Weather .........................................................................................................27 6.7.2 Fuel Requirements .........................................................................................................27 6.7.3 Minimum Altitude .........................................................................................................27 6.7.4 Maximum Altitude ........................................................................................................27 6.7.5 Maximum Airspeeds .....................................................................................................28 6.7.6 Altitude Restrictions Over the Gulf ...............................................................................28 6.7.7 Afterburner Relight .......................................................................................................28 6.7.8 Air Combat Maneuvering ..............................................................................................28 6.7.9 Low Lift Over Drag (L/D) Operations ..........................................................................28 6.7.10 Use of Landing Light ....................................................................................................28 6.8 Arrival ..........................................................................................................................29 6.8.1 Weather Criteria for IFR flight ......................................................................................29 6.8.2 Increased Weather Minimums .......................................................................................29 6.8.3 Approach Criteria ..........................................................................................................29 6.8.4 Circling Approaches ......................................................................................................30





6.8.5 Practice Emergency Approach and Landing Restrictions .............................................30 6.8.6 Instrument Proficiency Training ...................................................................................30 6.9 Postflight .......................................................................................................................30 6.9.1 Hot Brakes .....................................................................................................................31 6.9.2 Lightning Hold ..............................................................................................................31 6.10 Maintenance Debriefing ..............................................................................................31 6.10.1 General ..........................................................................................................................31 6.10.2 Air/Ground Abort Debriefing ........................................................................................31

7.0 CREW COORDINATION .........................................................................................32 7.1 Standardization ...........................................................................................................32 7.2 Crew Resource Management and Training ..............................................................32 7.3 Preflight Briefings .......................................................................................................32 7.4 Checklists .....................................................................................................................32 7.5 Radio and Navigation Systems Management ...........................................................33 7.6 Engine Start .................................................................................................................33 7.7 Lineman Checks ..........................................................................................................33 7.8 Flight Operations .........................................................................................................33 7.8.1 Takeoff and Landing Clearance ....................................................................................33 7.8.2 Takeoff Roll Intercom Calls ..........................................................................................33 7.8.3 Takeoff Abort Criteria ...................................................................................................33 7.8.4 Transfer of Aircraft Control ..........................................................................................34 7.8.5 Aircraft Configuration Changes ....................................................................................34 7.8.6 Level-off and Altitude Excursions ................................................................................34 7.8.7 Sterile Cockpit ...............................................................................................................34 7.8.8 Aircraft Maneuvers ........................................................................................................34 7.8.9 Lookout Doctrine ..........................................................................................................35 7.8.10 Inter-Communication System Failure ...........................................................................35 7.8.11 Emergencies ..................................................................................................................35 7.8.12 Bird Strike .....................................................................................................................35 7.8.13 Ejection ..........................................................................................................................36 7.8.14 Formation ......................................................................................................................36 7.8.15 T-38 Shelter Parking .....................................................................................................36

8.0 T-38 EVALUATIONS AND CURRENCY ...............................................................37 8.1 Annual Aircrew Evaluations ......................................................................................37 8.1.1 Pilot Proficiency Check .................................................................................................37 8.1.2 Pilot Instrument Check ..................................................................................................37 8.1.3 MS Qualification Check ................................................................................................37 8.1.4 Time of Accomplishment ..............................................................................................37 8.1.5 Check Ride Frequency for JSC Pilots Over Age 65 .....................................................37 8.1.6 Proficiency/Instrument Check Scheduling ....................................................................38 8.1.7 Currency of Publications ...............................................................................................38 8.2 T-38 Low L/D Flying ...................................................................................................38 8.3 Logging Flight Time ....................................................................................................38 8.4 General Currency Requirements ...............................................................................38 8.4.1 Waiverable Currency Requirements .............................................................................39





8.4.2 Currency Requirements Not Requiring a Waiver .........................................................39 8.5 Pilot Minimums and Requalification .........................................................................40 8.5.1 Minimum Flight Time, Approach, and Landing Requirements ....................................40 8.5.2 Requalification After Extended Periods Without T-38 Flying .....................................40 8.5.3 Maximum Flying Time .................................................................................................41 8.6 Mission Specialist Minimums and Requalification ..................................................41 8.6.1 Minimum Flight-time Requirements for MSs ...............................................................41 8.6.2 Requalification After Extended Periods Without T-38 Flying .....................................42 8.6.3 Maximum Flight Time ..................................................................................................42 8.7 Mission Crew Members ..............................................................................................42 8.8 Other Crew Members .................................................................................................42

9.0 T-38 TRAINING ..........................................................................................................43 9.1 Initial Flight Training .................................................................................................43 9.1.1 AOD Pilots and Front-Seat Astronauts .........................................................................43 9.1.2 Mission Specialists ........................................................................................................43 9.1.3 Mission Crew Members ................................................................................................44 9.1.4 Other Crew Members ....................................................................................................45 9.2 Upgrade Training ........................................................................................................45 9.2.1 Functional Check Flight Checkout (AOD Pilots) .........................................................45 9.2.2 IP Upgrade (AOD Pilots) ..............................................................................................45 9.2.3 Low L/D Training (Shuttle Pilots and AOD IPs) ..........................................................46 9.3 Refresher Training ......................................................................................................46 9.4 Training Support .........................................................................................................46 9.4.1 Ground Schools .............................................................................................................46 9.4.2 Emergency Procedures Simulator .................................................................................47 9.4.3 Physiological Training ..................................................................................................47 9.4.4 Water Survival Training ................................................................................................47 9.4.5 Ejection and Ground Egress Training ...........................................................................47 9.4.6 CRM Simulator .............................................................................................................47 APPENDIX A FORMATION PROCEDURES T-38 FORMATION FLIGHT ...................48

APPENDIX B LOW L/D PROCEDURES, L/D RATIO, MODIFIED SPEED BRAKE, AND CHASE OPERATIONS ....................................................................................55

APPENDIX C ELLINGTON FIELD PROCEDURES ............................................................64

LIST OF FIGURES Figure 1. Ellington Field ...............................................................................................................65 Figure 2. Houston, Texas Class B Airspace .................................................................................67 Figure 3. Ellington Field VFR Entry Points .................................................................................70 Figure 4. Warning Area 147C .......................................................................................................74

LIST OF TABLES Table 1. Air and Nitrox Tables .....................................................................................................14 Table 2. Weekday Operations .......................................................................................................21 Table 3. NASA JSC T-38 Weather Criteria for IFR Flight ..........................................................29 Table 4. Currency Requirements for T-38 Aircraft Operations ....................................................39 Table 5. Currency Requirements for T-38 Aircraft Operations ....................................................39 Table 6. Minimum Flight Time, Approach, and Landing Requirements .....................................40


Doc. No.: AOD 09295, Volume I Doc. Version: Rev K

Date: June 2008 Page 6


1.0 PURPOSE T-38 aircraft are assigned to the NASA Lyndon B. Johnson Space Center (JSC) to support space flight readiness training of NASA astronauts, to supply chase aircraft for flight-test projects, and to support research and experimental flight tests generated by NASA requirements and priority logistics programs.

This document prescribes current general flight and operational instructions and procedures for T-38 aircraft; it supersedes the operating procedures dated April 2005. It also incorporates the T-38 training related material from superseded JSC 10521, Aircraft Operations Division (AOD) Training Procedures.

2.0 SCOPE Procedures for other NASA JSC aircraft are defined in AOD 09295 Volume II, Aircraft Operations and Training Procedures, Research and Mission Support Aircraft, or AOD 09295 Volume III, Aircraft Operating Procedures, Shuttle Training Aircraft.

This document is intended to supplement, not to replace or duplicate, other official rules, regulations, and instructions which include, but are not limited to, the following:

• Flight manuals and checklists

• Local base or field flying rules

• Applicable Federal Aviation Regulations and International Civil Aviation Organizations (ICAO) agreements

• Flight Information Publications (FLIPs) and Notice to Airmen (NOTAM)

• Pilot Information File (PIF)

• Aircraft Operations Division Training Program

This document will be updated as required.

3.0 REFERENCES

3.1 Referenced Documents AOD 09295 Volume II, Aircraft Operations and Training Procedures, Research and Mission Support Aircraft

AOD 09295 Volume III, Aircraft Operating Procedures, Shuttle Training Aircraft

AOD 33837, Aircraft Flight Training Syllabi AOD 33861, T-38 Flight Operating Techniques

AOD 33869, T-38 Aircrew Proficiency Standards

AOD 37515, Astronaut T-38 Space Flight Readiness Training Syllabus

JSC Policy Directive (JPD) 1830.2, Physiological Training Program





JSC Procedural Requirement (JPR) 1281.18, Resource Management

NASA Procedural Requirements (NPR) 7900.3B, Aircraft Operations Management

T-38(N)-IFG, T-38 Inflight Guide

T-38(N)-PCL-1, Pilot’s Abbreviated Flight Crew Checklist

T-38(N)-1, T-38 Flight Manual

T-38(N)-6CF-1, T-38N Acceptance and Functional Check Flight Procedures Manual

3.2 Referenced Forms AOD Form 740A, Request to Schedule NASA JSC Aircraft

AOD Form 819, Certificate of Aircrew Qualification

DD Form 175, Military Flight Plan

FAA Form 7233-1, Flight Plan

ICAO DD Form 1801, International Flight Plan

NASA Form 1671, Maintenance Action Form

NASA Form 1671A, Aircraft Maintenance Packet

4.0 DEFINITIONS, ACRONYMS, AND ABBREVIATIONS

4.1 Definitions NASA Pilots – Any individual assigned to or employed by NASA JSC as a pilot astronaut, an aerospace engineer and pilot, or employed by NASA JSC and assigned piloting duties, is designated a NASA pilot. AOD Form 819, Certificate of Aircrew Qualification, signed by appropriate NASA officials is issued to identify such individuals as NASA pilots.

Mission Specialist (MS) – An astronaut who has demonstrated the capabilities to perform the aircrew duties as defined in AOD 37515, Astronaut T-38 Space Flight Readiness Training Syllabus. There are two categories of MS T-38 qualification:

A. Duty Day Extender (DDE): those MSs who have met the specified standards to be a crew duty day extender per AOD 37515. They extend a pilot’s crew day from 12 to 14 hours.

B. Rear Cockpit Qualified (RCQ): those MSs who are safe T-38 crew members, but who do not meet the qualifications for DDE status. This occurs either because the MS’s time lapses or because he/she was not designated as DDE on the last check ride. These individuals may fly unrestricted in the T-38 rear cockpit, but may not extend a pilot’s crew day to 14 hours.

Instructor Pilot (IP) – A pilot authorized to instruct, qualify, and examine other T-38 aircrew. Examiner Pilot (EP) – An instructor pilot authorized to instruct and examine other instructor pilots.





Project Pilot – The pilot responsible for the overall program management of a specific type of aircraft. Specific responsibilities include overseeing publications, modifications, configuration control, flight tests, budgets, and operations and maintenance schedules related to the assigned aircraft. Mission Crew Members – Crew members who have a mission-related purpose for flying on the aircraft, and routinely fly in the T-38. These include flight simulation engineers (FSE), flight engineers, flight surgeons, and flight photographers. Mission crew members who fly in the T-38 are subject to the maximum duty period specified in Section 5.2 and cannot extend the crew duty day and are not required to complete an annual proficiency exam. Other Crew Members – Any other individual who is authorized to fly in NASA T-38 aircraft who does not fall into the above categories. These include but are not limited to payload specialists, management personnel, flight test engineers, and International Partner Astronauts (IPAs) not under an official space flight training agreement with NASA. These individuals are subject to the maximum duty period specified in Section 5.2. Instrument Rating – Upon successful completion of the instrument syllabus, including an instrument pre-check and check flight, each pilot will receive a NASA instrument rating. Crew Resource Management – The practice of effectively utilizing all members of the crew to accomplish the mission in the safest, most efficient, and most effective manner. “Shall” or “Will” or “Must” – These instructions or procedures are mandatory. “Should” – Is normally used to indicate a preferred but not mandatory method of accomplishment. “May” – An acceptable or suggested means of accomplishment. Procedure – The way an operation covered in this manual is to be accomplished, unless there is an overriding reason not to use it. Technique – The suggested manner to accomplish a certain operation, which is based on experience collected over the lifetime of performing that operation. It is not a mandatory procedure.

4.2 Acronyms and Abbreviations ACM Air Combat Maneuvering ADI Attitude Directional Indicator AFB Air Force Base AFFF Aqueous Film Forming Foam AGL Above Ground Level ANG Air National Guard AOD Aircraft Operations Division ARTCC Air Route Traffic Control Center ASCAN Astronaut Candidate





ATC Air Traffic Control ATIS Automatic Terminal Information Service CDR Commander CFL Critical Field Length CP Co-pilot CRM Crew Resource Management CSA Crew Support Astronaut DDE Duty Day Extender DH Decision Height DME Distance Measuring Equipment DoD Department of Defense EFD Ellington Field ELP El Paso EMT Emergency Medical Treatment EP Examiner Pilot ETA Estimated Time of Arrival FAA Federal Aviation Administration FAF Final Approach Fix FBO Fixed Base Operator FCF Functional Check Flight FCOD Flight Crew Operations Directorate FEB Flight Evaluation Board FLIP Flight Information Publication FMS Flight Management System FOD Foreign Object Damage

Foreign Object Debris FP First Pilot FSE Flight Simulation Engineers FY Fiscal Year GPS Global Positioning System HEFOE Hydraulic Electrical Fuel Oxygen Engine ICAO International Civil Aviation Organization ICS Inter-Communication System IFF Identification Friend or Foe IFR Instrument Flight Rules IMC Instrument Meteorological Conditions





IP Instructor Pilot IPA International Partner Astronaut ISS International Space Station

Inter-cockpit Seat Sequencer JPD JSC Policy Directive JPR JSC Procedural Requirement JSC Johnson Space Center KIAS Knots Indicated Airspeed KSC Kennedy Space Center L/D Lift Over Drag LNAV Lateral Navigation MAC Military Automation Center MDA Minimum Descent Altitude MS Mission Specialist MSB Modified Speed Brake MSL Mean Sea Level NBL Neutral Buoyancy Laboratory nm Nautical Mile NOTAM Notice to Airmen NPR NASA Procedural Requirements O&B Out and Back ODC Operations Dispatch Center ODO Operations Duty Officer PAPI Precision Approach Path Indicator PIC Pilot In Command PIF Pilot Information File PRM Precision Runway Monitor QA Quality Assurance (NASA) RCQ Rear Cockpit Qualified SCA Shuttle Carrier Aircraft SCUBA Self-Contained Underwater Breathing Apparatus SFRT Space Flight Readiness Training SI Surface Interval SLF Shuttle Landing Facility STA Shuttle Training Aircraft STS Shuttle Transportation System





TACAN Tactical Air Control and Navigation TDY Temporary Duty UHF Ultra High Frequency VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Condition VMS Vertical Motion Simulator VNAV Vertical Navigation

5.0 GENERAL REQUIREMENTS The procedures in this document cover normal operating conditions. If implementation restricts successful completion of missions, the Director, Flight Crew Operations, may authorize deviations as required to achieve mission objectives. If emergencies or abnormal situations occur, the pilot may modify the procedures as necessary. Such deviations are verbally reported to the Chief, AOD; Chief, Astronaut Office; or to the Operations Duty Officer (ODO) as soon as possible, and a written report is made to the respective chief, or higher, upon request.

The ODO is responsible for the application of these operating procedures in the daily functions of scheduling, assigning, and otherwise managing the aircraft operations activities as the direct representative of the Chief, AOD.

5.1 Author ization to Fly in the T-38 Aircraft Authorization to fly in the front seat of NASA T-38 airplanes assigned to JSC is restricted to pilot astronauts, designated mission specialist pilots, AOD pilots, and management pilots. Further, such authorization is restricted to those pilots who are assigned to Flight Crew Operations Directorate (FCOD) at JSC. Exceptions to this policy require the written approval of the Director, FCOD.

Authorization to fly in the rear seat of NASA T-38 airplanes assigned to JSC is restricted to individuals in the following categories: A. Authorized astronauts, AOD pilots, and management flight crew members. B. Flight surgeons according to the approved training syllabus. C. FSEs in direct support of Shuttle Training Aircraft (STA) operations. D. NASA photographers supporting authorized projects. E. Payload specialists according to the approved training syllabus. F. Systems operators and flight engineers in order to get to or from flight duty

locations. G. Aeronautical engineers when running specific flight tests. AOD Form 740A,

Request to Schedule NASA JSC Aircraft, approval is required for each test program.

Exceptions to this policy require approval of the Director, FCOD.





5.2 Flight Duty Limitations From commencement of work until landing after the last flight of the period, a duty period shall not exceed 12 hours unless the last flight is with a DDE MS who has not exceeded a 14-hour crew duty day, in which case the duty day is 14 hours. When two current pilots fly together on the last flight, the maximum duty period is 16 hours. The maximum duty day for any T-38 crew member is 16 hours. Ten hours of crew rest are required prior to the start of a duty period. Waivers of duty time or crew rest require-ments may be granted by the Chief, Astronaut Office (astronauts), or the Chief, AOD (AOD pilots).

5.3 Joint Flight Activities Any participation by JSC AOD T-38 pilots in flight activities of other NASA Centers or other government agencies requires approval by the Chief, AOD, and concurrence by the Director, FCOD. Any participation by JSC astronauts in flight activities of other NASA Centers or other government agencies requires approval by the Chief, Astronaut Office, and concurrence by the Director, FCOD.

5.4 Flight Restr ictions

5.4.1 Physical Examinations

Physical examinations for pilots over the age of 55 are required every six months.

All NASA JSC T-38 aircrew members are required to complete an annual aviation medical examination conducted by the NASA JSC Flight Medicine Clinic.

After major illness or surgery, all aircrew members must be cleared for flying duty by the NASA JSC Flight Medicine Clinic.

Flight duty is restricted as defined by JSC medical directives for immunizations, medications, blood donations, and hyperbaric chamber activities. Other restrictions are on a case-by-case basis.

5.4.2 Hyperbaric Chamber

Personnel must not be assigned as flying crew members for at least 12 hours after completion of the last altitude chamber flight if they have taken a chamber flight above 25,000 feet.

5.4.3 Alcohol

A crew member is not qualified for flight (takeoff) within 12 hours of consuming alcoholic beverages. NASA aircrews are expected to conduct themselves in a common sense manner. Excessive drinking even prior to 12 hours, enough to cause a hangover, is outside of the spirit of the regulations. The policy is that aircrews will neither be under the influence nor the effects of alcohol at the time of takeoff.





5.4.4 Scuba Diving

In an effort to simplify the regulations surrounding flying after diving, a cue card (see Table 1) has been generated that enables determination of a diver’s surface interval (SI) before flying in a T-38 and commercial aircraft. Whether using the self-contained underwater breathing apparatus (scuba) or pressurized in an extravehicular maneuvering unit, the physiologic depth can easily be determined knowing the maximum depth attained in the Neutral Buoyancy Laboratory (NBL). Following the example in Table 1, it is a simple matter to get the air or 100 percent oxygen surface interval required before flight.

In Table 1, note that flight after diving requires cabin altitude to remain below 10,000 feet (roughly FL250 in the T-38) and breathing 100 percent oxygen while flying after diving is highly recommended. Also, take note of the explanations and special cases described beneath the table.

5.4.4.1 Dive/Fly-Card

Important Notes

• Crew members must fly at FL250 or less if within 24 hours of a dive, even after 100 percent oxygen pre-breathe. There are no restrictions to flight 24 hours after a dive.

• Breathing 100 percent oxygen is highly recommended while flying after diving, but this does not count as surface interval time.

• The same standards for surface intervals are required before commercial flight.

• No “credit” is given for air surface interval prior to breathing 100 percent oxygen.

5.4.4.2 Rules for Post Diving Activities

A. Suited Dives (Air and Nitrox)

Regardless of gas mixture, crew members must breathe 100 percent oxygen for two hours and fly at no greater than FL250 [(keep cabin altitude < 10,000 ft Mean Sea Level (MSL)].

Certain exceptions exist for very shallow dives, unusually short duration dives, and some dives greater than 290 minutes in length. Consult Table 1, as necessary.

B. Scuba For dives in the NBL for up to 45 minutes duration, a 20-minute 100 percent oxygen pre-breathe is required prior to flight (may be performed during taxi and takeoff). Flight is restricted to no greater than FL250 (keeping cabin altitude < 10,000 ft MSL). For dives of greater length or depth, consult Table 1 for restrictions.





Table 1. Air and Nitrox Tables

Air Table

Scuba Suit

Total Dive Time Surface Interval Before Flying (Assume 4.0 psi*) Depth (Ft) Depth (Ft) (Minutes) Air (Hrs) O2 (Min)

0-20 0-10

1-60 3 20 61-100 5 40 101-400 14 120

>400 24 180

21-25 11-15

1-45 3 20 46-80 5 40 81-290 14 120 291-400 24 180

26-30 16-20 1-35 3 20 36-60 5 40 61-240 14 120

31-35 21-25 1-30 3 20 31-50 5 40 51-190 14 120

36-40 26-30 1-25 3 20 26-45 5 40 46-150 14 120

31-40 1-20 3 20 21-35 5 40 36-100 14 120

Nitrox Table

Suit Total Dive Time Surface Interval Before Flying (4.0 psi*)

Depth (Ft) (Minutes) Air (Hrs) O2 (Min) 1-60 3 20

0-35 61-100 5 40 101-400 14 120 > 400 24 180 1-45 3 20

36-40 46-80 5 40 81-290 14 120 291-400 24 180

* If suit pressure is less than 4.0 psi, these numbers are conservative. Using actual suit pressure will not reduce pre-breathe requirements.





C. Chamber Runs

Chamber flights above 25,000 feet (including suited vacuum chamber runs) require 12 hours air SI prior to serving as a flight crew member. Flight is restricted to FL250 (keeping cabin altitude < 10,000 ft MSL). There are no restrictions after 24 hours.

1) Sources of 100 Percent Oxygen:

a) JSC: Building 32/Hyperbaric Chamber or Altitude Chamber [(281)792-5724] to arrange. Crew members are asked to bring their helmet and mask.

b) JSC: The NBL.

c) The T-38 supply may also be used prior to flight.

2) Using Table 1:

a) Select “Air” or “Nitro,” depending on the type of dive completed.

b) Enter the appropriate column, depending on whether the dive was “suited” or “scuba.”

c) Follow the column down to the maximum depth attained.

d) Read across the row to the “Total Dive Time (Minutes).”

e) Read off the “Surface Interval Before Flying” in minutes (100 percent oxygen) or hours of air prior to flight.

5.4.5 High Cabin Altitude (or Low Cabin Pressure)

In the event of exposure to cabin altitudes greater than 25,000 feet or a rapid decompression to cabin altitudes greater than 18,000 feet, personnel shall immediately select 100 percent oxygen, descend as soon as practical to a cabin pressure of 10,000 feet or below, and land as soon as practical at the nearest civilian or military field with appropriate aircraft support services and, if possible, with hyperbaric chamber capabilities. Personnel shall consult with a flight surgeon upon landing and shall not fly as crew or passengers in any aircraft for 12 hours following the depressurization. For the period 12-24 hours after the decompression, personnel shall be restricted to cabin pressures of 10,000 feet or less.

5.5 Flight Equipment Personal Equipment:

• Crew must wear authorized flight boots.

• Flight gloves must be worn during flight.

• Aircrews should fly with helmet visor down below 10,000 feet.

• Sanitize knee boards and flight bags for loose items before flight. Do not use pens or pencils that can break apart.



Date: October 2008 Page 16


5.6 Functional Check Flights Functional Check Flights (FCF) will be flown only by designated FCF pilots.

5.7 Cross-Country Procedures

5.7.1 Cross-Country Administrative Requirements

Pilots must ensure that all necessary preflight planning has been accomplished, including a weather briefing, NOTAM check, check of fuel and start-cart availability, and all necessary prior permissions required.

The Pilot in Command (PIC) is responsible for ensuring that AOD Form 740A, if required, has been signed prior to departure. AOD Form 740A requests are necessary for the following: • First pilot or mission specialist time in excess of maximum allowed. • Flight with lapsed currency (except recurrency/check flight). • Overnight weekday/weekend cross-country night/instrument proficiency. • Approved public appearance (government funded PRs only). • Aircraft away from Ellington Field (EFD) on official business over 48 hours (except

launch/landing support). • Aircraft to land at airfield with less than 7,000 feet of runway. • Aircraft ready time earlier than 0730 on weekdays. • Official business to Category II airfields (Category I airfields are prohibited). • Planned servicing by a non-contract fuel Fixed Base Operator (FBO) (commercial

credit card). • Flights to Canada (refer to Paragraph 5.7.5).

After submission of the flight request, aircrew who change their flight itinerary must notify the ODO at the first opportunity. Changes requiring notification include changes to the requested destination, overnight stops, and the return date/time.

Inclusion in the FCOD Launch/Landing Support Plan constitutes management approval for all flights directly associated with Shuttle launch and landing.

5.7.2 Cross-Country Departures and Arrivals

All cross-country flights are planned and conducted under Instrument Flight Rules (IFR) to the maximum extent possible. Terminating cross-country flights may cancel IFR below Class A airspace if traffic delays and/or fuel requirements dictate. Pilots should not cancel IFR unless assured that a descent and landing can be made in Visual Flight Rules (VFR) weather conditions with visibility no less than 5 miles.

In the selection of destinations, even intermediate destinations, at which no landing is contemplated, JSC aircrew should give consideration to existing and forecast conditions that may exceed the capabilities of the aircrew or aircraft.





5.7.3 Fuel

5.7.3.1 Purchasing Fuel

Department of Defense (DoD) and commercial credit cards are carried in the aircraft. The DoD card is used at military bases and the commercial card is used at civilian fields. While the commercial card is used for both contract and non-contract fuel, endeavor to purchase only contract fuel. If there is a mission related need for non-contract fuel, it must be approved via AOD Form 740A.

5.7.3.2 T-38 Single-Point Refueling

Both shutoff valves are required to be checked and operational prior to utilizing single-point refueling.

5.7.3.3 Hot Refueling

Refueling with the engines running is prohibited in the T-38 aircraft.

5.7.4 Authorized Airfields Whenever possible, T-38s operate at airfields with military organizations that have appropriate transient services or at civilian airfields with contract fuel. If neither of these facilities is convenient and regular trips to a particular location are necessary to fulfill mission requirements, civilian airfields without contract fuel may be used if approval from the Director, FCOD, is obtained. AOD Form 740A should be used for this approval.

T-38 operations, including practice instrument approaches, are prohibited at any airfield without an operating control tower. Airfields (particularly those where NASA JSC aircraft frequently operate) should have the following minimum crash fire-fighting/rescue capability:

A. One fire-fighting vehicle with at least 1,000 gallons of water, 130 gallons of light water, Aqueous Film Forming Foam (AFFF), and 450 pounds of dry chemical.

B. One rapid response vehicle with at least 450 pounds of dry chemical and 100 gallons of water in a pre-mix AFFF solution.

C. Equipment manned by trained and certified personnel who can respond to any location on the field from the center of the field within 3 minutes.

D. Trained emergency medical treatment (EMT) personnel or paramedics on station for immediate first aid treatment. Response time for ambulance must not exceed 10 minutes.

It is not expected that aircrew check each airfield for compliance with the above crash and fire fighting/rescue standards. Rather, aircrew are expected to use sound judgment in conducting approaches and landings only at airfields where it can be reasonably assumed that crash fire fighting/rescue capability exists. The AOD Aviation Safety Officer will ensure compliance with the above standards at the airfields where NASA JSC T-38 aircraft operate at a high frequency.





High traffic density airports, requiring special consideration, are grouped into three categories:

Category 1: T-38 operations prohibited.

Category 2: NASA Official Business Only. AOD Form 740A approval required. Operations potentially hazardous, significant prior planning required. Dual-pilot operation strongly encouraged for T-38 flights. Alternate airport should be used if feasible.

Category 3: Particular caution and prior planning required. Consideration should be given to use of alternate airports; however, no special approvals required.

CATEGORY 1 AIRPORTS: Atlanta, GA (ATL)* Newark, NJ (EWR) Chicago O’Hare, IL (ORD) La Guardia, NY (LGA) Washington National, DC (DCA) Boston Logan, MA (BOS) Kennedy International, NY (JFK)

CATEGORY 2 AIRPORTS: San Francisco Int’l, CA (SFO)* Cleveland, OH (CLE)* Los Angeles, CA (LAX) Denver, CO (DEN) St. Louis, MO (STL)* San Diego, CA (SAN) Philadelphia, PA (PHL)* Oakland, CA (OAK) Dallas/Fort Worth, TX (DFW)

CATEGORY 3 AIRPORTS: Baltimore/Washington, MD (BWI) Las Vegas, NV (LAS) Ontario, CA (ONT) Van Nuys, CA (VNY) Seattle-Boeing, WA (BFI) Long Beach, CA (LGB) Phoenix-Sky Harbor, AZ (PHX) Charlotte-Douglas, NC (CLT) Pittsburgh, PA (PIT) Minneapolis-St. Paul, MN (MSP) Detroit-Metro, MI (DTW) Orlando, FL (MCO) Washington Dulles, VA (IAD) Miami, FL (MIA)

*Listed airport has Precision Runway Monitor (PRM) approaches.

Airports that have PRM approaches require special pilot training and Dual Very High Frequency (VHF) communication capability when PRM approaches are being conducted. Aircrew who have completed the PRM training (watching the training video and/or reading the appropriate section of the Airman’s Information Manual), may be able to travel to these locations if they contact the Federal Aviation Administration (FAA) Command Center (phone number listed in the approach instructions) and obtain clearance to arrive in a T-38 with one VHF and one Ultra High Frequency (UHF) radio. These airports should be avoided by untrained aircrew, if possible. Aircrew who are unable to participate are required to contact the FAA Command Center prior to departure to obtain an arrival reservation and may be afforded appropriate arrival service as operational conditions permit. However, holding or diverting might be required depending on the arrival time.





5.7.5 Foreign Flights to Canada by JSC T-38 Aircraft

Requests for T-38 flights into Canadian airspace require approval of the Director, FCOD, via AOD Form 740A. Aircrew flying into Canada will ensure that appropriate preflight planning and customs arrangements have been made.

5.7.6 Recovery at Unfamiliar Fields All T-38 pilots should use a precision instrument approach, if available, when landing at unfamiliar fields at night or in instrument conditions.

5.7.7 Shuttle Landing Facility Operations

Circling approaches to the east of Runway 15-33 are prohibited. This is an additional restriction not included in the DoD Low Instrument Approach Plates.

Multiple practice instrument approaches and VFR overhead traffic patterns are not authorized due to the bird-strike hazard. All approaches are to a full stop landing.

T-38 aircraft must plan to arrive at the Shuttle Landing Facility (SLF) before or after STA training sessions to avoid interference. If it is operationally essential for T-38s to arrive during STA training periods, the crew should monitor frequency 126.65 early so as to be continually aware of the STA’s position to coordinate proper sequencing for landing between STA approaches.

Clearance to overfly the pad must be received from Cape Control or NASA Tower, and can be approved only during daylight hours. Before external tanks are filled, pad fly-bys must be conducted above 1,500 ft. Above Ground Level (AGL) and outside the fenceline. After external tanks are filled, no fly-bys will be approved and all aircraft within 1.5 nautical miles (nm) of the pad must be above 3,000 ft. AGL.

5.8 Aircraft Static Display Procedures The following are requirements for static display of aircraft:

A. Install engine inlet and engine exhaust covers.

B. Install ejection seat and canopy jettison safety pins.

C. Apply tape over the emergency canopy external jettison access doors.

D. Safety-pin the landing gear.

E. Rope off the area around the aircraft to prevent spectator contact and potential damage.

F. The general public may view the cockpit if a suitable viewing platform is available and the cockpit remains closed.





G. Designated military aviation personnel may view and sit in the cockpit. However, orientation of military personnel is not to be conducted during civilian display. A pilot must be present any time the cockpit is open. Anyone in the cockpit must be closely supervised.

H. Prior to departure, a thorough preflight inspection of the aircraft must be conducted to ensure that no Foreign Object Debris (FOD) exists in the intake, exhaust, wheel wells, and flight controls.

5.9 Ejection Seat Procedures for Guest In order to allow guests to view aircraft equipped with ejection seats, follow these procedures:

• Permission must be obtained from the ODO.

• Maintenance Control will select the aircraft to be used.

• The Martin-Baker ejection seat must be safed and pinned.

• A qualified escort must be present (ejection seat-qualified aircrew or maintenance representative).

• Guests may not sit in the ejection seat under any circumstances.

5.10 Standardization Board The Aircraft Operations Standardization Board, appointed by the Chief, AOD, has the authority to recommend future regulations, operating procedures, and revisions to this document which requires the concurrences of the Chief, AOD, and the Chief, Astronaut Office, and approval by the Director, FCOD.

5.11 Flight Evaluation Board A Flight Evaluation Board (FEB) chaired by the Director, FCOD, will be convened at the end of each quarter, or as deemed necessary, to consider the flying status or continued employment of individuals who have failed to satisfy minimum requirements, who were in serious violation of flying regulations, standards of airmanship, or judgment in flight.

5.12 T-38 Scheduling

5.12.1 T-38 Usage and Scheduling Policy The scheduling of T-38 flights and the approval of AOD Form 740A requests will maximize aircraft utilization and minimize dormant periods away from EFD.





5.12.1.1 Weekday Operations

The following priority list (Table 2) is a guideline for scheduling. Exceptions to this list of priorities can be made only by the Director, FCOD.

Table 2. Weekday Operations

Weekday Operations Scheduling Policy Priority 1 The next STS crew (official business and proficiency*). ISS crews within 12

months of launch (official business or proficiency*). Priority 2 Other STS crews within six months of launch (official business and proficiency*).

ISS crews within 12 - 24 months of launch (official business and proficiency*). Priority 3 Direct support of upcoming Shuttle/Station missions, including Shuttle Training

Aircraft (STA) pilot transportation to STA locations, Shuttle Carrier Aircraft (SCA) pilot transportation during ferry missions, and transportation to the Vertical Motion Simulator (VMS).

Priority 4 Dual instructional flights (with instructor pilot) to include re-currency flights, proficiency checks, instrument checks/pre-checks, and syllabus flights.

Priority 5 SFRT/proficiency flights in conjunction with other support of upcoming missions. Priority 6 SFRT/proficiency flights in conjunction with official travel other than public

appearances. Priority 7 SFRT/proficiency flights in conjunction with approved, government-funded (AOD

Form 740A) public appearances. Priority 8 All other SFRT/proficiency flights.

* Priority 1 and 2 proficiency flights will only be scheduled when required to meet published flight requirements. Also, these flights will be limited to locals and 2 flight ‘out & backs’ launched from Ellington Field during normal first and second shift aircraft maintenance working hours Monday through Friday.

NOTE • Priority 8 flights are limited to locals, out-and-backs (O&Bs), or overnight flights less than

24 hours. O&B flights will avoid long layover periods. Overnight flights should depart in the afternoon or evening and return the morning of the next day. Multiple legs to/from the overnight destination may warrant earlier departure and/or later return times. Overnight flights during the week require approval via an AOD Form 740A request.

• Priority 1-7 flights away from EFD for up to 48 hours are authorized. The crew should endeavor to average two or more flights per day of travel. If long dormant periods for the T-38 are planned, use commercial travel. Any flight away from EFD over 48 hours on official business must be approved via an AOD Form 740A request, and will be evaluated, in part, on the planned utilization of the aircraft.

5.12.1.2 Weekend Operations

A. Weekend flights are encouraged as a way to get valuable away-from-home-base training that is not feasible due to weekday training or technical assignments.

B. The crew should endeavor to average two or more flights per day during weekend cross-country flights.

C. Weekend flights should be planned for a maximum of two nights away from EFD, or three nights during a holiday weekend.

D. Priority 8 weekend flight requests are subject to disapproval or cancellation if the airplane is required for higher priority Friday or Monday flights.





E. The following constitute weekend flights and require approval via AOD Form 740A:

1) Flights departing Friday afternoon and returning Saturday or Sunday. The latest Friday takeoff time is 1530.

2) Flights departing Friday after 1530, any time on Saturday, and up until 1630 on Sunday (two maximum, staged at Southwest Services).

F. Up to five Priority 8 local or O&B flights may be scheduled on Sunday after 1630.

G. During Priority 8 cross-country flights, aircrews are responsible for all personal expenses and no reimbursement of expenses will be provided. Return by commercial air carrier will be reimbursed if required by weather or mechanical trouble.

H. Aircrews returning outside of normal maintenance working hours will properly secure aircraft. Help can often be obtained by calling Southwest Services on the Unicom frequency. Install the landing gear pins, pitot-static covers, intake covers and grounding wire, and chock both main wheels.

5.12.1.3 AOD Operations Duty Officer Authority

A. The ODO has the responsibility of managing the available T-38 assets to ensure that the aircraft are used efficiently and that as many flights as possible are supported, in order of priority.

B. The ODO will cancel or shorten the duration of Priority 8 flights, as required, in order to support higher priority flights.

C. The ODO shall be notified of any deviation of approved destinations.

5.12.2 Mission Specialist Scheduling Policies This policy is designed to allow for equitable scheduling of MSs. It is recognized that it is more difficult for some to fly the minimum requirements because of travel, training, and technical assignments. FCOD policy is intended to give scheduling priority to MSs that spend a significant amount of time away from JSC and to those that have not yet flown the quarterly minimum requirements.

5.12.2.1 Mission Specialist/Instructor Pilot Flights

A. Dedicated MS/IP flights are available Tuesday (three flights), Wednesday (three flights), and Thursday (three flights). The following guidelines apply when scheduling these flights:

1) MSs are authorized one MS/IP flight per week.

2) MSs assigned to International Space Station (ISS) missions, Crew Support Astronaut (CSA) MSs, and those MSs away on extended technical travel may schedule dedicated MS/IP sorties up to two weeks in advance.





3) MSs not fitting into a category in sub-paragraph 2) above, and who have not attained their quarterly minimums, may schedule dedicated MS/IP flights up to one week in advance.

4) MSs who have attained their quarterly minimums may only schedule an MS/IP flight during the week it will occur.

5) The scheduling restrictions in the preceding sub-paragraphs are in advance of the Monday of the week desired.

B. MSs that have exceeded the following maximum quarterly flight hours must get approval, via AOD Form 740A, prior to further flight during the quarter:

1) MSs with less than 200 hours total flight experience – 50 hours per quarter.

2) MSs with 200 hours or more total flight experience – 45 hours per quarter.

C. Pilots and MSs should work diligently to fill empty back seats at every opportunity.

5.12.3 AOD Form 740A Requests A. AOD Form 740A is used to request approval for a number of specific uses of the

T-38. In addition, an AOD Form 740A should be submitted if there is any question that approval might be required for a proposed flight. Submit all AOD Form 740A requests through the Branch Chief, Commander (CDR), or Astronaut Candidate (ASCAN) Astronaut Supervisor, as appropriate. Branch Chiefs, CDRs, and ASCAN Supervisors will forward the form to the Chief, AOD who will forward to the Director, FCOD. Approved requests will be sent to the AOD ODO. It is the responsibility of the requester to submit AOD Form 740A requests in sufficient time to arrive at the Duty Office no later than the day before the proposed flight.

B. Priority 1-3 flights supporting shuttle launch, landing, TCDT, VMS training, STA training, and SCA mission support do not require AOD Form 740A for approval.

C. The PIC is responsible for ensuring that AOD Form 740A, if required, has been signed prior to departure. AOD Form 740A requests are necessary for the following:

• First pilot or mission specialist time in excess of maximum allowed.

• Flight with lapsed currency (except re-currency/check flight).

• Overnight weekday/weekend cross-country night/instrument proficiency (Priority 8).

• Aircraft away from EFD on official business over 48 hours (except launch/landing support). This includes official travel for government-funded public appearances over 48 hours (T-38 travel for non-government reimbursable appearances is prohibited).

• Aircraft to land at airfield with less than 7,000 feet of runway.





• Aircraft ready time earlier than 0730 on weekdays.

• Official business to Category II airfields (Category I airfields are prohibited).

• Planned servicing by a non-contract fuel FBO (commercial credit card).

• Flights to Canada (refer to Paragraph 5.7.5). After submission of the flight request, aircrew who change their flight itinerary must notify the ODO at the first opportunity. Changes requiring notification include changes to the requested destination, overnight stops, and the return date/time. Inclusion in the FCOD Launch/Landing Support Plan constitutes management approval for all flights directly associated with Shuttle launch and landing.

5.13 Author ization to Fly as a Pilot in Command of JSC Aircraft Pilots otherwise qualified to fly JSC aircraft, once they reach their 70th birthday, are not authorized to be PIC on any JSC aircraft.

6.0 T-38 FLIGHT RULES AND OPERATING PROCEDURES

6.1 Pilot in Command The PIC is directly responsible for and is the final authority on the operation of the aircraft. The PIC is always the front cockpit pilot except when the rear cockpit is occupied by an IP or EP performing as such, in which case the IP or EP is the PIC.

6.2 Regulations NASA JSC T-38s are operated under the limitations of Federal Aviation Regulations, Part 91; DoD FLIP publications; T-38(N)-1, NASA T-38 Flight Manual; and/or the procedures delineated in this publication, whichever is most limiting.

6.3 Aircraft Control by Non-Pilot Mission Specialists At the discretion of the pilot in command, non-pilot mission specialists may exercise control of T-38 aircraft:

A. Until reaching 500 feet AGL (or 200 feet AGL with an IP) on instrument approaches in actual weather conditions. These approaches shall terminate in a missed approach so as to avoid low altitude transfer of aircraft control in Instrument Meteorological Conditions (IMC) while descending to a landing or touch-and-go.

B. Not below the Minimum Descent Altitude (MDA) or Decision Height (DH) for the approach being flown in Visual Meteorological Condition (VMC).



Date: August 2009 Page 24A


C. Until reaching final (200 feet AGL) during visual approach (overhead approaches shall only be flown by a pilot). Only designated NASA pilots shall exercise control of the aircraft during critical phases of flight, including takeoff and landing.

These minimum altitudes are in no way intended as a substitute for good judgment and common sense. Aircrew experience, weather conditions, night, high-density airfields, or systems anomalies may dictate the use of higher minimum altitudes.

6.4 Flight Preparation

6.4.1 Preflight Planning T-38 aircrew shall ensure that all necessary preflight planning has been accomplished. Weather planning information can be obtained from electronic sources; however, the aircrew should ensure that the information is current. It is highly recommended that the aircrew obtain a weather briefing from an Aviation Weather Forecaster anytime the departure, enroute, or destination weather is a concern.

All aircrew are reminded that the Flight Management System (FMS) database contains Area Navigation (RNAV) Global Positioning System (GPS) approaches not available in the DoD FLIP Series publications. Current Jeppesen Electronic Charts are available on the flight planning computer. Crew members should check their destination’s list of approaches before departure. Aircrew are required to have a current, printed copy of the approach to be flown in the aircraft to ensure compliance with all altitudes, restrictions, and missed approach procedures.

Pilots must ensure that all necessary preflight planning has been accomplished, including a weather briefing, NOTAM check, check of fuel and start-cart availability, and all necessary prior permissions required.

6.4.2 Flight Plans

An appropriate flight plan must be prepared prior to every flight. Acceptable flight plan forms include DD Form 175, Military Flight Plan; FAA Form 7233-1, Flight Plan; ICAO DD Form 1801, International Flight Plan; and other locally used clearance forms. A copy of the plan for each flight shall be left in the flight planning room for all flights from EFD.



Date: August 2009 Page 24B


This page intentionally left blank





6.4.3 Clearance Authority Any NASA pilot with a NASA instrument rating is authorized to approve clearance for flight of NASA JSC T-38s from any authorized facility.

A NASA pilot restricted to VFR may approve a VFR flight clearance. This applies to pilots with a current proficiency check but whose instrument check has lapsed or has not been completed.

6.4.4 Runway Length

Minimum runway length for T-38 operation is 7,000 feet. However, all operations, particularly those at higher pressure altitudes, must be evaluated by the pilot to ensure that safe takeoffs and landings can be made under existing ambient conditions. Landings on runways less than 7,000 feet require approval by the Director, FCOD.

6.4.5 VFR Procedures

Filing – The weather minimums for VFR flight plans are 1,500 feet and 5-mile visibility valid for estimated time of arrival (ETA) plus or minus one hour.

Radar Flight Following – This service must be requested and used when available.

General – On takeoff, after switching to departure and while still in the airport traffic area, keep one radio on tower frequency or monitor guard on UHF.

6.5 Ground Operations

6.5.1 Preflight Walk-around Although the PIC is responsible, both crew members are accountable for ensuring a complete preflight inspection of the airplane is conducted prior to engine start. Since the safety of both crew members depends first upon the material condition of the airplane, it is in the best interest of both crew members to conduct a proper preflight walk-around of the aircraft.

6.5.2 Equipment Stowage Nothing may be stored under the seat. Items under the seat pose the risk of punching through the floor of the aircraft when the seat is lowered and could affect the rocket thrust pattern. This may compromise the ejection seat trajectory.

Stowage of items above the front or rear cockpit ejection seat is prohibited. This includes the area above and behind the headbox.

Use caution when placing items on the rear cockpit circuit breakers. Avoid things like water bottles or heavy items that might keep a popped circuit breaker depressed.





6.5.3 Taxi

Always taxi slowly, with care, in the line area or in congested areas. Reduce throttles to idle when turning and be aware of where the tail is pointing when advancing the throttles beyond idle.

Taxi in close formation is allowed, where authorized. Note that some airfields do not allow for section taxi.

When taxiing in interval, maintain at least 2 aircraft lengths behind other aircraft on opposite sides of the taxi-way or 5 aircraft lengths when directly behind preceding aircraft. Depending on the wind, more separation may be necessary to reduce FOD hazard.

6.5.4 Foreign Object Damage

To reduce the risk of FOD during ground operations:

A. Do not allow personnel to approach a side of the aircraft on which an engine is running.

B. Avoid using excessive power during ground operations.

C. Avoid taxiing too close to preceding aircraft.

D. Avoid prop or jet blast from other aircraft on the runway.

E. Ensure the instrument hood bungee cords are hooked when the rear cockpit canopy is open.

F. Do not put objects on cockpit glare shields when canopies are open.

G. Do not hand objects over the cockpit side unless the engine on that side is shut down and has stopped rotating.

H. Do not remove helmet until the engines have spun down. Eyeglasses, earplugs, and skullcaps have been ingested into engine inlets.

I. Do not wear earrings or loose jewelry in the aircraft.

J. Do not open either canopy until all loose items have been accounted for and properly secured.

6.5.5 Lightning Hold Procedure

When under lightning hold, maintenance personnel will not meet the aircraft. The pilot will have to park unassisted. At the Aircraft Commander’s discretion, the crew can chock the aircraft and proceed to the hangar if he/she judges it safe to do so. Minimum time should be spent outside.





6.6 Takeoff

6.6.1 Takeoff Restrictions

Military power takeoffs, Category III takeoffs, and takeoffs on lakebed runways are prohibited in NASA JSC T-38 aircraft.

Aircrews must not depart from runways shorter than Critical Field Length (CFL), a Category III condition. There must be at least 1,000 feet of usable paved or hard-packed surface (may be the overrun) beyond the CFL for stopping. If this does not exist, then reduce the runway available by 1,000 feet in computing Category II takeoff performance parameters.

6.6.2 Departure Weather Minimums

Departure weather minimums for IFR operations are shown in Table 3.

6.7 En route

6.7.1 En Route Weather Flights will not be made into known icing conditions. Climbs or descents may be made through forecast light icing areas if rapid altitude changes are possible.

Flights will not be made into areas requiring penetration of thunderstorms or heavy precipitation. Pilots must not fly through any area for which the National Weather Service has issued a weather watch for severe thunderstorms or tornados unless it has been verified that storm development has not progressed as forecast.

6.7.2 Fuel Requirements

NASA T-38s should land with a minimum of 600 pounds of fuel. This holds for destination and alternates. Minimum fuel is 600 pounds remaining. Emergency fuel is 400 pounds remaining. Pilots will declare minimum or emergency fuel when it becomes apparent that a landing will occur with fuel less than applicable.

6.7.3 Minimum Altitude

Unless mission support requirements dictate otherwise, minimum cruising altitude for T-38 operations is 1,500 feet AGL. In populated areas, and in areas where bird activity, airport control zones, radio towers, or light aircraft are factors, cruising operations below 5,000 feet AGL should be accomplished only when required by operational necessity.

6.7.4 Maximum Altitude

The maximum altitude for T-38 flight operations is 50,000 feet.





6.7.5 Maximum Airspeeds

In controlled airspace, the following speed restrictions apply:

Departure: 300 knots indicated airspeed (KIAS) or less to 10,000 feet; technical order climb schedule, or as desired above 10,000 feet. When cleared on departure for “no speed limit” by Air Traffic Control (ATC), crews may accelerate at their discretion to 400 knots above 5,000 feet. This is the windscreen restriction for bird strikes.

Penetration: As desired above 10,000 feet, and 300 KIAS or less below 10,000 feet.

6.7.6 Altitude Restrictions Over the Gulf

T-38s are restricted from operating below 7,500 feet over the Gulf of Mexico. Specific waivers for flight tests or other operations requiring low altitude flights will require a waiver from the Chief, AOD, and must be coordinated with Houston Air Route Traffic Control Center (ARTCC).

6.7.7 Afterburner Relight

Do not attempt to light an afterburner which did not light on the first attempt. An engine which flamed out while attempting to light the afterburner may be restarted within the prescribed airstart envelope. Maintenance shall be consulted before the aircraft is cleared for subsequent flights.

6.7.8 Air Combat Maneuvering

Air combat maneuvering (ACM) is not authorized.

6.7.9 Low Lift Over Drag (L/D) Operations

All NASA aircrew members will adhere to training requirements and modified speed brake (MSB) operating procedures in Appendix B.

6.7.10 Use of Landing Light

Due to the location of the landing lights on the T-38N without the inlet modification, there is a possibility that glass from the lens will be ingested by either engine should a light shatter while deployed. During daytime operations, all aircrew should use the landing light only when bird avoidance or safety of flight dictates. During night operations, use the light as necessary. If either or both lights fail while in the landing pattern, land as soon as practical. These procedures remain in effect until further notice.





6.8 Arr ival

6.8.1 Weather Criteria for IFR flight

Table 3. NASA JSC T-38 Weather Criteria for IFR Flight

DEPARTURE ARRIVAL FILING CRITERIA Existing weather must be at or above published minimums for any approach compatible with aircraft equipment. OTHERWISE: Can depart with a minimum of 1,600 RVR for runway in use (or 1/4 mile prevailing visibility if no RVR available). For this case, a departure alternate must be designated and there is no ceiling restriction for takeoff. NOTE: Departure alternate has same weather requirements as destination alternate and must be within 180 nm with 7,000 ft of runway or as appropriate for RCR.

TYPE APPROACH

FORECAST CEILING & VISIBILITY REQUIREMENTS (FORECAST INTERMITTENT OCCASIONAL/TEMPORARY WEATHER CONSTITUTES WEATHER CRITERIA FOR FILING)

DESTINATION DESTINATION ALTERNATE** (Required if destination less than 3,000 – 3 for ETA ± 1 hour)

VOR TACAN GPS ASR

LOCALIZER Published, but visibility at least 1 mile* 400 – 1 above published (Non-GPS)*

ILS PAR Published, but at least 200 – 1/2*

Greater of 300 – 1 above published or 500 – 1 1/2*

CIRCLING Day: greater of published or 500 – 2* Night: greater of published or 800 – 3*

* FOR ETA ± 1 HOUR

NOTES: 1) No flight in known icing. Climbs and descents can be made in forecast light icing. 2) No penetration of heavy precipitation or thunderstorms. 3) No flight through any area for which the National Weather Service has issued a weather watch for

severe thunderstorms or tornados unless storm development has not developed as forecast. 4) There is no ceiling requirement for takeoff if visibility and departure alternate requirements are met.

**For non-WAAS aircraft, destination alternate must have a compatible non-GPS approach to qualify as an alternate. If aircraft is WAAS-equipped, destination alternate may be selected using a GPS approach, but the LNAV minima line must be used (in case vertical guidance is not available).

6.8.2 Increased Weather Minimums

A pilot, at the controls of a JSC aircraft, who has not met the minimum first pilot (FP) flight hour in type requirements will have increased weather minimums as follows:

Aircraft FP Hours Increased Weather Minimums

T-38N 25 500/2 or published (whichever higher) T-38N (EFIS) 25 500/2 or published (whichever higher)

6.8.3 Approach Criteria

T-38 pilots will not proceed past the final approach fix if the weather is reported below the minimums for the approach being flown. If past the final approach fix when the weather is reported below minimums, T-38 pilots may continue the approach to minimums and land if the runway environment is observed prior to the missed approach point or decision height (as applicable) and the aircraft is in a safe position to land.

With more than 1,500 pounds fuel (approach speed greater than 165 KIAS), all T-38 pilots are not to make approaches to an airfield without a published Category E approach unless the existing weather has at least a 1,500-foot ceiling and 5-mile visibility. Category D approaches may be made when fuel is less than 1,500 pounds (final





approach speed 165 KIAS or less). Circling approaches flown in the T-38 are always Category E approaches. For purposes of determining RNAV (GPS) instrument approach minima, aircrew may utilize “LPV” minima (when published) for the runway of intended use. To accomplish the approach, the aircraft must be WAAS capable, WAAS Terminal Accuracy must be enabled, and Level of Service (LOS) annunciator display must indicate “LPV” throughout the entire approach. Should LOS be degraded at any point during the approach, the aircrew must immediately transition to the next higher published category minima available or execute the published missed approach procedure.

6.8.4 Circling Approaches T-38 pilots shall fly an actual circling approach only when no other approach is available.

6.8.5 Practice Emergency Approach and Landing Restrictions The following shall not be conducted: • Practice no-flap, full-stop landings. • Simulated single-engine circling approaches. • Practice night circling approaches with weather below 1500/5.

6.8.6 Instrument Proficiency Training It is the policy of NASA JSC FCOD that instrument flying proficiency be maintained at a high level. The following rules apply to instrument proficiency training: • The pilot in the front cockpit functions only as a safety pilot unless he/she is a

designated IP. • Hooded takeoffs, simulated single-engine emergencies, and no-flap approaches are

performed by the rear cockpit crew member under the hood only when a designated IP is occupying the front seat. Hooded takeoffs are optional.

• The front seat pilot will land the aircraft unless there is a designated IP in the aircraft. • Simulated instrument time is flown under the hood only. • Instrument approaches may be logged under simulated instrument conditions or when

in IMC at the final approach fix or lower. Simulated dual emergencies [simulated single engine on the standby Attitude Directional Indicator (ADI), etc.] are performed 3,000 feet AGL or higher in visual flight conditions (designated IP in the front cockpit).

6.9 Postflight Both crew members should make a postflight walk-around inspection to verify the integrity of the aircraft, and that the aircraft does not have leaks, excessive tire wear, or bird-strike indications. When returning to EFD after hours, or when no line support is available, ensure that: A. Chocks are in place. B. Gear pins are installed.





C. Canopies are closed. D. Intake and exhaust covers are in place (if available). E. Static discharge line is attached (if available). F. Pitot covers (if available).

6.9.1 Hot Brakes

If hot brakes are suspected and the aircrew uses that term over the radio, then proceed as if the aircraft does have hot brakes. Hot brake aircraft should clear at the end of the runway, shutdown, and let the fire department have the aircraft. The fire department will monitor the aircraft for 45 minutes.

6.9.2 Lightning Hold

It is the aircraft commander’s decision whether to allow passengers or crew to disembark during a lightning hold at the airport. Contractor ground crew assistance will not be provided. Cargo may not be offloaded. Personnel may be allowed to disembark without cargo and should not return to the aircraft until the lightning hold has been lifted.

6.10 Maintenance Debr iefing

6.10.1 General

Aircrew returning to EFD should call the ODO on the base radio with the status of their aircraft 15 minutes prior to landing.

All aircraft discrepancies discovered on cross-country flights should be communicated to the ODO at the first available opportunity. Clearance to continue on the mission must be obtained from the ODO prior to the next flight.

FCF pilots personally debrief Maintenance Control after each FCF or project engine flight.

6.10.2 Air/Ground Abort Debriefing

Whenever an aircraft aborts a mission (air/ground), the assigned flight crew personally debriefs the aircraft discrepancy with the maintenance contractor in Maintenance Control. If required, Maintenance Control may call additional contractor personnel, and/or NASA Maintenance and Quality Assurance (QA) personnel to participate in the debriefing.

For those aborts that occur away from the home station, the incident crew member involved must fill out NASA Form 1671, Maintenance Action Form or NASA Form 1671A, Aircraft Maintenance Packet, and then notify the ODO. If the ODO cannot be reached, contact Maintenance Control.





7.0 CREW COORDINATION

7.1 Standardization When flying dual seat or in formation, NASA T-38 aircrew operate as a team, endeavoring to exercise optimum crew coordination. Unless otherwise briefed, the crew coordination presented in this section and Appendix A is considered the standard mode of operations for NASA T-38 aircrew. NASA strongly supports the premise that well developed, standardized crew coordination is central to safe, professional aircraft operations.

7.2 Crew Resource Management and Training In accordance with NPR 7900.3, all NASA aircrew shall, at least once per calendar year, attend a Crew Resource Management (CRM) course lasting at least four hours in duration. The four hours of CRM training will be accomplished by JSC T-38 aircrews as shown in Table 3A. Each component of the training shall be completed by each aircrew during the year so that at the end of the year the aircrew has completed all the required CRM hours.

Table 3A. Hours of CRM Credit

Category IRC T-38 Simulator

Total (4 hours

Required) Astronaut Pilot/MS 1 3 4 AOD IP 1 3 4

7.3 Preflight Br iefings Preflight briefings are conducted to the maximum extent desired by any crew members on the flight to ensure there is sufficient understanding of the duties expected of all crew members. Deviations from the standard crew coordination practices presented in this document are allowed, but must be briefed and understood by all crew members. Those items not specifically briefed are executed in accordance with T-38(N)-1 and this document.

7.4 Checklists Aircrew will use the appropriate abbreviated checklists (T-38(N)-PCL-1, Pilots Abbreviated Flight Crew Checklist) for verifying the aircraft configuration, displays, and switch settings.

Crew should use a challenge-response method for the following nominal procedure checklists: (1) before takeoff, (2) lineup, (3) climb/level off, (4) descent, and (5) after landing.

While the crew member flying will normally verbally acknowledge gear/flap retraction during takeoff, touch-and-go, or missed approach, both crew members must verify gear/flap retraction prior to 240 KIAS. Likewise, the crew members flying should initiate and verbalize the landing checklist; however, both crew members must verify completion of the landing checklist prior to landing.



Date: February 2010 Page 32A


Non-immediate action emergency checklists should be performed in a challenge-response fashion, except that the crew members reading the checklist should state both the challenge and the response when challenging each item. When a checklist procedure calls for the movement of controls or switches critical to safety of flight (e.g., throttles, fuel shutoff switches), the crew members performing the action should obtain verifica-tion from the other crew members that they are moving the correct control or switch prior to initiating the action and acknowledge completion of the action.

The PIC executes immediate action (boldface) emergency procedures without delay. In immediate action situations, challenge and reply interface between crew members is not



Date: February 2010 Page 32B


This page intentionally left blank





recommended. Rather, the PIC should verbalize actions taken, while the crew member monitoring acts as an observer and makes comments only as necessary to ensure procedures are not missed or the PIC is aware of extenuating flight characteristics.

7.5 Radio and Navigation Systems Management Unless otherwise briefed, the crew member monitoring will manage the radio and navigation systems and conduct radio communications.

The crew member flying is responsible for altitude control. In normal operations, the crew member monitoring will set the assigned altitude in the altitude alerter, then announce “Altitude set.” The crew member flying will verbally confirm the new altitude assignment.

7.6 Engine Star t Start engines only after both crew members are ready and cleared by line personnel. Neither crew member should feel rushed because there is greater potential for mistakes when in a hurry to complete procedures.

7.7 Lineman Checks After the second engine start, the pilot shall call “hands clear,” and both crew members raise their hands above the glare shield in view of the line personnel. The rear cockpit crew members must verbally acknowledge “hands clear.” Avoid extending hands or arms laterally past the canopy rail to reduce engine intake FOD hazard. Keep hands up until signaled by the crew chief or given assurance that line personnel have disconnected the air hose and are clear of the aircraft.

7.8 Flight Operations

7.8.1 Takeoff and Landing Clearance Verbal confirmation of takeoff and landing clearance is made between aircrew prior to takeoff and landing.

7.8.2 Takeoff Roll Intercom Calls The crew member monitoring should make minimum acceleration check, 100 knot, go/no-go speed, and SETOS calls on the intercom. Additionally, notify the crew member flying of abnormal cockpit indications or caution lights.

7.8.3 Takeoff Abort Criteria While the crew member flying is responsible for sound judgment and abort procedure execution, both crew members must be aware of abort criteria. Unless otherwise briefed, standard abort criteria are as follows: Airspeed < 100 knots: Abort for any warning light, abnormal cockpit indication, abnormal aircraft operating characteristics, or runway incursion.





100 knots < airspeed < Go/No-Go: Abort for engine fire, engine failure, loss of thrust, canopy light, or control problem that would preclude getting safely airborne. Airspeed > Go/No-Go: Get safely airborne, then handle as airborne emergency.

7.8.4 Transfer of Aircraft Control Transfer of aircraft control must always be made with a verbal acknowledgment: “I have control of the aircraft” followed by: “Roger, you have control of the aircraft.” Additionally, the crew member taking control of the aircraft should briefly shake the stick laterally. Never assume the other crew member has control of the aircraft until positive acknowledgment has been received. Barring extenuating circumstances, the crew member flying should not relinquish control without both a shake of the stick and a verbal confirmation.

7.8.5 Aircraft Configuration Changes

Before changing aircraft gear or flap configuration, a verbal call to the other crew member should be made so both aircrew can verify that airspeed restrictions are not being violated. A verbal call should also be made prior to deploying the speed brakes when the aircraft is configured with an external pod. When landing gear are lowered from the rear cockpit, the front cockpit crew member must physically push the gear handle down. After a crew member makes a gear and/or flap configuration change, the other crew member should verbally acknowledge that the gear/flaps have reached the desired position.

7.8.6 Level-off and Altitude Excursions

When leveling off at a new altitude, the crew member not flying should give a 1,000 feet prior call. Additionally, the crew member not flying should alert the crew member flying of altitude deviations approaching 200 feet from the assigned altitude.

7.8.7 Sterile Cockpit

Sterile cockpit implies that crew members communicate only information that is pertinent to the present conduct of the flight. Any extraneous communication is discontinued until the PIC removes the sterile cockpit restriction. Typically, it is effective to establish sterile cockpit procedures below a certain altitude (10,000 feet MSL) or within a certain distance from the airport (40 nm), or both.

7.8.8 Aircraft Maneuvers

If time permits, the crew member flying will announce any abrupt flight path changes, so there is mutual understanding of the intended flight path.

Since there is no g-meter in the aft cockpit, when acrobatic maneuvers are performed from the aft cockpit, the front cockpit crew member should act as a verbal “g-meter,” making steady g-reading call-outs as necessary to ensure the aft cockpit crew member’s awareness of aircraft acceleration and to preclude aircraft overstress.





7.8.9 Lookout Doctrine

Both crew members are responsible for maintaining a vigilant lookout doctrine, especially when operating at low altitude during departure and arrival. Each crew member must be aware of the other’s tasking and assume the primary lookout role when the other is tasked with heads down configuration of navigation/communication systems or instrument flying.

7.8.10 Inter-Communication System Failure If the Inter-Communication System (ICS) fails, check that the battery switch has not inadvertently been bumped off, then check connections. Utilize radio side tone, the FMS scratch pad, handwritten notes, or hand signals as alternate means of communicat-ing within the cockpit.

If not already flying, the front cockpit aircrew should take control of the aircraft and communicate taking control by shaking the stick laterally.

If the pilot in the front cockpit has the ICS failure, the rear cockpit crew member should assume that the pilot also has no radio communications and make radio calls as necessary to advise ground controllers of the situation.

To get the attention of the other crew member, bang on the canopy or plexi-glass separating the cockpits.

Standard hand signals:

“I can/cannot hear” Tap side of helmet, followed by thumbs up or down.

“I can/cannot talk” Tap oxygen mask, followed by thumbs up or down.

“Take control of aircraft” Momentarily pump control stick fore-aft.

“I have aircraft control” Momentarily shake control stick laterally.

“Eject” Bang canopy with fist, followed by face curtain motion over head with clenched fist.

Use the same signals used for formation flights to indicate configuration changes, numbers, Hydraulic Electrical Fuel Oxygen Engine (HEFOE), cleared to land, etc.

7.8.11 Emergencies

Unless otherwise briefed, during an emergency the crew member flying should assume communication responsibility, while the other crew member manages the emergency checklist and navigation/communication systems.

7.8.12 Bird Strike If bird penetration occurs into the forward cockpit, the rear cockpit crew member should establish whether the front-seat pilot is still flying. If uncertain, the rear cockpit crew member should take control of the aircraft using intercom-out procedures, attempt to re-establish cockpit communication, and ascertain the condition of the other crew member. If the front-seat pilot is unable to fly the aircraft, the rear-seat crew member should





declare an emergency, attempt to get a chase aircraft, and maintain controlled flight. If able to land, do so; otherwise, maintain the aircraft airborne as long as possible before performing a controlled ejection.

7.8.13 Ejection If conditions require exiting the aircraft and it is controllable, complete the “before ejection” checklist. When it is time to eject, whether controlled or uncontrolled, the command will be: “EJECT, EJECT, EJECT.”

7.8.14 Formation

During formation takeoff, rendezvous, and close formation flight, the crew member not flying should take the lead role in monitoring engine instruments, aircraft configuration, caution and warning, and flight instruments. The crew member flying must be notified of abnormal indications or approaching operating limits. Additionally, the crew member not flying may make advisory calls, particularly when operating IMC, regarding aircraft attitude changes, aircraft configuration, navigation, etc., that will aid the pilot in maintaining situational awareness while focused on flying close formation.

7.8.15 T-38 Shelter Parking

Permanent taxi lines have been painted for the T-38 shelters. With the taxi markings in place, the following guidelines are in effect for aircraft returning to Ellington during times when contractor maintenance personnel are not available to assist in parking:

• Returning aircraft can normally park by themselves in the center slot of a shelter bay only if all three slots of the bay are empty.

• If there are no empty bays in the T-38 shelters, park on the north line.

• Due to liability issues, Southwest Services is only authorized to assist in parking on the north line.

• T-38 T.O. 1-1-17, Storage of Aircraft and Missile Systems, requires 10 feet of wingtip clearance for taxi without a director. Ellington Field’s shelter configuration has only seven feet of clearance available; thus, the above procedure. However, during inclement weather, when parking assistance is not available, pilots are expected to use good judgment to ensure the aircraft is safely parked and the aircrew can safely egress. If, due to extreme weather, or other dire circumstances, pilots judge that it is better to park in a bay that is occupied, it is imperative that they follow the yellow taxi lines into and out of the shelters to avoid making contact with adjacent aircraft or structures. This document authorizes that deviation from the T.O. When taxing into a shelter without a director, pilots must ensure before egress, that the aircraft will not move when the brakes are released. If necessary, they must hold the brakes until the aircraft is chocked. When solo, the pilot may have to wait until the weather allows a crew chief to park the aircraft.





8.0 T-38 EVALUATIONS AND CURRENCY 8.1 Annual Aircrew Evaluations

Aircrew evaluation syllabi are located in AOD 37515. These syllabi contain expected performance standards, mission briefing items, and maneuver profiles.

8.1.1 Pilot Proficiency Check Pilots are required annually to complete a simulator session, proficiency flight check, and a written proficiency examination. Annual egress will also be accomplished in conjunction with this check ride.

8.1.2 Pilot Instrument Check Pilots are required annually to complete an instrument flight check and instrument ground school (to include a written instrument examination). Pilots must accomplish an instrument pre-check prior to scheduling an instrument flight check. The instrument pre-check and instrument flight checks should be flown with different instructor pilots, if possible.

8.1.3 MS Qualification Check MSs are required annually to complete a proficiency flight check, the proficiency written examination, and instrument ground school (to include a written instrument exam). The flight check will cover area work, simulated emergency procedures, instrument procedures, communication, and navigation management. Annual egress will also be accomplished in conjunction with this check ride. Upon completion of each flight check, the IP will designate the MS either RCQ or DDE. The standards published in AOD 37515 must be met in order to be certified as DDE. If the MS does not meet this qualification, he/she may continue to fly unrestricted in the T-38, but will not be considered a DDE. The flight schedule will be annotated in the remarks with “non-DDE.” The MS will be offered the opportunity to get additional training flights with an IP in order to gain this qualification. MSs with less than 100 flight hours of aviation experience are not expected to achieve DDE status, but are encouraged to strive for this qualification as their training and experience progresses.

8.1.4 Time of Accomplishment Proficiency checks and simulator training are accomplished during the period of 1 to 6 months after the end of the crew member’s birth month. The written proficiency exam must be completed and graded prior to scheduling the proficiency flight. Instrument checks and MS qualification checks are accomplished during the period 5 months prior to the end of the birth month.

8.1.5 Check Ride Frequency for JSC Pilots Over Age 65 After JSC pilots have reached their 65th birthday, the frequency of check rides is increased. During the same period of eligibility for a pilot qualification check ride (1 to 6 months after the pilot’s birth month), an additional instrument flight check is required. The written test is not required for this additional check ride. The pre-check flight requirement of Paragraph 8.1.2 is not required for either of the two mandated annual instrument flight checks. IRC is required once annually.





8.1.6 Proficiency/Instrument Check Scheduling Scheduling of flight checks, instrument ground school, and completion of written exams are an individual responsibility. Individuals should endeavor to schedule check rides at least one month prior to the end of the eligibility period. A crew member whose flight check is overdue will be scheduled to fly only the required check or practice flights in preparation until the check flight is accomplished. The proficiency written examination and Instrument Ground School must be completed by the due date for the flight check to be complete.

8.1.7 Currency of Publications During the annual proficiency check for MS’s and annual instrument check for pilots, the check pilot will review the examinee’s T-38 Flight Crew Checklist and In-flight Guide for currency.

8.2 T-38 Low L/D Flying Flying low L/Ds do not have a flight currency requirement. However, prior to each low L/D flight, the pilot must review published L/D procedures in T-38(N)-IFG, T-38 Inflight Guide, with emphasis on L/D pre- and post-flight checks and range procedures. Requirements in Appendix B of this manual must be met. Any pilot who has not flown T-38 low L/Ds within the past six months must receive a procedure review briefing from a low L/D qualified IP prior to flying T-38 low L/Ds.

8.3 Logging Flight Time FP time is logged when flying solo, when flying dual as the pilot in command, or when accompanied by a designated IP performing instructional duties. Only individuals authorized to fly in the front seat are allowed to log FP time. Total FP time logged must be equal to the sortie length. IP time is logged by a designated IP performing flying duties as an IP instructing an FP. Co-pilot (CP) time is logged when flying dual and not in any of the capacities previously listed. In order to log co-pilot time, the individual must be a designated NASA pilot or possess a valid pilot certificate. Mission crew members are logged according to their duty code (i.e., FSE, flight surgeon, photographer). MS time is logged by an MS who does not possess a valid pilot certificate. Observer time is logged by any crew member who is not described in one of the above categories.

8.4 General Currency Requirements Any crew member who has not flown in the T-38 for over 45 days must receive a thorough safety briefing and ejection seat review (usually from the PIC) prior to flight. A crew member who has not flown in the T-38 for over 45 days cannot serve as a DDE, and is authorized to fly only in the rear cockpit, unless the crew member is a pilot getting requalified with an IP in the rear cockpit. Pilot or DDE requalification must be accomplished with an IP. IP and FCF pilots with fewer than 26 sorties in each function must accomplish one flight in each specialty within 90 days or demonstrate proficiency to an IP.





8.4.1 Waiverable Currency Requirements

A crew member who is not current, per the currency requirements listed in Table 4, shall not fly in a NASA T-38 aircraft unless an AOD Form 740A waiver has been issued by the Director, FCOD.

8.4.2 Currency Requirements Not Requiring a Waiver

A pilot or MS who does not maintain the applicable currency requirements listed in Table 5 cannot serve as a DDE and is authorized to fly only in the rear cockpit, unless the crew member is a pilot getting requalified with an IP in the rear cockpit.

Table 4. Currency Requirements for T-38 Aircraft Operations

(AOD Form 740A waiver required for flight)

Pilots MSs

Mission Crew

Members

Other Crew

Members Annual Physical X (2) X X X (1) Physiological Training (every 4 years) X X X X Water Survival Training (every 5 years) X X X Ejection Seat Training (annually/as required*) X X X X Annual CRM Training (4 hours) X X X X

* Any crew member exceeding 45 days without flying the T-38 must complete a safety briefing and ejection seat/egress review with the PIC prior to flight.

(1) Medical release required. (2) Every six months for pilots over 55.

Table 5. Currency Requirements for T-38 Aircraft Operations

(Waiver not required – reverts crew member to Rear Cockpit Qualified Status*)

Pilots MSs Annual Proficiency/Qualification Check X (1) X

(1) (4) Annual Instrument Check X (1) (5) T-38 Flight Within Last 45 Days *, X (1)(2) *, X (1) Instrument Ground School (annual) X X Annual T-38 Emergency Procedures Simulator X (3) X (6)

* Any crew member who has exceeded 45 days without flight in the T-38 must complete a safety briefing and ejection seat/egress review prior to flight.

(1) Requires one or more flights with an IP to regain currency. (2) Must be logged as FP. (3) Accomplished during proficiency check eligibility period. (4) An MS without a current checkride can only fly with an IP (exceptions granted). (5) Every six months for pilots over 65. (6) Accomplished by end of Fiscal Year (FY).





8.5 Pilot Minimums and Requalification 8.5.1 Minimum Flight Time, Approach, and Landing Requirements

The following table depicts minimum pilot flight time, approach, and landing requirements.

Table 6. Minimum Flight Time, Approach, and Landing Requirements

Year (Fiscal) Semiannual Quarterly Total T-38 flying time 100 hrs 40 hrs Night pilot time (all aircraft) 15 hrs 5 hrs Instrument pilot time (all aircraft) (actual or simulated) 20 hrs 10 hrs 2 hrs Number of precision approaches (all aircraft) 12 6 Number of non-precision approaches (all aircraft) 12 6 T-38 landing (any front or back seat landing will satisfy this requirement)

1 every 45 days

Night T-38 landings 3

Pilots on temporary duty (TDY) away from JSC for greater than six months will not be required to maintain minimum flight time approach and landing proficiency for the period of TDY.

Requirements for pilots who do not meet minimums are as follows:

A. Total T-38 time below semiannual minimums: satisfactory proficiency flight with an IP.

B. Instrument time below minimums or failure to get the required number of approaches (semiannual): satisfactory instrument flight with an IP.

C. T-38 Landing (front or back seat) within 45 days: proficiency flight with an IP, emphasis on landings.

D. Night time below minimums (semiannual) or failure to get three night landings/quarter: night orientation flight with an IP.

8.5.2 Requalification After Extended Periods Without T-38 Flying Pilots who have not logged T-38 FP time for a continuous period in excess of 45 days must regain currency as follows:

45 days to 90 days Requires a satisfactory proficiency flight with an IP (emphasis on landings).

90 days to six months Requires satisfactory proficiency and instrument flights with an IP (two flights minimum).

Over six months Requires completion of Initial Syllabus. The syllabus flights may be abbreviated based on proficiency.





8.5.3 Maximum Flying Time

• Astronaut Pilots Astronauts assigned to T-38 pilot duty are allotted 45 hours per quarter of FP flying time.

• AOD Research Pilots AOD pilots are allowed 30 hours per quarter of T-38 FP time. Upon reaching 30 hours of T-38 FP time for the current quarter, the following flights required for direct mission support do not require a waiver by AOD Form 740A: functional check flights, local operational check flights, test flights, any flights with a schedul-ing priority of 1 thru 4, and mission specialist support flights up to priority 6. Once an AOD pilot reaches 30 hours, T-38 FP time other than specified above will require approval via AOD Form 740A. Once an AOD pilot reaches 45 hours T-38 FP for the current quarter, all T-38 FP flight activity requires approval via AOD Form 740A. Due to the valuable experience gained by operating at unfamiliar airports, AOD pilots are encouraged to take weekend cross country flights (maximum of 1 per quarter) if quarterly FP maximum flight time permits. Once an AOD pilot reaches 30 hours FP time in a quarter, cross country requests (priority 8) will receive due consideration by FCOD management, provided it is the only cross country flight for the quarter and the T-38 FP time is projected to remain less than 45 hours for the quarter.

• Flight time beyond maximum allotted requires Director, FCOD approval via AOD Form 740A.

8.6 Mission Specialist Minimums and Requalification 8.6.1 Minimum Flight-time Requirements for MSs

Year 6 Months 3 Months MS with less than 200 hours in high performance aircraft 100 hours 40 hours 20 hours

MS with more than 200 hours 48 hours 24 hours 12 hours

An MS with an aircrew assignment in other government flying agencies (e.g., Air National Guard, Naval Reserve) may count that flight time toward these minimum flight-time requirements. The requirement that an MS make one flight in the T-38 within 45 days to maintain currency still applies.

Minimum flight-time requirements for MSs will be prorated for TDY or leave periods away from JSC for 14 or more consecutive days.

MSs who fail to meet minimum flight hours for the quarter will lose their DDE status, but retain their RCQ status.

If an MS is not a DDE, it is the responsibility of the MS to notify the PIC of the non-DDE status prior to flight.

Recovery of DDE status requires a satisfactory flight with an IP.





8.6.2 Requalification After Extended Periods Without T-38 Flying

MSs who have not flown in the T-38 for more than 45 days must regain currency as follows:

45 days to 12 months RCQ status is maintained. DDE status is lost until one satisfactory flight is achieved with an IP.

Over 12 months RCQ and DDE status are lost. Recovery of either requires completion of initial handbook examination, instrument ground school, and a minimum of two proficiency flights with an IP, one of which is a qualification flight check.

8.6.3 Maximum Flight Time

A. Less than 200 total flight hours experience: 50 hours per quarter

B. 200 or more total flight hours experience: 24 hours per quarter

C. Active duty military aviators with 100 hours annual military requirement: 30 hours per quarter

Flight time beyond maximum allotted requires Director, FCOD approval via AOD Form 740A.

8.7 Mission Crew Members Mission crew members include flight simulation engineers, flight engineers, flight photographers, and flight surgeons.

These crew members do not have flight hour requirements, cannot act as DDEs, and are not authorized to fly in the front cockpit of the T-38. They must meet the currency requirements shown in Table 4, and complete the initial training syllabus per Paragraph 9 of this document.

8.8 Other Crew Members Other crew members include management personnel, payload specialists, IPAs not under an official space flight training agreement with NASA, and other crew not listed in the previous categories.

Crew members in this category are authorized to fly in the T-38 aircraft only with Director, FCOD approval via AOD Form 740A or memorandum (in the case of multiple flights over a specific period of time).

Crew members in this category do not have flight hour requirements, cannot act as DDEs, and are not authorized to fly in the front cockpit of the T-38. They must meet applicable requirements shown in Table 4 and complete an initial training as listed in Paragraph 9 of this document. At a minimum, these crew members will receive a thorough ejection seat and egress briefing, cockpit orientation, and safety brief prior to first flight.





9.0 T-38 TRAINING The T-38 serves a vital role in space flight readiness training by maintaining astronaut proficiency in generic flying/crew coordination skills, the same skills required to operate safely and effectively in space. An additional benefit of the T-38 is to provide relatively inexpensive low L/D training for designated Shuttle pilots and STA IPs. AOD pilots serve as instructor pilots for astronaut training as well as pilots for maintenance check flights, logistic flights, and project test flights.

9.1 Initial Flight Training

9.1.1 AOD Pilots and Front-Seat Astronauts

AOD pilots and front-seat astronauts receive pilot certification only after completion of the following:

• Current physiological training.

• A three-day minimum military land survival school or equivalent.

• Initial two-day Water Survival Training.

• In-depth ejection seat training to include parachute landing falls, ejection seat usage and parameters, and ground egress.

• An Air Force Class III, NASA Class III, or FAA Class II physical within the past year.

• A five-day ground school including T-38 systems, performance, NASA policies, local procedures, and Crew Resource Management.

• Initial Handbook Exam, Instrument Ground School, and Instrument Exam.

• A 13-flight syllabus covering proficiency, instruments, navigation, aerobatics, night, and formation.

• An emergency procedures simulator training session. The complete course syllabus is located in AOD 37515.

9.1.2 Mission Specialists

Initial Training for MSs include:


• A three-day minimum military land survival school, or equivalent.








• A five-day ground school including T-38 systems, performance, NASA policies, local procedures, and Crew Resource Management.

• A comprehensive five-day ground school for those MSs without a strong aviation background, covering instrument procedures, general aeronautical knowledge, and aircrew coordination.

• Completion of the T-38 Initial Handbook Exam, Instrument Ground School, and Instrument Exam.

• A 23-flight syllabus covering flight familiarization, instruments navigation, aerobatics, formation, night, and low L/D flight. MSs with a strong aviation background may omit flights based on demonstrated proficiency.

• An Emergency Procedures Simulator training session. The complete course syllabus is located in AOD 37515.

MSs who arrive at NASA with limited or no aviation experience may not achieve the proficiency required for DDE status after completion of the initial training outlined above. For this reason, MSs with less than 100 flight hours of aviation experience are not expected to achieve DDE status, but are encouraged to advance beyond RCQ status as their continued training and experience progresses. Also, a detailed list of training events will be used to ensure that non-flight-experienced MSs are exposed to all nominal flight regimes and simulated emergency procedures.

9.1.3 Mission Crew Members

Mission crew members are personnel who have a mission-related purpose for flying in NASA T-38 aircraft. They include flight simulation engineers, flight engineers, flight photographers, and flight surgeons.

Flight surgeons are expected to have a basic knowledge of T-38 systems, navigation and instruments, and crew coordination. Their initial T-38 training will include:

• A one-day ground school.

• Two familiarization flights with an AOD IP. The Flight Surgeon training plan and syllabus is located in AOD 33837, Aircraft Flight Training Syllabi.

Flight simulation engineers, flight engineers, and flight photographers are encouraged, but not required, to attend the Flight Surgeon Ground School. They are required to have one familiarization flight with an IP.

Additionally, all mission crew members must complete:








• Cockpit Familiarization briefing (one hour).


9.1.4 Other Crew Members

Crew members in this category include payload specialists, management personnel, flight test engineers, IPAs not under an official space flight training agreement with NASA, and others not included in the previous categories. Initial requirements include:


• Physiological training (one day; class and altitude chamber flight).

• Director, FCOD approval via AOD Form 740A or memorandum (for multiple flights over a specific period of time).

• Egress briefing (one hour; briefing guide contained in AOD 33837).*

• Ejection seat briefing (one hour; briefing guide contained in AOD 33837).*

• Cockpit familiarization briefing (one hour).*

• Detailed preflight brief, per T-38(N)-IFG, with emphasis on safety. *Items to be accomplished within two weeks of first scheduled flight.

9.2 Upgrade Training 9.2.1 Functional Check Flight Checkout (AOD Pilots)

FCF upgrade requires a minimum of 50 flight hours in the NASA T-38 aircraft (25 hours if previously qualified in a T-38 or F-5). Ground study should include review of T-38(N)-6CF-1, T-38N Acceptance and Functional Check Flight Procedures Manual and applicable T-38 PIF memorandums relating to NASA maintenance and flight-check procedures. A minimum of two FCF checkout flights are required. The first flight with an AOD FCF pilot should be primarily to observe FCF procedures and techniques. The second flight is to practice an FCF profile while being observed and evaluated by a T-38 examiner pilot who will complete AOD Form 819 after the flight. Syllabus cards for these flights are located in AOD 33837.

9.2.2 IP Upgrade (AOD Pilots) IP upgrade requires a minimum of 100 flight hours in the NASA T-38 aircraft (50 hours if previously IP qualified in high-performance aircraft). Two IP training flights and an





IP qualification check flight are required as described on the syllabus cards located in AOD 33837. The check flight must be with a T-38 examiner pilot who will sign an AOD Form 819 after the successful completion of the check flight.

9.2.3 Low L/D Training (Shuttle Pilots and AOD IPs)

The T-38 aircraft in a high-drag configuration can be used to duplicate much of the Orbiter’s L/D versus airspeed envelope. For chase requirements and selected training sorties, the T-38 may be equipped with MSBs. Low L/D flights provide pilot familiarity with the characteristics of low L/D approach and landing trajectories prior to commenc-ing STA training in addition to providing an inexpensive vehicle for Low L/D Continua-tion training.

Designated Shuttle pilots will complete the L/D syllabus prior to flying as a simulation pilot on the STA. AOD STA IPs and those AOD pilots designated by the Director, FCOD will also be T-38 low L/D qualified.

Initial upgrade and refresher training are detailed in Appendix B of this document. Initial training is required for all Shuttle pilots. Refresher training, as well as maintain-ing proficiency, is highly recommended. The training is normally accomplished at Northrup Strip, New Mexico.

9.3 Refresher Training In addition to meeting the currency requirements described in this manual, pilots will accomplish enough instrument training/practice to satisfactorily complete an instrument “pre-check” prior to the annual instrument check.

Proficiency syllabus training for instruments, navigation, and formation are also located in AOD 33837. These syllabi are optional but highly recommended annually for T-38 first pilots.

MSs are highly encouraged to fly at least one training sortie per quarter with an IP, in addition to their check rides.

9.4 Training Suppor t

9.4.1 Ground Schools

T-38 ground schools are all taught in-house by AOD IPs, experienced astronauts, or occasionally by contract instructors within AOD. These ground schools include:

• Initial T-38 Systems Ground School (5 days). Taught during ASCAN training.

• Mission Specialist Initial Ground School (5 to 10 days). Taught during ASCAN training.

• Crew Resource Management (2 hours). Taught during ASCAN training and periodically (not regularly) as an all aircrew refresher.

• Annual Instrument Ground School (4 hours). Presented monthly. Aircrew must schedule themselves during their instrument/MS Q-check eligibility period.





• Astronaut Refresher Ground School (4 hours). Offered biannually.

• Flight Surgeon Ground School (1 day). Offered approximately quarterly or as required by arrival of new personnel.

• AOD Aircrew Training (2 hours). Offered bimonthly.

• Comprehensive Instrument Procedures Review (2 to 3 days for low-time MSs). Offered approximately 1 year after ASCAN’s initial T-38 training is completed.

9.4.2 Emergency Procedures Simulator

All T-38 Pilots and MSs are required to complete an annual T-38 Emergency Procedures Simulator training session conducted by AOD IPs.

9.4.3 Physiological Training

All T-38 aircrew members will comply with physiological training requirements in keeping with JPD 1830.2, Physiological Training Program. Refresher training is required every 4 years.

9.4.4 Water Survival Training

All T-38 crew members who regularly fly the T-38 are required to attend a military water survival school or equivalent. Refresher training is to be accomplished every 5 years (locally) and include land and water survival issues.

9.4.5 Ejection and Ground Egress Training

Pilots and MSs will receive an ejection seat briefing, simulate cockpit egress from an ejection seat mock-up, and discuss survival equipment as a part of the instrument flight check or proficiency flight check as necessary to be within the eligibility period. All mission crew members will receive the same training annually during the period 5 months prior to the end of the birth month. Other crew members will receive this training prior to flight. The T-38N ejection seat training video/DVD is 38 minutes in length and is highly recommended for supplementing this training.

9.4.6 CRM Simulator

All T-38 Pilots and MSs are required to complete an annual T-38 CRM Simulator training session conducted by AOD IPs. One Pilot and one MS will be paired up in the T-38 Simulator for the CRM training session.





APPENDIX A FORMATION PROCEDURES

T-38 FORMATION FLIGHT

1.0 FORMATION FLIGHT RESTRICTIONS Formation flight requires prior arrangement between the pilots of the aircraft involved. Prior arrangements may be made in flight between aircrew qualified in formation.

Under no circumstances shall any NASA JSC T-38 join another aircraft or formation of aircraft without acknowledgment and permission of the pilot of the aircraft or the leader of the formation of aircraft.

2.0 FORMATION FLIGHT BRIEFING During normal operations, formation crew members conduct a face-to-face briefing prior to flight using the Formation Briefing Guide [refer to T-38(N)-IFG]. Unless otherwise briefed, formation flight is executed in accordance with this document. The term “section” is synonymous with the term “element.”

3.0 RADIO COMMUNICATION Flight lead should initiate a radio check with wingmen on UHF or VHF base frequency prior to takeoff.

Flight lead may manage formation frequency changes using the following protocol:

A. Flight lead may repeat new frequency when acknowledging a frequency change, or direct the frequency change using common frequency or hand signals.

B. All aircraft in the flight switch to the new frequency, if feasible.

C. Lead will check-in formation on new frequency. Wingmen will respond with “2,” “3,” “4,” or “5,” in order. The non-ATC radio may be used to confirm the new frequency for the formation.

4.0 SQUAWK Generally, lead aircraft will squawk “ALT.” Wingmen should have the assigned Identification Friend or Foe (IFF) frequency dialed in, but will squawk “STBY.” Wingmen should be prepared to assume the squawk in the event of lead aircraft IFF failure. After a lead change, the new lead aircraft will assume the squawk and reconfigure external lights, if necessary.





5.0 VISUAL SIGNALS The flight should endeavor to use visual signals during the day. At night, or at any time necessary, use the UHF or VHF base frequency.

If an aircraft signals at night with a flashlight, it means one of two situations:

A. Big circular motion: Aircraft has a radio failure (NORDO) but is otherwise okay and can continue to planned destination.

B. Back and forth motion: Followed by one to five flashes corresponding to the HEFOE signals: Aircraft has a radio failure (NORDO) plus the indicated problem and needs to land as soon as possible.

Standard visual signals:

A. Ready for takeoff: After run-up, lead looks at wingman. Wingman gives a thumbs-up or head nod.

B. Start takeoff roll: Lead places head back in headrest, then nods head forward signaling brake release and throttle to afterburner.

C. Gear up: On takeoff or missed approach, initial nose-gear door movement on lead aircraft is used as signal for wing to raise gear and flaps. In other situations, lead should make an upward motion with a closed fist, thumb extended upward. The signal of execution is a head nod.

D. Gear down and flaps to 60 percent: Downward, over the shoulder motion with a closed fist; thumb extended downward. The signal of execution is a head nod.

E. Fuel check: Close fist with thumb and little finger extended while performing drinking motion with thumb touching oxygen mask.

F. Fuel remaining: Extend one finger for each 1,000 pounds of fuel, then signal 100 pound increment with fingers vertical (100-500) or horizontal (600-900).

G. Speed brakes in/out: Biting motion with hand; fingers and thumb meeting and opening alternately. Signal of execution is the head nod.

H. Loosen formation: With palm toward wing aircraft, push hand toward wing or fishtail the aircraft.

I. Tighten formation/rejoin: Lead aircraft rock wings.

J. Detach: Momentary clenched fist followed by opening of fingers as hand is moved toward wing aircraft.

K. Radio frequency change: Tap side of helmet, then:

Preset frequency – extend fingers equal to the desired channel (finger vertical for one to five, and horizontal for six to nine; clenched fist for zero).

Manual frequency – extend fingers for each digit.

L. Lead change: Lead tap helmet, then point to wing aircraft. Aircrew accepting the lead tap helmet, make a forward hand chopping motion, then look forward.





M. Wingman cross under: Clenched fist held vertical.

N. Section cross under: Clenched fist, pumped vertically.

O. Fan break: Fanning motion of the fingers, followed by a head nod in the direction of the turn.

P. System failure (HEFOE) signals: Clench fist and hold at top of canopy to indicate system problem, then hold up the required number of fingers to denote which system has failed.

Hydraulic = 1 Oxygen = 4 Electrical = 2 Engine = 5 Fuel = 3

Q. Radio Failure: Open hand back and forth across mouth (“can’t transmit”) or ear (“can’t receive”).

NOTE After giving a preparatory signal, the flight leader should look at his/her wingman. The wingman should nod back acknowledging that he/she has received and understands the signal.

Use thumbs-up as the OK signal.

NOTE Formation taxi is not authorized at Edwards Air Force Base and some other airports.

6.0 TAXI Taxi in section fingertip, unless otherwise briefed. Wingmen should match lead canopy configuration. If taxiing in trail, maintain a two-aircraft length interval when staggered on alternate sides of the taxiway or five aircraft lengths when in direct trail.

7.0 TAKEOFF Section takeoffs are prohibited when takeoff roll will be passing over an elevated arresting cable.

Section takeoffs are not performed when the critical field length is within 2,000 feet of available runway.

No more than five aircraft should take the runway at a time. The first two aircraft in the flight may conduct a section takeoff. Others should follow with an interval takeoff or second section takeoff. Section takeoffs with more than two aircraft are not authorized.

Interval takeoff timing separation should be 8 to 10 seconds.

Interval takeoffs are not recommended with weather conditions less than 2000/3.

During takeoff, lead aircraft crew must visually confirm wingman configuration before accelerating above 240 KIAS during section takeoff.





Unless otherwise briefed, rendezvous airspeed is 270 KIAS below 10,000 feet MSL. 270 KIAS below 10,000 ft MSL allows joining aircraft to comply with the 300 KIAS departure airspeed restriction.

8.0 TAKEOFF ABORT There shall be no “sympathetic” section takeoff aborts after brake release (i.e., one aircraft intentionally aborts because the other has an emergency abort).

During interval takeoff, the wing aircraft may make a “sympathetic” abort if the lead aircraft aborts the takeoff before the wingman exceeds 60 KIAS.

Aborting aircraft must maintain their side of the runway until other aircraft are airborne or have made a “clear” call.

9.0 LIGHTS During the day, all aircraft in the flight have strobe/beacon lights on, unless they become a distraction for wing aircraft. Lead position lights on and bright can assist wingmen in IMC.

At night, lead aircraft position lights should be in the “bright” setting with the beacon on until the first wing aircraft comes close aboard, then shift to the “dim” setting with beacon off. As subsequent aircraft come close aboard, aircraft ahead should also dim their lights. All aircraft in the formation should have their formation lights on. The last aircraft in the formation should keep its beacon on. Wing aircraft may call over base frequency for lead aircraft light adjustments.

When the formation aircraft separate, each aircraft will reconfigure lights with strobe/beacon and position lights on.

10.0 EN ROUTE During formation flight above FL350, extra precaution should be made to avoid the black stripe engine-operating region. If formation flight in the black stripe region is necessary, operate in loose formation to avoid the necessity for rapid throttle movements by the wing aircraft. If weather conditions preclude loose formation, then the flight must descend to avoid the black stripe region or separate clearances should be obtained. Lead aircraft will endeavor to avoid foul weather or periods of prolonged instrument conditions.

Flight lead must maintain awareness of wing aircraft position and fuel state. If fuel is critical, the low fuel aircraft should assume the lead (barring other circumstances).

If lead encounters difficulty with navigation systems, another aircraft in the formation with good navigation should assume the lead.





11.0 APPROACH Formation approaches are prohibited when the reported weather is less than 1,000/3.

Formation instrument approaches are limited to two aircraft.

Formation landings are not authorized. If a landing is to be made from a section approach, the flight must separate after the runway is in sight, with one aircraft landing and the other aircraft performing either a closed pattern, a circling approach, or a missed approach. Lead will pat the dash and make a rapid climbing turn away from the wing-man to indicate clearance to land for the wingman. A formation missed approach is signaled by a smooth climb out, at or above approach minimums, turning slightly into wingman to signal landing clearance cancelled.

Generally, when weather conditions are known to be unfavorable for visual approach, request in-flight separation from ground controller prior to commencing the approach.

Unless otherwise briefed, the overhead will be conducted with a 5-second interval between aircraft.

12.0 LANDING Each aircraft in the flight must receive and acknowledge individual landing clearance.

Formation (section) landings are not authorized.

Lead aircraft should land on the downwind side, with wing aircraft following on alternating sides. If the wind is calm or aligned with the runway, lead should land on the taxiway side of the runway.

If the lead aircraft needs to cross in front of the wing aircraft to exit the runway, wait for a courtesy “clear” call from the wing or visual verification that the runway is clear.

Lead will obtain taxi clearance to the line for all wing aircraft that make a full stop landing immediately behind the lead.

13.0 LOST SIGHT A. Wingman calls “lost sight” over base frequency: lead should acknowledge the

lost sight call with current altitude, heading, and angle of bank.

B. Wings-level flight (climbing, descending, or level): wingman turns away from lead using 15-degree angle of bank for 15 seconds, then returns to original head-ing.

C. Turning flight with wingman on the inside of the turn: wingman momentarily reduces throttle to obtain nose-to-tail separation and over-bank slightly, if possible. Lead aircraft should roll out of the turn, resuming the turn only after separation is assured.

D. Turning flight with wingman on the outside of the turn: wingman rolls out for 15 seconds. Resumes turn only after ensuring separation from the lead aircraft.





E. Instrument final approach: wingman should turn away from the lead aircraft using 15-degree angle of bank for 15 seconds to ensure separation, then climb to the final approach fix (FAF) altitude and proceed to the missed approach point, then comply with the published missed approach procedures or clearance.

F. Missed approach: wingman should momentarily turn away from lead using 15-degree angle of bank for 15 seconds to ensure separation, then continue the published or assigned missed approach, except lead will direct altitude spacing.

G. In all cases, if wing aircrew cannot regain sight, wingman should report lost sight condition to ground controller and obtain separate squawk and clearance.

14.0 MID-AIR COLLISION A. Take separation, while maintaining sight of other aircraft. If IMC, follow lost

sight procedures.

B. Assess aircraft controllability.

C. Lead should obtain a separate clearance for each aircraft to the nearest suitable airfield.

D. Each aircraft should conduct a controllability check prior to landing.

E. Consider whether to maintain the formation for support, with the most capable aircraft flying as wingman.

15.0 LOST COMMUNICATION Wing aircraft: move to line abreast and rock wings to get lead’s attention, then pass radio-out hand signal.

Lead aircraft: pass radio-out signal. Consider lead change. If no lead changes, wingman should consider advising ATC of conditions and of any other pertinent information, or as briefed.

Generally, aircraft with good radios will lead the formation, unless No Radio (NORDO) has additional problems.

During day VMC, conduct a straight-in approach or overhead pattern. For a straight-in approach, offer wingman the lead after FAF and cleared to land. Formation missed approach is signaled by a smooth climb out, turning slightly into wingman.

At night or IMC, a straight-in section approach is conducted. Lead will indicate clearance to land for the wing aircraft by “flashing” position lights twice and offer wingman the lead. If no clearance has been received, lead aircraft should execute a smooth climb out, turning slightly into wingman. Wingman should stay close aboard.

16.0 EMERGENCY The emergency aircraft should be offered the lead. Non-emergency aircraft will fly “chase” support role, or as directed.





17.0 CHASE Chase aircraft have several important responsibilities; first and foremost is safety, monitoring the emergency aircraft’s altitude, airspeed and configuration, and assisting with checklist items as needed.





APPENDIX B

LOW L/D PROCEDURES, L/D RATIO, MODIFIED SPEED BRAKE,

AND CHASE OPERATIONS

This appendix contains sections on Aircrew Clearance Requirements; T-38 Low L/D Operations at Northrup Strip; Operating Restrictions on Low L/D Approaches to the SLF at Kennedy Space Center (KSC); and Edwards Air Force Base (AFB) Operating Procedures; Night Low L/D Operations; T-38 MSB Operations; and Orbiter Chase Operations.

1.0 AIRCREW CLEARANCE REQUIREMENTS A minimum of four sorties are required to qualify a T-38 pilot for low L/D runway profile approaches. Initial low L/D checkout training is conducted at Northrup Strip, New Mexico. Separate checkouts, including a minimum of two sorties, are required to qualify a T-38 low L/D pilot for operations at Edwards AFB or the KSC SLF because procedures vary considerably between locations. Only specifically designated instructors may give low L/D profile instruction.

Record initial qualification for low L/D approaches on AOD Form 819.

Any pilot who has not flown T-38 low L/Ds within the past six months must receive a procedure review brief from a low L/D qualified IP prior to flying T-38 low L/Ds. The review will include special emphasis on speed brake operation at high speed, landing gear and wing flap operations during low L/D profiles, single engine characteristics, and high descent rate recovery. Prior to every low L/D flight, aircrew reviews the L/D briefing items and procedures contained in T-38(N)-IFG.

2.0 T-38 LOW L/D OPERATIONS AT NORTHRUP STRIP While operating at Northrup Strip conducting low L/D training or test maneuvers, T-38 aircraft must adhere to the following regulations. Safety considerations are of primary concern for all operators. These regulations do not preclude T-38 pilots from taking the necessary action required to ensure the safety of themselves, the aircraft, or other aircraft in the vicinity, as well as persons and objects on the ground.

Whenever T-38s and the STA operate concurrently at Northrup Strip, it is the responsibility of T-38 pilots to ensure non-interference with STA operations. If a T-38 pilot is uncertain at any time of the position of the STA relative to his/her own, immediately vacate the area of final approach course or the area of the STA and remain clear until he/she can determine the STA position.

Each T-38 pilot operating at Northrup Strip is responsible for knowing the position of all other aircraft and ensuring that a safe interval is established.





2.1 General Regulations A. No more than three NASA aircraft may operate in restricted area 5107B

simultaneously. If the STA is operating, two T-38s may conduct individual L/Ds.

B. T-38s in the L/D pattern must have two-way radio communications with the STA, other T-38s in the L/D pattern, and with Northrup Tower. Three mandatory calls will be made while in the L/D pattern. They are: (a) “30 seconds to high final runway XX,” (b) “high final plus runway, altitude, and range from Northrup Tactical Air Control and Navigation (TACAN), channel 121Y” (example: “NASA 902 high final, 35, 16 thousand, 8 miles”), and (c) “on-the-go for right/left turn to runway XX.”

C. T-38 pilots scheduled to be on the range at the same time the STA is scheduled are responsible for obtaining a briefing from the STA IP. This briefing is completed prior to the STA or T-38 conducting any simulation runs for the period.

D. Normally, T-38s in the L/D pattern will maneuver to set up an approach on the opposite side of the runway from the STAs in the pattern (i.e., if the STAs are setting up for a left turn into Runway 17, the T-38 will set up for a right turn into Runway 17).

E. No intentional touchdowns are executed by T-38s at Northrup. When conducting L/Ds, the T-38 is configured for landing prior to high final.

NOTE In order to prevent the possibility of an inadvertent touch-down on an unsuitable lakebed runway with possible serious consequences, no T-38 low L/D approaches are to be flown to lakebed runways whenever the runway is unsuitable for landing (i.e., wet runways or otherwise unsuitable).

F. Only qualified pilots may conduct L/D operations at Northrup Strip. They must complete the T-38 low L/D syllabus and receive a Northrup Strip checkout from designated IPs.

G. All independent operations are conducted to the same runway (i.e., no opposing traffic). The runway to be used is at the discretion of the STA IP and may be changed as required for STA training at any time.

H. The weather requirements for T-38 low L/D approaches are a ceiling of not less than 10,000 feet and visibility not less than 5 miles. T-38 aircraft must remain clear of clouds with the runway in sight at all times during the T-38 low L/D pattern.





2.2 Normal Northrup Strip Procedures A. All range scheduling will be done through the AOD Duty Office. Pilots will call

(281) 244-7256 and have their names placed on the range schedule. No more than three aircraft will be scheduled on the range at any time.

B. Range times, codes, and restrictions will normally be available and will be at the AOD Duty Office three days prior to the scheduled time.

1) Before departure for El Paso (ELP) to fly the range, check with the AOD Duty Office to ensure the range time has not changed and the slot is still scheduled.

2) Before departing ELP, call Northrup Tower for an update on range times and restrictions.

If the aircrew decides not to fly the range, inform the AOD Duty Office as soon as possible so that someone else can have the open slot. Do not call Northrup Tower to cancel or change range times; do all scheduling through AOD.

C. All operations between El Paso and Northrup Strip are conducted in accordance with VFR. Coded VFR flight plans for both STA and T-38 are available at the Albuquerque Flight Service Station and will be used by all participating aircraft. Radar flight-following with El Paso approach control will be utilized as much as possible.

D. The VFR corridor is used for all range entries and exits unless the adjoining restricted areas have been opened to air traffic. All aircraft must contact Range Control, call sign Cherokee, prior to entering any restricted airspace. If Cherokee is not operating, range entry can be obtained from Holloman Approach Control. The town of Orogrande is the normal range entry point; however, certain range restrictions or early arrivals may require holding in the VFR corridor or entering the range at Twin Buttes. Other restrictions may allow entering the range but remaining south of Lake Lucero. To avoid conflicts with fighter aircraft departing out of Holloman en route to the Yonder training areas west of Northrup Strip, NASA aircraft must be above 12,000 feet when leaving Orogrande en route to Northrup and/or exiting Northrup training airspace at GRID line 28. The fighter aircraft will pass south of Northrup training air space at 10,000 feet. NASA aircraft report their altitude to Cherokee when checking in.

E. Once cleared into restricted airspace, aircraft may climb above 18,000 feet MSL and enter instrument meteorological conditions if required. Cherokee will subsequently clear aircraft to contact Northrup Tower.

F. Initial contact with Northrup Tower will include the aircraft number and the names of all on board. Following that, accomplish a radio check and Mode C verification with the radar monitor. If an STA is on range, check on with call sign only to preclude disrupting an STA approach established on final.





G. The T-38 L/D pattern will normally be a race track pattern to the opposite side of the runway the STAs are using. Three mandatory calls will be made in the pattern. The first call will take place when the aircraft is on a base leg approximately 30 seconds prior to commencing the dive. That call will be “NASA 9XX 30 seconds to high final, runway XX.” The second call will be as the nose is lowered, commencing the dive. It will be “NASA XXX high final, runway XX,XXXXX feet, X miles.” (Mileage will be from TACAN 121Y. If 121Y is not operable, the mileage call will be estimated.) The third mandatory call will be after a simulated touchdown and power has been applied for the go-around. The call will be “on-the-go.”

H. Once an aircraft has called “high final,” no other aircraft may commence an L/D approach unless the first aircraft is in sight and positive and safe separation can be maintained throughout the approach, or the first aircraft has called “on-the-go.”

I. If a T-38 high overhead pattern is desired, the pilot advises all aircraft of his/her intentions. Additional calls of altitude and position are made as necessary to ensure that all aircraft in the pattern know of the T-38’s position. The T-38 must not interfere with the STA.

J. Pilots must depart Northrup Strip with a minimum of 1,200 pounds of fuel. No approaches may be executed if fuel remaining upon completion is predicted to be less than 1,200 pounds. Pilots are cautioned that unusual circumstances at El Paso, such as use of Runways 4 and 8, or rainy weather, may require a higher level of minimum fuel. Experience indicates that 1,200 pounds is also a minimum Northrup departure fuel when recovery at Holloman is planned because of traffic delays. Monitor El Paso Automatic Terminal Information Service (ATIS) during range operations.

K. When exiting, aircraft must again contact Cherokee or Holloman Approach Control for clearance off range. Unless cleared otherwise, all aircraft must climb to at least 12,500 feet MSL and proceed direct to Orogrande, and exit the range VFR below 18,000 feet MSL. If low ceilings preclude VFR operations at 12,500 feet, Cherokee or Holloman Approach may authorize lower altitudes. If IFR conditions preclude exiting by the VFR corridor, advise Albuquerque Center to obtain an IFR clearance off range to the west approximately departing the range, take up a heading direct to Orogrande of 140° and advise Northrup Strip of departure. If returning during the same period, advise Northrup Tower.

L. Upon entering the VFR corridor at Orogrande and when cleared by Cherokee, contact El Paso Approach for radar flight-following into El Paso.





3.0 OPERATING RESTRICTION ON LOW L/D APPROACHES TO THE SHUTTLE LANDING FACILITY AT KSC A. T-38 low L/D operations are conducted at KSC only in conjunction with actual

Shuttle launch or landing weather flight activities.

B. T-38s are required to have two NASA T-38 crew members per aircraft.

C. T-38 pilots are required to wear oxygen masks and helmets with clear visor down.

D. Minimum feasible airspeed (SETO + 10 knots) is maintained on climb-out until above 2,000 feet.

E. Two-way radio contact with “bird watch” (KSC-supplied) is required throughout the session. To maximize their effectiveness, pilots must observe the following: Notify in advance of setting up for the opposite runway direction to allow “bird watch” to reposition (two-mile change of location).

Following any sortie encountering bird strikes or significant bird problems, the pilot must fill out and submit a “Bird Hazard Report.” The forms and instructions for submission are in the JSC Pilots’ Briefing Room, KSC Aircraft Operations at Patrick AFB, or in the landing aids control building at KSC.

3.1 BIRD WATCH PROCEDURES Aircrews will adhere to the following guidance when Bird Watch Conditions are set at the Shuttle Landing Facility (KSC), or any other airfields that set Bird Watch Conditions:

A. LOW – No impact to operations.

B. MODERATE – Takeoff, landing, and STA approaches permitted. Exercise increased vigilance for birds. Only full stop landings for T-38s (at any airfield).

C. SEVERE – No operations permitted until condition lessened. Aircrew judgment allowed for full stop landing where fuel is an issue for divert.

4.0 NIGHT LOW L/D OPERATIONS Aircrew clearance requirements, required aircraft, and ground-based equipment, night low L/D operating instructions, and a checkout briefing guide are outlined in this section. Safety must be of primary concern to all operators. Training procedures are designed to provide a logical build-up to the night Shuttle approach task. All normal T-38 flight envelope and Appendix B constraints are applicable to night low L/D flight operations.

4.1 Aircrew Clearance Requirements A. T-38 low L/D pilots are authorized low L/D night checkout in preparation for

Shuttle missions requiring night flight and its associated STA training.





B. Night low L/D currency is maintained by flying at least one flight to include not less than three night low L/D profiles every 30 days. Failure to maintain currency requires a requalification flight with a designated night low L/D IP.

C. Only specifically designated instructors may give night low L/D profile instruction.

D. Record initial qualification for night low L/D approaches on AOD Form 819.

4.2 Night Low L/D Aircraft Equipment Requirements A. T-38 aircraft flown for night low L/D training will have an operational radar

altimeter. A good radar altimeter self-test is required prior to takeoff. Additionally, crew members will conduct baro/radar altimeter cross-checks on initial climb-out to verify proper operation.

B. The T-38 TACAN is required to be operational for night low L/D approaches.

C. T-38 aircraft used for night low L/D approaches will have operable strobe lights.

4.3 Night Low L/D Ground-Based Equipment Requirements A. Operating Precision Approach Path Indicator (PAPI) lights

B. Operating ball/bar inner glideslope aid

C. Runway approach lights

D. Runway area lighting system

E. Runway edge lights or reflectors

F. Threshold lights or reflectors

G. An operating ground TACAN station at the airfield

4.4 T-38 Night Low L/D Operations A. All night low L/D operations are conducted within restricted airspace and

approaches flown only to those runways specifically approved and configured for night low L/D operations.

B. All flights are conducted in VMC with no ceiling below 10,000 feet AGL or visibilities below 5 miles.

C. No more than two NASA aircraft may operate in the night low L/D pattern simultaneously. When operational constraints require that the T-38 and STA operate concurrently in an approach pattern on the same side of the runway, it is the responsibility of the T-38 pilots to ensure non-interference with STA operations.

D. The minimum flight crew requirement for night low L/D approaches is two low L/D qualified T-38 pilots per aircraft. The rear seat pilot will normally function primarily as a safety pilot and be assigned specific tasks to monitor flight parameters, make the required altitude and airspeed calls, and confirm the





appropriate aircraft configuration. One of the two required pilots will have flown a daylight L/D flight within 48 hours preceding the night low L/D flight for the purpose of familiarizing himself/herself with local operating procedures, landmarks, terrain, and the airfield environment. This familiarization flight will include at least three L/D approaches to the designated night landing runway.

E. If a dive angle exceeding 30 degrees (as shown on the ADI) occurs during an L/D approach, the approach will be aborted.

F. The maximum flight duty period for any T-38 pilot conducting night low L/D approaches is 12 hours. After the conclusion of night low L/D approaches, the duty day provisions of Paragraph 5.2 apply.

G. Low L/D pilots operating to the west of Runway 17/35 at Northrup Strip must be mindful of the high terrain and mountains located approximately 5 miles west of the runway. When maneuvering is planned west of Runway 17/35, a straight-ahead climb-out to 8,000 feet MSL is required prior to initiating the westbound turn.

4.5 Night Low L/D Checkout Procedures A. Night low L/D checkout flights are normally conducted at Northrup Strip, White

Sands Missile Range, New Mexico. Separate night checkout flights are not required at each operating location. The night low L/D pilot must, however, have previously completed an initial day low L/D checkout and, in addition, flown a minimum of three day low L/D approaches to the designated night landing runway within the preceding 48 hours.

B. A minimum of three sorties with a designated low L/D IP are required to qualify a T-38 pilot for night low L/D approaches. The sequence is one-day flight immediately preceding two night flights.

C. Individual crews will work out an altitude monitoring advisory system for the portion of the profile from entry to 5,000 feet AGL. At and below 5,000 feet AGL, the following altitude advisory calls will be made by the rear cockpit crew member: “5,000 feet, 4,000 feet, 3,000 feet, 2,000 feet preflare next, 1,000 feet, 500 feet, 400 feet Orbiter gear, 300 feet, 200 feet, 100 feet, touchdown (32 feet eye height).” Additional calls may be made at the aircrew’s discretion.

D. Mirrors must be positioned to prevent the glare of the searchlights from reflecting in the pilot’s eyes. Looking directly into the searchlights may cause temporary blindness.

4.6 Waivers/Deviations Waivers from the requirements established by this section must be obtained from the Director, FCOD.





5.0 T-38 MODIFIED SPEED BRAKE OPERATIONS A low L/D ratio is required for the T-38 to follow nominal Shuttle trajectories for Shuttle chase and low L/D training. Increased drag for the T-38 is provided by MSBs, which consist of machined aluminum plates bolted onto the existing T-38 speed brakes. Each plate extends 8 inches outboard.

Low L/D pilots are authorized to operate T-38 aircraft equipped with MSBs as a part of low L/D training activities. A minimum of three sorties are required to qualify the pilot for T-38 MSB low L/D flight operations. Record T-38 low L/D MSB qualification on AOD Form 819.

The MSBs have little effect on T-38 handling characteristics under normal circum-stances. Below 200 KIAS, the pilot can tell no difference between the modified speed brake and the standard speed brake. Between 200 and 250 KIAS, a vibration will be noticed with MSBs extended and the landing gear and the flaps up. The vibration level increases with airspeed and is strongest at the maximum allowable extended airspeed of 320 KIAS. The vibration, which feels like airframe buffet, is apparently caused by airflow from the modified speed brake impinging on the stabilator. Landing gear and/or flap extension will reduce the vibration/buffet level. Maximum airspeeds are 320 KIAS/0.9 Mach with MSB extended, 450 KIAS/1.2 Mach retracted.

Above 250 KIAS, a larger than normal nose-up pitch-change occurs when operating the MSB through full travel. The pitch-change increases with airspeed but can be minimized by operating the speed brake in increments. The pitch-change is not extreme and is easily controlled; however, full forward pitch-trim is not adequate for hands-off flight above 290 KIAS with the speed brake fully extended.

Wing flap operation with the MSBs extended or retracted is normal. Standard airspeed and “g” limits apply for all flap settings. To prevent damage to the gear doors, the landing gear must not be operated above 240 KIAS without modified gear doors. Once the landing gear is extended, the aircraft can be flown to 300 KIAS.

The highest rate of descent occurs at 300 KIAS with landing gear and speed brake down, flaps 45 percent, and throttles at idle. The rate of descent is about 17,000 fpm with an L/D of about 1.52. A dive angle of 35 degrees on the ADI is required to maintain the airspeed.

Descent rates should be closely monitored in conjunction with airspeed. Altimeter lag may occur and the vertical velocity indicator will be pegged and, therefore, will be useless as a descent reference. Below 3,000 feet AGL, a minimum stabilized airspeed of 240 KIAS must be maintained until the rate of descent is brought under control or an immediate go-round must be made. A minimum airspeed of 190 KIAS should be maintained until in a position to touch down.

Pilots must use extreme caution to avoid “pushover” to regain airspeed at low altitude (below 5,000 feet AGL).

Because of structural limits on the vertical fin, caution must be used when applying rudder input because the rudder limiter is removed when the gear is down. A sideslip will not be used to increase drag when the gear is deployed.





There is no restriction on use of MSBs for landing. If the MSBs are fully extended when the landing gear is extended, a larger-than-normal pitchdown will occur. The pitch-change is easily controllable but should be anticipated.

There is no difference in aircraft handling characteristics when landing, except that when aerodynamic braking is used, the nose will drop at about 100 KIAS.

T-38 travel pods have been modified so that a pod can be installed on aircraft also equipped with MSBs (previously the MSB, when extended, impacted the pod).

When the pod is installed along with MSBs, the MSBs are not to be used above 200 knots. Specifically, MSB-extended low L/D approaches are prohibited with the travel pod installed.





APPENDIX C ELLINGTON FIELD PROCEDURES

ELLINGTON FIELD OPERATING PROCEDURES

1.0 GROUND OPERATIONS

1.1 Two-way Radio Aircraft operating on EFD will be equipped with a functioning two-way radio and appropriate frequencies. In the event radio contact cannot be maintained with Ellington Tower, aircraft will be controlled by the standard light signals.

1.2 ATIS Pilots should obtain Ellington ATIS prior to contacting Ellington Ground Control for taxi clearance.

1.3 IFR Clearance Aircraft should contact ground control for IFR clearance prior to engine-start to verify that no delay is expected.

1.4 Taxi Lights Taxi lights will normally be used by all aircraft for movement on the ground, when out of the line area, and between official sunset and official sunrise.

1.5 Radio Contact All aircraft being towed, taxied, or making engine run-ups are required to have radio contact with the control tower. Figure 1 depicts EFD taxiways and runways.

2.0 SELECTION OF RUNWAY IN USE

2.1 Runway Selection Runway selection must be in accordance with the current Letter of Agreement with Houston Tower, Hobby Tower, and Ellington Tower.

2.2 Alternate Runway Requests A request for use of another runway will be honored, traffic and facilities permitting.

3.0 AIR OPERATIONS

3.1 Air Traffic Priorities Air traffic at EFD is on a “first come, first served” basis with the exception of emergencies and special missions that have been approved by the airfield manager and coordinated in advance with all agencies concerned.





Figure 1. Ellington Field





3.2 Weather Restrictions Local VFR T-38 flights may be conducted subject to the following restrictions:

• VFR traffic pattern – reported field weather: ceiling 2,100 feet, visibility 5 miles.

• To depart pattern – reported field weather: ceiling 5,000 feet, visibility 5 miles with a suitable VFR operating area for the planned mission.

• When reported field weather is between 2,100/5 and 5,000/5, an IFR clearance is required to leave the pattern.

• The landing light should be turned on in the VFR traffic pattern as directed in Paragraph 6.7.10 of this publication.

3.3 Houston Class B Airspace The Houston Class B airspace and surrounding area is depicted in Figure 2, Houston Class B Airspace Provisions. Unless otherwise authorized or required by ATC, the following provisions apply to aircraft operating within Houston Class B airspace. In order to operate within Class B airspace, aircraft must have the following equipment: • An operable two-way radio capable of communicating with ATC on appropriate

frequencies for that Class B airspace. • For IFR operations, an operable VOR or TACAN receiver. • An operable radar beacon transponder with altitude reporting capability (Mode C). • Arriving aircraft must obtain authorization prior to entering Class B airspace and

must contact ATC on the appropriate frequency. • For IFR operations, clearance into Class B airspace is automatic. • For VFR operations, specific clearance into Class B airspace is required.

4.0 CLASS B AIRSPACE PROCEDURES

4.1 Departing Aircraft Aircraft departing from EFD VFR must contact ATC as soon as practical after takeoff but prior to climbing above 2,000 feet MSL.

4.2 VFR Arrivals EFD is defined as a satellite airport in relation to Houston Class B airspace. The floor of Class B airspace is 2,000 feet directly above EFD; however, to the south and west of Ellington, the Class B airspace floor extends to the surface. To avoid potential conflicts, all NASA aircraft arriving VFR must contact Houston approach for clearance into Class B airspace prior to contacting Ellington Tower. They will then be sequenced for an approach to the runway(s) in use.

NOTE Specific clearance into Class B Airspace is required when arriving VFR.





Figure 2. Houston, Texas Class B Airspace





4.3 IFR Arrivals Houston Approach Control will instruct the aircraft to contact Ellington Tower; hand-off from approach to tower should be effected not less than 7 miles on final approach when IFR. Houston Approach Control will inform Ellington Tower concerning the aircraft’s identification and its relative position from EFD. After the arrival sequence has been established and transfer of communications control to Ellington Tower has been accomplished, Ellington Tower is responsible for sequencing and visually separating aircraft.

4.4 Missed Approach/Closed Pattern VFR Pattern Participating VFR aircraft that have been transferred to Ellington Tower Control, and subsequently make a low approach, touch-and-go, or execute a missed approach, shall be retained in a closed VFR pattern. Ellington Tower advises Houston Approach Control of the pilot’s action.

4.5 VFR Departures When departing VFR from EFD, pilots shall request Stage II radar services and clearance into Class B airspace. The pilot informs Ground Control of his/her requested VFR altitude and direction of flight. Ellington Tower will forward the following information to Approach Control on departing VFR aircraft requesting radar traffic advisory service: (a) aircraft identification, (b) type aircraft, (c) direction of flight, and (d) altitude requested. Approach Control will provide Ellington Tower a transponder code, an appropriate departure frequency, and clearance approval for entry into Class B airspace for relay to the aircraft. Ellington Tower will advise Approach Control when the aircraft reaches the field boundary.

4.6 IFR Departures All aircraft departing EFD on an IFR clearance can normally expect radar vectors to intercept their flight planned route.

4.7 Noise Abatement Procedures Aircraft departing IFR from EFD will climb to 1,000 feet MSL prior to turning on course.

4.8 Instrument Approaches All requests for IFR/VFR instrument approaches must be approved by Houston Approach Control. Pilots shall state their intentions to Houston Approach Control concerning termination (i.e., full stop, touch-and-go, low approach, or missed approach). If clearance includes a low approach, the aircraft will descend to a point over the run-way, break off the approach, and fly to the end of the runway before starting a missed approach turn. Clearance for a missed approach requires that the entire approach be executed as published.





CAUTION

TO AVOID HELICOPTERS FLYING IN THE DESIGNATED PRACTICE AREA, AIRCRAFT CONDUCTING VFR PRACTICE INSTRUMENT APPROACHES WITHOUT INTENT TO LAND FROM THE APPROACH MUST EXECUTE A LOW APPROACH.

4.9 VFR Entry Points VFR entry points for NASA and Texas Air National Guard (ANG) aircraft have been established for EFD as depicted in Figure 3. VFR entry altitudes are 1,600 feet MSL at the power plant and 2,500 feet MSL over Bayport. If directed by Ellington Tower to depart and re-enter the VFR traffic pattern, fly the aircraft at 1,600 feet MSL. All VFR aircraft will make every effort to enter traffic at these points. Straight-in VFR approaches will not be conducted without Ellington Tower approval. When directed by Houston Approach Control, pilots must call Ellington Tower for landing instructions and inform them of their landing intentions (i.e., “full stop,” “touch-and-go,” “low approach”), and then proceed to the correct entry point for the runway in use. Upon arrival at the VFR entry point, pilots must make the following call to Ellington Tower: “aircraft call sign, name of entry point” (e.g., “NASA 901, power plant”). All pilots must repeat their landing intentions in the final turn (e.g., “full stop,” “touch-and-go,” “low approach”).

4.10 Jet Traffic Patterns and Altitudes Normally, VFR overhead jet traffic will fly a 360-degree racetrack traffic pattern at 1,600 feet MSL. The turn for a closed pattern should be executed after reaching 1,000 feet and past the end of the runway unless otherwise directed or approved by the Ellington Tower. Overhead racetrack patterns will be left-hand for Runways 17R and 22 and right-hand for Runways 4 and 35L (away from Ellington Tower). Circling approaches are not permitted west of the airport. Multiple closed patterns shall not be performed between the hours of 2200 and 0700. Practice circling approaches are not permitted.

4.11 Propeller-driven Aircraft Traffic Patterns and Altitudes Propeller-driven aircraft VFR traffic will normally fly a rectangular pattern at 1,100 feet MSL or below. Rectangular-pattern traffic will enter on a 45-degree leg to a left downwind for Runways 17R and 22, and a 45-degree leg to a right downwind for Runways 35L and Runways 35R, and 17L normally used only for light aircraft.





Figure 3. Ellington Field VFR Entry Points





4.12 Opposite-Direction Traffic Procedures The following are the procedures governing opposite-direction traffic to both ends of the same runway at EFD:

• Minimum visibility conditions for opposite-direction operations is 5 nm.

• Two aircraft must not simultaneously be on opposite-direction final approaches to the same runway (inside 5 nm). The aircraft using the active runway has priority over opposing traffic.

• No aircraft in an opposite-direction instrument approach will be cleared inside 10 nm on final when another aircraft has been released for departure.

• The aircraft conducting the opposite-direction approach must prepared to accept a nonstandard breakout to be flown under VFR. An aircraft which has broken out shall contact Ellington Tower for traffic advisories and shall announce its intentions (e.g., “another approach,” “full stop landing”).

4.13 Reduced Runway Separation Standards These procedures are applicable to aircraft of the 147th Fighter Interceptor Group and NASA JSC T-38 aircraft. Reduced runway separation of 3,000 feet applies to the following situations only:

A. Successive landing aircraft

B. Landing aircraft following a departing aircraft

C. Successive departing aircraft

4.14 Reduced Runway Separation Standards Reduced runway separation standards apply only to the first and last aircraft in a formation. The spacing of the aircraft within the formation for takeoff or landing is the flight leader’s responsibility.

5.0 EMERGENCY PROCEDURES Pilots are urged to declare an emergency not only when it is an obvious situation but also whenever an abnormal condition continues to deteriorate and is apt to develop into a full-fledged emergency. Pilots experiencing any aircraft emergency must advise Ellington Tower as soon as possible. Ellington Tower or the controlling ATC agency must be advised of the nature of the emergency, position, intentions, assistance required, persons on board, and fuel remaining as time and circumstances permit. If a distressed aircraft is accompanied by a chase aircraft, the chase pilot will keep Ellington Tower informed as to the distressed aircraft’s progress.

5.1 Takeoff Aborts A pilot aborting takeoff must inform Ellington Tower and state his/her intentions when able to safely do so. Ellington Tower must be advised of planned aborts. All no-radio aborts are to be considered emergency aborts.





5.2 Controlled Bailout Areas Controlled bailout areas include:

• Smith Point: Fly Ellington TACAN R-105/25 nm and turn to a heading of 130 degrees for the bailout.

• San Luis Pass: Fly Ellington TACAN R-180/25 nm and turn to heading of l30 degrees for the bailout.

5.3 Hot Brake Procedure If hot brakes are suspected, especially following a high-speed, heavy gross weight abort, taxi to the end of the runway and stop in the run-up area or an uncongested area. Notify Ellington Tower that hot brakes are suspected, shutdown and exit the aircraft. Remain clear for 45 minutes.

6.0 ELLINGTON FIELD FLIGHT PLAN FILING PROCEDURES

6.1 Weather Briefing and NOTAM Information Weather briefings may be obtained from Air Routing by dialing 713-430-7200 (toll free 1-800-987-5680 or 1-800-231-5787), FSS 1-800-WXBRIEF, and NASA weather, 281-483-1051 (available from 0700 to 1630). For NOTAM information at military airfields, call base operations for the airfield in use or use the Internet: http://www.notams.jcs.mil. Air Routing or any FSS can supply NOTAM information for civilian airfields.

6.2 Filing Procedures at NASA Aircraft Operations Duty Office Call 1-800-WXBRIEF or file using DUATS online. Leave a copy of the flight plan at the flight planning table.

6.3 Warning Areas 147C and 147D

• NASA aircrew must request use of 147C at least 30 minutes prior to use. The request is directed to the Houston Center Military Automation Center (MAC). Filing a flight plan (i.e., JSC 147C) is sufficient.

• The ODO shall schedule and coordinate use of 147D through the 147th Fighter Interceptor Group Operations Dispatch Center (ODC). 147D can be used on a non-conflicting basis.

• The ODO shall coordinate zero-g activity with the Houston Center MAC by 1700 local time the day prior to intended use to avoid conflict with the W147C, W228B and C, and AW105 airspace.

Aircrew requesting to use airspace or routes of flight other than those above (contained in the letter of agreement with Houston Center) shall make requests individually with the appropriate Houston Center Controller.





Houston Center may recall or deny use of the warning areas (147C and 147D) and/or the zero-g route for the following reasons only:

a) Emergency conditions (national, aircraft, or facility)

b) Severe weather conditions

c) Severe traffic congestion

d) When equipment outages (i.e., radar, radio) adversely affect air safety.

NOTE If the status of W147D airspace changes after initial coordination, the 147th Fighter Interceptor Group ODC will notify NASA flight operations.

6.4 Priority for Use of W147 Areas Except in circumstances where active air defense scrambles or potential anti-drug missions pre-empt the use of W147C, NASA aircraft have priority for use of that area. The 147th Fighter Interceptor Group has priority for use of the other W147 areas. Warning areas 147 and the zero-g track are depicted in Figure 4.

7.0 LOST COMMUNICATION PROCEDURES

7.1 Radio Failure If radio failure is experienced while communicating with Houston Approach Control, squawk 7600, climb to the last assigned altitude, proceed to April and, upon arrival, execute the HI-TACAN approach to the runway in use at EFD.

7.2 W147C or Zero-G Track If radio failure occurs in the W147C or zero-g route, squawk 7600, climb or descend to and maintain 16,000 feet then proceed via the EFD 206 radial to the 80-DME fix, direct April and, upon arrival, execute the HI-TACAN approach to the runway in use at EFD.

7.3 W147D If radio failure occurs in the W147D, squawk 7600, maintain the last assigned altitude, and proceed via the Ellington 70 DME arc to the EFD 182 radial to April. Upon intercepting the EFD 182 radial, the pilot will descend to 16,000 feet or will maintain the last assigned altitude if below 16,000 feet. At April, the pilot will execute the HI-TACAN approach to the runway in use at EFD.





Figure 4. Warning Area 147C

Submit changes to this distribution list to the Document Development Office at x49643 or x49923.

6/7/2010 Verify that this is the correct version before use.

CA/Jett, B W CA/Kavandi, J L CA2/Hull, C R CA2/Giles, M CB/Acaba, J M CB/Antonelli, D A CB/Altman, S D CB/Anderson, C C CB/Archambault, L J CB/Arnold, Jr., R J CB/Aunon, S M CB/Barratt, M R CB/Behnken, R L CB/Boe, E A CB/Bowen, S G CB/Bresnik, R CB/Caldwell, T E CB/Cassidy, C CB/Chamitoff, G E CB/Coleman, C G CB/Creamer, T J CB/Drew, B A CB/Dutton, J P CB/Epps, J J CB/Ferguson, C J CB/Feustel, A J CB/Fincke, E M CB/Fischer, J D CB/Foale, M C CB/Ford, K A CB/Foreman, M J CB/Forrester, P G CB/Fossum, M E CB/Frick, S N CB/Furukawa CB/Garan, R J CB/Gernhardt, M L CB/Good, M T CB/Hadfield, C CB/Ham, K T CB/Hansen, J CB/Hernandez, J M CB/Hire, K CB/Hobaugh, C O CB/Hopkins, M S CB/Hoshide, A CB/Hurley, D G CB/Johnson, G H CB/Kanai, N CB/Kelly, M E CB/Kelly, S J CB/Kimbrough, S CB/Kopra, T L CB/Lindgren, K N CB/Lindsey, S W CB/Linnehan, R M

CB/Lopez-Alegria, M CB/Love, S G CB/Magnus, S H CB/Marshburn, T H CB/Massimino, M J CB/Mastracchio, R A CB/McArthur, K M CB/Metcalf-

Lindenburger, D M CB/Nespoli, P A CB/Noguchi, S CB/Nyberg, K L CB/Onishi, T CB/Patrick, N J CB/Pettit, D R CB/Poindexter, A G CB/Polansky, M L CB/Reisman, G E CB/Robinson, S K CB/Ross, J L CB/Rubins, K H CB/Saint Jacques, D CB/Satcher, R L CB/Sellers, P J CB/Stott, N P CB/Sturckow, F W CB/Swanson, S R CB/Tani, D M CB/Tingle, S D CB/Vande Hei, M T CB/Virts, T W CB/Vittori, R CB/Wakata, K CB/Walheim, R J CB/Walker, S CB/Wheelock, D H CB/Whitson, P A CB/Williams, J N CB/Williams, S CB/Wilmore, B E CB/Wilson, S D CB/Wiseman, G R CB/Wolf, D A CB/Yamazaki CB/Yui, K CB/Zamka, G D CC/Clark, R N CC/Nagel, S R CC2/Lee, T A CC2/Malarchick, S CC2/Ash, G CC2/Donnelly, J CC2/Gerky, J CC2/Taylor, H CC2/Taylor, R

CC2/Vaughn, P CC3/Brigham, J CC3/Flint, A CC3/Gaspard, T CC3/Haugen, P CC3/Hickey, A CC3/Kraynik, G CC3/McMahon, D CC3/Rutovic, D CC3/Woods, J CC4/Arnold, P B CC4/Baccus, S CC4/Baker, K J CC4/Cockrell, K D CC4/Del Rosso, D CC4/Elliott, D CC4/Heineman, R G CC4/Johnson, G C CC4/Moultrie, J L CC4/Nickel, J A CC4/Pappas, T B CC4/Reagan, S D CC4/Rieke, W E CC4/Solunac, N M CC4/Smith, R W CC4/Gore, S CC22/Gresham, S SA/Stencil, C SD2/Alexander, D SD2/Bauer, P SD2/Beven, G SD2/Dervay, J P SD2/Effenhauser, R SD2/Gilmore, S SD2/Hart, S F SD2/Johnston, S L SD2/Locke, J P SD2/Moynihan, S SD2/Powers, E SD2/Sager, D A SD2/Schmid, J F SD2/Senter, C H SD2/Taddeo, T A SD13/Stoner, P S SD13/Tarver, W J

TOTALS: CA – 4 CB – 97 CC – 36 SA - 1 SD – 17 155

mailto:[email protected]�