Review Notes 
Note: This document is intended as a supplement for answering left-field review stage questions.  This is additional data and details from all the source documents for T-44s.  Anything already covered in the individual flight briefings (e.g. Service volumes) may not be in here. Good luck!
 
NATOPS 
Ch. 2
Look At Diagrams.
•	Engine compressors: 3 stage axial, 1 stage centrifugal, turned 90 deg.
•	Two-stage planetary reduction gearbox: 15:1 reduction ratio.  7:1 Compressors.
•	14 fuel spray nozzles, 10 primary, 4 secondary: 20-30% N1.
•	Oil to Fuel Heater 70degF fully open - 90degF fully closed.
•	10 hrs suction lift, 150 hrs AVGAS.
•	Pressure Altitudes less than 3,500 ft, idle is metered constant.  Above that, min fuel flow governs, and idle N1 increases.
•	Starter/Gens: 250A/28V.  During start, draws initially 700A then 300A as reaches 20%N1.
•	Compressor Bleed Air Valve: 5'o Clock position btw axial and centrifugal compressors.  Open 62%N1 - 75%N1 closed.
•	Oil: 14 qts.
•	Oil px transmitter: 3 o'clock position accessories.
•	Oil cooling: maintained by heat exchanger, regulated by bypass.
•	Chip detect: bottom of RGB, electrically insulated magnetized gap.
•	Fire detect: Switch 3: Forward of air intake; 2: Upper accessory compartment, 1: lower accessory compartment.
•	Fire extinguisher: Supply cylinder, explosive squibs release contents (0.8 lb nitrogen propellant, 2.5 lb bromotrifluoromethane (Halon 1501))
•	Torquemeters: moveable ring gear on first reduction stage experiences equal and opposite torque.  Movement drives oil metering orifice, torque sensor measures oil flow in proportion to torque.
•	Prop tach: 1 o'clock position.
•	Props: Feathered with bladeshank counterweights and fx spring.  
•	Autofx detects loss of oil px, feathers when above 90+-2% N1.
•	Oil Governor pump: 375-400 psi.
•	Fuel: 387.6 gal, 384 usable.  61 gal collector tank.  5 fuel tx each side.  Tx pump: 500 lb/hr.  Float switches: 42 gal (on), 51 gal (off), 59 gal (off).  If doesn't work for 30 seconds, no fuel tx light comes on.
•	Fuel sump drains: low points to drain sediment.  Fuel Vents to counteract thermal expansion, with thermal pressure reluef valve.
•	Fuel boost pumps deliver pressurized fuel to engine driven pump.  Nominal 30 psi, drops to 5 psi, turns on crossfeed valve.
•	Fuel probes: measures capacitance of fuel.
•	Synchrophaser: magnetic speed pickups in each slip ring.  Right has the actuating motor.  6 sec to recenter.  +-30 rpm tolerances.  
•	Primary gov: 2,200, Overspeed: 2,288 (+-40 rpm, +4%), Fuel Topping: 2,332 (+6%).
•	In reverse, fuel topping governor limits it to 2,100 rpm.
•	Idle: 900-1,100 prop rpm.
•	Electrical: Current Limiters: 325 A.  Lead Acid Battery 24V, 42Ah (@23degC)  
•	Ac system: GCANT.  Lose an inverter select relay fuse, lose that side.  Inverters 750 VA.  6A fuses on the 115V side, 5A fuses on the 26V side.
•	APU: 1000A 0.1sec, 300A Cont, 28V.  
•	Gyro inst light has a bypass for all the other instrument lighting.
•	Flight controls: Mechnically actuated, Cable-drum for trim. Trim tabs 'as adjusted' for rudder+aileron, elevator is anti-servo.  Ail trim is 15+-1.5deg.  Rudder is as indicated on control wheel, as is elevator.
•	Flaps:  Motor on front side of rear spar.  Jackscrew actuators for each flap.  APPR: 15deg, 35%, DOWN: 43deg, 100%.
•	Gear:  Electrically operated by single split field 28Vdc motor under the floor on the main spar.  Dynamic braking and limit switches prevent overtravel.  Overload clutch is friction type, prevents damage w/ mechanical failure.  Spring-loaded locks hold them down, jackscrew actuators hold them up.  Mechanical linkage opens and closes doors.  Nosewheel auto-centers on retraction.  Oleopneumatic struts.  Extend 4-6 (<8) sec.  Retract 6-8 (<10) sec.
•	Gear warning system: <79+-2% N1, 2 bulbs indicate low power, in transit.  Can silence horn w/o flaps, full flaps horn goes off regardless of power.  PIC cancels horn, not inside FAF or in pattern.
•	Squat switches: J-hook may not work on runway due to light WoW.
•	Downlock: silences GWS, gear lights.  Uplocks: Rt.: Prop sync on light off.  Nose: Landing/Taxi Lts.  Lft: Lock out GND MAX.  Up limit: activates g-meters.  Down limit: AoA indexers.
•	Alt gear extension:  Double action ratchet mechanism.  Must disengage clutch.
•	NWS: Absorbs vibration through springs.
•	Brakes:  1 pint of fluid.
•	AoA System: NOT CALIBRATED. Dim AoA lights w/ annunciator lights.  Measurement independent of wt.
•	Pitot-Static: Static ports structurally protected from icing, pitot by heating elements.
•	VSI: Slight Nose-up when entering level turn, slight nose-down rolling out.
•	CP Turn+Slip: 2.0 in Hg gyro suction: reduced by inline orifice.
•	VG system: synchros tell attitude, torque motors move vert reference.  FAST ERECT 1.0 deg in 1 min, 0.5 in 2.
•	Compass system: Gyros+flux detectors.  Slaved at all non-polar latitudes.  Mag flux detectors in each wing, +-1 deg accuracy.  Flux detectors update gyros.  
•	Mag compass:  Big 4: A/C, heater, wipers, windshield heat.
•	RADALT: FM/Continuous wave type (IFG: Radio Alt, Not Radar Alt.)
•	Pneumatic system: generally 18 psi.  Reduced to 4 psi for door seal.   4.3-5.9 in Hg suck below 15k, 3.0-5.9 >15k.
•	8 day clock.
•	Bellows on door/emer hatch to prevent opening pressurized.  Top left locking bolt has door open sensor.
•	Lights: Alt warn: when cabin alt exceeds 9,500-10,000 feet.  AP trim fail: disengage, reset re-engage.  Watch when disengaging, as will be well out of trim.
•	Environmental system:  8 heating elements for GND MAX, 4 for NORM.  Firewall valve in flow control unit, held open by electrically, but also closes if no pressure through it (if engine fails.)  16,000 BTUs from A/C, uses refrigerant gas.
•	Max cool: close bleeds, high blower, open all overhead outlets.  Max heat: GND MAX, close vents, high blower, bleeds open.
•	Fresh air comes in through bleeds/flow control.  Also, when unpressurized, through ram air flapper in A/C evaporator plenum.
•	Press control: Mid rate position=500-700 fpm climb/descent.  Outflow valve provides negative pressure differential relief, relieves 4.7 psid, follows controller.  Safety valve dumps, 4.9 psid valve, neg pressure relief.  Will pressurize slowly at idle.  Left pressurizes 6 sec before rt.  Set Pressure altitude, as aneroid is referenced to 29.92.
•	Oxygen:  49 cu. ft. cylinder, can use masks less than 100% when <20,000 ft cabin altitude, must store in 100% O2.  Automitically 100% btw 17k and 20k ft.  3.7 Liters per minute flow.  Worst case: 10,000 ft, 3 people: 0:43 with 1850 psi, 70degF.
•	Anti-ice:  windshield locks out at 95degF.  Icevanes to prevent supercooled water from freezing on the inlet screen, inertial separators.  Fuel vent anti-icing auto-on.  Don’t run prop deice without turning props, will cause arcing on the slip ring.  34+-6 sec per segment, 5-6 A per segment.  Boots: 7-8 sec.  Inflates, air leaves out of integral check valve until 1 in Hg, then solenoid switches to vacuum and pulls out rest.  Failsafe in vacuum.  AoA heat passes through current limiter for 14VDC, until takeoff, then 28Vdc.  AoA/Pitot Heat controlled through Circuit Switchbreakers (switch goes off instead of CB.)
•	Seats: 2-3g inertial reel for harnesses.  AV-8 LPU, Type II 7-man liferaft.
•	2x 3/4 lb. Bromotrifluoromethane hand-held fire extinguishers in A/C.
•	ELT: Sweeping tone on V/U Guard, 48 hrs. Transmitting, 5-7g force sets it off.
•	Baggage weight: 350 in aft compartment: 200 on ground, 150 on shelf.

Ch 3
•	Add 20 fl oz of PRIST to commercial fuel when more than 700 lbs used.
•	450 psi fire extinguisher at 70 deg F. (100 deg F: 525-635 psi.)
•	1 pint hydraulic fluid.
•	51-57 psi mains, 50-55 psi nose.
•	AVGAS allowed for emergencies if aviation kerosene cannot be used.
•	Gravity fuel, drain some from fuel sediment drains >30 min from fuelling.
•	Fire extinguishers: 2.5 lb bromotrifluoromethane, .08 lb dry nitrogen to pressurize.
•	Feathering prop reduces heat in door area up to 54 deg F.
•	APU: 28VDC, 300 A, 1000 A for 0.1 sec.
•	Universal tow bar can cause damage.  
•	Don’t use slipknots to secure aircraft to ground stakes.
•	Move to safe area if winds >75 kts are anticipated.
•	Oil: Exxon 2380.

Ch. 4
•	Fuels: Jet A,A1,B; JP-4,5,8.  150 hrs AVGAS.
•	Max allowable power: Limited to 5 min.  Start: 40 sec.  Accel: 2 mins.  Max reverse: 1 min.
•	Be aware of possibility of fuel control icing due to extremely cold oil and fuel (oil cannot warm fuel enough).  May have to add anti-icing agent to fuel.
•	Don't land on arresting gear, brake on arresting gear, hit gear risers above taxi speed.
•	Needs PIC + CP min.  For Pax, Acft Cmdr + 2nd pilot, 3rd pilot, IUT, PUI, or SNA.
•	N2 limits are for the power turbine, not the prop.
•	Cold temp, low alt: torque limited.  Hot+high: ITT limited.
•	Low idle as high as 83% N1 above 3,500 ft. PA.
•	37,500 RPM = 100% N1
•	For every 10deg below -30degC ambient, reduce max allowable N1 by 2.2%.
•	Gen load limits to prevent ITT from overtemping.
•	Torque limits vary lineary btw 1,315 and 1,520 ft-lb btw 1900 and 2200 RPM.
•	If prop not btw 900 and 1,100 at low idle, conduct low speed torque check.
•	Gen load vs min N1: 
•	  0-0.25: 50% gnd, 50% 5k, 58% 25k, 60% 30k
•	  0.25-0.5: 50% gnd, 60% 5k, 67% 25k, 70% 30k
•	  0.5-0.75: 57% gnd, 65% 5k, 74% 25k, 78% 30k
•	  0.75-0.9: 60% gnd, 68% 5k, 78% 25k, 82% 30k
•	  0.9-1.0: 63% gnd, 69% 5k, 80% 25k, 85% 30k

Ch 7
•	Flaps: marble rolls down.  Inboard flush with fuselage, outboard 1/2 in above to 1/4 in below inboard, ailerons 1/2 in above outboards.
•	One static wick on outboard edge of each control surface for IMC flight.
•	If oil below 3 qts, motor engine for 15 sec., if still low call maint.
•	APU: 28 V, 300 A max continuous, 1000 A for 0.1 sec peak.
•	Batt charge or APU start: pull Avionics CBs.
•	If no ITT rise on start, terminate start, allow 60 sec for fuel drain, motor for 15 sec.
•	Oil pressure may exceed 100 psi on start.
•	Avoid running hot spot ops for extended periods with a feathered prop, does not adequately cool.
•	If prop RPM not 900-1100 while at low idle, run low pitch torque check to ensure flight idle stops adjusted.
•	Rapid power advancement could result in surges and directional control problems.
•	Warn: if crossfeeding off same tank, and tank goes dry, both could flameout at once.
•	If forget to raise flaps, flaps can be raised once 300 AGL.
•	Only raise gear when descent has been stopped.
•	If low idle stop is weak after landing, you can shutoff engine accidentally.  DON'T return them to low idle: can overtemp or explode.

Ch 12: General Emergencies 
•	SSE Waveoff NLT 200 AGL.
•	Feather/Shutoff NLT 4000 AGL.
•	BTW 120-105 Kts, Zero thrust (feathered) simulated by 100 ft- lb (1,900 RPM) or 200 ft-lb (2,200 RPM)

Ch 13: Ground Emergencies 
•	Fire-bottle single shot.  Don't try to re-start without charged bottle.
•	Loss of brakes: use reverse, rudder, NWS.  Shuttle valve may have stuck, reset by pulling on tops of pedals.
•	Hot Brakes Caut: max braking may result in blown tires, due to high energy absorption capacity.
•	Brake fire: tires explode sideways, go to rear of aircraft.
•	Jammed controls: leave them in jammed position.  Check A/P, Y/D off, call for inspection.

Ch 14: T/O Emergencies
•	Abort Warn: a misrigged beta linkage could cause directional control problems while reversing in abort.  Return pwr levers to flight idle.
•	Eng Fail after T/O Warn: If autofx used, let it finish before going to idle.  A positive Single-eng ROC impossible with windmilling inop prop.
•	Short/Soft field T/O warn: May take off below Vmc.  Remain in ground effect.  Don’t raise flaps below 300 AGL.  Use without practice is inadvisable.
•	Vmc 86 kias: Gear/Flaps up, windmilling, t/o power live engine, 5' bank into live engine.  
•	Vsse 91 kias: Gear/Flaps up, windmilling.
•	Vxse 102 kias, Vyse 110 Kias: Gear/Flaps up, Feathered, max power.

Ch 15: In-flight Emergencies
•	Engine fail:  Rudder trim will maintain full SSE controllability above 100 kts.  Below, need rudder input.  Can't climb full-flaps.  Lose 200 ft in a full flap waveoff.  Flameout preceded by unstable engine indications.
•	Emerg Shutdown Warn: If bleed air remains open, smoke or fumes can enter through pressurization system.
•	Dead engine checklist Warn: LG warn sys won’t work with one power lever jammed forward of 79+-2% N1 pos.
•	Airstarts Caution: determine the cause for failure before restarting; above 20,000 ft, may need to cycle Low Idle/Fuel Cutoff due to hot starts at altitude;  Electrical loads should be reduced.
•	Starter assisted airstart warn: If engine shutdown with firewall valve, restart time may exceed 10 sec.  Caut: Operating engine ITT may increase up to 50degC, consider retarding operating engine.
•	Windmilling A/S Caution: above 20k ft, below 2,200 RPM may exceed ITT limits.
•	Second engine fail warn: may be insufficient airflow for a restart at low altitude and airspeed, consider using starter switches.  Caut: Glide range=2NM/1,000 ft (-.2NM/10kts Headwind)
•	Smoke warn: Bromotrifluoromethane may cause frostbite, don’t inhale; Don’t use 100% O2 near open flame.  Note: if you know where the fire is coming from, turn off affected circuits, fight w/ handheld fire extinguishers;  may use oxygen starvation to fight fire if crew on O2, if so delay emergency descent; need headset on O2 for external comms, while speaker works for intercoms.
•	Wing fire: secure components/fuel contributing, slip away, 90 seconds the wing can burn off.  Probably not, though.
•	Fume Warning: Wet compass flammable + toxic.  Note: Fumes after t/o may be from desal rinse.
•	Oil: <40 psi OR >99degC temp is unsafe.  Secure the engine.
•	Boost pump fail: Range w/o suction lift only from that side.  Can suction lift, but xfeed when descending for landing for more power on the missed approach.  Aeration above 13k feet can hurt performance until the fuel stabilizes.
•	Gen fail Note: Ensure starter off.  Normal voltage in reset indicates gen cntl box fail.  Warn: w/smoke or fumes, could be an internal generator problem.  Check w/ bleeds.  If smoke/fumes persist, consider securing engine to stop fire hazard.  
•	Dual gen fail warn: Bleeds spring loaded closed, held open electrically.  Will depressurize w/ elec fail.  Note: expect no-flap, manual extension.
•	Excessive loadmeter ind: splits of greater than 0.1 indicate abnormal paralleling.  If higher on left and A/C on, may be current limiter fail.
•	Primary gov fail: Overspeed gov will control RPM but may not get blade angle.  Don't land with overspeeding prop, could go into beta on you.  If you have to, carry extra speed;  Rt prop might not fully fx with autofx on; fully fx prop will still turn at 200 RPM w/ engine running.
•	Emer static air warn: check charts, lower and slower than it shows.  Note: if you lose pitot-static, check pitot heat on, fly known pitch-power combos.
•	Sur deice warn: Stall speeds increase w/ boots.
•	Loss of Px Note: if test switch works, keep it on until cabin alt is 10k or less.  Then pull PRESS CONTROL CB to maintain.  Warn: Check obstacle clearance and altimeter.  Caut: Descending to land, reset P.C. CB to preclude landing pressurized.
•	Emer Descent: Consider A/C Damage, meterological conds.
•	A/P: Ensure approach speed of 120 Kts.  VG, power, FCS, AP trim fail, fast erect, elec elev trim knocks out AP.
•	In flight damage: check landing config above 5k ft, keep config, fly 10 kts above min controllable speed.
•	Cracked windshield inner panel: depressurize to 2.5 psi in 10 mins.

Ch 16: Landing Emergencies
•	SSE: Full-flaps only if required, no waveoff capability.  Fx prop will cause float during landing.
•	Low alt windshear: 10 kts/500 fpm change.  T-storms.  Keep an extra 5-10 kts if anticipated.  Stable approach no lower than 1k ft.  Warn: if stall warn, only slightly lower nose.  Constant NH attitude, disregard airspeed.
•	Flaps: no emer flaps, controllable throughout all flap malfunctions.  Reset, pull CB.
•	Gear: get visual confirmation of gear before landing.  Don’t taxi w/ unsafe gear. 
•	Emer extend: Don’t with mechanical problem.  Prop Rev not ready lt won’t work, no AoA lights, no manual retract.
•	Landing w/ one gear warn: should remove arresting gear.  Night egress, pre-position threshold and spar and aft compartment lights on.  Nose fail: may not be able to get out due to nose low attitude.  DON’T USE BRAKES. 
•	Gear up ldg: touch down @ 85 Kts.  CG aft of mains.  Turn off gang bar prior to touchdown if possible, watch for overshoot.  Maintain directional control with brakes and rudders.
•	Soft-field: full-stall, no brakes, keep nose off ground.  Extend ice vanes for loose particles.
•	Short-field: Full-flaps, retract flaps on touchdown, full reverse, full braking.  Don’t brake before raising the flaps.
•	Forced landing: ELP: Glide 130 KIAS clean, HK 3000 AGL (2500 min) 130 kts clean above point of intended ldg.  LK: 1500-1800 AGL 130 kts, gear dn.  Field made: approach flaps, 110 kts., 90': 800-900 AGL; final: landing assured full flaps maintain 110 kts., prior to ldg, batt - off.  Aim for 1/3 down runway.
•	Ditching: Ditch parallel and near crest unless 20 kts or more wind.  If more, ditch more into wind, shooting for upslope of swell near top.  Surface: Few crests=10-15 kts, Many crests=15-25 kts, Foam=25-35 kts, Spray=35-45 kts.  Warn: don’t unstrap until motion stops.  Don’t remove/inflate raft or LPUs inside.  Keep raft away from tearing surfaces.  Use lanyard.  If A/C still pressurized, pull hooks on emer exit to overcome residual pressure then push release.  Tie down first aid kit.

Ch 19: Extreme WX
•	Most severe icing @ 23degF/-5degC
•	Max temp for tires=160degF
•	Defog spray is good for 10 cycles.
•	3 types of hydroplane: Tires dynamic hydroplane @ 64 kts w/55 psi tires (water layer), viscous hydroplane @ all speeds on smooth surfaces (paint), rubber reversion hydroplane at all speeds w/ locked brakes.
•	1/2 inch to one inch of ice.  Less will allow ice to form to the boots.  Do not operate continuously, will form ice bubble.
•	Extend ice vanes, turn on anti-icing, auto-ignition at 41degF/5degC in visible moisture.  40-60 ft-lb loss, range decreases 10-12%.  
•	Stalling airspeed increases with ice.  AoA unreliable, but buffet still works, albeit with smaller margin for error.
•	Pitot on in visible moisture, lip boot heat when icing expected, fuel vent heat on, windshield anti-ice both.
•	Penetrate t-storms at maneuvering speed, turn up lights, stow gear, put down seat, turn on anti-ice, trim it out, don’t chase altitude.
•	Check oil temps in green arc if OAT<35degC.  
•	Fly >140KIAS to discourage ice.
•	Don't land on ice, if you have to, wind within 10deg of rwy hdg.
•	High alt starts may require 85%N1 for gen-assisted start.
•	37degC above standard temp, can't take off due to ITT limitations.
•	Dust storms can go up to 10k ft.

3710
•	Oxygen: Cabin Alt above 10k.  W/pax, 10-13k for up to 3 hrs.
•	Only non-polarized sunglasses.
•	Wx Min Stuff.
•	Multipiloted can shoot an approach below mins as long as it can go missed.
•	Singlepiloted can shoot if no intent to land, if not alt or prim, absolute mins are 200 / 1/2.

TERPS
•	Final: 20:1 OIS/ 36:1 OIS.  See and avoid if not: No VDP, 1 mil vis for20:1, 3/4 mi vis for 36:1.
•	Descent gradient: 318 ft/NM for after PT stepdown straight to FAF, 200 ft/NM until stepdown or if no stepdown.  
•	MAP: 40:1 OIS primary area (4 NM either side), 12:1 OIS secondary area (up to 2 NM either side.)
•	PT: Min (Cat A only): 5 NM.  Optimal: 10 NM, Max: 15 NM.
•	Final descent gradient: Optimal 318'/NM(3.0), max 400 ft/NM(3.77)
•	300' obstacle clearance for circling area.
•	TERPS error buffer: 4.5 deg for VORTAC, 1 deg for LOC, 5 deg for NDB, 500' for radar, 1/2 NM or 3% for DME, 2 mi for marker beacons.
•	Holding obstacle clearance: 1000 ft min., 2 nm secondary area, 500'.
•	ST-IN mins (above obstacles): 
•	250' for VOR/LOC w FAF, 
•	300' VOR/LOC w/o FAF, NDB w/FAF, 
•	350' NDB w/o FAF, 
•	200' for Cat I ILS, 
•	250' for ILS if LOC offset.  
•	Cat II ILS 100', 
•	Cat III 0', 
•	High pen 500', 
•	UHF/DF 500', 
•	PAR 100' mil, 200' civ.
•	ASR 250'.
•	SDF 250'.
•	RNAV 250'.
•	VOR final approach: optimal length 5 NM, Max 10, min A/R.
•	ILS TCH: 60 Max, 50-60 opt 55.
•	ASR descent grad: 250'/NM opt, 500'/Nm Max; High Pen ASR 800'/NM opt, 1000'/NM Max.
•	Trouble-T Climb gradients involving obstacles w/I 200' of dep end of rwy not authorized, obstacles indicated in note.
•	SDF: w/I 30 deg, intercept extended centerline with at least 3000 ft. 
•	120' max turn for RNAV.
•	Routes: 4 NM each side of centerline enroute route width. + 2 NM each side secondary area.
•	MEA (Reception also) /MOCA: 1000' normal, 2000' in mountains (can be reduced to 1500' for designated areas.)  <=500' in secondary areas (sloping up.) [1500' mountainous.]
•	MCA min climb gradient: 150'/NM.

NATOPS IFM
•	Deicing boots: if activated with less than 1/8 in of ice, ice can break into small pieces and adheres to the boot, and collects other ice, hard to remove.  Prop ice hard to see, can only see on hub.
•	Icing: Stay in sleet, don't climb, because you’ll  climb into freezing rain.  Increase airspeed (increased stall, decreases AoA), don’t configure.
•	Night: Watch for false horizons, autokinesis (stationary light seems to move, flashing lights  diminishes effect.)
•	Mag compass: Suspension fluid is acid-free white kerosene, two steel magnetized parallel needles.  Errors: dip (lead N, lag S), fluid, polar, variation, deviation (big four), acceleration error (E/W accel N, decel S)
•	VSI: 6 second lag.
•	VOR: Constant reference signal, 1,800 rpm varying signal.  ILS: 20 channels 108.1-111.9 LOC, 329.3-335.0 GS; VOR: 108.0-117.95; Compass Locator: 200-415 kHz.
•	LOC transmitters 1,000 ft beyond departure end, GS transmitter 1000+-250 ft from approach end, offset 400-600 ft.  LOC 5-6 deg wide, GS 1.4 deg wide.  Middle marker @ 200 AGL, Outer Marker @ ~ 1,400.
•	GS flares 18-27 ft. above runway.  Can't fly it all the way in.
•	LDA=same as localizer, not aligned with runway (within 30 deg.)  SDF=like LDA, but can have course width of 6deg or 12deg.
•	TACAN: 252 Channels, 1,025-1,150 MHz DME, 962-1,213 MHz TACAN.  Coarse pattern=15 rps; 9-lobe=135 rps.  Detects phase angle between the two.  Can have 40-deg lock-on error, recycle to get correct sector.  DME may take up to 22 sec to lock a signal.  100 deg TACAN azimuth cone of confusion, DME cone insignificant.  Range fluctuations up to 1/4 nm are normal.
•	ADF: 190-1,750 kHz.  Seeks minimum signal strength.  25 deg off max=10%, 25 deg off min=50%.  Loop antenna detects, 180 deg ambiguity removed by non-directional sensing antenna.  Moves about one axis, hence dip error.
•	PAR includes a fixed height-finder radar to standard surveillance radar.  
•	UHF Homing Adaptor (in T-44): 225-400 MHz

FAR/AIM
Part 91
•	VFR Wx Mins: - B: 3 Mi/Clear of clouds, -C,D,E(<10k),G(Night): 3 Mi/500 below, 1,000 above, 2,000 horizontal, -E>10k,G>10k: 5 mi/1,000 above/below, 1 mi horiz., -G<1200: 1 SM/Clear of Clouds, -G(1200<x<10k): 1SM/500,1000,2000.
•	VOR: +-4deg test signal/ground, +-6deg air.
•	Descend below MDA/DH w/ runway environment in sight.  Cannot descend below 100 ft. on approach lights unless red end or side bars visible.
Part 135
•	Oxygen: Required above 12,000 ft., for more than 30 min 10-12k ft unpressurized.
•	Oxygen: If pressurized, use cabin alt for unpressurized rules.  25k ft.-35k ft.: Need quick-don masks readily available, or one mask on above 12k cabin altitude.  If one pilot leaves the controls >25k, other pilot has to wear a mask.  If >35k with both at controls, at least one has to wear mask.
Ch 1
•	If part of VOR/DME is broken, only operational part will ident.  DME idents like TACAN, VOR every 2-3 Sec.
•	DME is good up to 199 NM.
•	LOC is good to 10NM w/i 35deg, 18 NM w/i 10 deg.
•	Some LDAs have Glideslope.
•	ILS critical area: 800 ft/2 mi vis, no one allowed in when aircraft is inside FAF, except for a/c exitting runway.  (200 ft/2000 RVR: nobody  inside area at all.)  When WX better, need to call to keep clear when doing a coupled or autoland approach.
•	GPS needs 5 sats for RAIM (or 4 with baro-aid), 6 for fault exclusion (5 with baro-aid.)
•	GPS Freq: 1575.42 MHz.
•	RNP: 2 Enroute, 1 Dep/term, .3 Approach. 
•	WAAS allows LNAV/VNAV precision to 250 ft.  LAAS allows 0/0 performance.
•	PAR: 10 miles, 7 deg elev, 20 deg azimuth.  ASR: 360 deg.
Ch 2
•	Lights: ALSF-2, ALSF-1, SSALR, MALSR, MALSF (no rail), ODALS.  3000 ft for precision, 1,500 ft for nonprecision runways.
•	VASI/PAPI range: 3-5 miles (day), 20 miles (night).  Provides obstacle clearance within 4 NM and 10 deg of centerline.
•	15 mins for pilot controlled lighting.
•	Beacons: White/Green: Land; White/White/Green: Mil Land, White/Yellow: Seaport, Gr/Yell/Wht: Heliport.  Beacon on during day if Wx 3NM/1000 ft.
Ch 3
•	MTRs: VR route: Vis 5 mi., ceiling >3,000 ft.
Ch 4
•	UNICOM: 122.7-123.075 MHz.
•	ATIS Service Volume: 60 NM, 25k ft.
•	Transponder: required in Class B Veil: 30 NM.
•	AWOS Service Volume: 25 NM, 10k ft.
•	+- 5 degrees on holding entry sectors.
•	All Turns: 3 deg/sec.; 30 deg; 25 deg w/ flight dir; whichever is least.
Ch 5
•	Holding Airspeeds: MEA-6k:200, 6k-14k: 230, 14k+: 265, Navy: 230, AF: 310, climb-in hold: 310, All can be restricted to 175.
* Note: [GP] ICAO allows up to 280 kts holding in turbulent conditions, and 0.83M holding >34k ft.  
•	Circling: A:1.3, B:1.5, C: 1.7, D:2.3, E:4.5.
•	Visual Approach: 1,000 ft./3 NM.
•	Contact Approach: 1 NM/contact w/ gnd.  Must request.
•	Maintain airspeed +-5%, 10 kts.
•	Designated Mountainous Areas: Rockies->Pacific, Applachians.
Ch 6
•	AVEFAME: 6-4-1.
Ch 7
•	7-1-31: ICAO IDs: US K, AK PA, HI PH, Canada CU/CW/CY/CZ, Mex MM, Caribbean M or T, Puerto Rico TJ. 
PCG
•	FAP: FAF Not depicted, established inbound and descent can be made.

FIH
•	Ground Radar NORDO: 2 minute Triangles, L for R/T broke, R for T broke.  Fly two patterns, resume course, repeat every 20 mins.
•	Urgency: PAN PAN or XXX codeword.
•	Distress MAYDAY or SOS codeword.
•	121.5/243.0 keying for 30 sec. Will activate SARSAT.  Don’t talk for 15 sec.  
•	Interception min airspeed=210 kts, or else interceptor has to do circles.
•	[A-10/11]Emergencies: HEFOE 5 fingers.  Form hand signals.  Night: switch lights on/off.  Flashlights can be used.  
•	ALDIS lamps:  Steady green: T/O gnd, cleared to Land air.  Flashing green: taxi gnd, return to land air.  Steady red: stop gnd, give way air.  Flashing red: taxi clear gnd, do not land air.  Flashing white: return to starting point gnd, land here and proceed to apron (ICAO) air.  Green+red: extreme caution.
•	Hijacked aircraft will be intercepted from the rear.
•	Urgency to land: switch on/off landing lights.
•	RCR:23 dry, 12 wet, 5 icy.  19-25: 0-15% increase in landing roll.  13-18: 16-45%; 6-12: 46-99; 2-5: 100+%.
•	Lights: Centerline white, last 3000': 2000' red/white, last 1000' red.
•	NOTAMs: Website, or call Op WX Squad in your flight's AOR, or call FAA/Local agencies.
•	PMSV:  Call to get updated forecasts.  'Limited Service' means that they can only relay TAFs, METARs, warnings.  'Full Service' can give you a full forecast.  Radio call sign for PMSV is 'Metro.'  Service volume is 150 NM at 20k ft.
•	[D-15] Frequency pairing plan:  All TACAN channels are paired with VHF frequencies, to allow a VOR/DME aircraft to dial up TACAN DME (and DME hold it).  This happens when we dial up a VORTAC on VOR, but is transparent to us.  Paired freqs:  TCN Channel (1-126X,Y), LOC (108.1-111.95 MHz), GS (~330 MHz), VOR (108.0-117.95 MHz), MLS (~5075 MHz), MLS channel (500-698), DME A-G (~1100 MHz), DME G-A (~1000-1050, 1150-1200 MHz.)
•	QNH: Indicated altitude, actual elevation when on ground.  (Local baro-alt.)  QNE: Pressure altitude (29.92)  QFE(?):  Barometric AGL from station. (Field=0)
•	AWOS reports vis when <3 NM.
•	TWEB on some NDB, VOR.
•	HIWAS is broadcast on all emergency freqs by FSS, for any severe WX alert deemed necessary.  Will direct a change to HIWAS info freq (will be provided) for further info.
•	National WX Service/FAA WX:  Low IFR: >500/1.  IFR: 500-1000/1-3.  MVFR: 1000-3000/3-5.  VFR: >3000/5.
•	Approach Lights: 
•	 A: ALSF-2, 3000', thick red bars for Cat II ILS.
•	 A1: ALSF-1, 3000', same as ALSF-2, but w/o red bars.  Long white line.
•	 A2: SALS/SALSF: 1500' SALSF, with RAILs.  1000' SALS, no RAILs.
•	 A3: SSALR: 3000' w/ RAILS, Less lights than ALSF-1.
•	 A4: MALS/MALSF/SSALS/SSALF: 1400' w/ Flashers (MALSF, SSALF), 1000' without.  MALS/MALSF are medium intensity.
•	 A5: MALSR: 2400', MALS w/ RAILs.
•	 Crosshairs: ODALS: 1500', 360' sequenced flashers.
•	 Others: AF: Overrun centerline, AI: Centerline + Bar, B: US Config, BG: Left Single Row, BF: Center Row, BN: Former NATO Standard, BO: Center Row, BP: NATO Standard, BQ: Center + Double Row, BR: portable approach, BS: Center Row, E: Two Parallel Row, F: Left Row, G: Helicopter Approach Landing System.  I: AF Overrun, J: Calvert, M: Single Row Centerline, N: Narrow Multi Cross, O: Centerline (High Intensity), Q: Alternate Centerline/Bar, S: Cross, T: Center Row, U: Singapore Centerline, X: Centerline Crossbars.
•	Vis Glide Slope indicators:
•	 P: PAPI.
•	 V: VASI.
•	 V1: T-VASI.  Consider Crossbar GS indicator, make a cross.
•	 V2: PVASI.  Pulsates.  Steady white is good.  Pulsing w. is high, Red is low.
•	 V3: VASI w/ extra lights for jumbo aircraft.
•	 V4: Tricolor VASI: Amber is above, Green is on, Red is low.
•	 V5: APAP: Alignment of Elements system, uses wood panels, may be lighted.  Crappy.  Make a line with them.  You're the center element of 3.
•	 V: Low Cost VASI: Alignment of elements, but with lights.    Make a line with them.   

FTI
Ch 1
•	Climb Airspeeds: 0-10k: 150, 10-20k: 130, 20-25k: 120, 25k+: 110.
Ch 4
•	AP-1: Area Procedures, AP-1A: Special Use Airspace, AP-1B: Military Training Routes.
•	DD-175-1 Not required if IMC not anticipated as per SOPs.
•	Reserve: 10% or 20 mins max endurance at 10k ft.  Emergency: 30 mins.  Min fuel: Yellow Arc.
•	Flight Watch 122.0 below FL180.
•	Filing IFR: Avoid MOAs, Prohibited Areas, Restricted Areas by at least 3 NM.
•	Close flight plan at base ops or by calling FSS.  Cancel IFR is option, if enroute to mil field w/ departure message, you get flight following.
•	Civilian Field Ops: Ensure personnel are familiar with T-44.  Ensure Rudder lock is outif you can get towed.  Use VHF Freqs at civilian fields, to hear other traffic, minimize blocked calls.  UHF for same reason at mil fields.
•	Runway end crossing heights: 35' unless otherwise indicated.  Not a player with USAF/USN produced procedures.
•	Further holding instructions issued before 5 min prev. to hold.
•	MVAs provide same clearance as MSAs (1k/2k.) 
•	Established on course = +-5 VOR, TAC, NDB, off the wall LOC
•	ASR error may be up to 500' from rwy edges.
•	Can use GS within 10 NM, for descent even if not at GS Int Altitude.
•	MM cannot be sole MAP ident means.
•	Visual Approach: 1000'/3 required.  Airport/Previous a/c in sight, clear of clouds.  No missed, listen to tower or land ASAP.
•	Contact approach: 1NM Vis, clear of clouds, contact w/ gnd, pilot initiated.
•	Charted Visual Flight Procedures: 20 NM, VMC.  For Noise Abatement to specific runways.
•	Go-around button closes MAP GPS discontinuity, sequences to MAP.
•	Autopilot minimum alt = 200 AGL.  Clear ILS Crit Area for coupled approach.  30' max bank.
•	WX radar: 12" circular dish, 8deg beam width.  Good resolution is 3deg or less.  
•	Should avoid storm cells by >20 NM.
•	RNAV: Elevation in hundreds.  Make a straight line, define own fixes along line, RNAV them.
App. E
•	If fuel is introduced, motor at least 15 sec.
•	If hot start, reattempt at 85%.
•	RMI/HSI headings +- 5 deg
•	10 deg +- 3 deg on FD Test.
•	Altimters +- 75 ft of each other and field elevation.
•	RADALT Test: 50 +- 5 ft.
•	Needle/CDI max split (VOR/TAC): +- 4 deg.
•	VOR/TAC tests: +- 2 deg.
•	DME: 1/2 NM or 3%, whichever is greater.
•	Never hold or interrupt the landing checklist.

SOPs
•	Full Stop: Dry/VMC: 4000x75'  Wet/IMC/Night: 4000x100'
•	T & G: Dry/VMC: 4500x75'  Wet/IMC/Night: 4500x100'
•	SSE Full Stop: 4900x100'
•	Stud Solo: 4500x100'
•	T-44 Hot Seat: Fx Left Prop.
•	I4601 Complete: May consider T-44 dual piloted.
•	Closed Field Ops: UNICOM, no VFR pattern, make sure hardstand is manned.
•	No deactivation of systems in other than VMC.
•	VFR pattern: 1300'/3
•	Contact Solo: 1500'/3, 25 kt winds, 10 knot crosswinds.
•	Nav Solo:  400/1 takeoff, 3710 rules for the rest.

•	Rev Stg 2:
•	Watch Station Passage, DME can tick down and back up!!!  
•	Lesson 1: Back Yourself Up.
•	Lesson 2: STATION PASSAGE!  YOU LIVE ON THE TAIL.

•	Rev Stage 3:
•	Lesson 1: Make No-Hdg turns sacred.
•	Lesson 2: GET ON COURSE DON'T ACCEPT ERROR.
•	Lesson 3: DON'T TRIM FOR THERMALS!  (Use Trim Wheel)

•	Rev Stage 4:
•	Lesson 1: NO S-TURNS ON FINAL.  PUT IN CLEAN CORRECTION, HOLD IT.  CHECK HDG MORE OFTEN.