A6.1. Overview. This attachment is provided to supplement Pilot Instructor Training (PIT) syllabi courses to offer a pool of techniques and visuals. The techniques in this attachment are not all encompassing. Pilots performing duties from the Rear Cockpit (RCP) will follow procedures IAW AETCMAN 11-2T-6V1 and AFMAN 11-2T-6V3. (T-2)

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A6.2. Rear Cockpit Introduction. Flying from the RCP provides new challenges especially with the lack of 10 o’clock to 2 o’clock visuals due to the FCP ejection seat and pilot, especially during short final and in the flare. Flying from the RCP involves learning new techniques and using different visual cues to accomplish the same maneuvers in the preceding chapters. The intent of the techniques and visuals in this attachment is to give a basic standard for PIT syllabi at JBSA- Randolph, Sheppard AFB, and those certified PIT instructors teaching in-house PIT. Flights will not be conducted from the RCP solo.

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A6.2.1. Seating Position in the Aircraft. Seating position is important and should be the same on every flight to ensure that visual references remain reasonably the same for every flight. When sitting comfortably, the bottom glareshield/“eyebrow” light panel should be right on top of the bright/dim switch on the EADI display. This is a common starting point for RCP seat height from which adjustments can be made.

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A6.2.2. As a general rule, make sure the top of your helmet is below the canopy breaker to ensure adequate clearance for the canopy breaker during ejection (e.g., fist distance above helmet). Adjust the rudder pedals to allow full travel of the rudder and associated wheel brake with the heels raised slightly off the floor. During strap-in, ensure there is enough length with minimal slack in the leg restraint lines for full rudder deflection.

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A6.3. Ground Operations. Performing ground operations from the RCP relies on a knowledge of what is in the FCP. Minimal switches and circuit breakers are in the RCP and an IP must be able to talk a student or new pilot onto where the correct switch or circuit breaker is at. Some checklists, like the overspeed governor check, must be run and completed from the front cockpit.

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A6.4. Takeoff. . There are two major differences when performing the takeoff from the RCP. The first is the lack of sight directly in front of the aircraft and the reliance on the pilot in the FCP to call out birds or hazards in the vicinity. The second will be the takeoff pitch picture as the nose cannot be seen from the RCP. The view from the RCP at 10 degrees nose high for takeoff can be seen in Figure A6.1. The top of the eyebrow lights or the bottom of the magnetic compass are approximately on the horizon would indicate approximately 10 degrees nose high.

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A6.5. Climb. Climbs can be performed the same as if one is flying from the FCP. The lack of view ahead of the aircraft cannot be helped and the RCP must rely on the FCP to aid in clearing for hazards. Examples RCP views while climbing at 140 KIAS and 180 KIAS can be seen in Figure A6.2 and Figure A6.3. For 140 KIAS climb, the horizon is approximately even with the top of the EADI. For a 180 KIAS climb, the horizon is approximately level with the caution and warning lights.

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A6.6. Level flight. From the RCP, different outside visual cues allow for various airspeeds for level flight. Common level flight airspeeds are 200 KIAS, 150 KIAS, and 120 KIAS. Level flight at approximately 200 KIAS from the RCP has the horizon on the top of the AOA indexer (see Figure A6.4.). For level flight at approximately 150 KIAS (such as for holding), the horizon is at the top of the FCP seat headbox (see Figure A6.5.). For level flight at approximately 120 KIAS (configured), the horizon is at the top of the magnetic compass, see Figure A6.6.

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A6.7. Turning. Turns from the RCP should be performed the same as from the FCP but using other visual cues. Instead of the TAS antenna like the FCP, the RCP pilot can use the FCP seat, canopy breaker, air vents or other techniques based on seat height. Figure A6.7 shows what the view is like for 30, 45, and 60-degree bank turns.

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A6.8. Contact and Instrument Maneuvers. For most flight in military operating areas, very little will change with contact maneuvers and aerobatics. All the procedures are the same as stated in earlier chapters, but various outside references may be used to allow for completion of those maneuvers flown. In instrument conditions or when performing instrument style maneuvers, eyes should be inside on the instrument panels so there should be no differences when flying these from the RCP.

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A6.9. Formation. Flying formation has a several different visual references when flying from the RCP. The few extra feet behind the FCP pilot will cause the RCP pilot to need to use different visual cues when flying as number 2 in a formation to maintain proper position in relation to number 1.

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A6.9.1. Close Formation (Fingertip). Fingertip is flown with the same expertise and techniques in the RCP as it would be flown from the FCP. The major difference is how the RCP will be aligned to have proper stack, line, and spacing. The proper stack (up and down) in reference to number 1 will still be the engine exhaust stack on top of the number 1’s closest wing. The primary longitudinal or line (fore and aft) position is to bracket number 1’s engine exhaust stack between the pitot tube and the fuel vent. Number 2’s primary reference to maintain proper lateral spacing (distance between number 1 and number 2) is when number 2’s RCP pilot is aligned with the double row of rivets on the rudder and the elevator hinge (Figure A6.8.).

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A6.9.2. Crossunder. The objectives and procedures for the crossunder are the same when flying from the RCP as explained in Chapter 9. The visual references are different to ensure nose tail separation from number 1. After moving back and down below number 1’s POM, and a small HCA has been created the view from the RCP should look like Figure A6.9. From the RCP, look for a little space above the front canopy bow. The RCP pilot can also look for the UHF/VHF antenna at or just below the belly of the aircraft. Look for number 1’s wingtips on the rear canopy bow to assure proper clearance. If number 1’s wings extend beyond the rear bow, number 2’s aircraft is too close to number 1.

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A6.9.3. Close Trail. Close trail spacing is one to two aircraft lengths (nose to tail) behind number 1, just below number 1’s wake turbulence and prop wash. To prevent encountering wake turbulence, avoid flying high in the close trail position. To maintain proper position, use the same procedures for as discussion in Chapter 9. The visual references from the RCP will be easier as there are most objects to help judge position and closure relative to number 1. From the RCP, a small space between the front canopy bow and the number 1 aircraft can be seen. Number 1’s left wingtip should be vertically aligned with the AOA indexer. As an additional reference, you can check the front seat canopy breaker on the tip of the right horizontal stabilizer (Figure A6.10.).

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A6.10. Patterns and landings. The RCP lacks good visibility from the 10 to 2 o’clock position. While flying in the pattern, the majority of the RCP pilot’s time should still be looking outside for ground track, other aircraft, runway environment, and various hazards. The procedures and outside references for level flight, level turns, and other pattern procedures can be found earlier in this publication.

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A6.10.1. Short Final. When on short final, make sure that all appropriate checklists are complete, gear is down and locked, your aircraft has clearance, and no conflicts are present on the runway. During this time a pilot must also line their aircraft up with the correct runway. Without direct line of sight straight ahead the RCP pilot must use more peripheral sight and what is visible in the runway environment, such as taxiways and lighting, can be used along with leaning to the side to get a better view. As the runway gets closer, the RCP pilot will be able to use the peripheral sight to see the runway and the ground rush prior to the flare. Perform normal short final procedures and techniques IAW T.O. 1T-6A-1 and this publication.

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A6.10.2. Flare and Landing. Basic procedures for flare and landing are the same for the RCP pilot. The differences will be in how the RCP will view shifting the aim point to the EOR. The RCP pilot will not be able to see the EOR and must rely more on the left and right peripheral view as power is reduced and back stick pressure is applied. Continue power reduction throughout the flare and base the rate of reduction on the aircraft’s total energy. The flare picture (Figure A6.11) is the same as for takeoff, approximately bottom of the magnetic compass or top of the eyebrow lights. Perform flare and landing IAW T.O. 1T-6A-1 and this publication.

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