XC-1 (I4601): 7/19/05
 
•	CRM
* DAMCLAS:
Decision Making:  Use good headwork, logical decision making, and sound judgment to solve problems.
Assertiveness:  Actively participate and maintain a position until convinced by facts that other options are better.
Mission Analysis:  Develop plans and contingency plans for missions, update.
Communication:  Accurately receive and send information, commands, and feedback.
Leadership:  Direct and coordinate activities of other crewmembers, encourage teamwork.
Adaptability:  Alter a course of action to meet situational demands, anticipating changes.
Situational Awareness:  Accurate perception of the factors affecting you, your crew, your aircraft, and your environment, both now and in the near future.  Think ahead 0f the aircraft.  1.  Experience and training, 2. Physical flying skills, 3. Spatial Orientation, 4. Health and Attitude, 5. Cockpit management.

•	Copilot Responsibilities
* Do checklists when called (call-response standard, call-response-response for eps.), anything on your side of the cockpit you own.  Gear especially.  Clear the right side, review complete on the landing.  Add to PIC's SA, assist as directed.  PNF is a Check on safety-of-flight.  At night, same.  

•	Preflight Planning
* PWANTS Check:
- Planning: - Check PPR, etc.
- Check WX (Look for SIGMETs, Ceiling, Vis, alternates, etc.)
- Activate Flight Plan (Mil: Base Ops/Civ: Telephone FSS)
- Check NOTAMs (Relevant outages, KGPS)
- Check TOLD (Esp. Stop-Go w/ rwy length)
- SID (Check for departure procedures/preferred routings.)
Check weather, NOTAMs, fuel requirements, terminal approaches, alternates, anticipated traffic delays.  Tasks at Base Ops [PWANTS]:  Publications, Weather, Activate flight plan, TOLD data, SIDS/DPs/STARs/IAPs. [1] Publications- check FLIP, Enroute Supp, FIH, Charts, IAPs, TCNs, STARs.  Ensure all items are CURRENT!  [2] Weather - formal briefing and DD 175-1 for all flights in IMC.  Review IFR weather mins.  [3] Fuel Planning - fuel log for all cross country flights.  If alternate not required, must have fuel to fly to destination, plus a 10% reserve (max endurance at 10,000').  If alternate required, must have fuel to fly to destination IAF and then to alternate airfield, plus a 10% reserve.  In no case shall reserve be less than 20 minutes.  Minimum on-deck fuel is 265 lbs per side.  Minimum fuel is advisory only (emergency could occur if any undue delay occur).  Min fuel is normally 265 lbs per side (yellow arc).  If min fuel, consider requesting short vectors to final if IMC or visual landing.  If fuel state requires traffic priority, declare an emergency due to low fuel and report fuel remaining in minutes.  Emergency fuel typically called when 30 minutes of fuel remain (no set amount, can vary).  [4] Flight Plans: DD-175 info is in FLIP (chap. 4).  Avoid prohibited areas, restricted areas, and MOAs by minimum of 3nm (unless permission to cross is given by controlling agency).  Change of flight plan enroute: done with ATC (use back cover of enroute supp for proper flow- don't use block headings, only information required).  If complicated, file with FSS (255.4 or charted VHF freq).  On initial call to FSS, identify freq on and VOR close to.  After filing, request weather update.  After FSS enters flight plan, allow ARTCC time to process request.  Close flight plans: Functioning control tower: will close IFR flight plans automatically.  No functioning control tower:  call ATC or FSS and close.  At military fields: verbally or physically with tower or base ops.  [5] NOTAMs: check on internet. 1. FDC (important info) 2. Attention Notices (military info) 3. Civilian D (Distant) aerodromes 4. Civilian L (Local): airport advisory, doesn't prevent use of runways, found by calling local FSS for field 5.Notices to Airmen (NTAP) 6. Military Summary Reports: info on individual military airfields 7. GPS.  FSS has NOTAMs for all fields within 400 miles of their station.  Local NOTAMs must be requested.  [6] TOLD: Reducing gross weight is easiest way to improve takeoff and climb performance.  On cross country, don't have tanks filled until determine gross weight limitations.  Accelerate-stop distance must be equal to or less than runway length (factor on wet runways).  One engine inop climb gradient must be 200'/nm or published gradient for departure procedure.  Restrictions increase at high density altitudes and in mountainous terrain.  Accelerate-Go Distance is a factor in bad weather from an airport with a runway end crossing height.  Enroute: one engine inop may be affected by MEAs.  Weight & Balance: full form must be filled out if four or more souls onboard for cross country.  [7] SIDs/DPs/STARs/IAPs: always check to see if airport flying into utilizes any of these procedures. [8] Civilian Airfield Ops: Get weather, NOTAMs, and file flight plan with FSS (1-800-Wx-Brief).  Ensure that the lineman are familiar with T-44 servicing procedures (fill the nacelle tanks before the wing tanks!).  Ensure rudder lock is removed if there is any chance the aircraft will be towed.  If no lineman is present, call "clear right/left" loudly out the window prior to starting each engine.  At civilian fields, preferable to use VHF.  At military fields, preferable to use UHF.  [9] Departure Message: Flight following primarily provided by ATC (also by military destination Base Ops dispatcher).  Departing a civilian field, must ensure actual departure time is passed to FSS serving departure field (very important when arriving at military fields).
 
•	Radio Comms
* Follow standard patterns except at NTAs, then use King Air.  Check in with altitude, position if required.  Don't shorten your callsign unless ATC shortens it for you first.

•	Unfamiliar Field Ops
* Familiarize yourself with the field from the approach plate if available.  For VFR Ops, determine pattern altitude and direction, and if overheads are approved (usu. military fields.)
Upon landing, flip IAP to airport diagram.  If not familiar with taxi instructions, request "progressive taxi."  Ensure that the lineman are familiar with T-44 servicing procedures (fill the nacelle tanks before the wing tanks!).  Ensure rudder lock is removed if there is any chance the aircraft will be towed.  If no lineman is present, call "clear right/left" loudly out the window prior to starting each engine.  At civilian fields, preferable to use VHF.  At military fields, preferable to use UHF.