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remains the same or the aircraft is "hot seated," a turnaround must be signed-off after every flight. The
turnaround remains good for 24 hours if the aircraft is not flown. The daily must be completed at the end
of each flying day and remains good for 72 hours if the aircraft is not flown, 24 hours if flown. The PIC
will have final authority to determine if outstanding "up" gripes are acceptable for the assigned mission.
Ensure the PIC signs for the aircraft (designated student if solo) and place the logbook in the appropriate
NOTE: If embarking passengers at an intermediate stop, the PIC is responsible for leaving a passenger manifest
with competent authority. The pilots are responsible for daily/postflight inspection while offstation.
Ensure a Naval Air Training and Operating Procedures Standardization (NATOPS) Manual, local enroute
chart (L-15), local Instrument Approach Plate (IAP) (Vol. 6), Flight Information Handbook (FIH), Course
Rules Manual, and Flight Training Instruction (FTI), are aboard on all flights. Ask your FAM on-wing
instructor to verify you have the most current flight publications and changes during FAM-O. Compute
takeoff weight to ensure below the maximum of 9,650 lbs. Subtract basic weight, baggage, and additional
crewmembers/passengers from maximum landing weight (9,168 lbs) to compute maximum total fuel
required before first landing. Calculate accelerate-stop distance, one-engine-inoperative maximum climb
rate for the first takeoff, and compute stall speeds for flaps up, flaps full down, and flaps approach at 30
Angle of Bank (AOB).
Example: Aircraft 161075: Obtain basic weight of individual aircraft from weight and balance book
located in Aircraft Issue; adjust for crewmembers/passengers and baggage weights as required.
Maximum landing weight
9,168 lbs
Basic Weight (includes 360 lbs for P/CP)
Aft crewmember
Maximum indicated fuel prior to first landing
9,168-(6,996 + 180) = 1,992 lbs. Thus total indicated fuel must be 1,992 lbs or less prior to the first
landing. Recommend total fuel be considered since indications for each tank are usually not identical.
NOTE: Maximum landing weight should not be exceeded. However, emergency conditions may dictate landing
above maximum. A MAF is required if normal limits are exceeded.
Accelerate-stop distance can be calculated using NATOPS Figure 26-5 (Part XI, page 26-7). One-engine-
inoperative maximum climb rate can be determined by using Figure 27-2 (Part XI, page 27-3). Particular
attention must be paid to these calculations when density altitude (DA) is high, as aircraft performance may
be impaired. DA is listed, along with other weather information, on squadron weather screens. Stall
speeds can be calculated using NATOPS Figure 25-12 (Part XI, page 25-14).
Aircraft Inspection. The PIC will ensure a complete aircraft inspection is performed prior to each flight.
Normally the student scheduled to start will preflight the aircraft interior. After the brakes have been
pumped firm, remove the chocks during preflight. Unless specifically instructed by the IP, do not leave
any panels open. Never leave fuel or oil caps off, as foreign material may enter the system.
NOTE: Inspect the tires carefully for excessive wear, splits in the tread, sidewall abrasions, and bulges. These may
be indicative of a hard landing requiring a maintenance inspection before flight.
When "hot seating," review the logbook then take an "A" sheet to the aircraft (with crewmembers'
names on the back). Get a discrepancy brief and sign for the aircraft after the original PIC releases it
to you with his/her signature. The relieving PIC will return the new "A" sheet to Maintenance
Control. Engines must remain running to conduct a "hot seat" evolution.
Hearing protection is required when on the aircraft line. Ensure all of your flight suit pockets are
zipped to prevent Foreign Object Damage (FOD).
During (dry) warm weather operations, open both cockpit side windows and leave the cabin door

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