Week 3 (20-24 Feb 2006)

Well, Monday was a federal holiday, so I only had 4 days of school this week. Same morning routine with academics. I had my mechanics exam on Thursday morning, and it seemed very straightforward. I think I did well. We also had a new class.... Airplane Performance. I suspect this class will be just that. More to follow as I get into this class. I was on the flight schedule on Tuesday, but was cancelled because of weather. Same story on Wednesday. I wasn't on the schedule on Thursday, but I DID show up on the Friday schedule.

My first T-38C flight! My pilot was the Chief Flight Instructor at TPS, CDR Blake. He's a fellow longhorn! Graduated in the mid-80s with a BS in Mechanical Engineering. Really cool guy. We briefed the flight and walked down to the paraloft to get suited up. After a short delay for maintenance to fuel the airplane, we were walking out to the jet...Tester 12. The T-38C is a fairly easy jet to get in to. As long as the boarding ladder is hung on the side of the plane, it's a piece of cake. First thing I had to do was place my parachute in the ejection seat, secure it to the seat with two connections, connect my oxygen mask and comm cable, then jump into the jet. Once I got in, that's when I slide into the parachute pack, secure my mask to my helmet, and connect my G-suit to the airplane. The final step is to pull the inertia reel restraint straps over my check and connect them up to the 5-point harness.

Preflight checks out of the way, we taxiied out to Runway 32. Winds were gusting pretty good, but they were within the aircraft limits. CDR Blake let me taxi the aircraft to the runway. Taxi response was very sensitive! Once we got there, our final checks complete, we rolled onto the runway and pushed the power up to MIL. "Good checks, here we go..." With a release of the brakes, CDR Blake pushed the throttles to MAX (afterburner). I could feel the afterburners kick in as I watched the exhaust nozzle position go from nearly closed to almost full open. It didn't accelerate as much as the F-18 did, but it was still damn impressive! Once we were airborne and above 1000-ft, he handed me the controls and said "Give me a climbing right turn up to 35,000-ft."

"You want a MAX power climb?" I asked with a big grin. "Yep, just pitch for airspeed and keep us in the restricted area." "Roger that."

Wow... I was at 400 knots and what seemed like a 30-deg nose high attitude climbing like a banshee! "Ok, try to maintain around Mach 0.8" "Ok, will do." Easier said than done. As your altitude increases, your Mach # increases if you try and maintain a constant airspeed. I did it nevertheless.... Here's the cool part. We went from 1000-ft to 35,000-ft in just about a minute and a half! YES.... 1 minute 30 seconds to get to FL350. DAMN FAST! My ears were popping continuously.

So, why FL350? Well, because we are fuel limited with the T-38 (it doesn't carry much), any fuel eating maneuvers should probably be done first. That's what we were gonna do. I'm at the controls at M0.85, out of burners, leveled at FL350. "Ok, Pat, push 'em up to MAX, pitch about 2-3 degrees nose down and watch the Mach meter, oh and don't go below FL300."

Sweet...... I got to FLY the T-38 from subsonic flight, through the transonic region right up to Mach 1.1. That's all I could get out of it before having to level off and throttle back. Still, we were faster than sound! As we neared Mach 1 (and passed through it), the controls felt very light and sensitive to inputs. I watched the VSI and altimeter do a little jiggle accelerating through Mach and also decelerating through Mach. Other than that, it was actually very uneventful. No canopy vapor flash, no weird noises...nothing.

After the Mach run, we descended and performed a sustained 5G loop, and 5G pull turns. All good stuff! CDR Blake then demonstrated a bombing run technique. The ideas are simple....
FIND, FIX, TARGET, TRACK, ENGAGE, ASSESS....
First, FIND a target. In our case, a small island in the Chesapeake Bay
We placed an electronic mark on the target (via the onboard targeting computer), then rolled into the target in a descent. At 6000-ft we released the simulated bombs, and the onboard computer calculated our "simulated" results. Not too bad. We hit the target.

After the simulated bombing run, we did some aileron rolls. I did one that impressed me, but the CDR Blake said, "wanna see how fast this thing will roll?" Ok, the only reasonable response is "HELL YEAH!"

"OK, coming right in 3...2..1...mark."
"Ok, I'm ready go ahead."
"We're done." What????
It wasn't really like that but damn close. For all you aero nerds out there, you'll love this. We rolled a ful 360-degrees (wings level to wings level) in LESS THAN A SECOND!!!!! SHEEEIITTTTT!!!! It made me queasy, seriously... Only one, that's all I needed.

Headed back to Pax for a 60% flap touch and go, then a zero-flap touch and go, and a full-flap full-stop. The T-38 lands very fast! A 60% and full flap approach speed is about 160 knots (as fast as my Mooney will cruise). A no-flap landing is about 175 knots with a very flat approach (much less than the normal 3-deg glide slope).

We taxiied back to the TPS ramp and shut down. A 0.9 hour flight. What a great first ride of many-to-come for the T-38!

-Vanna

Week 2 (12-17 Feb 06)

Straightforward week. Still academics in the morning and miscellaneous things in the afternoon.
Monday we had a closed-book NATOPS exam for the T-38C Talon. Didn't get the results back, but I think I passed. Also had a brief on flying safety chase and photo chase flights as well as instrument ground school. The morning academics were exactly like college... class from 7-8, 8-9, 9-10, 10-11, 11-12 BUT it was in the same classroom each time. Academics this past week were Calculus, Report Writing, Engineering Mechanics, Airborne Systems, and Pitot-Statics.

On Wednesday afternoon, I found out I was on the flight schedule on Thursday (day 1 of flying for my class). The instructors are doing a lot of different things with class 130. For starters, I think I set a record by being the first civilian engineer to fly on day one. In the past, the engineers have always been LAST when it came to the flight schedule. Also different was the implementation of ORIENTATION flights. All the jet students would get their first flight in a helicopter, and all the helo folks would get their first flight in a jet.

SWEET! My first helo flight! TPS only has 3 helos to choose from (but I don't get to actually choose).... a TH-6B (Magnum PI helicopter), an OH-58C (Bell JetRanger), and a UH-60 (Seahawk). I was on the flight schedule for the OH-58C. Here's some specs on the OH-58...

Preflight was at 1330, with takeoff at 1530. Per TPS SOPs, I am not allowed to takeoff or land, but the instructor can allow me to fly once I'm above 200-ft AGL. My instructor was an Army CW4 with lots of time in helos. He walked me through the preflight, showed me how to strap in, and walked me through engine start procedures. After everything checked out, we hover taxiied to the helo pad at TPS. What a weird first-time feeling...hovering about 2 feet above the ground and slowly moving to a helipad. It was very cool...

After we lifted off and and as soon as the altitude was 200-ft, he said "Ok, she's yours.."
"WHAT??" I said, half expecting him to say 'just joking'...
"Yeah, you have the controls..."
A slight pause and "Ummm..ok I have the controls." "Roger, you have the controls."

So there I was... 250-ft and climbing. "Take us to about 1500-ft and nose it forward to get us 80-knots." Talk about a quick learning curve. Above 50-knots or so, the OH-58C flys similarly to a fixed-wing airplane. Once we reached 1500-ft he said, "Ok, slow us down to about 20-knots." Easier said than done. With a helo, any single control input requires inputs in all other controls. I'll give you an example...

I'm flying level at 1500-ft and 80-knots forward airspeed. I want to slow down to 20-knots forward airspeed but maintain 1500-ft altitude. To slow down I want to pull back on the cyclic (stick). This changes the lift vector of the main rotor to slightly aft, thereby slowing us down. The problem is 1) the lift vector now helps the drag to slow us down and 2) it's still pointing upward. Just pulling the cyclic aft would cause us to slow down but also climb. To keep from climbing, you have to lower the collective (equivalent of the throttles in a jet). This makes the main rotor generate less lift by changing the pitch on the blades. Easy right? Pull back the cyclic and lower the collective....easy...yeah... not really! Now, there is less torque on the helo, so the unbalanced torque effect is to cause the helo to rotate nose-left (for American-made helos only). How do you stop the yawing? The rudder pedals control the pitch of the tail rotor, which produces thrust to counteract the natural yawing generated by the main rotors. So, less torque means more right pedal. More torque means more left pedal. IT'S ALL ABOUT BALANCING THE EQUATIONS OF MOTION..... Physics baby, pure physics...

So, I finally get it figured out and slow to zero forward speed. Weird feeling. At a 1500-ft hover, we were actually moving backwards b/c I was facing into a 20-knot wind. It was cool to look down and see us moving backwards. Cooler yet, the doors were off the helo so I could actually lean out and see straight down below us. The unnerving part was feeling the helo bouncing around like a spinning top....just teetering there. You can actually feel that!

Anyhow, after learning how to transition from a hover back to forward flight, he had me start a descent back to Pax. This was easy... keep the same pitch attitude for the speed, just lower the collective and start a descent. Different from what I'm used to in a fixed-wing aircraft. We flew right OVER the solomons bridge back to Pax. As we got closer he took the controls and demonstrated an approach to a hover about 5-ft off the grass. We then took off again flew back around and setup a high descent approach to a hover. Once were were at 2-ft, he showed me slow forward, aft, and sideways flight (which is cool in itself). Then he rolled the throttle to idle to simulate an engine failure just above the ground. No sweat. We slowly settled on the skids.

Now, for the more interesting stuff. Autorotations!!! This is where you lose an engine and take advantage of the situation to safely land. At 500-ft he rolled the engine to idle. The ENGINE FAIL tone sounded loudly in my helmet. He lowered the collective and we started falling towards the ground at over 1500-ft per minute. About 50-ft from the ground, he pulled the collective slowly upwards and we slowed to just above the ground with a soft touchdown. Amazing...

The final part of my flight was demos of sloped landings and tactical maneuvering. We landed on a 6-deg slope both laterally and longitudinally (sideways and forward for those who have know idea what I just said). That was a weird feeling....I thought we might tip over, especially with the main rotor imparting lots of vibrations. Next, liftoff to about 50-feet, then steeply point the nose to the ground and pull collective to loose about 20-ft and gain about 40-knots forward flight. We skimmed the ground near the runway at about 5-ft, quickly approaching a row of trees. "Ummm....Umm.......Ummmmmmmmmmmmmm.." as I was beginning to wonder if we were about to be an expensive weed whacker. Just then he pulled the collective and we smoothly climbed over the trees. As soon as we cleared them, he quickly lowered the collective and we descended back to about 2-ft off the water (the pond on the other side of the trees). We zoomed down the shoreline, popping up to miss trees here and there, then back down to skim the surface. At the last line of trees, he yanked back on the cyclic and lowered the collective. My heart was racing. We stopped about 1-ft off the water and 30-ft from the trees...
"The mission of this helo in its day was to scout for the enemy. Here's how..."
We slowly popped just above the trees to take a look. All I saw was an empty field. "All clear.."

And then we climbed over the trees to head back home. "So, what did you think?"
"DAMN that was exciting!" "Good, I was hoping you'd like it. Take the controls and get us back home."

So I did....(twist my arm, eh?)

He landed at the helo pad, taxiied back to the TPS ramp, and set us down. With the engine running (blades turning) I unbuckled to get out and 'hot seat' with another classmate who was about to pilot HIS first helo as well....

Not a bad 2nd week. The only negative thing was the OPS Officer telling us we were NOT to take cameras on the aircraft. DAMN, no more cool pics to put on here. Oh well, I'll deal with it. Next week, my first T-38 flight! (HOPEFULLY)
-Vanna

Week 1 at a glance (6-10 Feb 2006)

Well, week 1 is in the history books. The week started off with check-in items, as you can read about in my Day 1 blog. Our academics began Tuesday. The four classes of study are Calculus, Mechanics, Pitot-Statics, and Airborne Systems. Each of these classes are one-hour long and began at 0800. We get about a 1-hr lunch break then start the afternoon training. Week 1 afternoon training was mostly learning about the T-2C Buckeye, taking an exam about the T-2C, and learning about the T-38C Talon (exam is next Monday). We also received an "course rules" brief by the Ops O regarding the airspace around Pax River, and procedures to enter and exit the airspace as well as preflight planning.
The week wrapped up with egress training for the T-38C, the T-2C, the F/A-18B, the C-12, the SH-60, and the TH-6. This weekend, nothing but studying the T-38C in detail and prepping for my Monday exam....

So, quite a few peple have asked me what exactly IS test pilot school. I'll delay the official answer until I graduate, but in the mean time, check out the definition of a test pilot, and it might help clear some questions up. FLY NAVY!

Looking forward to Week 2!!!
-Vanna

Day 1 - Here we go!!!

Wow, it's actually the first day of TPS! How exciting! The day started with briefings from higher-ups all the way down to the local TPS instructors. That was the first half of the day. Lots about being safe, welcome to TPS, what is expected of us, what is UNSAT (that's unsatisfactory). We were given our syllabus for the year, and this week's schedule of events. Day 2 will be academics, starting with math (calculus).

After spending a nice lunch with a few of my classmates at the O-club, we headed back for the afternoon events. Easy events... we had to meet with the IT guys who made sure our computers were set up, synchronized, and ready to go. Next were individual photos for the class roster. A few doors down we had to strip down to our shorts and t-shirts for the anthropometric meaurements. Basically, can I fit into a cockpit. They don't tell you the results but I'm pretty sure I fit. Finally a swing by the flight surgeon (Doc) to make sure everything was squared with her. Good to go...

HERE WE GO! FULL THROTTLE! Class starts for me at 0800, but I'm there by 0730 to get ready. For the first few weeks (except this week) the schedule will be academics in the morning, followed by miscellaneous items in the afternoon, then I go for my 3-mile run (every day). As we get further into the semester, the schedule will break down to academics in the morning, flying in the afternoon, writing reports and such in the evening, studying until midnight.

So, speaking of studying...off I go. Gotta go memorize the EPs (emergency procedures) for the T-2C. I'll try to post at least once a week, so the best time to check will be Mondays.

Pre-week

The week of 30-Jan thru 3-Feb-2006 was known as pre-week. It was the week prior to the official start of class. During this week, I had to go through the new student check-in process. There are a lot of things that have to happen. They give you a check-in card that tells you where to go and who to see. Once you see those folks, they have to initial off on your card and then you move on to the next item. Not a hard process, just time consuming.

On the first day I met a few of my classmates and we headed down to TPS maintenance. They gave us a "seat checkout" which basically means we are now qualified to sit in an ejection seat. In order to get this, they taught us the details of the ejection seat, how to SAFE the seat, how to ARM the seat, and the bad things that can happen if you don't do a preflight check of the seat.

Next on the list, actually get into a T-38C and T-2C to see the cockpit layout and go through our NATOPS (equivalent of a pilot flight manual or operating handbook in the civilian world). This was my first time sitting in a T-2 and T-38. Very different jets. The T-38 was easy to get in and out. Trying to get into and out of the back seat in the T-2 was a pain. The canopy hinges right behind the seat, so you just about have to squeeze in to get in. I suspect you'll hear more about this once I start trying to get into the T-2 with all my flight gear on.

The rest of the week was academics. Get my books, start going through the open book exams for the T-2 and T-38, study the emergency procedures, and learn the aircraft systems.