C 17 Airland Quick Reference & Study Guide: For REFERENCE Use Only

»For REFERENCE Use Only«
C‐17 Airland
Quick Reference &
Study Guide

Organized by Kenny Hamlett
Hickam AFB, HI
August 2008

**A significant portion of this study aid was taken directly from source docs but never
reference this study aid for emergencies or any other aircraft operations. **
For suggestions or errors – please email QRG@hamletthouse.com

C‐17 Airland Quick Reference & Study Guide
(Major Sections Listed)
GENERAL AIRCRAFT………………………………………………………………………………………………………..…3
Cargo Configurations…………………………………………………………………………………….……………………...6
Fuel System…………………………………………………………………………………………………………………………6
Electrical System………………………………………………………………………………………………………………….9
Hydraulic System……………………………………………………………………………………………………………….11
Landing Gear………………………………………………………………………………………………………………….… 12
Braking System………………………………………………………………………………………………………………….12
Flight Controls…………………………………………………………………………………………………………………...12
Engines…………………………………………………………………………………………………………………………..….13
APU…………………………………………………………………………………………………………………….……………..15
Fire Detection …………………………………………………………………………….......................................................16
Environmental System…………………………………………………………………………………………………….…16
Anti‐Icing/De‐icing…………………………………………………………………………………………………………….18
GPWS/TAWS…………………………………………………………………………………………………………………..…18
TCAS………………………………………………………………………………………………………………………………….18
Defensive Systems……………………………………………………………………………………………………………...19
Weather Radar…………………………………………………………………………………………………………………..20
Aircraft Lighting…………………………………………………………………………………………………………………21
Oxygen System….……………………………………………………………………………………………………………….23
Emergency Equipment……………………………………………………………………………………………………….27
1C‐17‐1‐1….……………………………………………………………………………………………………………………….28
Mission Computer……………………………………………………………………………..……………………………….32
PROCEDURES ……………………………………………………………………………………………..……………………37
Boldface & Critical Procedures……………………………………………………………………………………………37
Checklist Notes…………………………………………………………………………………………………………….…….38
Landing Notes……………………………………………………………………………………………………………………42
Adverse Weather………………………………………………………………………………………………….……………44
Taxi Notes………………………………………...……………………………………………………………………………….45
Backing Notes………………………………………………………………………………………………………….…………46
Cold Weather Ops…………………………………………………………………………………………….…………..…….49
Hot Weather Ops………………………………………………………………………………………………………………..51
SPRO………………………………………………………………………………………………………………………………….51
STRATEGIC OPERATIONS………………………………………………………………………….…….……………….52
Coast Out Check…………………………………………………………………………………………………………………54
Weight Bearing…………………………………………………………………………………………………………………..56
Deviation Codes………………………………………………………………………………………………………………....58
Form 781…………………………………………………………………………………………………………………………..59
11‐2C‐17, Vol III………………………………………………………………………………………………….……………..59
11‐208………………………………………………………………………………………………………………………………83
RVSM & Oceanic Flight……………………………………………………………………………………………………….84
1801………………………………………………………………………………………………………………………………….92
Julian Calendar….……………………………………………………………………………………………………………….93
Aerial Refueling………………………………………………………………………………………………………………….96
HAZMAT………………………………………………………………………………………………………………………….109
TACTICAL OPERATIONS….……………………………………………………………………………………………...112
Tactical Maneuvers…………………………………………………………………………………………………………..112
Assault Landings………………………………………………………………………………………………………………122
NVG Notes…………………………………………………………………………………………………………………….….122
Low Levels……………………………………………………………………………………………………………………….124
Threat Guide……………………………………………………………………………………………………………………129
13‐207…………………………………………………………………………………………………………………………….132
ACDE/AERP……………………………………………………………………………………………………………………..135
INSTRUMENTS……………………………………………………………………………………………………………..…137
Weather…………………………………………………………………………………………………………………………..137
Instrument Flight……………………………………………………………………………………………………………..146
Instrument Approach Procedures (CAT II)……………………………………………………………………..…148
11‐217 Vol I……………………………………………………………………………………………………………………..149
11‐217 Vol II……………………………………………………………………………………………………………………168
11‐202 Vol III…………………………………………………………………………………………………………………..172
GP……………………………………………………………………………………………………………………………………180
AP……………………………………………………………………………………………………………………………………181
FIH…………………………………………………………………………………………………………………………………..186
IAP Symbols…………………………………………………………………………………………………………………….190
IFR/VFR Chart Symbols……………………………………………………………………………………………………194
11‐218…………………………………………………………………………………………………………………………….197
‐ 2 ‐ August 2008

GEN ACRT
GENERAL AIRCRAFT
C‐17 NUMBERS
Oil System Limits 48’ radiation hazard off nose (radar antenna)
Minimum oil pressure 70 psig Jet blast – 68 MPH @ 338’ away
Oil press on GND (red) 0‐70 psig Reference datum – 80.5” forward of nose
Min oil press in flight 80 psig Cargo FS – 347‐1165, Ramp – 1165‐1403
Oil temp (normal) 39‐162°C LEMAC‐ from RD to MAC (309.5”), FS 793.6
Oil temp (low caution) 0‐50°C CG limits – 26.2‐42.4 MAC
Oil temp (high caution) 163‐176°C Airspeed/Mach
Oil temp (max) 177°C Gear extend 250/.62
Min oil temp for takeoff 50°C Gear retract 225/.62
Oil capacity 28 qts total, 23 qts usable Slats (extend) 280/ .62M
ENG OIL ABNORMAL @ 4 qts Slats (retract) 270 / .62M
ENG OIL PRESS X < 70 psi Thrust rev (flight) 350 / .825M
Hydraulics Thrust rev (ground) 182.5
Normal quantities – 7,11,7,7 Max speed 300 / .825M (when a/c fuel < 16k)
Min Hyd Temp (T/O) – 7° C Flaps ½ 250 / .62M
Normal Pressure – 4000 psi Flaps ¾ 190 / .62M
Max Pressure – 4200 psi Flaps full 175 / .62M
Aux Pump Pressure – 3850 psi Cargo door/ramp 250
Prim/Sec Low – 3400 psi Troop doors/air deflectors 250
Aux Pump Low 2200 psi Pilot’s clearview windows 205
Brake Limits Max taxi speed (paved) 40
Normal (green) ‐99‐650°C Max taxi speed (unpaved) 30
Caution (yellow) 651‐750°C 20 kts max taxi when greater than 490k lbs
Warning (red) 751°C & abv GW or 165k lbs of fuel
Min Brake Pressure – 1,000 psi Tire Placard Speed – 182.5
Alt Brakes in use <2500 psi 2.1 G – Clean @ 585k lb
Max Brake Temp for assault (trng) – 150°F 2.35 G – Clean @ 549
Fuel system 2.85 G – Clean @ 423
Quantity (outbd tanks) ‐ 37,862 lbs Wind limits (T/O or Ldg)
Quantity (inbd tanks) ‐ 52,470 lbs Max headwind 40 knots
Total (non‐ER) – 180,664 lbs Max crosswind 30 knots
Quantity (outbd tanks w/ER) – 37,924 lbs Max tailwind 10 knots
Quantity (inbd tanks w/ER) ‐ 84,680 lbs Extension/retraction times
Total (ER) – 245,208 lbs Flap extension 2 deg/sec
Usable Fuel Capacity w/o ER 26,986 gal Flap retraction 3 deg/sec
Usable Fuel Capacity ER 36,508 gal Gear extension 17 sec
Max imbal btwn wings 8,000 lbs Gear retraction 13 sec
“LOW FUEL” 16,000 lbs Nose wheel steering
“FUEL QTY X” 4,000 lbs Don’t exceed 20°nws >490,000, 20 kts taxi
Auto fuel anti‐ice down to ‐40°F Rudder pedals 10° +/‐ 2
No brake before NG TD if fuel >165k# Tillers 63°+/‐ 4
unless ER tanks < 4000# Direction of failed system 23° +/‐ 4
28,000 Inboard XFER pumps ineffective Aircraft Weights (normal planning)
13,000 Auto schedule of E/R tanks cease Backing (2° slope, SL, 90 °) 586,000
12,000 Outboard XFER pumps ineffective Operating Weight w/o ER 276,500 lb.
Fuel dump auto stop 20,000 lbs Operating Weight ER ‐ 282,500 lb
Fuel dump rate 6,700 ppm Maximum Payload ‐ 170,900 lb
5,000 +/‐ 1,000 ‐ tank fuel dump shutoff Maximum Ramp Weight ‐ 586,000 lb.
4,000/tank: deck angle/lateral G critical Maximum Landing Gross Weight ‐ 585,000 lb.
1,000 Per tank: deck angle limited to +/‐ 3° Design Landing Gross Weight ‐ 435,800 lb.
Pressurization & Oxygen Max full‐flap GW 502,100
Max Cabin Diff Press – 7.8 psi Max zero fuel weight 447,400
Crew Oxy Pressure – 285‐430 psi Max SPAM GW 447,000
Crew Oxy Quantity – 25 liters Max SPAM GW (cargo=E) 435,000
Troop Quantity – 75 liters x 2 Max fuel SPAM OPS 92,000
Airevac min Oxy Quantity – 100 liters Engine RPM & Start
“CREW OXY LOW” – 5 liters 60+/‐5 N1 RPM (idle) 24+/‐ 3%
Miscellaneous N2 RPM (idle) 60+/‐ 5%
70 Kts – gust limit for control surfaces MAX (5 min) 655 °C
Thrust (STD, SL, 87°) 40,400 lbs MAX trans (5 sec) 670 °C
Eng start‐2 consec then 15min cool, 10 INT 625 °C
min thereafter (max 5 starts/hr, 1 hr cool) INT trans (5 sec) 640 °C
APU start ‐ up to 1min, 5 min btw, 4/hr MCT 625 °C
Service Ceiling ‐ 45,000’ Caution abv MCT (5min) 625‐654 °C
August 2008 ‐ 3 ‐


Reverse 655 °C
Max EGT Starting 495 °C
Idle/rev idle (bleeds on) 490 °C
Idle/rev idle (no bleeds) 460 °C
Min Oil Pressure – 70 psi
Min Oil Quantity – 4 quarts
Fuel on – 18‐24% N2
Starter cutout – 51% N2
Pullout starter by – 55% N2
Motor engine to below 190 C
AC pack off by (if disag) – 20% N2
Min air press (APU) – 20 psi
Crossbleed – 25 psi
External Air – 30 psi
Donor eng for crossbleed – 70‐75% N2
TOLD
Lineup dist static TO – RWY – 250’
Standing/Rolling TO – RWY – 350’
RCR dry runway– 23
RCR wet runway – 12
RCR icy runway – 5
Min RWY length (greater of) CFL or 3500’
Emergencies
3 eng climb schedule – 250 to 270/.66
Bailout A/S min alt – 135/2000’ AGL
Max a/s alt in mech – 290/.72 – 20,000
KCAS loss of all gen – 250 KCAS
Min A/S airstart – 250/10% N2
Min starter assist – 180/10%N2
Max EGT airstart – 655 C
Two eng app – Flaps ½ and 0/8
Limit ‐250 (clean) & 200 (config) in/MECH
OPERATIONS
Min alt for A/P on– 200’ AGL
Min alt for A/P off – DH/MDA
Min runway length – 3500’
Min runway width – 90’
Min taxiway – 50’
Min star turn – 90’
Min turn radius – 116’
Norm turn radius – 143’
Max crosswind T & G – 25 knots
Min RVR operational TO – 1200’/1000’
Min RVR training TO – 1600’
Mins w/o full flight inst – 300 & ¾ /40
TACTICAL
Tac Descent AS – 320/.80
Min Alt Tac Descent (tng) – 5000’ AGL
Level off initiate by 2000’ above alt
Min FOM<MSA – 5
Min combat offload length – 1000’/
1500 desired
A/R
RZ speed > 3 NM – 340 kts
RZ speed 2‐3 NM – 310 kts
RZ speed 1 NM – AR + 20 kts
RZ speed ½ NM – AR + 10 kts
AR speed KC‐10 – 285 kts
AR speed KC‐135 – 265 kts
Max AR speed – 310 kts
Min AR speed – Vmma
Breakaway – Idle/SB
‐ 4 ‐ August 2008


Cargo Compartment
¾ Cargo Compartment – 18’ wide, 12.3’ in height, and 88’ long.
¾ 102 ground troops or paratroopers with equipment or 36 litter patients with 102 seats for
ambulatory/medical crew
¾ Ramp controlled by #2 hyd system
¾ 54 sidewall seats, 27 on each side of the cargo compartment.
¾ The centerline seat kit contains eight individual, six‐seat modules for a total of 48 seats.
¾ The aircraft may be configured with up to 9 pallets of palletized seats for an additional 135
seats. Each seat pallet may be configured with up to 15 seats.
¾ The Logistic Restraint Rail System (LRRS) consists of symmetric left and right rails aligned
with the centerline of the aircraft. Each system (left or right) has two rows of rails, inboard
and outboard, each consisting of seven restraint rails on the cargo floor and five restraint
rails on the ramp. The rails, with their associated locks and retractable vertical restraint
lips, are integral with the cargo floor.
¾ LRRS: 14 ‐ 463L pallets on cargo floor and 4 on ramp.
¾ ADS – single row 9 pallets centered
¾ Ramp max is 40k’ lbs
August 2008 ‐ 5 ‐


¾ Ramp blowdown may not function if the weight on the ramp exceeds 20,750 pounds.
¾ 463L pallet – 108” x 88” x2.25”
¾ Roller types – bi‐directional, omni‐directional, single & quad teeter
¾ 295 tie‐downs (25k lb load), MB‐1 = 10k lb, MB‐2 = 25k lb, straps 5k lb (20’), six strap
storage on left/ 4 on right
¾ Ramp positions: 9 degree/gnd level, 5 degree/down slope, 3.8 degree downslope, coplaner
(for loader)
Cargo Configurations (See 112C17V3 Add A)
¾ AE‐1 ‐ This configuration offers 9 litter spaces and a total of 54 seats. A minimum of 10 seats
are required for aeromedical evacuation crew members. Two HCU 6/E pallet positions are
available in the cargo ramp aerial delivery system (ADS) rails.
¾ AE‐2 ‐ This configuration offers a comfort pallet, 36 litter spaces, and a total of 54 seats. A
minimum of 10 seats are required for aeromedical evacuation crew members. Two HCU 6/E
pallet positions on the cargo ramp are available in the ADS rails.
¾ C‐1 ‐ Provides for 11 HCU‐6/E pallets in the ADS rail system. A maximum of 54 seats is
available when using this configuration.
¾ C‐2 ‐ Provides a clear cargo floor for loading of general cargo and/or rolling stock loads.
Provides a maximum of 54 seats.
¾ C‐3 ‐ Provides for 18 HCU‐6/E pallets in the logistic rail system. No seats are available in this
configuration.
¾ P‐1 ‐ Provides for a comfort pallet, 102 seats and 4 HCU‐6/E pallets on the cargo ramp.
¾ CP‐1 ‐ Number of seats are based on number of HCU‐6/E pallets airlifted.
¾ ADP‐1 ‐ Provides 54 seats for paratroopers, a clear cargo floor for loading nine HCU‐6/E
pallets or rolling stock loads, and 4 pallet positions on the cargo ramp.
¾ ADP‐2 ‐ Provides a comfort pallet, 102 seats for paratroopers, and 4 HCU‐6/E pallet
positions on the cargo ramp.
¾ ADP‐3 ‐ Provides a comfort pallet, 102 seats for paratroopers, and space for up to 8 A‐21/A‐
22 containers on the cargo ramp.
¾ ADC‐1 ‐ Provides for airdrop of platform loads.
¾ CDS‐1 ‐ Provides for airdrop of 2 to 40 A‐22 containers in a double stick or 1 to 20 A‐22
containers in a single stick.
¾ DV‐1 ‐ Provides a comfort pallet, 80 aft‐facing seats secured to 8 pallets and 54 troop seats
for a total of 134 seats. Four HCU‐6/E pallet positions are available on cargo ramp.
¾ SD‐1 ‐ Used for static display.
Aeromedical
¾ 54 total pax/27 per side with an additional 6 center seat modules (48 centerline seats),
stowed on ramp for a total of 102
¾ If carrying floor litters, FL250 is highest altitude
¾ 48 floor litter limit
¾ Blood temp is 35‐80 F
¾ Max 12 coffins per pallet (vertical stack)
Airframe
¾ The Externally Blown Flap (EBF) concept for powered lift is based on extending the flaps
into the engine exhaust to interact with and deflect the exhaust stream downward. This
converts some of the engine thrust to lift and results in a unique flight path and airspeed
response compared to a conventional aircraft. With powered lift, thrust controls flight path
angle and aircraft attitude controls speed. This technique for control is commonly referred
to as a backside approach.
¾ The winglets were adapted as a result of clearance involving turning radius and parking
maneuverability. They reduce the required wingspan for the same amount of lift.
¾ The nacelle strakes improve wing aerodynamic efficiency and the fuselage strakes reduce
cruise drag.
¾ The digital CVR system stores 2 hours of audio in solid state memory. The entire 2 hours is
stored in a low quality format in one memory location and the last 30 minutes is stored in a
high quality format in another location.
¾ The SFDR contains sufficient memory to provide the last 30 minutes of potential mishap
related data for approximately 270 aircraft parameters.

FUEL SYSTEM
Fuel System Components
¾ 4 integral wing tanks
¾ 8 boost pumps
¾ 4 transfer pumps
¾ Air and ground refueling system
¾ Jettison System
¾ Dual channel quantity indicator
‐ 6 ‐ August 2008


¾ Tanks No. 1 and No. 4 (outboard tanks) have an outboard and inboard compartment which
feed from inboard to outboard and then to the engine. Tanks No. 2 and No. 3 (inboard tanks)
have aft and forward compartments with fuel flow from the aft to forward compartment
and then to the engine.
¾ Left and right E/R tanks in the center fuselage have forward and aft compartments that
function as extensions of the inboard (main) tanks. Fuel flows outboard from the E/R tanks
to the inboard tanks then to the engine. Fuel is transferred automatically from the E/R
compartments into the main forward compartments using two large jet pumps energized
by two E/R electric transfer pumps.
¾ Fuel Channel A is normally powered by the Battery Bus. Channel B is powered by DC Bus 3.
Failures in one channel does not affect the other channel.
¾ Failure of a selected FQC channel (A or B) is indicated by dashes displayed on the FSP (all
tank indicators) and a blank Total Fuel Indicator (TFI) when that channel is selected.
¾ Ground refueling (approximately 1,100 gpm) or defueling (approximately 200 gpm)
normally is done by using the SPR system although over the wing fueling is available
¾ Cross Feeding – open donor crossfeed valve, open separation valve (if necessary), open
destination crossfeed valve, turn off destination pumps

¾ The On Board Inert Gas Generating System II (OBIGGS) generates Nitrogen Enriched Air
(NEA) for use in the fuel tanks. The NEA is used to reduce the oxygen concentration below
the ignition point in the vapor area (ullage) above the fuel in the tanks. NEA is generated by
passing pressurized air through a catalyst that extracts oxygen from the air by a chemical
process leaving it enriched with nitrogen. Oxygen quality is too poor when temp < 0°C
¾ 4 air separation modules for each half‐system located under the cargo compartment floor.
Each module ‐ 5 cylinders filled with thousands of hollow permeable membrane fibers.
Oxygen molecules are progressively removed as the air passes through the length of the
fiber. Nitrogen‐rich product gas is collected at the opposite end of the cylinder and ducted to
the fuel tanks. The oxygen‐rich waste gas is exhausted overboard. The air separation
modules have no moving parts.
¾ The entire OBIGGS system automatically shuts down when the following conditions exist:
o The throttles are advanced for takeoff (automatic shutdown for 5 minutes).
o Engine No. 2 and No. 3 is in reverse thrust (automatic shutdown for 1 minute).
o Airspeed greater than 80 knots and the landing gear is not up and locked.
¾ Hyd #2 powers left OBIGGS
¾ Hyd #3 power right OBIGGS
¾ Long Flights – flights greater than 3 hours will provide 20,000’ of descent w/protection
¾ Short Flights – flights shorter than 3 hours – accumulate at least 35,000’ of descent

¾ Switches that disable the auto fuel management schedule
o L/R masters – OPEN
o Fuel Dump valves – ON
o Separation valve – OPEN
o X‐Feed valves – OPEN
o Fill valves – ON
o Eng Shut Off switch – OFF
Note: At inboard tank fuel quantities of approximately 38,000 lbs, fuel slosh against the auto
management float switches may cause the transfer pump remote control circuit breakers in
the left and right EPC’s to audibly chatter.
¾ With less than 4,000 lb of fuel per tank, deck angle and lateral g become increasingly more
critical. Below 1,000 lb per tank, deck angle should be restricted to +/‐ 3 degrees and
lateral g maneuvers should be minimized so as not to cause boost pump cavitations and
engine flame out on approach. If an inboard tank Schedule Light appears on the overhead
panel, the limitation on that tank should be increased by 1,000 lb.

August 2008 ‐ 7 ‐


Distribution

‐ 8 ‐ August 2008

ELECTRICAL SYSTEM
Operating Modes
¾ Split Parallel – normal operation mode (Use 1 gen tie bus per side to run 2 gens parallel)
¾ Parallel – ties both sides together through the AC cross tie relay
¾ Isolated – each generator and generator bus operate independently of the other
Emergency busses
¾ Battery Direct bus – hard wired to battery
¾ AC/DC Emergency buses
o DC hard wired to battery
o AC bus hard wired to battery through static inverter
¾ AC/DC Transfer buses – powered by respective emergency bus
¾ Battery powers DC/AC Emergency Bus, Battery Direct Bus and Battery Bus directly
¾ Direct bus powered regardless of battery sw pos…bailout, fire protection, SPR (some)
function, FCC‐emergency
¾ In the event normal power is lost to the AC/DC Emergency Buses (For AC ‐ Gen Bus 2 or 3
backup; DC – TR1 or TR2), the emergency power system will activate. This will cause the
Batteries to directly power the Battery Direct, Battery and DC Emergency Buses. The AC
Emergency Bus feeds the AC Transfer Bus. The DC Emergency Bus feeds the DC Transfer
Bus.
¾ AC/DC avionics buses sw only op on gnd, WOW disables inflight
¾ Static inverter converts DC to AC for AC emergency bus
¾ Load Shedding – 90 deg for more than 5 min ‐ Auto load shedding of AC/DC Avionics buses
is precluded in flight or when on or more engine is running
o AUTO enables automatic load shedding in the event of an overtemp
o OFF removes power from the buses only on ground and no engines are running
o ORIDE only for operational necessity overrides the sensor and disable the automatic
ability to turn the buses off.
¾ External power – 115/200 volts AC, 400 cycles/sec, 3 phase and 60‐90 KVA, If using external
power and APU, then APU powers AC to left side and EPU to right side
¾ IDG – integrated drive generators are constant speed
¾ Batteries – (2) 40 amp‐hr nickel cadmium providing 28 volts DC (forward cargo
compartment under stairway)
¾ As a minimum, the batteries are designed to provide emergency power for up to one‐half
hour of operation as long as X‐FER buses off w/in 15 minutes. A discharged battery can be
fully recharged (Charged by #1/4 AC gen buses within one hour)
¾ 4 rectifiers/transformers (covert AC power to 28V DC) ‐ Do not reset TR CBs
¾ If TR fail then emergency bus transfers source to battery
¾ Loss of a single TR poses no significant in‐flight hazard and is not announced on the WAP.

August 2008 ‐ 9 ‐


(Bus priority – 2314)

‐ 10 ‐ August 2008

HYDRAULIC SYSTEMS
¾ Prim/Sec Low Annunciation 3400 psi; Aux Low Annunciation 2200 psi
¾ Secondary automatically provides pressure when Primary drops below 3400 psi and turns
off when Primary rises above 3850 psi
¾ Transfer pump engages when pressure drops below 3400 psi
¾ When temp is > than 121° C then WAP, “High” when over 135° C in drain case
¾ 7° C required for rudder operations
¾ 4000 psi with primary and secondary pumps on engine (accessory gearbox), aux pump is
electrically driven, located in wheelwell area. Hydraulic reservoirs are located in center
cargo compartment; these are pressurized to prevent cavitation. Transfer pump is in aft
right gear pod
¾ Systems ‐ Gear ‐ #3, Brakes ‐ #2, Flaps and Trim ‐ #1 and #4, Slats ‐ #2 and #3
¾ System Overpressure (*No AURAL or WAP warning)
o If system pressure increases above 4200 psi turn pumps off one at a time
o Identify defective pump and leave it off
¾ Loss of Pressure
o Shut down all pumps on affected system
o Check system quantity and do not repressurize unless needed for flight
¾ Engines should be hydraulically pressurized prior to start to lubricate and prevent
cavitation
¾ Accumulator is precharged to 1000 +/‐ 250 psi
¾ The primary and secondary pumps each incorporate an Electrical Depressurization Valve
(EDV). The EDV allows a pump to be depressurized and isolated from the system. The EDV
depressurizes a pump by blocking the pump outlet and commanding pump displacement to
minimum flow, thereby providing reduced pump pressure (approximately 1100 psi) for
internal lubrication and pump cooling flow (case drain fluid)
¾ The primary purpose of the transfer pump is to assist in landing gear retraction or cargo
door/ramp closing in the event of No. 2 or 3 engine loss.
¾ Hydraulic system No. 4 incorporates a Ram Air Turbine (RAT) powered hydraulic pump.
The RAT can be deployed in flight to provide minimum hydraulic power to primary flight
control surfaces normally powered by the No. 4 hydraulic system during an all engines out
emergency condition. The RAT provides reduced power to the flaps, the right aileron, right
spoilers No. 2 and 4, the left inboard and outboard elevator, the horizontal stabilizer, and of
the lower rudder. The RAT provides a flow of approximately 13.5 gallons per minute at
3700 psi at 130 KCAS (minimum effective airspeed, sea level). During cruise conditions
(Mach .80, FL 350), the RAT will provide a flow of approximately 17 gpm at 3750 psi. No. 4
system must retain fluid integrity for the RAT to be operable.

August 2008 ‐ 11 ‐


LANDING GEAR
¾ Normal gear retraction time is 13 seconds, while normal extension time is 17 seconds.
¾ The main landing gear consists of dual tandem struts on each side of the aircraft, with three
wheels per strut. The fore and aft assemblies operate independently. In a normal landing
attitude, the aft main gear wheels touch the ground slightly before the forward main gear
wheels. The inboard wheel of each main gear assembly is located slightly higher and
forward of the center/outboard wheels. This reduces the frontal area of the gear pod and
reduces scrubbing loads on the inboard tires during taxi turns. The center and outboard
tires contact the ground slightly before the inboard tires. During gear extension and
retraction, the axle assemblies mechanically rotate 90 degrees.
¾ Main gear tires ‐ 144 psi
¾ Nose gear tires ‐ 160 psi
¾ Tire wear limits ‐ tread worn to the base of any groove at any spot or when depth is
specified in applicable maintenance job guides (no red and no more than 2 visible threads).
¾ Landing gear emergencies
o If nose gear unsafe, lower aircraft nose while elevators are still effective
o During free fall proc, forward main gear is lowered first due to drag on aft main gear
o Do not recycle gear if malfunction occurs
o Wheels up landing… after touchdown ¼ fire handle, then 2/3 after stopped
¾ Steering
o w/rudder 10+/‐ 2 ˚ of center, w/tiller 63 +/‐4 ˚
o Hyd Sys 2 supplies left, Sys 3 supplies right
o If #2 or #3 fails you have 23 +/‐ 4˚ into the failed system
o Nose bypass valve allows towing & prevents steering while retracted
¾ Hold tiller for rudder preflight test
¾ Do not use more than 20 ˚ when GW exceeds 490k lbs and taxi speed > than 20 kts

Brake System
¾ 3 multiple carbon disc brakes
¾ #2 hyd primary, #3 alternate…if #2 drops below 2500 psi (WAP) then #3 takes over and if
#2 psi rises back above 2500 then it resumes as primary
¾ If #2 & 3 fail then accumulators provide 10 full applications, also hand pump in aft cargo can
pressurize accumulators
¾ Antiskid is effective at wheel speeds greater than 15 knots. Main antiskid uses 4 manifolds,
alternate uses 2 manifolds. You do have antiskid with accumulators. If there is greater than
50 kts (wet) & wheel speed is less than 50% of GS then front 6 main brakes are not applied
until 6 aft brakes are applied.
¾ If using alternate brakes then brakes are controlled in pairs and increase landing roll 25%
¾ Normal brake temps ‐ < or = to 650 C, Caution 651‐750, Warning ‐ >= 751, WAP @ >650
¾ If hot brakes then no parking brake, approach from rear or front (greater than 750 then
ground evac), peak temps 10‐15 mins after max brake application
¾ Placarded wheel speed is 182.5 knots

Flight Controls
¾ Primary flight control surfaces (2 ailerons, 4 elevators, upper and lower rudder) and
secondary flight controls (stabilizer, 4 flaps and 8 slats) are each powered by 2 hydraulic
systems and continue to operate w/reduced capacity after loss of a single hydraulic system.
¾ Fly‐by‐wire system works off of position and force sensors – inputs to FCC
¾ The float mode is a transitory mode between the electrical mode and the mechanical mode.
It prevents flight surfaces from reverting directly to the mechanical mode.
¾ ½ flaps equal 20°, ¾ flaps equal 32.5°, flaps fully extended equals 40.5 ˚
¾ 8 IFCMs (integrated flight control modules) – act as power steering
¾ 4 Flight Control (FC) buses connect the 4 Flight Control Computers (FCC) to Air Data
Computers (ADC), Inertial Reference Units (IRU), and 2 parallel Spoiler Control/Electronic
Flap Computers (SC/EFC).
¾ Frozen gains – if FCC receives any 3 invalid signals from ADC
¾ FCC Fixed Gains – selected from frozen gains, assumes speeds are at appropriate for
configurations (flap handle). Fixed gains – press reset in frozen gain modes
¾ If 1 & 4 hyd fail then flaps remain in last position
¾ Each wing has 4 slats (powered by 2 & 3 hyd); if 2 & 3 hyd fail then remain in last position
¾ The flap rate is limited to 2° per second extending and 3° per second retracting.
¾ ABU is analog backup to SC/EFC (only can retract flaps)
¾ 3 ADCs must fail to go to mech mode
‐ 12 ‐ August 2008


¾ Trim will alert if held for 10‐15 sec
¾ At 37 AOB, pilot must compensate with stick forces
¾ Flap asymmetry – 4.8 ˚ (7 degree under ABU) – between any flap then will lock in place
¾ DLC – direct lift control – 8 spoilers to 17 ˚
¾ Flap/Spoiler interference – moves 2 ˚ when flaps more than 14 ˚
Electronic Flight Control System (EFCS) modes
¾ Pitch
o T/O – direct deflection of elevator w/stick until liftoff
o Rate Command/Attitude Hold – attitude hold the proportional to stick displaced
o The Pitch Rate Command/Attitude Hold mode is automatically disabled when in the
Pitch Rate Command Roll submode while at 37° or more of bank, or when in the Pitch
Alpha Command AOA Limit submode.
o Attitude Command/Attitude Hold – holds attitude until disengaged (can be trimmed)
o Rate command roll – provides roll with stick in large AOB
o Alpha command AOA limit – precludes AOAs that would cause deep stall
¾ Roll
o T/O – direct deflection of elevator w/stick until liftoff
o Rate command/attitude hold – attitude held when stick centered
¾ Yaw
o T/O – normal EO compensation up to 16 ˚
o Normal – all stuff but no auto trim
o Emergency Power mode – no turn coordination
¾ controllability check – between 5k’ and 10k’ AGL, fly till Vmca + 10
Spoiler Operating Modes
¾ Roll Augmentation and Outboard Spoiler Lockout (above 355KCAS/.837 M)
¾ Automatic Ground Spoilers: RTO, LAND
¾ Direct Lift Control
¾ Speedbrakes
¾ Spoiler Control Bias: Throttle Augmentation, Flap Anti‐ballooning Augmentation
o Throttle Augmentation is accomplished by generating a momentary spoiler command in
response to throttle lever motion. The spoiler Throttle Augmentation command is
washed out as the engine response catches up.
o Flap Anti‐ballooning Augmentation is included to reduce the altitude gain or loss when
flap deflection is changed by using spoilers to compensate for the change in lift. 6° for ¾
flap and 9° for full flap
¾ When the AGS LAND spoilers are armed, the spoilers are deployed when:
o At least two throttle levers are pulled back to a position of less than 55°, and
o The wheel spin rate of at least two aft main gear wheels is equivalent to a ground speed
of 50 knots or more, and the aircraft is on the ground (weight on wheels) or at least two
throttle levers are moved into the reverse thrust range with radar altitude less than 7
feet, or
o The aircraft is on the ground (weight on wheels) and either at least two throttle levers
are moved into the reverse
¾ When the AGS LAND spoilers are deployed (on the ground), they can be stowed and armed
for RTO during touch and go landings by any of the following means:
o Momentarily pressing the TOGA switch, or
o Advancing at least three throttle levers past a threshold of 60°, or
o The flap/slat handle is positioned to any new detent.
¾ In the event the AGS LAND mode is not available, DLC spoilers are available on the ground
to manually deploy 25% of AGS effectiveness.

Engines
¾ 4 Pratt and Whitney F117−PW−100 fly‐by‐wire turbofan engines dual spool, single stage
fan, high bypass ratio (6:1) turbofan w/ max rated thrust of 40,440 pounds @ sea level.
¾ Accessory gearbox: two hydraulic pumps, a pneumatic starter, a 90 KVA Integrated Drive
Generator (IDG), a Permanent Magnet Alternator (PMA) for the EEC, an engine oil pump, a
two stage fuel pump, a fuel control unit, and an oil scavenge pump.
¾ The fan produces approximately 80 percent of the total thrust during takeoff.
¾ Maximum thrust is available below approximately 17,000 feet and 0.45 Mach.
¾ The oil tank volume to the fill port is 28 quarts with 5 quarts unusable. Usable oil quantity
only is displayed on the ENGINE OIL format of the MFD so the maximum cockpit indication
is 23 quarts.
¾ Fuel is normally supplied to the engines under pressure from the aircraft fuel system,
however, fuel can be suction fed by the engine driven fuel pump at MAX thrust rating up to
an altitude of 10,000 feet and at a pitch angle no greater than 21.5 degrees.
August 2008 ‐ 13 ‐


¾ ENG SHUT OFF ‐ the on position opens the valve to supply fuel to the applicable engine, and
energizes its respective engine ignition if the ENGINE IGNITION selector is in A, B, or A & B.
¾ The ignition system consists of two independent systems, A and B. System A is powered by
the AC Emergency Bus and System B is powered from AC BUS 1, 2, 3, and 4 respectively.
¾ When sufficient pressure is available, the starter will turn and accelerate the engine to
approximately 20 percent N2 RPM for starting and will continue to aid acceleration until the
engine reaches approximately 51 percent N2.
¾ EEC (electronic engine control)
o Two channels
o If dual channel out – results in flameout
o Backup – PMA (permanent magnetic alternator)
o If revert to N2 mode – no overspeed protection
Protection – caution when adding power
If locked @ 86% restart w/airstart procedures
¾ Engine Fuel System
o 2 stage fuel pump – provides high pressure to FCU for metering
o 1 EEC per engine – provides overspeed and overpressure protection
o EPR is engine pressure ration = pressure at intake divided by pressure at engine
exhaust
o Modes – N1, N2, EPR, no limit protection in N2 mode
o Active clearance control system (ACCS) provides bleed for cooling HP compressor, HP
turbine & LP turbine

THRUST REVERSER SYSTEM
¾ Each engine incorporates its own independent, hydraulically operated thrust reverser
system. It is operable in flight or on the ground and is actuated by its respective engine
hydraulic system.
¾ Each engine thrust reverser system has two sets of blocker doors, sleeves and cascades
One reverses fan air, the other reverses core air. In forward thrust, fan and core exhaust
flows are ducted directly aft of the engine through convergent exhaust nozzles. When the
thrust reversers are activated by throttle movement, blocking doors in the fan duct and
core exhaust open and divert exhaust airflow to the top of the engine. Sleeves at the back of
the fan and core exhausts move aft, exposing cascades to the diverted airflow. The cascades
direct the airflow up and forward providing reverse thrust.
¾ The approximate time to deploy or stow the reversers is 2 and 5 seconds respectively on
the ground or in flight.
¾ On gnd limited to INT rating, inflight limited to idle reverse
¾ May takeoff with one thrust reverser unlocked
‐ 14 ‐ August 2008


¾ NEAT – composite nacelle modification, if 2 or 4 eng max reverse is selected, use P‐11 in
checklist to adjust the distance for the slower deployment of TRs

¾ The Aircraft/Propulsion Data Management Computer (A/PDMC) is a data processor that
continuously converts signals from other computers and sensors. It receives signals from
various systems, checks the signals for integrity, processes them, and retransmits
information over the Mission and Warning and Caution System (WACS) data buses to
receiving systems The data is then used by each system for control, indication, or internal
calculation. It also transmits aircraft information and air data to the EEC.
¾ Loss of one A/PDMC has no effect on flight operation. There are two A/PDMC’s installed on
the aircraft.
Auxiliary Power Unit (APU)
¾ The Auxiliary Power Unit (APU) is a gas turbine engine which supplies bleed air for engine
starting and aircraft environmental systems. It also drives a 90 KVA generator which
provides electrical power to the aircraft buses.
¾ The APU ECU will automatically shut down the APU if any of the following malfunctions
occur:
o Indicated fire
o Loss of DC Power
o No Acceleration
o Overspeed
o Inlet Door Closes
o High Exhaust Gas Temperature (EGT)
o ECU Failure
o Low oil pressure
o Clogged oil filter
o Slow Start
o High oil temperature
o High generator oil temperature
o Loss of a critical sensor
¾ Indicated fire or overspeed cannot be overridden
¾ If APU is started after auto‐shutdown, shut the APU down after first engine start
¾ APU fuel is supplied from the engine feed manifold in the No. 3 fuel tank.
¾ The total APU start time is 56 to 76 seconds depending on atmospheric conditions.
¾ APU emergency shutdown and fire extinguishing capability is also possible from two remote
locations:
o The lower left portion of the Single Point Refueling (SPR) panel
o The aft left loadmaster’s panel
¾ Started by battery bus for normal start, battery direct for alert start
¾ May flash 85% 1 or 2 after switch release (5 times or more – stop)
¾ Ignition at 7%, off at 95% then after 2 sec generators online & bleed
¾ @ 50% max EGT should be around 375° C
¾ Max load – EGT – 600C
¾ APU inlet door close around 7 %
¾ APU overspeed at 104%
¾ ORIDE allows APU to be used after auto‐shutdown
¾ APU Fire extinguishing – SPR panel, APU O/H, Aft load panel
¾ Observe pressure rise in left and right sides before loading with air conditioning packs
¾ When turning APU off, APU door should close after 7% followed 10 sec later by APU DOOR
DISAGREE extinguishes
¾ If APU does not turn off when the switch is put in OFF, pull OVHD C15, then reset

August 2008 ‐ 15 ‐

Fire Detection & Warning System
¾ The fire detection and warning system provides the means to detect and alert the aircrew to
a fire in the engine nacelles or the Auxiliary Power Unit (APU).
¾ Each engine container is filled with Bromotrifluoromethane (HALON 1301) and is
pressurized with dry nitrogen.
¾ When an engine fire is detected and the FIRE X PULL handle is pulled, the following actions
occur:
o FIRE X discharge circuit is armed.
o Generator field is de‐energized.
o Fuel and hydraulic fire shutoff valves are electrically closed isolating the affected engine
as follows: If the fuel switch is on, fuel will be shut off at the fuel control and at the wing
spar. If the fuel switch is off, only the valve at the wing spar will close. There is sufficient
fuel between the spar and the engine to run for about 1.5 minutes.
o The hydraulic fire shutoff valve is electrically closed isolating the affected engine.
o Respective ENG fuel light and FUEL cue on WAP illuminate ON, if not already on.
o Signal to the Electronic Engine Control (EEC) to shut off the air/oil heat exchanger and
turbine cooling systems.
o Silence the CAWS, if not already silenced.

Environmental System
¾ Ram Air Knob – aircraft must be depressurized to use
¾ Remote Temp Controller – switches cargo compartment temp from the FLM station to Env
panel
¾ Compartment Air Flow
o Cargo Comp, Flt Comp, crew rest comp SOVs close
o Avionics cooling augmentation valve opens
o Recirculation fan shuts off
o Right pack flow control valve closes
o Left pack is commanded to low flow for avionics cooling
¾ Avionics Cool Override
o Opens avionics cooling augmentation valve
o Drives both packs to Hi‐Flow
o Opens the primary avionics outflow valve in the underdeck heat exchanger
o The environmental system (ESC) shifts both packs to high and left pack temp drops to
40 +/‐ 5 ° F
¾ Avionics overheat illuminates when avionics are 90 ° F for 5 min
¾ Overpressure SOV allows isolation if condition exists (68+/‐3 psi), the temperature at the
pre‐cooler exit exceeds 450 °F, or backpressure from the manifold is greater than engine
pressure available.
¾ Two 3‐inch pneumatic couplings for ground operation are located in the forward section of
the right main landing gear pod.
¾ The left pack normally supplies conditioned air to the flight compartment, crew rest area,
and avionics cooling system. The right pack normally supplies conditioned air to the cargo
compartment. Normal operating pressure is 44+/‐4 psi. At idle thrust, the pressure is 34+/‐
4 psi.
¾ Improved pack performance can be obtained by selecting the outboard bleeds off and
advancing the inboard engine throttles a few degrees (isolation valve closed). Turning off
the outboard bleeds defeats the flow sharing logic in the ECS controller and will result in a
higher flow from the inboard bleeds. The improved performance will be especially
pronounced with high humidity.
¾ Temp control positions: Full cold ‐ 65°, Middle ‐ 75°, Full hot ‐ 85°
¾ Two fans are installed in the cargo compartment ceiling to vent cargo area exhaust fumes
out through the cargo doors during ground operations. Clean air is drawn through exit
openings.
¾ The cargo floor is warmed electrically by heat strips installed on the under floor surface.
The system is activated whenever the aircraft is electrically powered, all auxiliary hydraulic
pumps are off, and the cargo floor temperature is below 65 °F.

‐ 16 ‐ August 2008

Bleed Air

¾ The pressurization control system is comprised of two cabin pressurization controllers, a
pressurization control panel, one outflow valve, and three pressure relief valves. The
pressurization system maintains 7.8 psid maximum pressure differential with only one air
conditioning pack operating. Cabin altitude can be maintained at or below 10,000 at
altitudes up to 43,500 feet.
¾ The outflow valve is on the lower right side of the fuselage aft of the nose landing gear.
¾ Three pressure relief valves are installed in the aft right side of the fuselage.
¾ Emergency Depressurization ‐ depressurizes in less than 60 seconds.
¾ 22 smoke detectors – 1 lav, 1 crewrest, 2 avionics, 4 (exhaust duct, down from IRU cooling),
14 cargo (4 ceiling centerline, 5 on each side above cargo floor), powered off DC Batt Bus

August 2008 ‐ 17 ‐
Anti Icing and DeIcing Systems
¾ Ice detection is fully automatic and operates whenever normal aircraft power is available.
¾ Ice detector in the No. 2 engine inlet ‐ detects ice formation
¾ Bleed air is taken from the crosswing pneumatic manifold and routed through telescoping
ducting to the mid and outer wing slats. The wing leading edges are not antiiced.
¾ On the ground, an electrical interlock prevents the wing ice protection shutoff valves from
opening regardless of the WING antiice switch position.
¾ The windshield anti‐ice system electrically heats the pilot’s and copilot’s windshield outer
panels to prevent external condensation or ice buildup.
¾ The inner panes of all cockpit windows (windshield, clearview, aft, eyebrow, and lookdown)
are electrically heated to prevent moisture from condensing on the inner surfaces, and to
enhance impact resistance.
¾ Windshield wipers operate at 165 strokes/min (slow) & 250 strokes/min (fast)
GPWS/TAWS
¾ Independent of TCAS
¾ Covers most terrain between 80° N/S.
¾ Looks at terrain ahead (30‐60 seconds out) & up to 6k’ above terrain surroundings
¾ Runway Mode (intended to declutter and reduce nuisance alerts) – auto entry when 15 NM
of rwy, flaps ½ or more, TOGA mode or gear down. Auto exit when 1500’ above or > 15 NM
from the runway
¾ No pilot input – 160 ahead, 80 behind
¾ Databases – airport flight map, worldwide flight map, obstacle flight map
¾ Recoveries: Night – 7 NH, wings level, max, IMC – execute missed approach
¾ If below 500’, need TAC prevent warnings

TCAS
¾ The Traffic Collision Avoidance System (TCAS) provides visual and aural alerts for potential
conflicts with up to 30 aircraft using IFF transponder interrogations and replies w/in 40
NM. TCAS alerting is based on collision threat potential of aircraft that are categorized as:
¾ Other traffic ‐ aircraft not w/in +/‐1200’ vertically or beyond 6 NM & not considered
threats.
¾ Proximate traffic ‐ aircraft w/in +/‐1200’ vertically & 6 NM, but still not considered threats.
‐ 18 ‐ August 2008


¾ Traffic Advisories (TA). Target aircraft are within 6 NM and could be potentially hazardous.
Depending on altitude, the time to the closest point of approach is 20 to 48 seconds.
¾ Resolution Advisories (RA). Target aircraft are within 6 NM and projected to be a collision
threat. Depending on altitude, the time to the closest point of approach is 15 to 35 seconds.
¾ All symbology associated with a particular target is in the same color as the target. All RA’s
(solid red squares) and TA’s (solid yellow circles) are displayed regardless of their altitude.
Proximate traffic (solid white diamonds) and other traffic (open white diamonds) are
displayed only if their altitudes fall within a zone specified on the TCAS MODES page.
¾ TCAS ‐ ABOVE sets the zone’s limits from 8,700 feet above to 2,700 feet below own altitude.
NORMAL sets the limits from 2,700 feet above to 2,700 feet below. BELOW sets the limits
from 2,700 feet above to 8,700 feet below.
¾ Inhibit altitude
o Increase descent below 1450’
o decrease alt inhibit below 1100’
o all inh below 900 desc & 1100’ while climb
o above 14,500 msl TCAS does not display non‐alt a/c
¾ RA
o Corrective RA – pos action (react w/in 5 sec, subsequent w/in 2.5 sec)
o Preventative RA – no action required
IFF Modes
¾ Mode 1 uses a 2‐digit code, 32 code transponder. It is set to 01 for normal operations. Other
codes are used at the direction of the governing Air Force Command.
¾ Mode 2 is the aircraft’s classified Special Identification Feature (SIF) code. The code is set
through MCD maintenance pages.
¾ Mode 3A is the 4‐digit, 4096 code used for normal ATC operations.
¾ Mode C is altitude encoding for ATC vertical clearance. It receives data from the ADC’s
through the 1553B Mission Bus, and replies with aircraft altitude in 100 foot increments.
¾ Mode S Elementary Surveillance (ELS) is a capability that provides automatic reporting of
parameters such as aircraft identification. When equipped, an additional ELS capability
enables ATC to selectively interrogate aircraft. The transponder complies with all ELS
standards to include selective interrogation and response to an extended interrogator
address set. Mode S also exchanges parameters required for operation of the Traffic
Collision Avoidance System. The TCAS is in standby when the IFF is in standby or off, or
when either Mode C or Mode S are out.

Defensive Systems
¾ The AN/AAR47 MWS consists of one computer processor, four missile warning optical
sensors/converters, one control indicator and two repeaters. Smart cable connects
computer processor with OSCs
¾ The THREAT indicator annunciates missile and laser threat data. For missile threats, the
four quadrant arrows indicate the threat’s relative direction. For laser threats, the center
indicates threat classification as: BR (beam rider), D (designator), or R (rangefinder). For
beam riders, the quadrant arrows indicate the threat’s relative direction. For designators
and rangefinders, the rosette’s tick marks indicate threat direction. In a ready status with no
threats, the arrows and rosette illuminate dimly and the laser classes are extinguished.
When a threat is detected, the appropriate arrow, tick mark, and/or laser class illuminate
brightly.
¾ The AN/AAQ‐24(V)12 Infrared Countermeasures (IRCM) System is a high power directional
Infrared (IR) jammer. The system provides threat acquisition, tracking, and jamming of
missiles from ejection through post burnout or until threats can no longer be detected. The
system can also interface with the CMDS to dispense flares.
¾ CMDS – 6 sequencers in 3 groups, 12 dispensers (6 on bottom fuselage, 3 on each fwd main
gear pod)
o Capable of 3 types of magazines, sets of 30, 15, 6
o LAIRCM (large aircraft infrared countermeasures)
o Uses high power directional infrared jammer
o 6 missile warning sensors to send signal through CIU to SLTAs (small laser transmitter
assembly)
o Danger of invisible laser 187’, can ignite w/in 20’
o If above 100 F then wait until 25 mins before takeoff

¾ SATCOM – operates 2 UHF frequencies on one channel
¾ Modes
o Standard – wideband frequency bandwidth separator w/o network controller
o DAMA (Demand assigned multiple access) – wide/narrow bandwidth w/
network controller – multiple users on same channel
August 2008 ‐ 19 ‐


o DASA (Demand assigned single assess) ‐ wide/narrow bandwidth w/ network
controller – single user on channel
GPS/IRUs
¾ The Inertial Reference System (IRS) consists of two Inertial Reference Unit Control Panels,
four Inertial Reference Units (IRU’s), four mounting trays and four IRS battery units. Two
IRU’s with mounts and battery units are located on the floor of the lower main avionics rack.
¾ The remaining two IRU’s, with mounts and battery units, are located on the right side floor,
forward of the galley. The IRU Control Panels are located on the cockpit overhead panel.
¾ The IRU’s use accelerometers and ring laser gyros to sense aircraft angular rates and
accelerations. The IRU’s compute and provide aircraft attitude, attitude rates, heading,
inertial velocity, acceleration and uncorrected present position information.

Weather
¾ An AN/APS−150 radar system provides weather avoidance, ground mapping, air‐to‐air skin
painting of other aircraft, Predictive Windshear (PWS), and turbulence detection.
¾ In weather modes, the radar provides visual indications of storms and corridors of relative
calm through the storms in the flight path to 150 NM minimum.
¾ Rainfall is depicted as green (light), yellow (moderate), and red (heavy) on a black
background . The processor compares the buffer’s data against IRU latitude/longitude to
subtract out buffer data that matches its internal terrain data in the vicinity and filters the
video as weather only returns. Weather is depicted not only on the intensity of the returns
but also on altitude, which may be automatically optimized or manually controlled. The
colors used for a cell are based on reflectivity which is a function of droplet size and
concentration. Unless a cell actually changes, the cell’s depiction is relatively stable as the
cell’s distance changes.
¾ PWS detection activates in WX and MAP1AUTO modes when the aircraft is below 1,800 feet
AGL radar altitude. Below 1,500 feet AGL and at least 10 seconds in advance of windshear
conditions, the radar provides PWS video depictions as alternating red and black arcs in a
sector at least 25° wide to 5 NM. Yellow and black extensions/searchlights are depicted
from the end of the sector’s sides to the end of the displayed range when the range is 20 NM
or greater. PWS depictions may occlude weather returns.
¾ Mod to high turbulence up to 40 nm
¾ Air‐to‐air skin painting Skin paint mode supports a maximum range of 40 NM to detect
aircraft and/or non‐aircraft targets (e.g., hazardous weather). MFD ranges above 40 NM
show returns only for 40 NM and below.
¾ Skin paint video uses a sector scan, indicated by dashed green 90° sector lines. SKIN L MAN
scans from 280° to 010° relative bearing. SKIN C MAN scans from 315° to 045°. SKIN R MAN
scans from 350° to 080°.
‐ 20 ‐ August 2008


¾ The IRU selected by the copilot’s AVIONICS SELECTOR switch supplies aircraft attitude data
to stabilize the antenna up to +/‐35° in combined pitch, roll, and tilt. If this limit is exceeded
or the stabilization function fails, targets may be lost. Manual control of antenna tilt from
15° above to 15° below the aircraft’s pitch axis is available only for real beam modes.
¾ For relevant weather, the radar uses an altitude block +/‐4,000 feet relative to the aircraft’s
actual/projected altitude. There are exceptions to this rule:
• If the aircraft is at or will be above 29,000 feet, 25,000 feet is the lower limit.
• If the aircraft is at or will be below 6,000 feet, 10,000 feet is the upper limit.
¾ The 4,000 feet above accounts for possible convective activity, since embedded ice crystals
have poor reflectivity. In level flight, the block is static. In descents or climbs (based on
vertical velocity, not flight profile) up to 60 NM, the block is adjusted to account for storms
that extend to lower/higher altitudes. Beyond 60 NM, the block is static, assuming the
altitude at 60 NM is maintained.

Aircraft Lighting
¾ The emergency evacuation lighting consists of a main system and a ramp system. The main
system provides emergency lighting to the main cargo area, cockpit area, crew rest area,
aisle, lavatory, storage area, galley area, exit doors, and escape hatches. Both systems are
comprised of a lighting network and power supply containing their own batteries, battery
chargers and monitor circuits (main system) or electronic module (ramp system).
Recharging 90% occurs within 90 min
¾ Red/white on LM & flood in cargo compartment
¾ Exterior
o 6 total – 2 wingtip, 2 taxi, 2 taxi/landing (taxi – low intensity, land‐ high intensity)
o Navigation light assemblies are located fore and aft of each wingtip; red light on the
forward left, green light on the right, and white lights on each aft wingtip
o High intensity strobe recognition lights are mounted in the forward and aft of each wing
tip and share the same outer lenses as the navigation lights.
o Anti‐collision under forward of mains and atop vert stab, strobes activated by WOW
(double flash – on coming, single – already passed)
o Formation – 10 total, in‐trail – white dots and side‐by‐side are green dots
o A/R – upper flood on tail, slipway (flood @ receptacle) and strips on UARRSI
o 4 flush scan lights (2 on each side) for nacelle inspection
o Staging – control @ left load, 2 on underside of horz stab – lights 100’ radius of tail
August 2008 ‐ 21 ‐


¾ Anti‐Collision Infrared Flash Pattern Selector Knob Six position rotary knob is enabled
when the MODE SELECT switch is in IR
1 ‐ Both upper and lower infrared beacon lights should flash at the same rate as the
visible red beacon lights.
2 ‐ Upper and lower infrared beacon lights flash at a half normal rate.
3 ‐ Upper and lower infrared beacon lights flash with a single quick burst per cycle.
4 ‐ Upper and lower infrared beacon lights flash with two quick bursts per cycle.
5 ‐ Upper and lower infrared beacon lights flash with three quick bursts per cycle.
6 ‐ Upper and lower infrared beacon lights flash with four quick bursts per cycle.
¾ External Lighting Mode Switch – Norm/MIX/IR (Combat Lighting Mod)
o MIX – anti‐collision in red light, Nav lights & nacelle lights are visible, wingtip, taxi and
nose landing lights are NOT visible, IR landing lights, no staging lights
o IR – zero visible lights, all IR landing, taxi, anti‐collision (select 1 of 6 sequencing
options – see above)
‐ 22 ‐ August 2008


OXYGEN SYSTEMS
¾ The system supports 54 passengers/troops in the normal configuration and an additional
48 passengers/troops with the centerline seats plus 48 litter patients during AE missions.
¾ Fourteen mask containers are provided on each side of the aircraft. Each container has two
masks except the most forward and aft containers, which have 3 each for a total of 60 masks
¾ Oxygen is supplied to the 48 centerline seat passenger masks via two flexible hoses. Each
hose can supply oxygen to as many as five seat modules (six seats per module).
¾ Crew O2 System 25 L
¾ Pax & Aux O2 System 75 L
¾ Pressure 285‐430 psi
¾ CREW OXY LOW < 5 L or press. < 60 +/‐ 5 psi
¾ OXY QTY LOW < 7.5 L or press. < 60 +/‐ 5 psi
¾ AF aircraft must use supplemental O2 when cabin altitude exceeds 10,000’
¾ High Pressure – when full 1800 to 2000 psi – operationally empty @ 200 psi, mx empty at
100 psi (green tank)
¾ Low pressure – full @ 425‐450, operationally empty at 100 psi, mx empty at 50 psi (yellow
tank)
¾ Continuous Flow delivery system – op ceiling – FL250, Emergency ceiling – FL350
¾ Positive pressure deliver – first stage at FL280‐320, second stage by FL390, 100% O2 by
FL320
¾ MA‐1 Portable Oxygen Assembly – manual operated pressure demand regulator, 400‐450
psi or to the line pressure of the aircraft, duration: 4‐30 minutes.
August 2008 ‐ 23 ‐


¾ 12 aeromedical outlets
¾ 5 therapeutic outlets
¾ 54 HALO prebreathing outlets ‐ The HALO oxygen system supports up to 27 jumpers pre‐
breathing during ground activities such as rigging, etc. In flight, the system supports up to
35 jumpers pre‐breathing during HALO activities.
¾ Following an intentional cabin depressurization above 10,000 feet, the cabin must be
repressurized to less than 3,500 feet to reset the regulators. If the regulators are not reset,
subsequent flight above 9,000 feet cabin altitude may deploy the passenger oxygen masks.
¾ Emergency Escape Breathing Device (EEBD) – chemical reaction used to create 100% O2 for
duration of 15 min
¾ Emergency Personal Oxygen System (EPOS) – 3000 psi high pressure bottle for duration of
5‐60 min
¾ PRICE check – Pressure, regulator, indicator, connections, emergency/portable equipment
¾ Nomex – chars at 700‐800 F, burns slowly & easily extinguished

¾ The minimum quantity of oxygen aboard an aircraft before takeoff must be sufficient to
accomplish the planned flight from the equal time point (ETP) to a suitable recovery base,
should oxygen be required. Calculate using the 100% Oxygen Duration Chart in the flight
manual. Calculate crew and passenger requirements based on flight at FL 250 from the ETP
to the nearest suitable recovery base.
¾ The minimum required for an air evacuation mission….100L total.

Example – 50 pax
FL250 – 50 liters min (both bottles) = ~225 man hrs/50 pax = 4.5 hrs
10k’ – 50 liters min = 1000 man hrs/50 pax = 20 hrs

‐ 24 ‐ August 2008


Example: Crew of 5
FL250 – min 10 liters = 30 man hrs/5 crew = 6 hrs
10k’ – min 10 liters = 15 man hrs/5 crew = 3 hrs

August 2008 ‐ 25 ‐


‐ 26 ‐ August 2008


EMERGENCY EQUIPMENT
Flotation Equipment Deployment System (FEDS)
¾ Seven initiators (1‐Maintenance/ditching hatch, 1‐Forward Loadmaster Station, 1‐Upper
leading edge of left wing root fairing, 4‐FEDS hatch openings. Uses pyrotechnics to sever the
upper fuselage skin of the cargo compartment and eject the skin outwards)
¾ If either the pilot’s or loadmaster’s FED ARM switch is in ARM, all four FEDS hatches can be
deployed from either the M/D or the FLM initiator handles.
¾ Failure of a light (HATCH ARMED or LM ARMED) to illuminate indicates a failure of the
latching solenoid to release. Should this occur, only the illuminated location initiator handle
will fire the system. The other five initiator handles do no require system arming.
¾ Initiate after aircraft has come to rest
¾ FED arming handles are collocated with initiators
Life Rafts
¾ (3) each 46‐man lift rafts. Over‐load capacity is 69 persons. Aft‐left hatch is empty.
Escape Ladders
¾ (4) semi rigid ladders, one stowed at each FEDS hatch area.
¾ When exiting through the aft hatches, the individual faces aft. When exiting through the
forward hatches, the individual faces forward.
Escape Ropes
¾ (10) escape ropes (1‐M/D hatch, 2‐L/R troop doors, 2‐Cockpit, 4‐FEDS hatches, 1‐Foward
escape hatch)
First Aid Kits
¾ Racks are provided for stowage of 26 first aid kits. 6 first aid kits are normally installed as
follows: two mounted on the aft side of the R‐EPC, two on each side of the cargo
compartment (sta 384, 418, 766, 1001).
Hand Fire Extinguishers
¾ (9) Portable hand fire extinguisher are provided in the following areas: (2) Cockpit‐L & R
sides, (1) Crew rest area ‐ Inboard face of right hand avionics rack, (6) Cargo compartment.
¾ To operate: position the extinguisher vertically about eight feet from the fire; remove the
pull ring pin; aim nozzle at base of fire; squeeze the lever and sweep agent across base of
fire.
¾ Warning: Although CBrCIFl2 vapor has low toxicity, its decomposition products can be
hazardous. On decomposition, CBrCIFl2 has a characteristic sharp, acid odor, even in
concentrations of only a few parts per million. The odor provides a built‐in warning system
for those who are in the hazard area during and following a fire. Leave and/or ventilate the
area after fighting a fire. If unable to leave the area, breath 100% oxygen as necessary.
Emergency Escape Breathing Devices (EEBD)
¾ (6) EEBD’s are installed in the aircraft. (2) crew rest area, (1) FLM, (1) aft of the crew
entrance door., (2) FS 960 R & L sides.
¾ EEBD’s are designed to provide respiratory and eye protection in oxygen deficient, smoke‐
laden or toxic atmospheres.
¾ Each device is a 15‐minute self‐contained, completely disposable breathing unit, with a solid
state oxygen system.
¾ To preflight, check the color of the litmus paper through the inspection window in the side of
the case and ensure the paper is light blue. If the litmus paper has turned pink, the device is
not serviceable and should not be used.
¾ Maximum operating altitude is 41,000 feet.
Emergency Escape Passenger Oxygen System (EPOS)
¾ 102 total, stored in the equipment closet
Crash Axes
¾ There are two crash axes on the aircraft, (1) crew rest ‐ aft side of R‐EPC, (1) cargo
compartment at FS 524.
¾ There are four clearly marked chop‐out areas in the cargo compartment.
Bailout Alarm System
¾ The bailout alarm is comprised of an electrical switch and two alarm bells located above the
ALM station and on the forward cargo compartment bulkhead adjacent to the left side of the
catwalk.
¾ The warning bell is powered by the Battery Direct Bus.
¾ Prepare for bailout = 3 short rings, Bailout = 1 long ring,
¾ Prepare for ditching = 6 short rings, Brace for impact = 1 long ring
Portable Oxygen Bottles
¾ There are (10) MA‐1 portable oxygen bottle units installed (all have regulator/masks except
for the (2) in cockpit.) Locations – 2 cockpit, 1 CR, 1 LAV, 1 F LM, 5 Cargo Compartment
¾ Normal operating pressure of each bottle is 285‐430psi with a maximum pressure of 450psi
August 2008 ‐ 27 ‐


¾ The altitude selector has positions of NORM‐30M‐42M‐EMERG. The regulator delivers 100%
oxygen in all positions.
¾ Oxygen bottles can be considered fully charged when the rate of pressure increase (as
observed on the bottle gage) is less than 25 psig in 10 seconds.
¾ 10 recharge hoses are located on each oxygen bottle. The crew oxygen system services the
recharger hoses
Aircraft Exits
¾ 16 total exits (4‐FEDS hatches, 4‐chopout areas, 1‐cargo ramp, 2‐troop doors, 1‐crew
entrance door, 2‐cockpit windows, 1‐forward emergency escape hatch (fwd LM station), 1‐
maintenance/ditching hatch)
¾ MX/Ditching Hatch is primary for aircrew with, alternate is clearview windows
¾ Other exits – 2 under floor mx hatches and the tail hatch
Emergency Lights
¾ Main System – illuminates if pilot switch is in ARM position & DC Bus #1 or #4 is loss. Can
also be turned on in the cockpit or at fwd LM station
¾ Ramp System – illuminates if either aft left LM or fwd LM station is in arm and deploy and
ramp blow down is activated.
¾ The emergency light battery system provides sufficient power for a minimum of 30 minutes
of emergency illumination.
¾ Recharging to 90% capacity normally takes 75 minutes
Parachutes
¾ BA‐22 (7)
Underwater Locator Beacons
¾ 2 beacons provide a signal up to 30 days to a depth of 20,000’ from a 2 mile radius (on FDR
& CVR)
Emergency Locator Transmitter (ELT)
¾ Transmits simultaneously on 121.5 & 243.0
¾ Mounted on cargo ceiling (FS 1260) & has external antenna w/separate battery
¾ Activated by crash or exceeding 5 Gs
¾ Test: not longer than 15 sec, monitor guard, listen for sweeping tone and reset

1C1711 Performance Data
Chapter 1
¾ The pressure altitude is the altitude in the standard atmosphere where a given pressure
would occur.
¾ U.S. standard atmosphere assumes a temperature of plus 15 degrees Celsius (59 degrees
Fahrenheit) and a pressure of 29.92 inches of mercury as standard sea level conditions. The
temperature variation (lapse rate) with altitude is approximately constant at minus 2
degrees Celsius per 1,000 feet from sea level to 36,089 feet. At 36,089 feet, the stratosphere
is assumed to begin and the temperature remains constant, for all practical purposes, with
increases in altitude.
¾ True Altitude (h) is the actual height above mean sea level.
¾ Temperature conversions – C = 5/9*(F‐32); F = 9/5*C+32

Chapter 2
¾ Maximum thrust is the maximum thrust approved for the engine. This rating is time limited
to 5 minutes of continuous usage with all engines operating and 10 minutes with an engine
inoperative.
¾ Intermediate thrust is the highest thrust certified for continuous use. Above approximately
25,000 feet, INT and MCT ratings are the same.
¾ Maximum Continuous thrust is the highest thrust recommended for normal climb
operation. It is the highest recommended thrust setting for four‐engine cruise.
¾ Derated takeoff thrust rating is the minimum thrust required to safely perform a takeoff. It
is less than MAX and equal to or greater than MCT. Derated takeoff thrust is available up to
8,000 FT pressure altitude.
‐ 28 ‐ August 2008


Chapter 3
¾ (VMCA) Air minimum control speed is the minimum airspeed at which a straight flight path
can be maintained with the engine most critical to lateral or directional control failed and
with the remaining engines operating at Maximum thrust. A straight flight shall be
maintained with maximum rudder deflection and no more than 5 degrees of bank away
from the dead engine.
¾ (COF) Climbout factor is a non‐dimensional parameter used to assess climb gradient and
obstacle clearance capability. It represents the climb gradient capability, in percent,
available with flaps and slats set for takeoff at a height of 50 feet, with gear retracted, out of
ground effect, at the minimum climbout speed. For these conditions, the climbout factor is
equal to the climb gradient capability.
¾ (CFL) Critical field length is the total length of runway required to accelerate with all
engines to critical engine failure speed, experience a most critical engine failure, then
continue to takeoff or stop. Critical field length is calculated assuming 1.5 seconds of
continued acceleration after engine failure to recognize the engine failure and decide to stop
¾ (V1) Engine failure recognition speed is reached 1.5 seconds after the most critical engine
failure which gives the same distance to either continue the takeoff or stop.
¾ (VGO) Go speed is the speed at which the pilot normally becomes committed to continue
the takeoff. Go speed is the lowest of rotation speed (VROT), refusal speed (VR), or
maximum brake energy speed (VBMAX). This speed shall be determined prior to brake
release.
¾ (VMCG) Ground minimum control speed is the minimum speed during the takeoff run at
which the aircraft’s engine most critical to the directional control can fail with the remaining
engines operating at selected thrust and still maintain directional control. Additionally, a
deviation of no more than 28 feet from the ground path originally intended can result, using
the elevator, aileron, spoiler, rudder controls, nose wheel steering on a dry hard surface
runway, with a 1 second pilot reaction time.
¾ (VBMAX) Maximum brake energy speed is the highest speed from which the aircraft can be
brought to a stop without exceeding the maximum design energy absorption capability of
the brakes.
¾ (VMCO) Minimum climbout speed is the minimum speed recommended for three‐engine
obstacle clearance.
¾ (VR) Refusal speed is the maximum speed to which the aircraft can accelerate and then stop
in the available runway.
¾ (VROT) Rotation speed is the speed at which rotation from the three point attitude to the
takeoff attitude is initiated by applying back pressure to the control stick.
¾ (RCR) Runway condition reading is a measure of the coefficient of friction between the tire
and the runway surface. The RCR defines the surface condition of the runway and is used to
evaluate the stopping capability of the aircraft.
¾ (RFF) Rolling friction factor accounts for the effect of ground speed on the rolling coefficient
of friction and is used to assess acceleration degradation on semi‐prepared runways.
¾ Takeoff speed is the speed at which the main gear leaves the ground.
¾ (EOCS) The engine out compensation system senses engine failures and automatically
inputs rudder to counteract the resulting thrust imbalance up to 16°. The EOCS reduces
VMCG and VMCGR, especially at reduced RCR’s, which can substantially improve short‐field
takeoff performance. The expected deviation from the runway centerline is less than 30 ft.
Engine failure during liftoff is expected to require a rudder pedal force of about 75 pounds
to maintain runway heading.

¾ RSC type may be reported as:
o P ‐ Patchy
o WR ‐ Wet Runway
o SLR ‐ Slush on Runway
o LSR ‐ Loose Snow on Runway
o PSR ‐ Packed Snow on Runway
o IR ‐ Ice on Runway (No RSC Correction Required)
¾ The use of Type II/IV fluids to anti‐ice/deice the aircraft requires an increase in rotation
speeds to account for loss of lift on takeoff. These data affect CFL and COF for planning
August 2008 ‐ 29 ‐


purposes and are valid for paved runways only. The increase can be used directly as a delta
rotation speed.
¾ A lineup distance penalty must be applied anytime the takeoff is not commenced from the
beginning of the usable runway. Apply a standard distance of 250 feet to account for turning
the aircraft around on the runway or accessing the runway from a taxiway.
¾ A standing takeoff is a takeoff from zero speed with brakes released after the engines have
been partially spooled up to approximately 1.15 EPR. Takeoff power is set by 80 knots. In
addition to any lineup distance penalties, apply a 100 foot field length penalty to account for
the delay between brake release and achieving takeoff power.
¾ A rolling takeoff is a takeoff from zero speed with brakes released prior to adding any
power above idle. Takeoff power is set by 80 knots. In addition to any lineup distance
penalties, apply a penalty of 100 ft to account for the runway used during the acceleration of
the engines to takeoff setting.
¾ A static takeoff is a takeoff from zero speed with brake release after engine spool‐up to
desired EPR. Apply any lineup distance penalties. All takeoff performance The acceleration
check is a comparison between the predicted time and the actual time to accelerate to the
pre‐selected speed on a paved runway.
¾ The acceleration check is used to indicate the need for a rejected takeoff due to
unacceptable acceleration caused by degraded thrust, dragging brakes, tire failure,
atmospheric variations, runway surface variations, etc. To account for normal rolling
takeoff, increase the acceleration check time determined from the chart by 6.5 seconds. The
acceleration check speed should be approximately 10 knots below VGO.

Chapter 4
¾ Absolute ceiling is the altitude at which the aircraft, for a given gross weight and charted
climb speed, has no climb capability at Maximum Continuous thrust.
¾ Service ceiling is the altitude at which the rate of climb is 100 feet per minute at Maximum
Continuous thrust for a given gross weight and charted climb speed.
¾ Cruise ceiling is the altitude at which the rate of climb is 300 feet per minute at Maximum
Continuous thrust for a given gross weight and charted climb speed.
¾ Optimum altitude is the altitude at which the aircraft, for a given gross weight and static air
temperature, attains the maximum specific range.
¾ For four engines operating, the climb speed schedule is 310 KCAS up to approximately
25,000 feet and 0.74 Mach at higher altitudes.
¾ For three engines operating, the climb speed schedule is 270 KCAS up to approximately
26,000 feet and 0.66 Mach at higher altitudes.

Chapter 5
¾ Long range cruise is the airspeed which will attain 99 percent of the maximum nautical
miles per pound of fuel at a given gross weight and altitude.
¾ Maximum range cruise speed is the airspeed which will attain the maximum nautical miles
per pound of fuel at a given gross weight and altitude. This speed may be determined at the
peak of the specific range curves. For maximum range cruise operation, a constant Mach
number of 0.74

Chapter 7
¾ Formatting capability is the gross weight at which the receiver, for a given pressure altitude
and ambient temperature, has a rate of climb capability of 200 feet per minute at
Intermediate thrust in the tanker downwash at the normal formatting airspeed.
¾ The C‐17 can receive fuel at rates up to 8,000 pounds per minute.

Chapter 8
¾ ENROUTE DESCENT The speed schedule for enroute descent is 0.74 Mach number at
pressure altitudes above approximately 25,000feet, then 310 KCAS down to 10,000 feet and
250 KCAS thereafter. The descent is flown in the clean configuration with forward idle
thrust.
¾ LONG RANGE DESCENT The speed schedule for long range descent is 0.74 Mach number at
pressure altitudes above approximately 35,000 feet and 250 KCAS thereafter. This descent
is flown in the clean configuration with forward idle thrust.
¾ PENETRATION DESCENT The speed schedule for Penetration descent is 0.74 Mach at
pressure altitudes above approximately 35,000 feet, and 250 KCAS thereafter. This descent
is flown in the clean configuration with forward idle thrust to 20,000 feet. Below 20,000
feet, the slats and speedbrakes are extended.
¾ TACTICAL DESCENT The speed schedule for tactical descent is 0.80 Mach number at
pressure altitudes above approximately 28,000 feet and 320 KCAS thereafter. The descent is
flown with speedbrakes extended with reverse idle thrust. The level‐off from a tactical
descent should be initiated approximately 2,000 feet above the desired altitude.
‐ 30 ‐ August 2008


Chapter 9
¾ Landing distance is the total distance from a 50 foot height to a point where the aircraft can
be brought to a full stop.
¾ Landing air distance is the distance traveled from a 50‐foot height at runway threshold to
touchdown.
¾ Landing ground roll is the total runway distance from touchdown to a point where the
aircraft can be brought to a full stop.
¾ Reference ground speed is the expected ground speed on the final approach at charted
approach speed in a no wind shear condition.
¾ The baseline landing performance is based on the assumption that thrust reversers are
placed in reverse idle with one engine inoperative (REV IDLE). 4 MAX REV, FWD IDLE, and 2
MAX REV corrections are provided in the landing ground roll charts. 4 MAX REV assumes all
4 engines are placed in maximum reverse. FWD IDLE assumes one engine inoperative and
three engines in forward idle. 2 MAX REV assumes one engine inoperative, one engine in
idle reverse, and symmetric engines in maximum reverse.
¾ Touchdown speed is 4 knots above the approach speed for both conventional approach and
approach to assault landing. Touchdown speed is used for checking tire limit speed and
maximum brake energy speed limits.
¾ The tire limit speed is determined on the basis of a tire placard speed of 182.5 knots ground
speed for sea level, standard day, no wind condition
¾ The maximum brakes‐on speed is the highest speed at which maximum effort braking may
be initiated without melting the fuse plugs
¾ Landing is not permitted with tailwinds greater than 10 knots or headwinds greater than 40
knots.

Chapter 11
¾ Operation at ground idle results in fuel consumption of approximately 4,000 pounds per
hour.
¾ A fuel allowance of 2,000 pounds may be used for a takeoff and climb to 1,500 feet.
¾ The maximum ramp weight is 1,000 pounds higher than the maximum takeoff gross weight
for paved runway operations. The ramp weight accounts for the estimated fuel burned
during 15 minutes of ground operation.
¾ The maximum allowable fuel load is limited only by the capacity of the tanks.
¾ A fuel allowance of 3,800 pounds may be used for a typical approach and landing.
¾ Maximum effort slowdown to landing or airdrop consists of deceleration from 350 KCAS to
130 KCAS (or the minimum permissible speed for the given configuration).
August 2008 ‐ 31 ‐


¾ The time required for slowdown is approximately 60 seconds for an empty aircraft; add 1
second for each 10,000 LB gross weight increase and 30 seconds for gear retracted
operation. The corresponding distance to slowdown ranges from 4‐7 nautical miles.

Mission Computer
(portions of 1C1712)
¾ CPDLC – Controller/Pilot Data Link Communications – this capability allows an aircrew to
send and receive text messages to and from ATC
¾ Requires GES (ground‐earth station) logon
o Three non‐voice ways to declare an emergency – EMERG on IFF switch panel, setting
7700 mode 3 in CNC and sending a MAYDAY downlink
o ATC log can hold 50 messages
o Pilots should begin AFN login 15 to 45 minutes before entering (or departure if
applicable) a CPDLC or ADS service area
o If ATC sends “Standby” further response can be expected within 10 minutes
o About 30 minutes before you exit one CPDLC region for another, an automatic AFN
transfer should occur
¾ ADS‐A – Automatic Dependent Surveillance‐Addressable – This capability allows an aircraft
to pass automatic position reports
o Periodic (simple[lat/long, alt, time, FOM], complex), Event (contract mode), Demand
(specific request by ATC) reports
o Emergency Mode – press EMERG on IFF, set Mode 3A to 7700, CPDLC – MayDay x2
¾ AERO‐I – The C‐17 Aero‐I system provides the two telephone voice channels already used in
Block 12 and newer. Aero‐I also provides a third channel for data link applications; this
third channel carries CPDLC and ADS‐A data
¾ AOC – Airline Operational Control – datalink communications between aircrew and AMC
command and control elements
¾ SELCAL – Selective Calling
¾ ALE – Automatic Link Establishment

Vertical Profile
¾ VPF resolves the non‐TOLD performance segments of the active and secondary flight plans.
VPF programming in the CIP:
¾ Calculates timing and locations of soft waypoints (bottom of climb [B/C]; top of climb [TIC];
etc.) for altitude and speed changes and other significant events based on internal mission
computer tables and operator inputs,
¾ Provides MSN VNA V guidance for the AFCS, and
¾ Predicts the time, speed, altitude and fuel aspects of hard waypoints.
¾ Nominally, the VPF calculates climb to enroute altitude, cruise, and descent based on
Technical Order Profile. Descent calculations are withheld until required. No wind is
assumed in these calculations.
¾ Unless constrained by the operator, VPF calculates climb to an initial cruise altitude at the
highest 1,000 foot altitude below the 300 foot per minute cruise ceiling (indicated as MAX
ALT on the PRFM pages) or the highest attainable altitude for at least 5 minutes, whichever
is lower.

Technical Order Profile
¾ The mission computer uses technical order (TECH) profile unless otherwise programmed
by the operator.
¾ Four‐engine climb profile is normally 250 KCAS to 10,000 feet
¾ Then 310 KCAS/.74 MACH, whichever is less using MCT.
¾ This speed profile is used for climb to initial cruise altitude and for step or other
intermediate climbs.
¾ Cruise speed profile is 310 KCAS or LONG RANGE CRUISE (LRC), whichever is less.
¾ Descent uses the reverse of climb.
¾ The PRFM pages default to a SPEED LIMIT of 250 KCAS below 10,000 feet. This can be
modified by operator input if required by the flight profile.
¾ Manual (MAN) climb, cruise, and descent speeds may be entered as KCAS or MACH.

Altitude Hierarchy: The mission computer will initially apply altitude constraints at
waypoint:
¾ AT ALTITUDE, AT/ABOVE AND AT/BELOW (waypoint page)
¾ CRZ FL (waypoint page)
¾ CRZ ALT (Route Data page)

‐ 32 ‐ August 2008


The mission computer will not guide to a speed less than Vmma nor greater than 340
KCAS/.80 Mach, or 10 knots below current configuration speed limit (VNE), whichever is less.
If no speeds are requested, the mission computer will default to TECH ORDER speeds.

¾ Atmospheric Model
o Except for TOLD and special airdrop computations, lateral and vertical calculations are
based upon atmospheric model. At each calculation of the VPF, the CIP takes inputs
from the various sources and projects this data over the ensuing route of flight. In the
days when navigators performed this function, this DR or dead reckoning computation
would include current data and any other information provided by forecasters at the
weather briefing. The CIP uses the programmed atmospheric model to do the same
thing. It takes the current information and projects it over the next 200 NM of the flight
plan. Except for TOLD and special airdrop computations, vertical performance
calculations for flight plan legs or portions of flight plan legs that have not been
sequenced (not yet flown) are based on the atmospheric model.
o In Flight, MC/CIP uses ADC and IRS data for temp, temp dev, press alt, heading, drift,
grnd spd, and wind
Assumes conditions within moving "bubble" from aircraft ‐ 200 NM in front &
4,000 ft above/below
Updates every 5 mins
NOTE: The 200 NM rule applies the "actuals" data out through the leg that starts
from the last waypoint within 200 NM of the jet. Therefore, if the last waypoint is
at the 190 NM point, and the leg from that waypoint to the next waypoint is 200
NM, then the "actuals" are applied out through 390 NM. (Something to keep in
mind when you have long legs; i.e. overseas sorties).
Airdrop NOTE: Once inside the IP, the MC uses the pilot‐entered airdrop winds
for CARP calculations until the pilot selects ACTUALS once level at drop airspeed
and drop altitude
¾ What does this mean to the pilot?
o Let's say we are en route (constant altitude) to point A located 150 NM from our
present position. The mission computer uses our current groundspeed (current
winds) to compute the time to point A. But how does the mission computer
determine the time to point B (co‐altitude) located 600 NM from our present
position?
o The time to point B is the sum of the time from present position to point A plus the
time from point A to point B.
o First, it uses current ground speed to compute the time to point A.
o Then, it uses current wind applied to the airspeed programmed between A and B to
compute the time from A to B.
o Since the computer projects current winds out 200 NM and 200 NM is between
point A and point B, then the computer uses current winds and the airspeed
programmed after point A to compute the time to point B.
o Depending on winds along the way, the estimate to point B could vary substantially.
In flight beyond the effects of the 200 NM/4,000 foot altitude limit, on the ground
and when sensor data is invalid, the mission computer uses the following logic: The
mission computer uses the average of the spot winds and temperature deviations on
the Define/Review WAYPOINT page for the leg's end waypoints. For CLIMB and
DESCENT phases where winds are not entered on the DEFINE/REVIEW WAYPOINT
page for the waypoints during these phases, the mission computer uses the wind
schedules entered on the WINDS pages. It interprets linearly for winds at inbetween
altitudes or altitudes lower than the schedule. Sea level is assumed to be zero. For
altitudes above the schedule, the highest entered altitude wind is used. Temperature
deviations entered on the DEFINE/REVIEW WAYPOINT pages are used. Wind
factors entered on the ROUTE DATA page are used for all intermediate
climbs/descents and if winds are not entered on the DEFINE/REVIEW WAYPOINT
page or WINDS pages. This includes DIRECT TO legs. The mission computer
assumes zero winds and standard temperatures if wind factors, winds, or
temperature deviations are not entered in the flight plan.

¾ Wind Hierarchy (On the ground, outside the bubble, or when sensor data is invalid)
o Actual Winds ‐‐ Assumed within 200NM/4,000ft bubble (not calculated while on the
ground)
o Entered Winds ‐‐ Avg of spot winds entered on DEFINE/REVIEW WAYPOINTS pages
AD segments use drop altitude winds on ADXX PROGRESS page
o Climb/Descent Winds ‐‐ Entered via PERFORMANCE pages
Interpolates linearly between altitudes and below the schedules
Sea level winds assumed to be zero
August 2008 ‐ 33 ‐


For altitudes above the schedule, the highest entered altitude wind is used
o Wind Factors ‐‐ Entered via ROUTE DATA page
Used for all intermediate climbs/descents & if entered winds not used
WF1 & WF2 correspond to the midpoint of the total lateral distance
o Calm Winds ‐‐ MC/CI P assumes zero wind if no winds are entered
¾ Temp Dev Hierarchy (On the ground, outside the bubble, or when sensor data is invalid)
o Entered Temp Dev ‐ Avg of data entered on DEFINE/REVIEW WAYPOINTS pages
o Zero Temp Dev ‐ Used if no values are entered
¾ Altitude Profile
o All cruise alts are calculated to be maintained for 5 min before climb/descent to the
next alt
If unable 5 min cruise, the MC/CIP picks nearest lower alt which will allow 5 min
cruise
If no 5 min cruise level available the NO CRUISE @ WAYPOINT msg is generated
¾ Altitude Profile Options (ROUTE DATA page)
o O/XXX/XXX
Tells the MC not to run vertical profile
o XXX/XXX/XXX
MC/CIP calculates cruise to the highest 1,000 ft altitude below the 300 ft/min
cruise ceiling
1,000 step climbs will be instituted when GW and Temp Dev allow (for at least 5
min cruise)
o NNN/XXX/XXX
MC/CIP will fly the aircraft to this alt and maintain it once at cruise (assumed to
be < Max Cruise Alt)
If the alt is > Max Cruise Alt then the climb profile will be to the highest possible
altitude (with 5 min cruise) and 1,000 ft step climbs thereafter
o NNN/NNN/NNN
MC/CIP will fly to the first altitude (assumed to be ~ Max Cruise Alt)
Climbs to subsequent alts won't be initiated until GW allows a climb right to the
entered altitude (i.e. the 1,000 ft step profile is not used).
EX: If Max Cruise Alt is FL 340, and "290/330/370 is entered, the acft will fly to
FL 330. Climb to FL 370 won't be initiated until the GW allows a climb right to FL
370.
o NNN/N/XXX
MC/CIP will fly to NNN altitude in N steps.
EX: If "370/4/XXX" is entered, the MC/CIP will climb to its max altitude (if < FL
370) and then up to FL 370 in 4,000 ft steps.
¾ Altitude Constraints
o Take priority over altitudes entered on the ROUTE DATA page for the segment of flight
the constraint was entered for
o For AT ALT, AT/ABOVE, and AT/BELOW constraints, soft waypoints are created prior
to the waypoint to honor these constraints. These constraints are propagated for the
remainder of the segment unless a subsequent altitude constraint revises the profile.
o For CRZ ALT constraints, climb/descent to that altitude is initiated upon sequencing
the constrained wpt
o Altitude constraints are generally propagated through the end of the flight plan
o A DIRECT‐TO will cancel past constraints and revert back to the ROUTE DATA page
CRZ FL entries
¾ Speed Profile and Time Control
o PERFORMANCE Pages
Speed profiles and time control based upon PERFORMANCE page entries
F‐PLN used:
• For cruise legs only, MC/CI P uses operator entered spds or for legs with no
specific spds entered, calculates spds to meet fixed time constraints
TECH used:
• When selected
• If MSN VPROF is engaged when selecting MSN VNA V without MSN
LNAV
• ENGINE OUT operation is confirmed
• DIRECT‐TO/INTERCEPT‐TO legs, unless Manual speeds are selected or time
control is in effect
• Default when F‐PLN speeds are selected but none are entered and no time
constraints exist
• MC/CIP provides ETE's/ETA's but no time control
‐ 34 ‐ August 2008


• Flight plan entered speeds on Airdrops, RZs, and FAFs are still honored in
this mode
MAN used:
• When selected and a specific CAS/MACH profile is entered
o MCICIP provides ETE's/ETA's but no time control
o Flight plan entered speeds on Airdrops, RZs, and FAFs are still honored in this mode
¾ Speed Hierarchy
o Speed Limit ‐‐ PERFORMANCE page entry (i.e. 250 kts below 10,000 ft)
o Maximum Speed ‐ on SPD CSTR AT WAYPOINT page (climb and descent phases only).
o If F‐PLN is selected:
o AT SPD ‐ MC adjusts speed prior to the waypoint
o Speeds to Make a Time Constraint
MC/CIP calculates spds and adjustments to place next 5 FIX constraints within
their tolerances
PROCEDURES
Tech Order or higher priority speeds used for remaining FIX and ADVISORY
constraints
Time speed control is only active during level cruise segments or tech order
during climb segments
The computed speeds will be limited by either the Speed Limit, Vmma, or Vmax‐
10
o SPD ‐‐ Speeds entered on the SPD CSTR AT WAYPOINT page – MC adjusts spd after
waypoint
¾ ETE's/ETA's
o ETEs are only calculated on the ground when Takeoff Time is not available on the
ROUTE DATA page
o While airborne, ETA's are calculated 2 ways
For the TO waypoint ‐‐ Current ground speed (CGS) versus distance to go (DTG)
Downpath waypoints ‐‐ Selected profile spds, alt profile, and wind/temp profile
¾ Time To Go (TTG)
o 2 Step Process
TTG = ETE to the TO waypoint + VPF ETE predictions thereafter
¾ Delta‐T/Delta‐Time
¾ ND‐MAP Delta‐T
o If TO waypoint is time constraint: CGS vs DTG
o If time constraint is downpath: 2‐step process
¾ MCD Delta‐Ts
o PROGRESS 2 page
Same as for NO‐MAP 6 T but updates at slower rate (1 second)
o RZ PROGRESS page
Before ARIP: ARCT ‐ ((CGS vs DTG) + Vert Profile ETE from next waypoint to next
constraint)
Should match MFD and PROGRESS 2
After ARIP: ARCT ‐ RZ MC/CIP DTG to estimated tanker rollout position as
displayed on MFD
• May differ from MFD or PROGRESS 2 page but is more precise
o AD PROGRESS page
2 Min ND MAP TTG Prior to CARP Green Light
Delta‐T based on vertical profile
• Vert profile calculated every 5 min until 16 NM from earliest slow
down point then small adjustments (+/‐ 5 kts) made when acft
deviates from flight plan spds ‐ Will differ from PROGRESS 2 page and
MFD when speeds are changing
• Once the IP is sequenced the AD PROGRESS page Delta T is the most
accurate Delta T display because it includes the slowdown speed
changes in its vertical profile computations (Le. the ND‐MAP display
will differ because it doesn't take the slowdown to drop airspeed into
account when the CARP is the active wpt, it only displays CGS to next
waypoint).
• The ND‐MAP and Progress Delta T displays may jump up to +1 minute
during the IP overfly turn due to guidance not taking into account the
additional turn distance. If no adjustments are made, the Delta Twill
return to normal once the IP turn is completed.
< 2 Min ND MAP TTG Prior to CARP Green Light
• Delta T based on CGS vs DTG
August 2008 ‐ 35 ‐


¾ Enter a Time Constraint at Waypoint: The TIME CSTR AT WAYPOINT page allows entry of a
required arrival time at a waypoint. This page is accessed from the VERT REV AT
WAYPOINT. On this page, the following are available:
o TIME (1 L): Display/entry of the constrained arrival time (to tenths of minutes) at the
waypoint. A time entered for an ARCT in the RZ DATA page 1 automatically displays
the time at the ARCT waypoint in the flight plan.
o TOLERANCE (2L): Display/entry of time tolerances in minutes and seconds up to one
hour .
Default is plus/minus thirty seconds (+00:30/‐00+30).
The computer will not attempt to arrive at a control point more accurately than
the time tolerance. For example, let's " say that you tighten the tolerance to +/‐ 15
seconds. Enter it as 0015. You can enter 10 seconds early and 30 seconds late by
entering 0010/0030.

More notes from 1C1712
¾ The Avionics System is functionally divided into five major systems:
o Mission Computer/Electronic Display System (MC/EDS).
o Integrated Radio Management System (IRMS), which is controlled by the MC/EDS and
Communication Control Unit (CCU).
o Electronic Flight Control System (EFCS).
o Warning and Caution System (WACS).
o Aircraft/Propulsion Data Management Computer (A/PDMC) System.
¾ Under normal circumstances, the VPF recalculates Every 5 minutes. The 5 minute active
flight plan periodic update is inhibited when:
o On a path descent (e.g., MC approach).
o More than 15 NM off flight plan.
¾ Under the custom data base, you may store up to 40 TAC points

¾ ADITS downloading can be accomplished after weight is on wheels and groundspeed
reduces to 15 knots.
¾ Degraded Mode is designed to detect errors early before they cause more extensive
problems. A single MC restart lasts about 4 seconds and is most commonly caused by
calculations that violate the range checks established within the MC software code.
¾ Scenarios that might cause degraded NAV are listed in Chap 3 of 1C‐17A‐1‐2
¾ From config page in MC: LL option increases fuel burn 15% and for formation 5%
¾ Fuel computations to destination weather alternate are based on 250 KCAS @ 10k’ for up to
170 NM. From 170 to 290 NM, 310 KCAS at FL200. Above 290 NM then .74 Mach and FL310
‐ 36 ‐ August 2008

¾ PROCEDURES

ENGINE FIRE/EMERGENCY ENGINE SHUTDOWN
1. THROTTLE "IDLE" (PF)
2. FIRE HANDLE "PULL" (PNF)
3. AGENT "DISCHARGE" (As Required) (PNF)
FOUR ENGINE FLAMEOUT
1. ENGINE IGNITION NORM/ORIDE Switch "ORIDE" (PNF)
2. RAT "EXT" (PNF)
SMOKE/FUMES IN THE AIRCRAFT
1. OXYGEN “ON, 100%" (ALL)
LOSS OF PRESSURIZATION CHECKLIST
1. OXYGEN “ON, 100%" (ALL)

*Conditions that require the use of the Emergency Engine Shutdown checklist
¾ Thrust Reverser (Core stuck out)
¾ Disintegration (Engine Disintegration / or Continuous Engine Sparking)
¾ Overspeed (Uncontrollable Overspeed)
¾ Vibration (Severe Vibration)
¾ Seizure (Engine Seizure)
¾ Fire (Engine Fire)
¾ Compressor (Severe Compressor Stall / Uncontrollable EGT or Engine doesn't respond to
throttle movement)
¾ Leaks (Any leaks from the Engine / Pylon)

Notes on Critical Procedures
¾ APU Fire – ARM Switch – ARM, Agent – Discharge, Ground Evac
¾ APU Abnormal Start – Return switch to off, if not zero w/in 5 sec, pull OVHD C15
¾ Loss of All Gens – cycle Gen switches, EMERG PWR – ON, FCS Pitch/Roll – MECH, RESET
¾ Tail Pipe Fire – ENG SHUT OFF – off, engine ignition – a/b/A&B, ENGINE START – press
once below 20%, Fire Handle – as required
¾ EFCS MCD on takeoff – if below Vgo, reject, if above Vgo, press EFCS RESET in 1 sec intervals
until FIXED GAINS is displayed on the status page
¾ Pitch Trim Runway “Stabilizer Motion” – slow to 280 to Vmma, maintain aircraft control,
split the trim handles (reverse if required), FCS ACTR Pitch – MECH, adjust to zero
deflection
¾ Ground Evacuation – P – throttles – IDLE, emergency depress switch – DEPRESS, Parking
Brakes – as required, notify tower, ENG SHUT OFF –OFF, APU – OFF, EXT PWR – OFF, IRUs –
OFF, BATT – OFF
¾ Engine Fire – discharge second bottle if after 30 sec fire condition still exist
¾ Air Start – 250 KCAS/10%N2 min (below – starter assisted), Engine Ignition Switch – ORIDE
quickly. Discontinue if no start w/in 30 sec. If eng off more than 2 min use “minimizing
engine wear” procedures
¾ 2 Eng Operations – retract flaps ASAP even if slightly below Vmfr to reduce drag (known
safety margin). Make all turns into op engines if both inop engines are on same side

FLIGHT CREW QUICKDON MASKS
1. Mask – Cleaned
2. Oxygen Pressure – Checked
3. Regulator Supply Lever – ON
4. Diluter Lever – 100% OXYGEN
5. Mask, Headset, Hose and Connectors – Connected/Checked
6. Microphone – Checked
7. Purge Valve – CLOSED
8. Supply Lever – OFF (Resistance experienced)
9. Supply Lever – ON
10. Emergency Toggle Lever – EMERGENCY
a. Breathe normally for 3 cycles (min) – indicator alternates
b. Hold breathe – black on indicator
c. Hold breathe & open purge valve and check flow – black
d. Close purge valve – black on indicator
11. Emergency Toggle Lever – NORMAL
a. Breathe normally for 3 cycles (min)
b. Flow indicator – alternating
12. Purge Valve – OPEN
13. Quick‐Don Assembly ‐ Stowed
August 2008 ‐ 37 ‐


Exterior Safety
¾ Fire extinguisher (in the green) in place, External power (80 kVA min), nose gear pin
installed, check on grounding wires, clear APU (intake & exhaust), ensure main gear chocks
installed

Interior Safety Inspection
¾ When checking WAP, ensure that the following BUS OFF messages are not displayed: AC
EMER BUS, AC XFER BUS, DC EMERG BUS, and BATT DIR BUS.
¾ Do not use external power with battery switch OFF.
¾ APU Start
¾ Check E13 OVHD CB – closed
¾ Put START CONTR Switch to on for 2 sec (if not 0 RPM then abnormal start)
¾ Switch to START then RUN (If 85% flashes five times or more perform abnormal start)

APU Starter Duty Cycles
¾ APU starter may be operated up to 1 minute
¾ Any engagement is considered a start attempt
¾ 5 minutes between starts, max 4 per hour
¾ To preclude damage to the slat seals, the APU should not be started or operated with the
slats in the extended position. If the APU must be started with the slats extended, they
should be retracted as soon as possible.
¾ The IRU and avionics smoke/overheat ground warning horn is inhibited during test, but
may sound briefly at the conclusion of the test, especially in cold weather.

Exterior Inspection
¾ The exterior inspection will normally be accomplished by a qualified pilot

‐ 38 ‐ August 2008


¾ Flaps may droop approximately 2 inches in the first 15 minutes following system
depressurization. After the first 15 minutes, flap droop should not exceed 2 inches per hour
measured at the most inboard trailing edge for the inboard flap and most outboard trailing
edge for the outboard flap. Flap droop may reach full extension. If excessive droop is
suspected, notify maintenance.

Copilot Interior Inspection
¾ When testing cockpit panel lighting (60 sec time limit per press) ensure a full column sweep
across WAP & Cue light.
¾ Electric FCC/SCEFC – EFCS, press w/in 3 sec – do not touch stick and ignore all cues until
complete
¾ CVR – plug in headset and press test button 2 sec, release. Should hear 4 tones and then tap
the microphone.
¾ RADAR preflight – Display MFD (PPI or Map), range ‐160 nm, TEST.
¾ Do not hold aileron trim knob hardover for more than 24 seconds. Motor may overheat and
fail.
¾ Hydraulic FCC/SCEFC – may be accomplished while taxiing (no faster than 10 knots) and
with only APU , clear flight controls, trim – zero, EFCS RESET, turn flight directors off, press
test light and engage ATS/AP, perform flight control check w/in 1 min (left down, right
down, forward, backwards, rudder left, rudder right) wait 5 sec then start SCEFC test

Before Starting Engines
¾ Aircraft Forms ‐ “ON BOARD AND SIGNED” ‐ a. Aircraft forms b. DD Form 365‐4 c. AF Form
1896 (Fuel Identaplate)
¾ The crew entry door will not be closed until all engines are started.
¾ Confirm PARKING BRAKES ON L,R appears on the WAP. Check the brake pressure. If it is in
the red zone, 0‐1000 psi, turn on No. 2 AUX hydraulic pump. Turn off the pump after the
brakes are pressurized.

Starting Engines
¾ Do not change the ENGINE IGNITION source during engine start. Switching sources may
result in a tailpipe fire. (use A on odd days and B on even days)
¾ “ORIDE” pos of Engine Ignition switch bypasses fuel shutoff switches
¾ Place throttles in desired position for engine start (forward/idle reverse), regardless of
present position of thrust reversers.
¾ Placing the throttles in idle reverse is recommended if tailwind exceeds 25 knots or
personnel or equipment are behind the aircraft.
¾ Monitor the pressure during engine start. Change or adjust bleed air supply source prior to
beginning a start if pressure is not stable. If difficulty starting an engine occurs due to low or
fluctuating air supply pressure, stop the start and reconfigure the air supply prior to
attempting a second start.
¾ Do not change or adjust the bleed air supply source during a start. Do not use more than one
type of air supply source (APU, crossbleed, or external air) simultaneously for a start. Do not
select air conditioning packs on or off during a start. Resulting unstable bleed air supply
may cause damage to the starter.
¾ Turn appropriate engine, wing and windshield anti‐ice systems on prior to takeoff in icing
conditions.
¾ Icing conditions are present when temperature is 6 °C (42 °F) or below and any of the
following icing conditions exist:
Visible moisture (rain, snow, sleet, ice crystals, or fog with visibility of one mile or less)
is present.
Temperature and dew point are within 3 °C (5 °F) of each other or dew point is not
available.
When operating on ramps, taxiways, and/or runways where slush/standing water may
impinge and freeze on exterior surfaces.
¾ Verify ON lights illuminated and DISAG light extinguished. Engine anti‐ice must be used
continuously until icing conditions cease to exist. See Icing and Cold Weather Operation in
Section VII.
¾ Select probe heat on when temperature is 6 °C (42 °F) or below.
¾ If below freezing use A & B ignition
¾ Donor engine – increase to 70‐75%N2
¾ HUNG START – acceleration is abnormally slow or will not accelerate to idle RPM. After a
hung start, turn both a/c packs off and advance operating engines to 44+/‐ 4 psi.
¾ HOT START ‐ could occur if engine is not below 190°C before starting. A fuel flow at
lightoff of 700 pph is an indication of a probable hot start.
¾ If engine started in N2 mode then stabilize 1 min and then check PROBE heat switch.
¾ Blast area goes up to 338’ behind engines
August 2008 ‐ 39 ‐


Starting Engines Information
¾ Bleed‐air supply pressure: APU‐20, Cross‐bleed‐25, External‐30
¾ Press engine start button – if button does not stay in check ignition source; if ignition source
is selected then hold engine start button in
o If engine start button light does not illuminate stop and fix the problem
¾ N2 within 20 seconds of starter control valve open
¾ N1 should indicate prior to 40% N2
¾ Oil Pressure within 20 seconds of N2 indication
¾ EGT rise within 20 seconds of Engine Shutoff Switch‐ON
¾ 400‐500 pph normal at fuel‐on, >700 pph may indicate hot start
¾ Starter button should pop out at 51%; if not pull starter button by 55% N2 if necessary
(30sec max to light out)
¾ w/in 2 min – oil pressure in green
¾ Idle RPM within 120 seconds of fuel on (with exceptions)
¾ 495 C on start
¾ If no heat probes, start in N2 mode
¾ Wait 40 seconds to ensure no N2 rotation after start attempt
¾ If a air conditioning pack is disagree select pack off only below 20%
¾ Rotating shutoff switch – igniters are activated and fuel flow is introduced to combustion
chamber
¾ Other than the Engine Clearing Procedure, if the engine is motored not longer than 90
seconds, it will be considered one start attempt; comply with starter limitations. For
motoring duration greater than 90 seconds up to and including 15 minutes, the starter
should be cooled 5 minutes for each 30 seconds of operation up to a maximum of 40
minutes.
¾ If greater than 49 C near sea level consult Dash 1 for possibility of takeoff

Abnormal Start Information
¾ Motor engine until EGT <190° C before fuel‐on if it has been recently run
¾ Engine starts without hydraulic EDP head pressure...document in AFTO 781
¾ Test XFER pump with #2 providing pressure to ensure gear retraction if #3 fails
¾ If using external pneumatic air, must have ground crew on interphone prepared to
immediately disconnect or shut down air supply if necessary

Engine Clearing
¾ Engine Shutoff Switch‐OFF, then motor for 30 seconds (not considered a start attempt)
¾ If starter disengaged, re‐engage when <20% N2, then motor for 30 seconds
¾ Wait 40 seconds after EEC info (MFD) lost before re‐engaging a starter (up to 15 min)
Notes
¾ If engines start in N2 mode, continue the engine start & reference C‐17A–1
¾ If starter light does not extinguish w/in 30 sec of button popping out, shut off bleed air to
and from the engine. Close the ISO valve and bleeds on the affected wing. Shutdown the
engine. Caution: don't shutdown until air is removed else starter failure may occur.

Normal Idle RPM Indications
¾ N1 24% +/‐ 3%
¾ N2 60% +/‐ 5%
¾ EGT: <460°C (no bleeds) <490°C (bleeds on)
¾ Oil Pressure 70 psi min (if not within limits within 2 minutes, then shutdown)
¾ Fuel flow 900‐1000 pph

Engine Starter Duty Cycles
¾ Two consecutive starts are allowed without a cooling period
¾ 15 minutes before third attempt
¾ 10 minutes before each additional start
¾ Max 5 attempts per hour, then 1 hour cooling
¾ After 1 hour cooling, start from beginning

Before Taxi
¾ Check all primary flight controls (elevators, ailerons, rudders, spoilers) before every flight.
Each control surface must be checked individually in both MECH and EFCS.
¾ Flight Control Surfaces ‐ Check in MECH Check the flight controls in FULL MECH at least one
time in pitch, roll and yaw individually to ensure proper control feel. Check for full surface
deflection in both directions, and the correct direction for each surface using the MFD CFG
page. The minimum acceptable full surface deflection for the elevators, ailerons, and lower
rudder is displayed as close to full scale on the MFD CFG page. Close to full is defined as
‐ 40 ‐ August 2008


when the gap displayed between the surface deflection and the full scale bracket is no wider
than the width of the full scale bracket display line.
¾ A rudder shudder lasting no more than 10 seconds is considered acceptable. A rudder
shudder sustained for 10 seconds should be stopped within 10 more seconds by moving the
YAW switch on the FCS ACTR panel from MECH to EFCS.
¾ To preclude overly restrictive MC TOLD calculations, place the throttles in FWD IDLE for a
minimum of 3 minutes before engaging TOGA.
¾ Set current barometric pressure. Add 16 feet to ramp elevation to obtain adjusted ramp
elevation.
¾ The pilot and copilot standby altimeters must indicate +/‐75 feet of adjusted ramp elevation
and +/‐75 feet each other.
¾ Select MSG and STS summary pages and review faults. Ensure no FAIL OP or NOT MSN
CAPABLE message exists.
¾ If any hydraulic reservoir temperature is less than 7 °C, simultaneously cycle control stick
and rudder pedals full stroke in all axes until all temperatures are greater than 7 °C.

Before Takeoff/Lineup
¾ During WAP check ensure no warnings and acknowledge any caution messages
¾ If rudder temps are below 7 C then PNF will tell the PF to cycle controls until above 7 C

Takeoff
¾ High speed operations through standing water deeper than 1/2 inch may damage the
landing gear doors, pod access doors, stabilizer strut doors and underbelly.
¾ Takeoff mode provides speed on pitch guidance to acquire and maintain VMFR after main
gear liftoff with four engines operating. With only three engines operating, climbout
guidance is provided to VMCO, or existing speed at engine failure if that speed is between
VMCO and VMFR. If the speed at engine failure is greater than VMFR, pitch guidance is
provided to VMFR.
¾ A MAX EPR takeoff shall be made when required by computed data, or when windshear is
reported or expected.
¾ MAX EPR set prior to brake release is not recommended for austere fields due to possible
foreign object damage to the aft fuselage but may be accomplished for mission
requirements.
¾ Lineup distance penalty is 250 feet.
¾ Static Takeoff is performed by setting the desired takeoff thrust (MAX or DRT) prior to
brake release. This is the only takeoff procedure that will ensure that takeoff performance
data computed by the MC is attained. Should be used when runway distance is marginal
(CFL within of runway length)
¾ A standing takeoff is a modified static takeoff and is accomplished by setting 1.15 EPR prior
to brake release. Throttles must be advanced at a rate which achieves the desired takeoff
thrust prior to 80 knots. This procedure increases takeoff roll approximately 100 feet in
addition to any lineup distance penalties, and is the preferred procedure if the aircraft is in
takeoff position on the runway.
¾ For a rolling takeoff, power is advanced from idle to takeoff thrust while never coming to a
complete stop. The PF may use the nosewheel tiller for steering until aligned with the
runway then transition to rudder pedal steering and take control of the stick grip. Rolling
takeoffs should be accomplished using a smooth throttle push to 1.15 EPR and then
continuing the throttle push to desired takeoff power at a rate which allows the engines to
accelerate uniformly. The throttles must be advanced at a rate which achieves the desired
takeoff thrust prior to 80 knots. This procedure increases takeoff roll approximately 100
feet in addition to any lineup distance penalties.
¾ The autothrottles, if used, may be engaged after obtaining a minimum of 1.15 EPR and are
engaged by the PNF when called for by the PF.
¾ For all normal takeoff procedures, after the PNF announces “ROTATE”, the PF will apply
back pressure on the control stick to attain a target pitch attitude of at least 12 degrees but
not greater than 15 degrees. Rotation guidance is not provided by the F/D. Two seconds
after weight off wheels, the pitch bar commands takeoff pitch guidance to the appropriate
climbout speed. Follow the flight director once it becomes active.
¾ The EPR will be limited to INT above approximately 17,000 feet pressure altitude or 0.45
Mach.

Standard Profile (Climbout)
¾ Flown for obstacle clearance or noise restrictions
¾ Normally, raise the landing gear before 200 knots.
¾ Once noise abatement, obstacle or acceleration altitude is obtained, accelerate the aircraft
¾ If no restrictions exist, use the 1000’ AGL as the acceleration altitude
August 2008 ‐ 41 ‐


¾ At the acceleration altitude, the PF will reduce pitch attitude and accelerate without
entering a descent.

Acceleration Profile
¾ The acceleration profile ensures the aircraft will not enter a descent during climbout. It does
not guarantee any minimum climb capability.
¾ For the acceleration profile, after the landing gear has retracted, reduce pitch smoothly to
accelerate toward enroute climb speed while in a shallow climb.
¾ Above 200 feet AGL, the FD/AP may be engaged in MSN VNAV, VPROF, or speed‐on‐pitch
with EPR select. If using VERT SPD select, a climb rate of 300‐500 feet per minute should
allow the aircraft to accelerate efficiently.

Tactical Profile
¾ The recommended configuration for best rate of climb is flaps retracted (slats EXT or RET),
at 250 KCAS.
¾ The best climb gradient speed is VMFR for slats EXT, VMSR for slats RET.

Alternate Takeoff
¾ When cleared for takeoff, the PNF will complete the Lineup checklist except for the flaps.
Slats will be extended. The PF will stop the aircraft on the runway centerline and set 1.15
EPR while holding the brakes. After allowing the engines to stabilize, the PF will release the
brakes and state “FLAPS”. The PNF will set the flap handle to the one half detent, verify flap
movement by reference to the flap position indicator, and call “FLAPS SET, LINEUP
CHECKLIST COMPLETE”.

After Takeoff/Cruise/Descent Checklist
¾ These checklists may be omitted for immediate returns or for flights that are 30 minutes or
less.

Approach Checklist
¾ The APPROACH CHECKLIST is normally accomplished passing through 10,000 feet or when
entering the terminal area for the first time.
¾ The MC VBO LDG DIST does not account for brake temperatures above 25 °C.
¾ Normally, set MAX on the Standby Engine Display.
¾ For a planned touch‐and‐go, the selected rating may never be less than the MCT rating.

Ops Stop/Full Stop Taxi Back Checklist
¾ You must check present position, flight data plan and TOLD (SKE if applicable)

Reject Procedures
Reject Procedures for takeoff
¾ Throttles – REV IDLE
¾ Brakes – As Required
¾ Symmetrical Reverse Thrust ‐ As Required
¾ Brake Temperatures – MONITOR
¾ Peak brake temps occur 10‐15 minutes after application
¾ Expected overheated brakes
¾ If brake temp exceeds 650°C then notify tower, taxi clear, don’t set parking brake and chock
nosewheel (approach from front or rear)
¾ If brake temp exceeds 750°C then accomplish the Ground Evac checklist

If you experience an EFCS MCD cue on takeoff
¾ If below Vgo, reject the takeoff if possible
¾ If above Vgo, PNF will repeatedly press EFC RESET button as soon as EFCS MCD is
annunciated (allow 1 sec between presses)
¾ If the aircraft is in FROZEN GAINS, repeat the EFCS RESET button presses until FCC FIXED
replaces FROZEN GAINS or FROZEN GAINS is removed from the MCD STS page

Landing
¾ Landing Assumptions
o Steep approach executed with full flaps – landing distance is ground distance + 500’
o 3 degree approach executed with ¾ flaps – landing distance is air distance from 50’
height to touchdown + ground distance
o Max effort braking – full ground spoilers, idle reverse, brakes
o Standard day, 2‐eng Vmca is not limiting
¾ Max weight for full flap is 502,100 lbs (limited by flaps not touchdown weight)
¾ 1.3 EPR works well to hold 10 degrees nose high and 160 KIAS
‐ 42 ‐ August 2008


¾ 1.1 EPR normally holds Vapp
¾ At 300’, be aligned with runway, decrabed stabilized (+10/‐5 knots, API touching FPV and
within the confines of runway)
¾ Altitude loss for a full flap go‐around will be more than for a 3/4 flap approach and will
range from 25 feet to 150 feet depending on gross weight, crosswind, pressure altitude,
temperature and pilot technique.
¾ Engage PACAH no later than 300 feet AGL (visual)
¾ For all crosswind landings, use of a wing‐low technique is recommended to reduce side
loads on the landing gear. Eight degrees of bank will maintain straight flight with full
rudder. Assuming a flat runway, about 13 degrees of bank are available without striking a
wingtip when landing at a 5 degree pitch attitude. This 13 degrees will be reduced to 9
degrees with full compression of the landing gear and tires, and full aileron deflection.
¾ To prevent damage to the reverse interlock solenoids, do not move the throttle levers
beyond the reverse idle detent until either the REV indication is illuminated on the MFD’s or
until the solenoids are heard to release.
¾ When maximum stopping performance is not required, move throttles to reverse idle at 70
KCAS.
¾ Reverse idle will minimize the potential for engine surge and FOD ingestion. Use maximum
reverse thrust to taxi speed when landing requirements dictate maximum performance
deceleration.
¾ Operations over arresting cables at speeds in excess of taxi speed may result in damage to
the aircraft.
¾ Cooling periods – after 4 consecutive landings fly with gear retracted for 20 min or gear
extended for 10 min before next landing
¾ Max sink rates – 600 fpm @ 585,000 lbs, 660 fpm @ 502,100 lbs, 750 fpm @ 435,800 lbs

8 degrees alpha
¾ Describes the degrees between pitch attitude and the flight path director
¾ A stable approach should result in 8 degrees alpha
¾ ¾ flap – 3 degree approach angle should result in 5 degrees pitch attitude holding approach
speed
¾ Full flap – 5 degree approach angle should result in 3 degrees pitch attitude holding
approach speed

Touch & Go Procedures
¾ Training Limitations
¾ Full flap touch & go landings must be under supervision of IP
¾ Min runway: 7000’(IP), 9000’(AC)
¾ Min width: 120’
¾ Min WX: 300/ ¾ (IP), 600/2 (AC)
¾ RCR: 12 or higher
¾ Max X‐winds: 25 kts (IP), 15 kts (AC)
¾ Rotate at VMCO or 1,000 feet remaining, whichever occurs first.
¾ The PNF will verify that the flaps are set 1/2, reset trim if necessary, and check for proper
spoiler deployment and retraction before announcing “FLAPS 1/2, THROTTLES.”

Normal Landing
¾ PF/PNF mandatory calls
o 300’ & 50’ calls (PNF)
o Flaps ½ (PF)
o Throttles (PNF)
¾ Aircraft is stable when
o Must be stabilized by 300’ AGL
o Except for momentary deviations, stabilization is defined as +10/‐5 knots of computed
approach speed and the FPV touching the API
o The FPV and API must also be within the confines of the intended touchdown zone or
landing zone
¾ If the aircraft is stable when passing through 300’, the PNF states “300 Feet”
¾ If the aircraft is not stable, the PNF states “GO AROUND”

Techniques for full flap spot landings
¾ Select flaps to full when approaching planned glide path
¾ If intercepting final at or below intended glide path select flaps full when API line is
approximately one Flight Path Vector diameter below/in front of landing zone
¾ If approaching glide path from above (rolling high on final), select flaps earlier to help
descent
¾ FPV and API line should be lined up on the spot of desired main wheel touchdown
August 2008 ‐ 43 ‐


¾ Leave power at 1.1 EPR and use DLC if high
¾ ‐1.0 to ‐1.5, 240 fpm desired

ADVERSE WEATHER NOTES
AN/APS‐133 Weather Radar
¾ Weather Presentation
o Red Returns = Storm cell area equivalent to rainfall> 12 mm (1/2 in) per hr
Severe turbulence in this & adjacent areas capable of destroying the aircraft exist
o Yellow Returns = Storm cell area equivalent to rainfall = 4‐12 mm per hr
o Green Returns = Equivalent to rainfall = 1‐4 mm per hr
¾ Hail Patterns on the Display
o U‐shaped indentions
o Thin, protruding fingers
o Scalloped edges on the storm outline
o Hooks
¾ In weather modes, the radar compensates for range and beam width to accurately display
precipitation levels of significant storms out to 320 NM. Intensity of smaller cells is most
accurately displayed within 60 NM.
¾ Dry snowfall/heaving icing has not been detected with any success on weather radar.
¾ Sufficient clearance between storm cells is 40 NM between outer fringes due to possible
turbulence up to 20 miles from each cell
¾ Do not fly directly above (within 2,000 feet) thunderstorms or cumulonimbus clouds. If
unable to vertically clear thunderstorms or cumulonimbus clouds by at least 2000 feet,
avoid them by at least:
o 20NMs at or above flight level FL230.
o 10NMs below FL230.
o 5NMs for tactical low‐level operations provided the outside air temperature is at or
above 0°C at flight altitude.. Avoid gust fronts and winds preceding a rapidly moving
thunderstorm.
¾ Desired Thunderstorm Penetration Airspeed = VG
o Below 15,000' = 300 KCAS
o Above 15,000' = 290 KCAS
¾ Any storm cell detected > 100 NM will be severe enough to avoid
¾ Suggested minimum clearance = 20 NM + 1NM per kt of wind
¾ Engine ignition should be used for flight in known or anticipated turbulent air.
¾ Windshield wipers are designed for use below 250 KCAS
¾ In addition to the danger of hydroplaning, high speed operations through standing water
deeper than 1/2 inch may damage the landing gear doors, pod access doors, stabilizer strut
doors and underbelly.
¾ Dynamic hydroplaning, the most frequently encountered type, will occur at high ground
speeds and water depths as small as 0.10 inch. The hydroplaning speed can vary widely
depending on the tire pressure, with higher tire pressures increasing the hydroplaning
speed.
¾ For viscous hydroplaning to occur, a much thinner water film (0.03 inch) will cause viscous
hydroplaning to occur on smooth runway surfaces at speeds lower than those in the
dynamic situation. This type of hydroplaning may perpetuate itself at low speeds if the thin
water layer is not broken by an irregular surface.
¾ The third type, reverted rubber, is very much like a dry skid and can occur on a damp
runway with no visible standing water.

Wake Turbulence
¾ Interval of 10 miles or 4 minutes should be used when landing behind similar size aircraft
¾ When landing behind a larger aircraft on the same runway: stay at or above the larger
aircraft's final approach flight path; note the touchdown point; land beyond it.

Wind Shear
¾ Purpose of windshear procedure is to accelerate the aircraft through the windshear while
minimizing altitude loss
¾ You may takeoff if wind shear isn’t reported as severe
¾ If wind shear is forecasted on takeoff
o Plan a MAX power takeoff
o Perform an acceleration check to ensure rotation speed can be attained
Use the highest speed that is about 10 knots below Vgo. To account for a rolling
takeoff add 6.5 sec to check time
o Do not use the F/D for takeoff
¾ Recovery procedure for wind shear on takeoff
o If wind shear is encountered prior to Vgo, reject the takeoff
‐ 44 ‐ August 2008


o After Vgo, consider delaying rotation, but NLT than 1000’ remaining
o Do not follow F/D guidance
o Set pitch to obtain positive 1 to 2 degrees on the FPV (400‐500 VVI)
o Utilize up to positive 15 degrees (15° & ½ flaps deliver best climb performance)
o After extended positive rate, raise the gear (recommended above 1000’ AGL)
o Maintain ½ flaps, index unchanged, until clear of shear conditions and Vmfr is obtained.
¾ Takeoff or approach should not be attempted where observed or reported severe wind shear
conditions exists
¾ Recovery procedures for wind shear on approach
o Essentially same as takeoff
o MAX thrust, TOGA to initiate the go‐around, flaps ½, disregard the F/D and pitch for
positive 1 to 2 degrees FPV (400‐500 VVI), utilizing up to positive 15 degrees if
required
o Raise the gear when positive rate of climb is established, maintain flaps ½ until clear of
the shear conditions
o If wind shear recovery procedures are still resulting in an excessive sink rate
o Rotate to positive 15 degrees pitch (15° & ½ flaps deliver best climb performance)
If sink rate still exists, smoothly increase pitch to stick shaker/stall warning onset
speed until clear of conditions
¾ Indications of wind shear on takeoff or approach
o Hesitant or excessive airspeed buildup
o Uncommanded airspeed changes of +/‐ 10 kts
o Sudden headwind/tailwind changes (ref GS) of 15 kts or greater
o Uncommanded FPV change of +/‐ 2 degrees or VVI change of 500 fpm
o Excessive RA sink rate
o Excessive pitch attitudes
o Monitor for areas of “red/black searchlights” on weather radar
¾ Procedures for acceleration check
o The MC will compute an acceleration check using runway conditions assuming a static
takeoff with MAX power is selected
o Use the highest check speed listed in the MC that is about 10 kts below Vgo
o To account for the normal rolling takeoff, increase the check time by 6.5 sec
¾ HUD wind shear indications
o A cautionary, “WINDSHEAR” will appear in the bottom center of the HUD/PFD
o Gives you a heads up about conditions, but a go‐around or rejected takeoff is NOT
REQUIRED
o “WINDSHEAR” CAWS alert, wind shear recovery procedures are required
o If FPV location is unknown because it is flashing at bottom of HUD, have PNF verbalize
the FPV location using the PFD on a MFD
¾ FPV is more accurate than VVI because the VVI lags, especially in climbs or descents

Taxi References
¾ A/C dimensions are 174' long x 169' wide and 56' tall
¾ Vertical Clearances at Max Gross Weight
o Bottom of wing tip to the ground is 12 ½ '
o Bottom of inboard engine is 8 ¾ ' and the bottom of the outboard engine is 7 ¼’
¾ The Nosewheel is appx. 11' from the nose of the aircraft
¾ The Main Gear are appx. 76' from the nose to the back of the mains and 33' from the outside
of the gear
¾ Centerline References. While taxiing the aircraft straight ahead, the position of the
nosewheel is approximated by the inboard screw of the head‐up display (HUD) or the first
inboard dot of the lateral deviation indicator in the HUD.
¾ Same Side References. From the left seat the row of rivets inside the number 1 engine
cowling at approximately the 4 o’clock position closely identifies 25‐foot wingtip clearance.
Wingtip Clearance References.) An imaginary line drawn from the 5 o’clock position of the
same engine cowling approximates 10 feet of wingtip clearance. From the right seat, the
number 4 engine cowling from the 8 and 7 o’clock positions to determine 25‐foot and 10‐
foot wingtip clearance, respectively.
¾ Cross‐Cockpit References. To determine 25‐foot wingtip clearance from cross‐cockpit, the
large knob on the opposite side HUD (only visible when other pilot’s HUD is up) can be used.
A more conservative reference of 25‐foot clearance is the opposite side cockpit window
knob. A wingtip reference from cross‐cockpit is the opposite side HUD mounting screw
Landing Gear References
¾ HUD Reference. While taxiing straight ahead, the edges of the 5 degrees down line in the
HUD are a good approximation for the main landing gear.
August 2008 ‐ 45 ‐


¾ Same Side Reference. For same side main landing gear track, look down through the kick
window. The edge of the runway halfway down the window approximates where the
outboard side of the trucks lie.
¾ Cross‐Cockpit Reference. If parallel to the paved surface edge, the outboard edge of the
trucks can be approximated by the lower inboard corner of the windscreen.
¾ Approximately 4’ outboard of the inboard engine is the pivot point with asymmetric thrust,
differential braking and max steering. If the centerline is within this reference then a star
turn will be required.

¾ The "critical gear" is the MLG which will reach the edge of the runway first
¾ Before backing the aircraft, discuss with your loadmaster which gear is the "critical gear"

Taxi Considerations
¾ Anytime taxi clearance becomes doubtful, the pilot will immediately stop and deplane
aircrew member(s) to verify obstruction clearance. Use of aircrew members as wing walkers
for continued taxiing is recommended if the marshaller/wing walker's qualification is
questionable.
¾ Taxiing with flaps extended deflects engine thrust exhaust toward the ground, possibly
burning asphalt and/or causing FOD damage
¾ High winds (> 15 knot crosswind or 5 knot tailwind), the use of flaps or the use of thrust
above 40% Nl, increases the likelihood the engines might revert to the Nl mode or surge
¾ There is an increased risk of engine surge during sustained use of reverse thrust above idle,
due to development of inlet vortices
¾ Taxiways and ramps may have lower RCR than runways, so exercise extreme caution while
taxiing on these surfaces in low RCR conditions
¾ Reverse thrust, using symmetrical engines to preclude landing gear side load damage, may
be used for taxi speed control. However, avoid repeated cycling of the thrust reversers.
¾ Refer to 11‐2C‐17 Vol 3, Chapter 6 for underwing clearances.

Restrictions for C17 Operations
¾ Minimum Runway width is 90' (28 meters) and Minimum Taxiway width is 50'(16 meters)
¾ Star turn is 80' or 90' (28 meters) with a 5' safety zone on each side of the runway
¾ Normal 180 degree turn may be accomplished on a 143 ft wide runway using max steering,
symmetric thrust, and no differential braking
¾ Minimum 180 degree turn may be accomplished on a 116 ft wide runway using max
steering, asymmetric thrust (inner engines at forward idle, outer engines forward thrust as
required), and light differential braking
¾ Obstruction Clearance while taxiing without a wing walker is 25' & with a wing walker is 10'
¾ 25’ is minimum when backing even though marshaller/loadmaster may be present
¾ You’re required to check your ground speed during the "Before Takeoff' checklist and ensure
it compare reasonably with estimated ground speed

Aircraft Backing
¾ The aircraft is capable of backing up a 2% slope at a gross weight of 586,000lb (sea level,
90°F). Thrust reversers increases effective aircraft gross weight as much as 89,000 lbs due
to downloads.
¾ Place all four throttles in reverse to minimize thrust power settings.
‐ 46 ‐ August 2008


¾ Make upside down smiley face (# 1 and 4 more aft by ¼ to ¾ knob width) About 50 percent
N1 will be a good target to start backing. For turning and backing, about 60 to 65 percent N1
is a good power setting, and adjust amount of turn to control speed.
¾ With all engines at equally elevated thrust levels, the inboard engines are more susceptible
to vortex generation because of airflow effects around the engine/wing/fuselage interface.
¾ A safe backing speed is 3 to 4 knots or walking speed.
¾ Sample Pilot Brief
o Turns called toward #1 or #4 engine
o I'll estimate the amount of turn, LM refine it with "more or less turn"
o If LM stops talking, I'll stop backing
o Announce stopping IAW Vol 3 ( "Loadmaster counting, 5, 4, 3, 2, 1, stop" )
o Roll forward slightly to "un‐cock" the main gear
o Turn on packs & engine bleeds to decrease engine surge
¾ Any OB engine over unprepared ‐‐ Use IB's, OB's at or near idle
¾ Note: To reduce susceptibility to engine surge while maneuvering in reverse, select all
engine bleed valves open and air conditioning backs on. Further protection from engine
surge may be achieved by selecting engine cowl anti‐ice on for the period of time reverse
thrust must be used above idle.
¾ Abrupt use of brakes when backing the aircraft should be avoided to prevent the aircraft
from setting on its tail.
¾ Engine surge is more likely when operating in crosswinds and higher altitudes
¾ If possible, roll forward approximately one tire rotation (10 to 12 feet) after backing to
minimize tire scrubbing and deformation due to side loads.
August 2008 ‐ 47 ‐


Star turn procedure
¾ Stop with the outboard main gear tires at the edge of the runway
¾ Set all four engines at forward idle
¾ Apply full steering towards the center of the runway
o Do not use lock wheel forward turns with asymmetric thrust when executing star turns.
Damage to the landing gear may result
o Do not use reverse thrust during pivoting maneuvers
o Pivoting on hot asphalt surfaces may cause runway damage.
o If conditions or mission requirements dictate, brakes may be applied on the inboard
side of the turn on paved surfaces.
¾ Slowly apply power to the engines on the outside of the turn
¾ Stop before nose gear reaches the opposite edge of the runway
¾ Center the nose gear
¾ Apply reverse thrust IAW backing procedure
¾ Release brakes & apply nose steering in opposite direction from initial turn.
o After the forward turn, the main tires will be pre‐loaded to resist backwards motion.
¾ They will relax during the first few feet of the backwards roll allowing a sharper steer angle.
¾ Stop before the main gear reach the edge of the runway.
¾ Repeat steps 2 through 9 as required.

Engine Shutdown Checklist
¾ If asterisk items of the Engine Shutdown Checklist were accomplished during taxi, the pilot,
upon blocking in, will visually confirm steps 1 through 5 are completed, shut down all
engines and then call for the Engine Shutdown Checklist. If asterisk items were not
previously completed, the pilot will call for the Engine Shutdown Checklist immediately
after setting parking brakes on.
¾ Operate the engines at 1.05 EPR or less for 3 minutes before shutdown to reduce wear, heat
soakback, and oil system coking.
¾ To preclude damage to the slat seals, the APU should not be started or operated with the
slats in the extended position. If the APU must be started with the slats extended, they
should be retracted as soon as possible.
¾ If engine(s) restart will occur within 30 minutes, motor the engine after shutdown until EGT
is below 190 °C.

Enroute Stop Checklist
¾ This checklist may be used to reconfigure the aircraft for departure in lieu of the Before
Leaving Aircraft checklist, Interior Safety Power On and the Copilot Interior Inspections
provided the following restrictions are met: electrical power is not removed from the
aircraft and a pilot remains with the aircraft at all times. If electrical power is subsequently
removed from the aircraft, the Before Leaving Aircraft checklist, applicable Interior Safety
and Interior inspections will be accomplished.

Before leaving Aircraft Checklist
¾ Wait at least 60 seconds from the time GND or APU Power is secured prior to placing the
EMERG PWR switch to OFF.
¾ When in a sealed condition, the FCC/SCEFC preflights are good for 72 hours or until alert
start, whichever is first

Battery Start Procedures
¾ If APU generator and external power are not available, a battery start must be
accomplished. The purpose of this checklist is to start the two inboard engines to provide
normal electrical power to all aircraft buses so that normal preflight activities may be
accomplished. Perform the External Safety Inspection. Use this checklist in lieu of the
Interior Safety Inspection, Before Starting Engines checklist, and the Starting Engines
checklist (for the two engines being started). After two engines are started, accomplish the
Copilot and Pilot Interior Inspections, the Cargo Compartment Preflight Inspection, then
start the remaining engines using the normal checklists.
‐ 48 ‐ August 2008


¾ Start No. 2 engine then No. 3 engine to provide hydraulic power to the brakes and allow the
hydraulic transfer pump to supply pressure for No. 3 engine start. If No. 3 engine generator
is inoperative, start No. 4 engine. If No. 2 engine generator is inoperative, start No. 3 engine
first, then start No. 1 engine.
¾ The Battery Start Procedure results in start of one engine with no hydraulic pressure on the
engine driven pump inlets prior to start. This reduces the life of those pumps, particularly in
cold weather.
¾ This checklist uses battery power for an extended period of time to power the emergency
buses. Review this checklist just prior to using it to facilitate an expedited start. Battery
power may be limited in cold weather.

Simultaneous Engine Starts
¾ Simultaneous starts of two engines may be accomplished.
¾ It is recommended to start engines on opposite wings to ensure sufficient airflow. If two
engines on the same wing are started simultaneously, the air conditioning pack on the
opposite wing must be manually selected OFF prior to beginning the starts. Do not change
or adjust the bleed air supply source during a simultaneous engine start. Do not use more
than one type of air supply source (APU, crossbleed, or external air) simultaneously for a
start. Do not select air conditioning packs on or off during a start. Resulting unstable bleed
air supply may cause damage to the starter(s).

Distance required for a Combat Offload
¾ Surface of at least l000ft is required
¾ However, 1500ft is desired to provide a margin of safety

Engine Running Offload (ERO)
¾ Passenger/driver briefing—25‐foot turn, 200‐foot stop.

Basic fuel consumption rates
¾ ERO ‐ Operation at ground idle results in approximately 4000lbs per hour
¾ Takeoff Fuel Consumption ‐ 2000lbs may be used for a takeoff and climb to 1500ft
¾ Maximum ramp weight ‐ Extra 1000lbs accounts for the estimated fuel burned during 15
minutes of ground ops
¾ Approach and Landing ‐ 3800lbs may be used for a typical approach and landing

Icing & Cold Weather Operation
¾ Upon arriving at aircraft, ensure all protective covers are removed and all probes, sensors,
etc are free of ice. Check that tires are not frozen to the gnd.
¾ Deicing ‐ is the process of removing accumulations of snow, frost, slush and/or ice from the
aircraft.
o If deicing/anti‐icing fluid is used, care should be taken to prevent it from coming in
contact with Plexiglas or plastic since it will tend to glaze or soften these materials.
o Do not operate air conditioning packs while the aircraft is being deiced/anti‐iced.
Ensure both air conditioning packs and APU bleed air are off prior to applying
deicing/anti‐icing fluid. Wait approximately 2 minutes after deicing/anti‐icing before
turning APU bleed air and packs back on.
¾ Anti‐Icing ‐ is the process of preventing further accumulations of snow, frost, slush, and/or
ice on clean aircraft surfaces by the application of fluids.
¾ Holdover Time ‐ is the estimated time an anti‐icing fluid prevents the reformation of ice,
snow, frost or slush on surfaces under conditions of freezing precipitation.
¾ Representative Area ‐ unheated area visible from the maintenance/ditching hatch that shall
be anti‐iced first. The primary representative area is the left upper wing root section
¾ Pre‐Takeoff Check ‐ a check of the aircraft’s wings or other visible aircraft surfaces for frost,
ice, or snow that may have accumulated during holdover time (see definition). This check
may be accomplished from inside the aircraft. The aircraft commander will inspect certain
parts of the aircraft (i.e., the winglets, top of engine nacelles, windshield wiper and
attachment post) to determine if aircraft surfaces are contaminated with frost, ice, or snow.
¾ Pre‐Takeoff Contamination Check – (if pre‐takeoff check reveals frost, ice or snow) a more
rigorous check to make sure the aircraft’s wings, control surfaces, and/or other critical
surfaces are free of frost, ice, and/or snow. This check is required if holdover time has
expired or if freezing precipitation is occurring on an aircraft that was not anti‐iced. The
contamination check must be completed from outside the aircraft within 5 minutes prior to
takeoff. If a ground crew is not available to check the aircraft critical surfaces, the flight crew
should open the maintenance/ditching hatch and check the aircraft for any sign of icing.
Visually check the representative area as well as the slats and forward section of the wing
for frost, ice, or snow.
August 2008 ‐ 49 ‐


¾ Tactile Check ‐ involves touching the representative area/control surfaces for positive
determination of icing. The aircraft skin is touched (with gloves off) for roughness (no icing)
or smoothness (presence of icing). In extremely cold weather, the eraser end of a pencil may
be used. Lightly push the eraser end against the surface. If there is resistance, no ice is
present. If the eraser glides freely over the surface, there is icing.
¾ Remove snow from on top of the fuselage
¾ Do not start if engine will not rotate freely
¾ Any frost accumulation on the top of the wing must be removed prior to flight
¾ A thin coat of frost is allowed on the fuselage as long as letter and paint lines are visible
¾ Do not start engines with batteries when below ‐20° C
¾ Engine Oil must be heated to above ‐40°C before engine start
¾ Select probe heats on if 6° C or below.
¾ Engine Start
o Cold weather ops threshold is 0° C
o Use ignition in A & B mode
o Time to lightoff & time to idle may be significantly increased
o If starting cold‐soaked engines (‐30° C)
¾ Allow engine to stabilize at max motoring speed for 30 seconds prior to selecting
fuel
o Start attempts may be continued past the normal 120 sec nominal start time provided
starter limits are not exceeded, N2 is increasing, & no other out of limit condition exists
o With the possibility of ice or snow accumulation in an engine fan duct exists (w/ an
outside observer) confirm N1 rotation prior to selecting fuel
o If Oil Pressure is < 70 psi by the time Oil temp indicates 60° C, shut the engine down
¾ Select Engine Anti‐Ice when
o SAT ≤ 6° C (42° F) and any of the following exist:
o Visible moisture or fog w/ Vis ≤ 1 SM
o Temp/Dew Point spread ≤ 3° C (5° F)
o With slush/standing water that may impinge & freeze on exterior surfaces
¾ Hydraulic Aux Pump Warm‐Up
o Ambient temps are ≤ 9° C (15° F)
o If system press does not rise ≥ 3500 psi w/in 30 sec of selecting pump to AUTO, select
OFF & wait 30 sec
o Select AUX to AUTO for 30 sec then OFF for 30 sec
o Repeat for a max of 10 cycles or until system press ≥ 3500 psi & temp > 7° C
o Engine Oil must be heated to above ‐40°C before engine start
¾ Ground Ice Shedding Procedure
o Slowly advance throttles to 50% N1
o Repeat every 15 minutes (sufficient for control of ice‐buildup)
¾ Takeoffs
o Ensure performance factors reflect anti‐ice equipment usage
o Taxi speeds should be 5 knots or less while on slippery surfaces
o Takeoff will not be attempted with > ½ in of wet snow, slush, &/or water, or 4 in of dry
snow on the runway
o Prior to brake release, slowly advance throttles to 50% N1
o Use of Autothrottles is greatly recommended
¾ If EPR probe icing occurs, the ATS will ignore the erroneous EPR & maintain the
correct pwr setting, via computed throttle lever angle
o If skidding occurs before 50% N1, release brakes & continue with the takeoff
¾ During climb if excessive ice buildup occurs, level off and increase TAT to 10°C or higher
(will begin to dissipate in 5 min)
¾ Enroute, turn‐on anti‐ice if TAT is 6°C or below and visible moisture, ice buildup or ice
message illuminates
o When turning on anti‐ice in flight for ICE message, ignition A &B and place engine at
idle one at a time, once stabilized advance throttle.
¾ Turn on anti‐icing 10k’ before anticipated icing conditions
¾ Reference the FIH for cold weather adjustments for instrument approach altitudes
¾ The aircraft should not be landed with ice in excess of 1/2 inch on an outer wing section,
because lateral control of the aircraft will deteriorate.
¾ On landing, if icing is suspected and nose attitude is greater than 5° NH then select MECH
and trim the nose back to 5° and monitor
¾ If deicing will be required on the next flight, position the elevator 5° NH before leaving

‐ 50 ‐ August 2008


Hot Weather Operations
¾ If the outside air temperature is above 38 °C/100 °F, leave the IRCM off until takeoff will
occur within 25 minutes. Allow 15 minutes for warm up/cool down. Do not taxi for 2
minutes to allow for IRCM alignment.
¾ Check that dust and sand have been removed from landing gear struts and other hydraulic
actuator pistons.
¾ Use normal starting procedures. Expect the engines to accelerate to idle more slowly than
on a normal or cold day because the air is less dense.
¾ Reference extended idle reverse operations and max OAT for takeoff table below

STRATEGIC

SemiPrepared Runway Operations (SPRO)
¾ For SPRO operations, C‐17 maximum gross weight is restricted to 486,000 pounds
(447,000 if runway is wet).
¾ For SPRO operations, fuel is restricted to a maximum of 92,000 pounds to prevent
excessive wing loading during uneven ground surface conditions.
¾ A value of 2 roughly equates to a smooth paved surface, while 20 equates to wet clay or
mud. A technique when no RFF is available is to enter an RFF value of 20, which is worst
case for takeoff
¾ Retract landing lights before landing
¾ Runway length permitting, the following will minimize FOD potential and runway damage:
¾ Move the throttles from maximum reverse below 60 KCAS to reverse idle by 40 KCAS to
minimize the spray of dirt over the top of the aircraft.
¾ Moderate braking after slowing to 40 KCAS.
¾ After the aircraft stops, move the throttles to forward idle and retract flaps and slats.
After Landing
1. Compartment Airflow Switchlight – OFF ) The compartment airflow switchlight may be
reselected on for crew comfort as required.
2. APU ‐ Start (As Required)
3. All Engine Bleed Valves ‐ Closed
4. APU Bleed Air Switch ‐ On
5. ISOL Valve ‐ Open
6. L/R Packs ‐ As Required
Prior to Takeoff
1. ISOL Valve ‐ Closed
2. APU Bleed Air Switch ‐ Off
3. All Engine Bleed Valves ‐ Open
4. APU START CONTR Switch ‐ OFF
5. L/R Packs ‐ On
6. Compartment Airflow Switchlight ‐ On

August 2008 ‐ 51 ‐

STRATEGIC OPERATIONS

Premission Planning
¾ Form 59
o TACC/AMD msn
o Msn priority
o RONs/Crew rest/Ground times
o DIPs
o Aircraft configuration
¾ Giant Report (destination & alternates)
o Available approaches
o WBC – determine runways, taxiways and apron suitable for mission requirements
¾ NOTAMS (destination & alternate)
¾ WX (destination & alternate)
¾ FLIP
o Approach/STAR/Departure review
o Airfield diagram (arresting gear, lighting system, unique characteristics)
o Charts review (Terrain charts if unfamiliar)
o AP
Noise abatement, etc.
o Enroute Supp
Servicing (Lav, LOX, Deicing, power cart)
Fuel availability (JP‐4/8, alternate – Jet A/A‐1/B, JP‐5 (normally require additives)
PPR
Quiet Hours
¾ Classified Storage/Armory availability
¾ Jeppesen (if available)
o SDPs, approaches, field diagrams
¾ FCG
o Customs or AG requirements
¾ FCIFs/FCBs
¾ Intel (if required)
¾ Mobility Requirements (if required)
o A/B/C/D bag
o Public Health
o ISOPREP
¾ Contact
o User
o Tanker
o Ravens
o Billeting (non‐MAJCOM airfield)
o Food – available at arrival?
o Rental Car/U‐Drive
¾ AC/IP ‐ Review TMS, ITS, ORM
¾ Brief DO

For Mission Departure Brief refer to approved checklist inserts

Start of Day Bus Brief (Enroute)
¾ Augmented / Basic Day
¾ Mission Details (Airports, Leg times, AR)
¾ ORM
¾ Tail #, Mx Status
¾ Parking Spot
¾ Fuel Load
¾ FORM 59 Scheduled take‐off time
¾ Cargo Info (Pax, wt, hazardous)
¾ Stops plan (Checkout, Food, Cash, Guns, Jet, BASE Ops, Secrets, ATOC)
¾ Box lunches
¾ Rings / scarves
¾ Trip Kit – ONC available
¾ Stations will be at ______.

Command Post/Base Ops
¾ Form 59/ IFM PACKAGE (As required)
¾ CFP route on 3.5” floppy disk (As required)
‐ 52 ‐ August 2008


¾ MX, ATOC
¾ NAT Message / ACK MESSAGE [NOTE SLOT TIME]
¾ Final Fuel
¾ Weather
o Ceiling / Vis / Winds / Turb / Icing /
o Departure Alternate?
¾ NOTAMS (Airfields, FIRs, Sectors)
¾ Departure Procedure / Terrain Charts ( As required)
¾ Wall Notices (taxi plans / diagrams)
¾ 175/1801
¾ EUROPE: 1801’s have EDT block, this is your estimated time to pull out of chalks. Check
Ramstein AMOCC website for explanation of taxi times applied to this time for your
projected slot time.
¾ Alternate
o Approach mins
o Operating Hours
o WBC / TOLD
o "A" NA
¾ FLIP (GP, AP, IFR Supp, FCG, ASRR)
¾ Oceanic Crossing Chart (As required)

Check in Base Ops Prior to departure (Cadet Check)
‐C CFP matches 1801
‐A AC Message matches CFP
‐D Diplomatic Clearance
‐Countries overflown, times match
‐ET Enroute Times
‐ARCT, Dip times, etc.

Base Ops Drill (Brown Clams P Check)
‐B Brick=you have it and its contents
‐R Regs=any restrictions on leg?
‐O Orders=are correct and don’t need changes
‐W Wx=current and won’t affect flight
‐N Notams=Current and won’t affect flight, NATs, PACOTs, Classified?
‐C Customs/Cargo=any special requirements(bug spray?)
‐L Lunches=ordered, everyone have food?
‐A Activate flight plan=1801, 175 in the system and signed
‐M Mission kit=contents good, plotting charts, tactics binder?
‐S Secrets, Shooters, Self, SIDs, STARs
‐P PPR, Pax, Positive Launch= req or changed?

PILOT Show at the Jet (FUEL, O2, NAV Database Date)
¾ Mx problems? BASE CP in loop?, P/LM/FCC inputs?
¾ Checklist's complete?
¾ CFP vs 175/1801 changes?
¾ Departure Planning Checklist (insert)
¾ Fuel Planning & Depressurization Checklist
¾ Departure runway, taxi plan
¾ Walk‐around
¾ Stations time update
¾ De‐icing
¾ HF Check
August 2008 ‐ 53 ‐


‐ 54 ‐ August 2008


Personal Cruise Check
1. Brief crew about weather
2. Intel update
3. DIPS
4. Fix/record destination time & fuel
5. Divert Procedures (ETP, turn direction, drift‐down)
6. LM Msn #, takeoff time, ETA
7. Secondary Flight Plan, Fuel required (Follow on leg: fuel, cargo, TOLD)
8. Paperwork
‐ Forms (847, 664, 781, A's)
‐ Mission history
‐ Write‐ups
9. Bunk plan
10. Review FLIP
11. Build approaches, holding patterns
12. Review terrain chart...GRP's / TAC's
13. GRACC/MSN READY books

PIREP
Will be made under the following conditions: (see FIH)
a. When requested.
b. Unusual and unforcasted WX conditions
c. Wx on IFR approach differ from the latest observation
d. Missed approach due to weather
e. When wind shear is encountered on departure or arrival.

End of Day Bus Brief
1. Stops plan (CMD POST/AMCC, Secrets, Guns, Cash, Food)
2. Questions, Comments, Problems, or Concerns?
3. CRM report
4. Time hack (Z & Local)
5. Expected Alert
6. Box Meal's
7. Pilot's Debrief
Jet preparation (fuel, seal/lock acft, cold wx prep)
Take off
SID
Cruise
STAR
Approach
Landing
Checklist pacing
Briefing (t/o, approach)
Communication (ATC, interplane)
Professionalism

AC End of Day
1. Crew management
2. Communication
3. ORM for next day
4. Comments for TACC/PACAF AMD
5. Comments for Mission History
6. FORM 59 ‐‐ NEW (Delay Codes, Times, etc)
7. Billeting (checkout times/extend days)

Last Leg Home
1. Customs
2. Hazard Report (As required)
3. Mission History
4. Form 781
5. Post Mission Crew‐rest
6. CP training report (As required)

August 2008 ‐ 55 ‐


.WX:
Legal to Takeoff?
NonOperational: Minimum Touchdown RVR = 1600
Operational: Requires DUAL RVR when operational requirements dictate:
‐ 1200 Touchdown RVR (minimum) & 1000 rollout RVR (minimum)
‐ centerline lights &fully qualified crew.
INOP RVR: Visibility 1/2 SM (800 meters)

Departure Alternate?
WX < LANDING minimums Ceiling or Vis (Don’t use CAT 2 Mins)
NDB Only field @ night or IMC
Departure Alternate QUAL (Current/Forecast)
ETE < 30min: > published minimums for T/O +1hr but not < 200 & ½ SM (RVR 2400)
OR,
WX at an ALTERNATE < 2hrs flying time must be not less than 500‐1 above compatible
published mins but no lower than 600‐2 for Precision or 800‐2 for nonprecision & forecast to
remain so for 1hr after ETA at alternate
When a departure alternate is required, the aircraft must be capable of maintaining the MEA or
MOCA, whichever is higher, to the alternate using OEI performance criteria

DESTINATION REQUIREMENTS (for FILING PURPOSES)
‐ according to AFI 11‐202 V3…
Destination ALTERNATE? YES if Primary Destination…
less than 3000/3 or 2SM above lowest published/compatible IAP (ETA ± 1hr)
Radar req’d, GPS only, Unmonitored NAVAID, No WX Reporting Capability
‐ Departure or Destination airfield outside of CONUS

Suitable Alternates:
1000/2 or 500/1 above lowest mins (ETA ± 1hr)
REGARDLESS OF WX, FILE ALTERNATE for any OCONUS DESTINATION.

FILE 2 ALTERNATES when:
‐ Vis < precision mins (DoD or NOCO IAP)
‐ Ceiling or Vis < Non‐precision mins
For Jeppesen IAP’s, min ceiling is HAT or HAA rounded to next whole hundred feet
‐ Less than VFR & NDB only approach
‐ Winds (corrected for RCR) out of limits
‐ EXCEPTION: Intra‐theater flights OCONUS < 3hrs, comply w/ basic 11‐202v3

Holding in Lieu of an Alternate?
‐ Island or Remote des. (no altn w/in 2 hrs)
‐ Can use 1+15 holding fuel (at FL200) if WX remains ETAs + 2hrs:
● Winds (corrected for RCR) w/in limits
● Ceiling & Vis not less than Non‐precision mins
● Intermittent below OK if > Precision mins

Weight Bearing (1C17A11, Chap 10)
EX: PCN 80/R/B/W/T (5 Part Code)
(1) PCM
(2) Pavement Type: R = rigid, F = flexible
(3) Subgrade Strength: A=High, B=Medium, C= Low, D = Ultra Low
(4) Tire Pressure (C‐17 main gear 144 PSI): W = High (no limit), X = Medium (217 PSI limit), Y
= Low (145 PSI limit), Z = Ultra Low ( 73 PSI limit)
(5) Evaluation Method: T = Technical, U = Using

LCN – Load Classification Number
PCN – Pavement Classification Number
CAN – Aircraft Classification Number
L Value – rigid pavement strength characteristic (ICAO)

‐ 56 ‐ August 2008


August 2008 ‐ 57 ‐


TT DT ST TRT
198 455 142 300
202 465 146 310
206 476 150 320
210 486 153 330
214 496 157 340
218 506 161 350
223 516 165 360
227 526 169 370
231 537 172 380
235 547 176 390
239 557 180 400
243 567 410
247 577 420
251 588 430
255 598 440
259 608 450
263 618 460
267 628 470
271 638 480
275 649 490
279 659 500
284 669 510
288 679 520
292 689 530
296 699 540
300 710 550
304 720 560
308 730 570
312 740 580

AMCI 10202V6
Chapter 6 Deviation Codes
Delay Code listed on Form 59 normally after late takeoff
¾ 100‐107 ‐ Weather
¾ 110‐115 – Events and Incidents
¾ 116‐120 – Host Base Support at AMC Bases
¾ 121‐129 – Host Base Support at non‐AMC Bases
¾ 130‐138 – External Agencies
¾ 140‐145 – Airfields
¾ 170‐173 – Single User Missions (i.e. SAAM, JA/ATT, Exercise)
¾ 180‐188 – Aeromedical Evaluation Non‐AMC Medical Support
¾ 190‐198 – Aeromedical Evacuation AMC Medical Support
¾ 199 – Other
¾ 200 – Crew directed crew rest in the interest of flight safety
¾ 202 – Crew rest upon arrival – not a reset
¾ 207 – Crew duty time insufficient due to deviation/divert at a previous station
¾ 210 – Crew availability (awaiting replacements)
¾ 211 – Crew availability (flying limitations)
¾ 219 – Crew duties performed improperly
¾ 220 – Crew directed (training)
¾ 221 – Crew directed – aerial port services requested, no discrepancy found, crew flew “as is”
¾ 222 – Crew directed – maintenance requested (if waiver is requested refer to 900 series)
¾ 223 – Crew directed – crew requested fuel/defuel (fuel required different from flight plan)
¾ 239‐299 – C2 error (management, coordination, unit planning)
¾ 300 series – Aerial Port deviation
¾ 500 series – TACC/AMD deviation
¾ 600 series – other MAJCOM (Non‐AMC) deviation
¾ 700 series – Logistics deviation
¾ 900 series – Maintenance deviation
‐ 58 ‐ August 2008

AFTO Form 781 Series
¾ The AFTO Form 781 series is a collection of forms that reflect pertinent information for a
specific aircraft, such as, daily flight information, discrepancies, and maintenance history.
¾ The 781 series should be checked prior to applying power or starting the APU in the
preflight
¾ Preflight inspection (PR) – a flight preparedness inspection done IAW mx requirements –
normally valid for 72 hrs
¾ Thru‐flight (TH) – “between flights” inspection and must be accomplished after each flight
when a turnaround sortie or a continuation flight is scheduled and a basic post‐flight is not
required ‐ normally valid for 48 hrs
¾ Basic post flight (BPO) – a more thorough inspection than the PR or TH normally
accomplished after the last flight of the day
¾ Phase (PH) – accomplished after a specified number of hours – requires dismantling of
aircraft
¾ Symbols
o Red X (X): indicates the aircraft is unsafe or unserviceable and will not be flown or used
until the unsatisfactory condition is corrected and/or symbol cleared
o Red Dash (‐): indicates that the condition of specific equipment or aircraft system is
unknown and more serious condition may exist…overdue inspection. Does not normally
ground the a/c
o Red Diagonal (/): indicates a discrepancy that exists with one or more pieces of
equipment, but is not sufficiently urgent or dangerous enough to warrant grounding the
aircraft
o Black Initial – normally the first letter of the last name of the individual who corrected
and/or inspected the a/c
¾ 781 Series
o 781A – used to document each discrepancy discovered by the aircrew or mx.
o 781F – Filled out by MX and is used as the 781 binder cover (identification form)
o 781G/M – used to help mx classify/code 781 entries
o 781H – used to document the aircraft mx status, servicing information, inspection
status and operational flight data. If no mx personnel are available, a PIC may sign off
an exceptional release and that will only be valid for his/her flight
o 781J – used to document engine data and servicing information
o 781K – used to record engine data and inspection status
Maintenance Status:
¾ A1—No maintenance required.
¾ A2 (Plus Noun)—Minor maintenance required, but not serious enough to cause delay.
Add nouns that identify the affected units or systems, i.e. hydraulic, ultra high frequency
(UHF) radio, radar, engine, fuel control, generator, boom or drogue, etc. Attempt to describe
the nature of the system malfunction to the extent that appropriate maintenance personnel
will be available to meet the aircraft. When possible, identify system as mission essential
(ME) or mission contributing (MC).
¾ A3 (Plus Noun)—Major maintenance. Delay is anticipated. Affected units or systems are
to be identified as in A‐2 status above.
¾ A4—Aircraft or system has suspected or known biological, chemical, or radiological
contamination.

112C17 Vol 3 C17 Operations Procedures
Chapter 2
¾ OG/CCs serve as execution authority for local training missions.
¾ PICs are
o In command of all persons aboard the aircraft, vested with authority to accomplish the
assigned mission. The PIC shall only fly events authorized in the mission tasking unless
in the PIC’s judgment an emergency condition demands otherwise. Only fly
unscheduled training events (for example, air refueling (A/R) or transition training)
after obtaining approval of the execution authority.
o The final mission authority and will make decisions not assigned to higher authority.
o The final authority for requesting or accepting aircrew or mission waivers.
o Responsible for relaying mission status (at least daily) to C2 agents.
o Responsible for interaction between aircrew members and mission support personnel
and will establish a point‐of‐contact (POC) with the appropriate C2 agent prior to
entering crew rest.
o Responsible for the welfare of aircrew members, Mission Essential Ground Personnel
(MEGP), passengers, and the safe accomplishment of the mission.
August 2008 ‐ 59 ‐


¾ If a PIC elects to delay a mission, that mission will not depart until the conditions that
generated the decision to delay improve or are resolved. Further, no execution authority
may task another PIC to take the same mission under the same conditions.
¾ When a C2 agent directs a PIC to fly to an alternate airfield, the agent will ensure existing
and forecast weather for the alternate, Notices to Airmen (NOTAMs), and airfield
information from the Global Decision Support System (GDSS)/GDSS2)/Airfield Suitability
and Restrictions Report (ASRR) are suitable.
¾ En route Reporting.
o Make the following en route calls to TACC:
Airborne call when departing from a location without an AMC presence.
Maintenance call whenever aircraft alpha status changes to code 3.
On aeromedical evacuation missions, no later than 1 hour prior to landing, to
update arrival time.
CONUS. Periodic “ops normal” calls/transmissions are not required; however, the
controlling
o “Thirty Minute” Out Call. Transmit a UHF or VHF arrival advisory to the destination C2
agency approximately 30 minutes prior to arrival. Provide Estimated Time in Blocks
(ETB).
o IFM missions transiting oceanic flight information regions (FIRs) need to add the
phrase “Pass to Hilda” to ATC position reports.

Chapter 3

Selected NOTES:
1. Air refueling and tactical events will be accomplished within the first 14 hours of the flight
duty period.
3. All A/R and tactical events will be accomplished within the first 18 hours of the flight duty
period. Two aircraft commanders are required if A/R is accomplished after 14 hours flight
duty period. Intent is to manage rest cycles to have one AC accomplish any A/R prior to the
14‐hour point, and the second AC accomplishes the A/R past the 14 hour point. The second
aircraft commander fulfills the requirement for an additional pilot/copilot. NOTE: A graduate
of C‐17 ACIQ, ACAL, or PCO, who has not yet been certified as an AC may serve as the
augmenting AC, and perform the A/R as long as they are current and qualified.
4. Two loadmasters or one loadmaster and another C‐17 qualified crewmember are required if
more than 40 passengers are scheduled to be carried. Both crewmembers must remain in the
cargo compartment, one forward and one aft for takeoffs and landings.

¾ Flight Duty Period (FDP). FDP is the period of time starting at mission report time and
ending immediately after the aircrew completes the final engine shutdown of the day. The
maximum FDP for a basic aircrew is 16+00 hours (12+00 hours when the autopilot is
inoperative).
¾ A PIC with an augmented crew may accept an augmented FDP as long as:
o The C2 agent or PIC discovers the extenuating circumstances before the first takeoff of
the day.
o The PIC verifies all augmenting aircrew members can get adequate rest enroute.
¾ A PIC with a basic crew may seek MAJCOM/A3/DO (mission execution authority) approval
to extend the FDP as much as 2 hours to complete a scheduled mission. Only use this
provision to recover from unscheduled/unplanned en route delays. C2 agents shall not ask a
PIC to exercise this option.
¾ Augmented Crew FDP. Maximum FDP for an augmented aircrew is 24+00 hours (16+00
hours when the autopilot is inoperative).
¾ SQ/CC will augment an aircrew when FDP exceeds 16+00 hours and the mission profile will
allow augmenting aircrew members adequate time to rest en route. As a minimum, the
mission profile must provide the following:
o No more than 3 intermediate stops are authorized after 14+00 hours of FDP (each A/R
shall count as an intermediate stop).
o Mission profile shall include at least one 6+00 hour leg or two 4+00 hour legs.
o The PIC shall validate planned leg times based on actual conditions, and the PIC may
swap an extended ground time (4+00 hours) for a mission leg when conditions afford
aircrew members a chance for rest.
‐ 60 ‐ August 2008


¾ Flight examiners administering evaluations will not exceed an augmented FDP.
¾ Training FDP. Maximum FDP for training, Joint Airborne/Air Transportability Training
(JA/ATT), Functional Check Flight (FCF) and Acceptance Check Flight (ACFs) missions is
16+00 hours (12+00 hours when the autopilot is inoperative). Conduct the mission as
follows:
¾ Complete all mission‐related events (i.e., FCF/ACF checks, transition events, A/R or tactical
events) during the first 12+00 hours of the FDP.
¾ Crews may fly/deposition to home station or a deployed staging base following training (do
not exceed 12+00 hours when the autopilot is inoperative).
¾ Crew Duty Time (CDT). CDT is that period of time an aircrew may perform combined
ground/flight duties. Plan the mission so aircrew members may complete post‐mission
duties within maximum CDT. An aircrew member may perform mission‐related duties for
other missions when approved by member’s home station SQ/CC or equivalent. Maximum
CDT for a basic aircrew is 18+00 hours and 24+45 hours for an augmented aircrew.
¾ Except as outlined below, CDT/FDP begins 1+00 hour after aircrew alert notification. Begin
CDT/FDP when the first aircrew member reports for duties.
¾ CDT/FDP Extensions. See AFI 11‐202V3, General Flight Rules.
¾ Deadhead Time. MAF aircrew members may deadhead for the purpose of positioning or
de‐positioning to perform a mobility mission or mission support function. Crewmembers
may deadhead for a maximum of 24 hours. OG/CC or equivalent may approve crewmembers
to deadhead in excess of 24 hours.
¾ Current/qualified aircrew members may perform primary aircrew duties after flying in
deadhead status provided they do not exceed a basic FDP (FDP starts at report time for
deadhead flight).
¾ Aircrew members may deadhead after performing primary crew duties, for a maximum of
24 hours from the time the crewmember’s FDP began.
¾ Fliers shall not use no‐go pills in flight.
¾ SQ/CC will not schedule crewmembers to fly or perform crew duties within 12 hours of
consuming no‐go Pills (consider DNIF).
¾ Aircrew members shall not take no‐go‐pills within 12 hours of consuming alcohol.
¾ Home‐Station Pre‐Departure Crew Rest. For missions that will keep aircrew members off
station 16+00 or more hours, leaders shall enter primary and deadhead aircrew members
into pre‐departure crew rest 24 hours before the legal for alert time. Aircrew members may
perform limited non‐flying duties like mission planning during the first 12 hours of pre‐
departure crew rest. OG/CCs may waive any portion of the first 12 hours of pre‐departure
crew rest. However, leaders shall not manifest deadhead aircrew members as passengers to
deny pre‐departure crew rest.
¾ Off‐station/En route Crew Rest. The minimum en route crew rest period is 12 hours before
legal for alert or scheduled report time when self‐alerting. This provides aircrews at least
8+00 hours to sleep plus 4+00 hours to travel, relax, and dine.
¾ Except during emergencies or as authorized by MAJCOM/A3/DO, C2 agents shall not disturb
an aircrew member in crew rest. When necessary to interrupt aircrew members’ crew rest
period, re‐enter that aircrew in a subsequent minimum 12 hour crew rest period after they
complete official duties.
¾ Do not enter aircrew members into crew rest until they complete official post‐flight duties.
Those duties may include, but are not limited to, refueling, cargo on‐/off‐load, aircrew
arming, minor maintenance, or mission debriefing.
¾ C2 agents will not ask PICs to accept less than 16+30 ground times
¾ Crew Enhancement Crew Rest (CECR). CECR periods should be of minimum duration and
are normally used during de‐positioning legs.
¾ Post‐Mission Crew Rest (PMCR) SQ/CCs shall give aircrew members returning to home base
¾ sufficient time to recover from cumulative effects of the mission and tend to personal needs.
PMCR begins upon mission termination.
¾ For missions that kept an aircrew off station 16 or more hours, the SQ/CC shall provide
1 hour (up to 96+00 hours) PMCR for each 3 hours off‐station. Do not enter these aircrew
members in pre‐departure crew rest until the PMCR period expires.
¾ OG/CCs (or equivalents) are PMCR waiver authority.
¾ The PIC shall ensure the FCC has sufficient time in each 24‐hour period to get 8 hours of
uninterrupted rest.
¾ Alerting Procedures. Aircrew alert time is normally 3+45 hours (4+15 for airdrop missions)
before scheduled takeoff time (allows 1+00 hour for reporting and 2+45 hours (3+15 for
airdrop missions) for mission preparation).
¾ For missions with more than minimum ground time, the PIC may arrange an alert time that
provides additional preparation time to accomplish the mission. The PIC may also accept
alerting with reduced preparation time when the mission allows.
¾ With PIC agreement and when cargo load warrants, C2 agents may alert loadmasters up to 2
hours before normal alert time. When early alerting is warranted, the PIC and C2 agent must
August 2008 ‐ 61 ‐


notify the loadmaster before he/she enters crew rest. Do not alert the loadmaster early if
they will not receive the minimum amount of crew rest of 12 hours. Do not alert the
loadmaster more than 1 hour before beginning cargo up load. Base the aircrew FDP on the
loadmaster’s show time.
¾ Self‐Alerts. Crews will self‐alert at locations without a C2 agency, but must coordinate
with controlling C2 agency. The PIC may elect to self‐alert on operational missions at
locations with a C2 agency. Coordinate the alert time with local C2 agents to avoid FDP
limitations that result from unexpected changes in the mission.
¾ For all missions, the latest allowable alert time is 6 hours after the expected alert time.
¾ The PIC may extend that window to 8 hours when flying as primary crew or 12 hours when
deadheading. The controlling C2 agent will not ask the PIC to accept more than the 6 hour
window.
¾ At the end of the legal for alert window or if a mission can’t depart within 4+00 hours of
scheduled takeoff time, the PIC will contact a C2 agent and establish a new expected alert
time.
¾ The PIC may extend takeoff window to 6 hours
¾ Standby Force Duty. This allows crewmembers 12 hours of pre‐standby crew rest and 6
hours for aircraft pre‐flight duty. When aircrews are unable to complete all preflight duties
within 6 hours of crew show time, provide an additional 12‐hour pre‐standby crew rest. If
MAJCOM C2 agents are unable to provide 18 hours prior notification, SQ/CC shall place the
pre‐standby crew in 12 hour crew rest and follow aircraft generation procedures to prepare
the aircraft for launch. SQ/CC may keep an aircrew in ALFA/BRAVO status up to 48 hours.
MAJCOM/A3/DO may extend this period for contingencies. After 48 hours, launch, release,
or re‐enter aircrew into 12 hour pre‐departure crew rest.
¾ ALFA Standby Aircraft Preflight Generation and Security. When tasked, SQ/CC shall posture
an aircraft and aircrew as an ALFA Standby Force able to launch within 1 hour. A
maintenance Dash ‐6 and aircrew Dash ‐1 preflight must be completed. After the preflight,
the PIC will notify the controlling agency. The aircraft will remain in a sealed posture and be
referred to as “cocked on alert”. Documentation of when the aircraft was cocked on alert
must be placed in the forms. The PIC will ensure the aircraft is secure before entering crew
rest. Secure all hatches and doors to show unauthorized entry. The aircrew preflight portion
remains valid if performed by one crew, cocked on alert, and launched by another crew.
Uncocking a generated aircraft is not a standard procedure but may be accomplished on a
case by case basis. The PIC or a designated aircrew representative must be present if access
to the aircraft is required. Follow‐on pre‐flights done during normal waking hours do not
interrupt crew rest. Begin CDT/FDP when C2 agent directs the aircrew to launch from crew
rest or while performing pre‐flight (begin CDT/FDP when the aircrew arrived at the aircraft
to do the pre‐flight).
¾ BRAVO Standby Force. When tasked, SQ/CC shall posture an aircraft and/or aircrew in
BRAVO Standby Force to permit launch within 3 hours. Follow‐on pre‐flights, if required,
interrupt crew rest. Begin CDT/FDP when aircrew shows for duty, normally one hour after
C2 alerts the aircrew from crew rest.
¾ CHARLIE Standby Force. When tasked, SQ/CC shall posture aircrews as a CHARLIE
Standby Force ready to enter crew rest within 2 hours. Tasked aircrews will be legal for
alert 12 hours after entering crew rest. SQ/CC may keep aircrews in CHARLIE status up to
72hours. After 72 hours, release aircrews from CHARLIE Standby or enter them into 12
hours crew rest for directed mission, training mission, or subsequent standby force duty.
¾ J‐Alert (JCS‐directed alert force). Alert aircrew will be provided 12 hours crew rest prior to
alert duty. Alert crew may be considered in crew rest upon termination of a flight, even
though remaining on alert. If a crew completes a mission within their alert cycle, they are
legal for alert again after 12 hours of crew rest. The length of a J‐Alert tour will be
determined by the OG/CC, but will not exceed 192 hours/8 days.
¾ J‐Alert crew members may complete ground currency events and limited office duties at
their leisure while on alert.
¾ Wing Standby Force. OG/CC may place aircrews in Wing Standby status. After a 12 hour
pre‐departure crew rest period, aircrews are legal for alert for 12 hours and must be able to
launch within 3+15 hours. After 12+00 hours, launch, release, or re‐enter aircrews in 12
hour crew rest period before subsequent 12 hours Wing Standby duty.

Chapter 4
¾ Minimum Equipment List (MEL) Policy. The MEL is a pre‐launch document that lists the
minimum equipment/systems to operate the aircraft. It is impractical to prepare a list that
would anticipate all possible combinations of equipment malfunctions and contingent
circumstances. Consider equipment/systems with no listed exceptions as grounding items.
A PIC who accepted an aircraft with degraded equipment/systems is not committed to
subsequent operations with the same degraded equipment. PICs are not committed to
operations with degraded equipment accepted by another PIC.
‐ 62 ‐ August 2008


¾ Waiver authority: Training Missions. OG/CC or equivalent with mission execution authority.
MAJCOM Directed Missions. MAJCOM/A3/DO with mission execution authority for active
duty, AFRC, or ANG units flying MAJCOM‐directed missions (includes Operational Readiness
Inspections). Initiate the request with MAJCOM C2 agency. For AMC‐directed missions
contact HQ AMC/A37V through 18 AF TACC. Contingency Missions. DIRMOBFOR (or
equivalent) for the agency with C2, if not specified in the OPORD/Tasking Order.
¾ Engineering Dispositions (ED). Dispositions are requested when aircraft are damaged
and/or established maintenance technical order procedures cannot be followed or do not
exist.
¾ The MEL is located in Chapter4

Chapter 5
¾ A checklist is not complete until all items have been accomplished. Momentary hesitations
for coordination items, ATC interruptions and deviations specified in the flight manual, etc.,
are authorized. Notes amplifying checklist procedures or limitations may be added to the
checklists. Currency of notes is a crewmember’s responsibility. The inserts should be placed
at the end of the appropriate checklist or in an in‐flight guide. All checklist inserts must have
a POC.
¾ Crewmembers will coordinate with the PF before departing their assigned primary duty
stations. With both pilots in their seats, PICs may authorize rest periods for one pilot
occupying a primary duty station during non‐critical phases of flight (the other pilot will be
awake and alert).
¾ An AC or higher will make all takeoffs and landings during:
o Aircraft emergencies, unless conditions prevent compliance.
o CAT II ILS approaches and landings when weather is below CAT I mins.
o PICs who possess less than 100 Primary Assigned Aircraft (PAA) hours in the C‐17 since
certification will perform all takeoffs and landings.
¾ Before actuation of the landing gear or slats/flaps, the other pilot will verify appropriate
airspeed and acknowledge the command by repeating it.
¾ Available crewmembers will assist in clearing during taxi operations, and any time the
aircraft is below 10,000 feet MSL.
¾ Primary crewmembers occupying pilot, copilot, or loadmaster positions will have seat belts
fastened at all times in‐flight, unless crew duties dictate otherwise.
¾ All crewmembers will be seated with seat belts and shoulder harnesses fastened during taxi,
takeoff, and landing, unless crew duties dictate otherwise. For A/R, all crewmembers and
passengers will be seated with seat belts fastened (unless authorized by the PIC to observe
tanker A/R or crew duties dictate otherwise), and all equipment will be properly secured.
Crewmembers performing instructor or flight examiner duties are exempt from seat belt
requirements if not occupying a primary crew position; however, a seat with an operable
seat belt will be assigned.
¾ Mandatory Calls:
August 2008 ‐ 63 ‐


NOTES:
1. The PF will announce his/her intentions to either land or go‐around. If the runway
environment is not in sight and/or the aircraft is not in position for a normal
landing, a go around will be made.
2. With weather at CAT 1 minimums on a CAT 1 ILS, the pilot may not see the runway
environment at DH; however, the initial portion of the approach lights will be
visible. The pilot may continue to 100 HAT with reference to the approach lights.
The pilot may not descend below 100 feet above touchdown zone elevation using
the approach lights as reference unless the red terminating bars or the red side row
bars are distinctly visible and identifiable.
3. The PF will announce his/her intentions to either land, continue, or go‐around.
Respond intention to “Land” if runway environment is in sight, will remain in sight
throughout touchdown and the aircraft is in a position for a safe landing.
4. Both pilots will state the altimeter setting.
¾ Deviations:
o The PNF will inform the PF when heading or airspeed deviations are observed, or when
the altitude is more than 100 feet from the desired, and no attempt is being made to
correct the deviation.
o Any crewmember seeing a deviation of 200 feet altitude or 10 knots in airspeed, or a
potential terrain or obstruction problem, will immediately notify the PF. Deviations
from prescribed procedures for the approach being flown will also be announced.
¾ Sterile Cockpit. Limit conversation to that essential for crew coordination and mission
accomplishment during taxi, takeoff, A/R, approach, landing, and any flight below 10,000
feet MSL.
¾ The pilot operating the radios will notify the crew which radio is primary, and update the
crew when the primary radio changes.
¾ One pilot should record and will read back all ATC clearances.
¾ Both pilots will monitor UHF and VHF guard emergency frequencies to the maximum extent
possible.
¾ Assertive Statement “Time Out” ‐ the common assertive statement for use by all
crewmembers. The use of “Time Out” will:
o Provide a clear warning sign of a deviation or loss of situational awareness.
o Provide an opportunity to break the error chain before a mishap occurs.
o Notify all crewmembers when someone sees the aircraft or crew departing from
established guidelines, the briefed scenario, or that someone is simply uncomfortable
with the developing conditions.
¾ As soon as possible after a “Time Out” has been called, the aircrew will take the following
actions:
o Safety permitting, stabilize the aircraft.
o The initiating crewmember will voice his or her concerns to the crew.
o The PIC will provide all other crewmembers with the opportunity to voice inputs
relative to the stated concerns.
o After considering all inputs, the PIC will direct the aircrew to continue the current
course of action or direct a new course of action.
¾ MAJCOM A3/DO may authorize the dispensing of alcoholic beverages.

¾ Runway Length for Takeoff. Normally, takeoffs will be initiated from the beginning of the
approved usable portion of the runway. Minimum runway length for take off is critical field
length.
¾ Intersection Takeoffs. Normally, the PF will initiate takeoffs from the beginning of the
approved usable portion of the runway. The decision to make intersection takeoffs rests
solely with the PIC. Ensure the operating environment (i.e., gross weight, obstructions,
climb criteria, weather, etc.) will allow a safe takeoff and departure. Data computations will
be based on the actual runway remaining from the point at which the takeoff is initiated.
¾ During operations on runways partially covered with snow or ice, takeoff computations will
be based on the reported RSC or RCR for the cleared portion of the runway. A minimum of
45 feet either side of centerline should be cleared. If 45 feet either side of centerline is not
‐ 64 ‐ August 2008


cleared, then compute data based on the uncleared portion up to 45 feet either side of
centerline.
¾ Runway Length for Landing. Minimum runway for a normal landing (3/4 or full flap) is
computed landing distance with idle reverse.
¾ NOTE: Pilots will consider elevated brake temperatures and Vbo when determining the
minimum runway required for landing to preclude melting the fuse plugs.
¾ Minimum runway length for an assault landing is computed ground roll, with max reverse,
plus 500 feet. Touchdown will be within the first 500 feet of the runway and full flaps will
be used. Weather minimums will be circling minimums, no lower than 600/2. Prior to
landing at a short field, the PIC will verify takeoff performance to ensure he/she can take off
after the planned offload/onload.
NOTES:
¾ Max reverse is referenced on the Non‐Standard Configuration page of the mission computer.
The data computed with this option selected is based on 2 engines in max reverse, 1 in idle
reverse and 1 engine inoperative.
¾ Pilots will consider elevated brake temperatures and Vbo when determining the minimum
runway required for landing to preclude melting the fuse plugs.
¾ Markings required for assault landing zone (ALZ) operations are depicted in AFI 13‐217,
Drop Zone and Landing Zone Operations. These markings are desirable for tactical airland
operations; however, full markings are not mandatory on hard‐surfaced runways that are
permanently marked (or lighted) so as to make the touchdown zone and runway distances
readily identifiable, or if the tactical situation does not permit full markings.
¾ Runways less than 3,500 feet require MAJCOM/A3/DO waiver.
¾ Semi‐Prepared Runway Operations (SPRO). See TO 1C‐17A‐1‐1 Appendix B. OG/CC
approval is required for semi‐prepared runway operations within the CONUS, Alaska, and
Hawaii. AMC/A3 approval is required in all other instances.
¾ Use of Overruns. If approach end overruns are available and stressed or authorized for
normal operations, they may be used to increase the runway available for takeoff. Departure
end overruns (if stressed and authorized) may also be used for landing if needed.
¾ Arresting Cables (does not include recessed cables). When conditions permit (aircraft gross
weight, runway length, weather, winds, TOLD, etc.) and the pilot in command has
considered the potential for damaging the aircraft, make takeoffs and landings beyond
raised cable barriers. Use the entire length of runway if necessary. Be aware that operations
over arresting gear barriers at speeds in excess of taxi speed may result in damage to the
aircraft.
¾ Do not land on (touchdown on) approach end arresting cables (does not include recessed
cables). If the aircraft lands before the cable, the crew should contact the tower to have the
cable inspected.
¾ Do not takeoff or land over an approach end cable that has been reported as slack, loose, or
improperly rigged by NOTAM, automated terminal information service (ATIS), or ATC.
¾ Do not taxi an aircraft within 25 feet of obstructions without wing walkers monitoring
clearance between aircraft and obstructions. With wing walkers, avoid taxi obstructions by
at least 10 feet. Follow clearance criteria in Figure 5.1. for small permanent obstructions
underneath the wing. During reverse taxi operations, do not taxi within 25 feet of an
obstruction with or without a marshaller/wing walker.
¾ EXCEPTION: IAW AFI 11‐218, Aircraft Operations and Movement on the Ground, aircraft may
taxi without marshallers/wing walkers at home station along fixed taxi lines which have
been measured to ensure a minimum of 10 feet clearance from any obstruction. obstruction
and the obstruction is permanent. Parked aircraft are not considered permanent, and 25
feet of clearance, or a wing walker, is required.

August 2008 ‐ 65 ‐


NOTES:
¾ Permanent obstacles (i.e. fuel hydrants), 3 feet high or shorter, are not considered
obstructions as long as they remain a minimum of 10 feet away from the landing gear doors.
¾ A marshaller or crew member will verify the height and location of 3' and 5' high obstacles
to ensure specified clearances from the wing, engines, and landing gear doors.
¾ During night taxi operations, marshallers will have an illuminated wand in each hand. Wing
walkers are only required to have one illuminated wand. Observers should be in a position
to see wing walkers at all times (through door or windows) and communicate with the pilot.
¾ Avoid (when possible) taxi operations, which would position an engine over an unprepared
or unswept surface. If it becomes necessary to position an engine over an unprepared or
unswept surface, the engine should be left in idle (to the maximum extent possible) until the
engine is back over an improved surface. Consider increasing power on remaining engines.
¾ Reverse Taxi: Unless briefed otherwise, the following standard terms will be used by the
loadmaster when conducting reverse taxi operations:
o The #1 and #4 engines will be used as turn references, i.e., “More turn towards #1,”
“Less turn towards #4.” Use the term “roll out” when you want the PF to center the
tiller.
o When the aircraft nears the desired reverse taxi stopping point, the loadmaster will
give the following commands: “Loadmaster counting, five, four, three, two, one, stop.”
o CAUTION: During the entire reverse taxi operation, if the loadmaster states the word
“Stop,” the pilot will immediately stop the aircraft.
¾ The loadmaster will provide the pilot with continuous interphone instructions on
conditions in the maneuvering area. During aircraft backing, if the pilot and loadmaster lose
interphone contact the pilot will stop the aircraft.
¾ When reverse taxiing at night, the pilots and loadmaster will ensure the taxi area is
sufficiently lighted. Use the staging lights, retracted landing lights, or any other source that
provides adequate lighting of the taxi area.
¾ During reverse taxi operations, stop at least 25 feet from an obstruction with or without a
marshaller/wing walker.
¾ AMC policy is to burn down fuel versus jettison, unless safety of flight dictates an immediate
jettison (as determined by the pilot in command).
¾ For training missions, the OG/CC may approve fuel jettison when an urgent operational
requirement exists to expedite recovery of the aircraft and/or aircrew, and all alternatives
have been exhausted.
¾ OG/CCs will establish jettison areas and procedures to minimize the impact of fuel
jettisoning. Ideally, establish jettison areas at 20,000 feet MSL, off published airways,
avoiding urban areas, agricultural regions, and water supply sources. Avoid circling
descents. Initiate AF IMT 813, Request for Environmental Impact Analysis, and submit it to
the base environmental coordinator.
¾ Aircraft Speed. In accordance with applicable tech orders, aircraft may exceed 250 KIAS or
in‐flight minimum maneuver speed below 10,000 feet to safely accomplish formation
departure rejoins. Once rejoined, all formation members may exceed 250 KIAS below
10,000 feet only to accommodate the minimum maneuver speed of the heaviest formation
member.
¾ Bird/Wildlife Aircraft Strike Hazard (BASH) Programs.
o Bird Watch Condition Low – No operating restrictions.
o Bird Watch Condition Moderate. Initial takeoffs and final landings allowed only when
departure and arrival routes will avoid bird activity. Local IFR/VFR traffic pattern
activity is prohibited.
o Bird Watch Condition Severe. All takeoffs and landings are prohibited. Waiver authority
is local OG/CC or equivalent.
¾ Traffic Alert and Collision System (TCAS). Reaction to a traffic advisory (TA) or resolution
advisory (RA). PNF will select the TCAS PPI display on a convenient MFD.
¾ PF duties during an RA.
o Press the autopilot disconnect to engage TCAS guidance.
o Promptly and smoothly maneuver to follow flight director guidance. Crosscheck the
TCAS PPI display’s vertical speed guidance and maintain the minimum vertical speed in
the green band.
o Respond immediately to any “increase” or “reversal” RA maneuver advisories.
o NOTE: The flight director is the primary guidance for RA maneuver. The CAWS alert
may lag behind the flight director guidance when multiple messages occur.
o If in a turn during an RA, continue with the turn while complying with TCAS advisories.
o If an “increase climb” RA is issued, level wings prior to increasing climb rate.
o When “clear of conflict” advisory announced, promptly and smoothly return the aircraft
to its previously assigned (or amended) clearance.
‐ 66 ‐ August 2008


o NOTE: The CAWS “altitude” warning may disrupt or mask the “clear of conflict”
message. An alternate means to determine when the aircraft is clear of conflict is when
the FMAs revert back to basic modes.
¾ PNF duties during an RA.
o Confirm the action being performed by the PF. Advise the PF of any deviation from the
vertical path indicated by flight director guidance, the TCAS PPI display, and/or other
annunciations.
o Clear airspace into which aircraft will maneuver.
o Advise ATC as soon as possible if you are deviating from your assigned clearance.
o When “clear of conflict” advisory is announced, notify ATC you are returning to
previously assigned clearance or acknowledge any amended clearance.
¾ Low‐level operations. Use of “TA only” mode is recommended.
¾ If a GPWS or stall warning occurs, terminate the RA maneuver.
¾ Buddy starts may be performed when approved by the OG/CC or DIRMOBFOR.
¾ Aircrews will not normally attempt to recover an aircraft after inadvertent entry onto
unprepared surfaces not suitable for taxi; ground crews will accomplish aircraft recovery.
Unless an emergency dictates otherwise, aircrews may only accomplish recovery if there is
no aircraft damage, the surface will support the aircraft, and the PIC has coordinated with
appropriate MAJCOM headquarters maintenance authorities through 18 AF TACC, or
appropriate C2 agency.
¾ Ground Proximity Warning System (GPWS) / Terrain Alert Warning System (TAWS).
¾ For operations in day VMC conditions, with terrain and obstacles clearly in sight, the PF will
call runway and/or terrain in sight, state intentions and visually clear terrain.
¾ For operations at night or in IMC, if an aural warning is heard, immediately and
simultaneously rotate the aircraft to establish a climb (FPV above the horizon line) while
rolling wings level, and add maximum power until the warning has ceased and adequate
terrain clearance is verified.
¾ Ensure the mode of the GPWS/TAWS is commensurate with the aircraft’s phase of flight.
¾ Use appropriate levels of automation as required by the flight conditions. The first priority
is to fly the aircraft. The Automatic Flight Control System (AFCS) and Mission Computer
(MC) are intended to aid in workload management, not complicate it. As the flight situation
changes, do not feel locked into a level of automation.
¾ The pilot flying (PF) should make AFCS panel changes during coupled operations. During
uncoupled flight, the PF should direct the pilot not flying (PNF) to make changes to the AFCS
panel. Confirm all mode changes by observing the correct flight mode annunciator (FMA)
indications. Engagement of the autopilot and autothrottles should be announced.
¾ Announce “pilot heads down” or “copilot heads down” when the task requires focusing
significant attention on the mission computer in flight.
¾ The C‐17 MFD is certified as a single medium display, and may be used as a primary flight
reference (PFR). Due to the lack of a full‐time attitude reference, the heads up display (HUD)
is endorsed as a PFR as long as one primary flight display is present on an MFD. To the
maximum extent possible, keep a primary flight display (PFD) on one of the MFDs at all
times. When mission requirements dictate, the PFD may be replaced with another display
for short periods of time.
¾ C‐17 Engine Start Policy. If available, maintenance personnel should act as “ground” during
engine starts. Any C‐17 crewmember may also fulfill this requirement. If no maintenance
personnel are available and crew duties limit the availability of a crewmember, the engines
may be started without someone outside the aircraft. If this option is used, ensure all
crewmembers are thoroughly briefed.
¾ Standard AFCS Terminology. SELECT or ENGAGE directs the selection of a value on the AFCS
panel which results in the value being placed in the “Engaged” (Top) portion of the FMA.
SELECT is normally used with rotary knobs labeled “SEL,” however, ENGAGE is acceptable.
The FD, TOGA, APPR, ATT, AD, AP, AT are normally engaged. For added clarification,
selecting an EPR rating means pressing a thrust rating button on the SED panel; engaging
EPR means pressing the AFCS “EPR” pushbutton.
¾ ARM directs the selection of a value on the AFCS panel which results in the value being
placed in the “Armed” (Bottom) portion of an FMA.
¾ For LNAV and VNAV selections, command the actual value intended, not “ARM LNAV” or
“ENGAGE VNAV.” For example, “ARM VOR” or “ENGAGE VPROF” are proper commands.
¾ Airspeeds appended with “PITCH” or “THRUST” are sufficiently clear and do not require the
use of the noun “speed.” VERT SPDS appended with “UP” or “DN” are sufficiently clear.
¾ If requested by the PF, ATC vectors (headings) may be automatically selected, and altitudes
automatically armed by the PNF. At any time the PNF is unsure of the command, he/she will
ask for clarification.

August 2008 ‐ 67 ‐


Chapter 6
¾ All crewmembers will have Nomex gloves in their possession. It is recommended that
primary crewmembers wear Nomex gloves during engine start, takeoff, and landing.
¾ Crewmembers will remove rings and scarves before performing aircrew duties.
¾ Personnel will have the appropriate items of clothing in their possession when flying in
Arctic and Antarctic regions. EXCEPTION: Not applicable to transoceanic flights or when
staging or transiting Elmendorf AFB AK.
¾ Crewmembers will carry a valid passport on all missions outside the CONUS.
¾ Crewmembers will maintain worldwide shot requirements and carry their shotrecords on
all missions outside the CONUS (except overseas units on local training missions).
¾ Driver’s License. A valid state driver’s license is required on each TDY where use of US
government general purpose vehicles may be required. Crewmembers will contact the local
airfield manager before driving on the flight line.
¾ Identification Tags. Crewmembers will carry two identification tags on all flights.
¾ Each crewmember will carry an operable flashlight for night flights. A reflective belt or
suitable substitute will be worn on flight lines during hours of darkness or periods of
reduced visibility.
¾ Chapter 6 contains information on trip kits and require publications for flight
¾ VFR departures are authorized when there is no authorized IFR departure method for the
airport, when the aircraft cannot depart using one of the IFR departure methods contained
in AFI 11‐202V3 and AFMAN 11‐217V1, when operational requirements dictate (i.e. tactical
necessity), or when most of the mission is planned as a VFR flight for training. VFR
departures require detailed planning to ensure obstacles and high terrain are avoided.
¾ An IFR departure is not authorized at airfields without an instrument approach.

¾ If no RVR readout is available for the departure runway, visibility must be reported to be ½
mile (800 meters)
¾ Departure Alternates. A departure alternate is required if ceiling or visibility is below
landing minimums for an available approach (at departure aerodrome). Do not use Category
II ILS minimums to determine if a departure alternate is required.
¾ Suitability of Departure Alternates. When a departure alternate is required, the aircraft
must be capable of maintaining the MEA or minimum obstruction clearance altitude
(MOCA), whichever is higher, to the alternate using OEI performance criteria. To qualify as a
departure alternate, the airfield must meet one of the following conditions:
o Existing weather at an alternate within 30 minutes flying time must be equal to or
better than the published approach minimums and forecast to remain so until 1 hour
after takeoff, but in no case forecast to be lower than 200‐1/2 (RVR 2400), or;
o The existing weather at an alternate within 2 hours flying time must be at least 500‐1
above the lowest compatible published approach minimums, but not less than 600‐2 for
a precision approach or 800‐2 for a non‐precision approach, and forecast to remain so
for 1 hour after ETA at the alternate.
¾ Destination Requirements (for filing purposes). The forecast destination weather will be
according to AFI 11‐202V3 and the following:
¾ File two alternates when:
o The forecast visibility (intermittent or prevailing) is less than published for an available
DoD or National Aeronautical Charting Office (NACO) precision approach.
o The forecast ceiling OR visibility (intermittent or prevailing) is less than published for
all other approaches. For approaches with no published ceiling requirement (for
example Jeppesen approaches), the minimum required ceiling shall be computed by
taking the published HAA or HAT and rounding it up to the nearest one hundred feet (or
as determined by MAJCOM TERPs review). For example, a Jeppesen VOR approach with
a published HAA of 642 feet would require a forecasted ceiling of 700 feet.
o The forecast surface winds (intermittent or prevailing) exceed limits corrected for RCR.
¾ File an alternate, regardless of forecast weather, when the departure or destination
aerodrome is outside the CONUS. (EXCEPTION: Intra‐theater flights outside CONUS that do
not exceed 3‐hours, comply with basic AFI 11‐202V3.)
¾ A remote or island destination is defined as any aerodrome, which due to its unique
geographic location, offers no suitable alternate (civil or military) within 2 hours flying time.
The forecast weather at the remote or island destination must meet the following criteria:
‐ 68 ‐ August 2008


¾ The prevailing surface winds, corrected for RCR, must be within limits at ETA and forecast
to remain so for 2 hours thereafter, and The prevailing ceiling and visibility must be equal to
or greater than published minimums for an available non‐precision approach, for ETA plus
2 hours. However, if a precision approach is available, the ceiling or visibility may be
intermittently below non‐precision approach minimums (excluding ASR), but not below
precision approach minimums (for ETA plus 2 hours).
¾ NOTE: Use 1+15 holding fuel when filing to an island or remote destination. This includes
the normal 45 minutes of reserve/holding fuel, and 30 additional minutes in lieu of an
alternate
¾ When filing to a destination where the alternate is located in Alaska or at latitudes greater
than 59° North, use 1+15 holding fuel.
¾ Adverse Weather. Flight into areas of forecast or reported severe turbulence is prohibited.
¾ Crews should confirm the type of aircraft the forecast turbulence applies to, or what type of
aircraft reported the encounter, to gain a more accurate picture for their route of flight.
¾ The C‐17 is a category 3 aircraft for turbulence.
¾ Flight into areas of forecast or reported severe icing is prohibited. Prolonged operation,
such as cruise flight or holding, in areas of moderate icing should be avoided.
¾ Flight into areas of forecast or reported severe icing is prohibited. Prolonged operation,
such as cruise flight or holding, in areas of moderate icing should be avoided. NOTE: Air
Force Weather Agency technical note AFWA/TN 98/002, Meteorological Techniques, states
that freezing drizzle is equivalent to moderate icing and freezing rain is equivalent to severe
icing.
¾ Do not takeoff under conditions of freezing rain. Do not takeoff under conditions of freezing
drizzle except when the aircraft has been properly de‐iced/anti‐iced IAW flight manual
procedures.
¾ Freezing precipitation, snow, freezing fog, or temperatures near 0°C, may cause ice or frost
to accumulate on aircraft surfaces. When an aircraft requires de‐icing/anti‐icing prior to
takeoff, refer to the following:
¾ Use published anti‐icing holdover times IAW TO 42C‐1‐2, Aircraft Anti‐icing Procedures,
and AFFSA holdover tables located at the HQ AFFSA website. The holdover time begins
when anti‐icing fluid is first applied and the PIC shall use time, temperature, and dilution of
mixture to determine when times are exceeded and re‐apply fluid if required.
¾ In all cases, PICs will ensure a visual inspection of the aircraft is completed within 5 minutes
of departure.
¾ Do not fly directly above (within 2,000 feet) thunderstorms or cumulonimbus clouds. If
unable to vertically clear thunderstorms or cumulonimbus clouds by at least 2000 feet,
avoid them by at least:
o 20NMs at or above flight level FL230.
o 10NMs below FL230.
o 5NMs for tactical low‐level operations provided the outside air temperature is at or
above 0°C at flight altitude. Avoid gust fronts and winds preceding a rapidly moving
thunderstorm.
¾ When relying exclusively on ground‐based radar for weather
¾ avoidance, and the ground controller is unable to provide avoidance instructions, attempt to
maintain VMC by:
o Changing routing.
o Diverting to alternate.
o Declaring an emergency and requesting priority assistance.
¾ Aircrews should avoid flying in areas of recently dissipated thunderstorms and advected
clouds(horizontal movement of clouds caused by wind) downwind of thunderstorms.
¾ In order to minimize exposure to thunderstorm hazards when approaching or departing an
airport in an area where thunderstorms are occurring or are forecast:
o Attempt to maintain VMC.
o Maintain at least 5NMs separation from heavy rain showers.
o Avoid areas of high lightning potential, i.e., clouds within plus or minus 5,000 feet of the
freezing level or plus or minus 8°C of the freezing level.
¾ NOTE: Approaches or departures may be accomplished when thunderstorms are within
10NMs. The thunderstorms must not be producing any hazardous conditions (such as hail,
lightning, strong winds, gusts fronts, heavy rain, wind shear, or microburst) at the airport,
and must not be forecast or observed to be moving in the direction of the route of flight (to
include the planned missed approach corridor, if applicable).
¾ When performing approaches and landings at locations where temperatures are 0°C or
below, refer to the Flight Information Handbook (FIH) Section D, Temperature Correction
Chart, to correct MDA, DH, and other altitudes inside the FAF.
¾ National Weather Service in‐flight weather advisories are not limiting to Air Force aircraft.
¾ Do not fly into an area of known or forecast moderate or greater mountain wave turbulence.
August 2008 ‐ 69 ‐


¾ Volcanic Dust Precautions. Aircraft flight operations in areas of forecast or known volcanic
activity or dust is prohibited. Plan all missions to avoid volcanic activity by at least 20 NMs.
¾ Lightning Avoidance. The following conditions are most favorable for lightning strikes and
prolonged flight in them should be avoided:
o Within 8°C of freezing.
o In clouds or in any intensity of precipitation or turbulence associated with
thunderstorms.
¾ Review AFTO Forms 781 series before applying power to the aircraft or operating aircraft
systems. The exceptional release must be signed before flight. A maintenance officer,
maintenance superintendent, or authorized civilian normally signs the exceptional release.
If one of these individuals is not available, the PIC may sign the exceptional release. Ensure
that the DD Form 1896, Jet Fuel Identaplate, and AIR card is aboard the aircraft.
¾ Oxygen system requirements are covered in the Aircraft Systems Section
¾ Personnel performing duties near an open (or suspected open) door/hatch/ramp in‐flight
will be restrained by a safety harness, or be wearing a parachute. If a troop door and/or the
door/ramp is open and the aircraft is below 800 feet AGL or above 14,000 feet MSL,
loadmaster(s) will wear a restraint harness.
¾ Parking of aircraft carrying hazardous materials is the responsibility of the host airfield.
Installed flares do not constitute hazardous cargo
¾ On Time Takeoffs. Mission departures are on time if the aircraft is airborne within ‐20/+14
minutes of scheduled takeoff time or as specified in a MAJCOM supplement.
¾ Scheduled takeoff time may be adjusted to make good a time over target (TOT) or time of
arrival (TOA). PICs shall notify C2 agency before takeoff to adjust the scheduled takeoff
time. Early departures are authorized to prevent a delay due to weather, ATC restrictions,
airfield or aircraft operational limitations, to adjust mission flow during a large‐scale
operation, or if approved through C2 channels provided the impact on local and downrange
facilities and crew duty is evaluated.
¾ NVG departure & malfunction info is listed in NVG Notes of the Tactical Operations section
¾ Flight Progress. Data entered into the MC will be verified by another pilot. Check both the
coordinate information and the distances between waypoints against the flight plan.
¾ Crews will use the Master Document (Computer Flight Plan) and an appropriate plotting
chart to plot all oceanic waypoints from entry to exit. As a minimum, annotate the chart with
the mission number, PIC's name, and date. If practical, the chart may be reused. Retain the
chart and master document in unit Stan/Eval for 120 days following mission completion.
¾ In‐Flight, use all available navigational aids to monitor MC performance. Use the following
procedures for flight progress:
¾ When possible, perform a gross error MC check using available NAVAIDs prior to, or
immediately upon entering the Category I Route/over water segment.
¾ On a Category I route, when approaching each waypoint, recheck coordinates for the next
waypoint.
¾ Approximately 10 minutes after each waypoint, plot aircraft position, and compare plotted
position to expected track. Annotate latitude/longitude and time of plot.
¾ Consistent with international law, the US recognizes sea claims up to 12NMs.
¾ Aircrews (except on weather reconnaissance missions) normally are not tasked to and
should not fly "due regard" routings unless coordinated with the appropriate MAJCOM C2
and specifically directed in the mission FRAG. The "due regard" or "operational" option
obligates the military AC to be their own ATC agency to separate their aircraft from all other
air traffic. If operational requirements dictate, ACs may exercise the "due regard" option to
protect their aircraft.
¾ Aircraft will return to normal air traffic services as soon as practical.
¾ Required Navigation Performance (RNP) Airspace. C‐17 aircraft equipped with integrated
GPS navigation systems are approved in RNP airspace without time limitations.
¾ RNP‐10. If all updating capability is lost, C‐17 aircraft are certified to operate for 6.2 hours
(after entering NAV mode) in RNP‐10 airspace. If any in‐flight update is accomplished (GPS
or Radio Nav), the aircraft may continue in RNP‐10 airspace until the figure of merit exceeds
“8” (approximately 6 hours after last update).
¾ BRNAV (Basic Area Nav) navigation accuracy criteria is RNP‐5.
¾ C‐17 aircraft with GPS UPDATE selected are approved for BRNAV operations with no
restrictions. If GPS UPDATE is unavailable, select RADIO UPDATE and ensure the FOM
remains 7 or better.
¾ RVSM requirements are listed in the Strategic Operations section
¾ Pilots should not eat meals at the same time, and their meals should consist of different
menu items.
Arrival
¾ Before descent into unfamiliar areas, appropriate terrain charts ((Operational Navigation
Chart (ONC), Sectional Aeronautical Chart, Tactical Pilotage Chart (TPC), or Joint Operations
‐ 70 ‐ August 2008


Graphic (JOG)) should be reviewed to increase aircrew situational awareness of
obstructions.
¾ Primary crewmembers will not be involved in duties other than aircraft operations, descent
and approach monitoring, and required checklist items from the initial descent point to
landing.
¾ A visual approach may be flown during night VFR conditions if an approved instrument
approach to the landing runway is not available or operational missions require a tactical
approach.
¾ For recovery at home station, pilots may elect to fly a visual or non‐precision approach, if
weather minimums permit.
Instrument Approach Procedures.
¾ Instrument approach RVR/visibility and, if required, ceiling minimums will be as published
for a category "D" aircraft. If approach speeds exceed 165 knots, the minimums for category
"E" will be used.
¾ Prior to starting an instrument approach, pilots will confirm their aircraft can comply with
the missed approach climb gradient requirements established in AFI 11‐202V3. If unable to
meet required climb gradients, pilots must coordinate alternate missed approach
procedures with ATC, which will ensure terrain clearance, prior to commencing the
approach. If this is not possible, do not attempt the approach.
¾ Weather minimums. Before starting an instrument approach, or beginning an en route
descent, pilots will confirm the existing weather is reported to be:
¾ At or above required visibility for straight‐in or sidestep approaches.
¾ For PAR approaches, visibility will be no lower than RVR 2400 (730 meters) or 1/2 mile
visibility (800 meters) with no RVR readout available.
¾ At or above required ceiling and visibility for circling approaches.
¾ For circling approaches with no published ceiling requirement, the required ceiling shall be
computed by taking the published HAA plus 100 feet rounded up to the next one hundred
foot value. (For example, if the HAA is 747 feet, add 100 feet to get 847 feet and then round
up to the next one hundred foot value which would be 900 feet. Your ceiling for the
approach must be at or above 900 feet.) When circling minimums are published, but not by
category, circling approach minimums will be as published, but in no case lower than 600
feet and 2 miles visibility.
¾ Increase the published visibility minimums of an instrument approach by ½ SM or as noted
in NOTAMs, on ATIS, or on the approach plate, when the runway approach lighting system
(ALS) is inoperative. (This applies only to the ALS itself, not to VASIs, PAPIs, and other lights
that are not a component of the ALS.)
¾ If ceiling is below the value depicted for published DoD or NACA precision approach, but
visibility is at or above authorized minimums, the pilot will comply with fuel requirements
of Chapter 14, prior to initiating en route descent, penetration, or approach.
¾ Flight Instrumentation Requirements. Aircraft are limited to a DH/MDA based on a HAT of
300‐feet and RVR 40, or ¾‐mile visibility (1220‐meters) with no RVR if full flight
instrumentation is not available and operational.
NOTES:
¾ Full flight instrument for Category I ILS and precision approach radar (PAR) includes the
flight director, a HUD or PFD and NAV display at each station, and no shared ADC or IRU.
¾ Full flight instrumentation for a CAT II ILS includes the flight director, a HUD or PFD and
NAV display at each station, and no “No CAT II” warning message. A HUD will be used by the
PF position, if available.
¾ Category I ILS Procedures. Decision height for precision approaches will be as published,
but no lower than 200 feet height above touchdown (HAT).
¾ Category II ILS Procedures. DH is based on radar altitude. Minimum HAT is 100 feet.
Minimum RVR is 1200. Maximum crosswind limitation is 10 knots.
¾ Aircrews will not execute an actual Category II ILS to minimums unless both pilots are
qualified and current in Category II ILS. The AC must have logged at least 100 hours in
command since AC qualification.
¾ Established on a Segment of the Approach. When cleared for, or established, on a segment of
the approach, and the weather is reported or observed to be below approach minimums, the
PF has the option of continuing the approach to the missed approach point (MAP)/DH. If the
approach is abandoned, level off (or descend if a lower altitude is required for the missed
approach procedure). Comply with the last assigned clearance until a new or amended
clearance is received. Do not continue a CAT II ILS if the weather is reported to be below
CAT II minima.
¾ Do not continue the approach below minimums unless the runway environment is in sight
and the aircraft is in a position to make a safe landing.
¾ If the approach is continued, sufficient fuel must be available to complete the approach and
missed approach, and proceed to a suitable alternate with normal fuel reserve.
August 2008 ‐ 71 ‐


¾ The PIC has final responsibility for determining when the destination is below designated
minimums, and for initiating proper clearance request.
¾ Holding. An aircraft may hold at a destination that is below landing minimums, but forecast
to improve to or above minimums provided:
¾ The aircraft has more fuel remaining than that required to fly to the alternate and hold for
the appropriate holding time, and the weather at the alternate is forecast to remain at or
above alternate filing minimums for the period, including the holding time.
¾ Destination weather is forecast to be at or above minimums before excess fuel will be
consumed.
¾ NVG Approach and Landing info is located in NVG Notes in the Tactical Operations section
¾ An entry will be placed in AFTO 781A, "Aircraft Subjected to Salt Spray" (state lowest
altitude and duration) anytime the aircraft is flown under 1000 feet above sea except for
takeoffs and landings.
¾ An entry will be placed in AFTO 781A, “Aircraft Operated on Semi‐Prepared Runway” (state
number of landings and takeoffs accomplished on the semi‐prepared runway).
¾ In substance, this policy holds that US military aircraft are immune from searches, seizures,
and inspections (including customs and safety inspections) by foreign officials.
¾ In addition, PICs must be aware of and adhere to any specific FCG provisions for individual
countries.
¾ If confronted with a search request by foreign authorities, aircrews should use the following
procedures.
¾ In most cases, search attempts may be halted simply by a statement of the PIC to the foreign
official that the aircraft is a sovereign instrumentality not subject to search without consent
of USAF headquarters or the US Department of State officials in the country concerned.
¾ If foreign authorities insist on conducting a search, the PIC should make every effort to
delay the search until he or she can contact USAF headquarters (through MAJCOM C2) or
the appropriate embassy officials. The PIC should then notify these agencies of foreign
request by the most expeditious means available and follow their instructions.
¾ If foreign officials refuse to desist in their search request, pending notification to USAF
headquarters or the appropriate embassy, the PIC should indicate that he or she would
prefer to fly the aircraft elsewhere (provided fuel, flying time, and mechanical
considerations permit a safe flight) and request permission to do so.
¾ If permission is refused and the foreign authorities insist on forcing their way on board an
aircraft, the PIC should state that he protests the course of action being pursued and that he
intends to notify both USAF headquarters and the appropriate American embassy of the
foreign action. The PIC should not attempt physical resistance, and should thereafter report
the incident to USAF headquarters and appropriate embassy as soon as possible. The PIC
should escort foreign authorities if the inspection cannot be avoided.
¾ If involved in a mishap or incident, after landing and terminating the emergency, pull the
CVR power circuit breaker.
¾ Store only the minimum amount of professional gear required to accomplish the mission on
the flight deck. Additional items, to include personal pubs bags, will be secured in the crew
rest area or cargo compartment. All items will be secured before passing the combat entry
point through the combat exit point.
¾ If a storage facility is not available, the aircraft gun storage box may be used for material
classified up to and including SECRET.
¾ Aircrews will ensure that they have an operable Mode IV when required for mission
accomplishment.
¾ Attempt to fix an inoperable Mode IV before takeoff. Do not delay takeoff nor cancel a
mission for an inoperable Mode IV, except when the aircraft will transit an area where safe
passage procedures are implemented.
¾ Aircrews can request the in‐flight Mode 4 interrogation check through NORAD on UHF
frequency 364.2.

Chapter 7
¾ The C‐17 is a “Protection Level 3” resource. Aircraft security at non‐United States military
installations is the responsibility of the controlling agency.
¾ If in the PIC opinion, airfield security is inadequate and the PIC determines the safety of the
aircraft is in question, the PIC may waive the flight duty period limits and crew rest
requirements and depart as soon as possible for a base considered reliable.
¾ Seal the aircraft during all RONs on non‐secure ramps.
¾ Crew rest requirements will be subordinate to aircraft security when the airframe may be at
risk.
¾ When parking on a secure ramp, the aircraft will normally be left unlocked/unsealed to
allow ground personnel immediate access. If, in the PIC's judgment, the aircraft needs to be
sealed in order to detect unauthorized entry, then:
o Use available box car seals.
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o Secure the doors in a manner that will indicate unauthorized entry (e.g., tape inside of
doors to airframe so that entry pulls tape loose).
o Close and seal the crew entrance door (box car seal). Confirm the condition of the aft
hatch seal.
o Wipe the immediate area around lock and latches clean to aid in investigation of a
forced entry.
¾ Under floor Hatch Security. Crewmembers will not enter the under floor area unless
specifically required for the mission. Crewmembers will not pin the aft hatch from inside the
aircraft. Prior to all home station departures, crewmembers will ensure both the forward
and aft under floor maintenance tunnel access hatches are sealed. If the aft hatch is not
sealed, open the aft hatch and visually inspect the under floor area from the aft hatch. Close
and seal the aft hatch (tape, boxcar seal, or suitable alternate) and ensure the forward hatch
is secured with a boxcar seal. Enter the date, time and initials of the individual
accomplishing these procedures on the tape (if used). Annotate the aircraft forms with the
method sealed, (tape or seal), the seal number if applicable, date and time. Prior to each off
station flight, the loadmaster will check the forward hatch seal and the pilot will inspect aft
hatch seal during the exterior inspection.
¾ An aircraft is most vulnerable to hijacking when the aircrew is aboard and the aircraft is
operationally ready for flight.
¾ Passengers will not carry weapons or ammunition on their person or in hand‐carried
baggage aboard an aircraft. EXCEPTION: Special agents, guards of the Secret Service or State
Department,
¾ RAVEN Team Members, and other individuals specifically authorized to carry weapons.
¾ Troops or deadhead crewmembers will not retain custody of ammunition on an aircraft.
They will turn it in to the troop commander or PIC. Troops may carry unloaded weapons
and ammunition aboard the aircraft during combat operations. When the tactical situation
dictates (in coordination with the aircrew), weapons may be loaded at the order of the troop
commander or team leader.
¾ RAVENs will only be armed in‐flight on specifically designated missions identified on the
mission “frag” as “RAVEN in‐flight arming required”.
¾ A hijacked aircraft carrying weapons of mass destruction will not be allowed to takeoff.
¾ In‐flight Resistance:
o Engage the hijacker/s in conversation in an attempt to calm them and to evaluate what
course of action might be effective.
o Dissuade the hijacker.
o Use facts or subterfuge to convince the hijacker intermediate stops are necessary.
o Propose more favorable alternatives, such as landing in a neutral, rather than a hostile,
country.
o Exploit any reasonable opportunity to incapacitate or overcome the hijacker
physically, including the prudent use of firearms.
¾ If in‐the‐clear transmissions are not possible, report "am being hijacked" by setting
transponder to code 7500.
¾ When crews are directed to carry weapons (IAW mission directive, Form 59, OPORD, etc.) a
minimum of one pilot and one loadmaster will be armed.
¾ Wear weapons in a holster, concealed at all times to prevent identifying armed
crewmembers. Crewmembers will be armed before beginning preflight, on‐load or off‐load
duties and until completion of all post‐flight duties. Do not wear weapons off the flight line
except to and from the C2, armories, and other facilities associated with aircrew activities. In
general, at overseas locations, weapons are not to be brought off the aircraft.
¾ When no passengers are aboard, weapons may be stored in the aircraft gun box in‐flight
after a satisfactory stowaway check. Crewmembers will rearm before landing.
¾ Weapons will not be unloaded before placing them in the aircraft gun box.
¾ Aircrews, including stage crews, will store weapons and ammunition in the most secure
facility available, normally the base armory.
¾ Non‐stage aircrews may store weapons and ammunition in the aircraft gun box.
¾ Do not use a hand‐to‐hand transfer of loaded weapons to another crew member; place the
weapon on a flat surface.
¾ The Aircraft Commander is responsible for protection of classified materials aboard their
aircraft. As a minimum, insure the IFF equipment is set to zero and classified information in
the mission computer is cleared before leaving the aircraft.

Chapter 8
¾ The AF IMT 457 is a tool to notify supervisors and commanders of a hazardous condition
that requires prompt corrective action.
¾ The AF IMT 651 is a tool to report near midair collisions and alleged hazardous air traffic
conditions.
August 2008 ‐ 73 ‐


¾ The AMC IMT 97 is a tool to notify appropriate authorities of any mishap involving
crewmembers or aircraft.
¾ The DD1898, Fuel Sale Slip, is the fuel transaction receipt used for purchases at other DoD
locations, including DFSC into‐plane contract locations.
¾ The AF IMT 664, Aircraft Fuels Documenting Log, is a tool to log and store all AVPOL
transaction forms
¾ The SF 44, Purchase Order‐Invoice‐Voucher, may be used to purchase fuel, ground services
¾ and/or other authorized products when no MSC card contract is in place.
¾ The AMC Form 54 is a tool to report level of excellence for services encountered during
mobility operations.
¾ The AMC Form 196 is a tool to document an aircrew member or mission essential ground
personnel’s outstanding, below average, or unsatisfactory performance during a mobility
mission.
¾ The AMC Form 43 is a tool to report level of excellence for transient facilities.
Chapter 9
¾ Mission qualification, upgrade training, evaluations, off station trainers, and JA/ATTs may
carry passengers only if the individual in training is qualified (completed aircraft check ride
with a valid AF IMT 8). Air refueling is authorized if the pilot flying is A/R qualified.
¾ If passengers are onboard, touch‐and‐go landings, Night Vision Goggle (NVG) training and
airdrops are prohibited, and all doors will remain closed. (This does not apply to MEGP.)
¾ Multiple practice approaches will not be accomplished with passengers.
¾ Three quarter flap touch‐and‐go landings will only be accomplished under the direct
supervision of an IP or AC certified by the unit commander to perform touch‐and‐go
landings. AC touch‐and‐go certification will be in accordance with AFI 11‐2C‐17 Vol 1, C17
Training.
¾ Full flap touch‐and‐go landings may be accomplished under the direct supervision of an IP.
Limitations.
o Comply with all flight manual restrictions and procedures.
o Minimum runway length: 7000’ with an IP, 9000’ for ACs.
o Minimum runway width: 120’
o Minimum ceiling/visibility: 300 ft and RVR 40 (3/4 SM visibility) with an IP, 600 ft
ceiling and 2 miles visibility for ACs
o RCR will be 12 or higher
o Do not accomplish touch‐and‐go landings on slush covered runways.
o Maximum crosswind component: 25 knots with an IP, 15 knots for ACs.
¾ Crews may perform multiple approaches and touch‐and‐go landings on operational airlift
(TWCF) missions provided the following requirements are met:
¾ Normal touch‐and‐go limitations apply and MEGPs will be briefed of the activity.
¾ All transition training will be accomplished during the first 12 hours of the FDP only.
¾ Pre‐mission coordination requirements. As part of pre‐mission planning, PICs will contact
parent wing current operations and obtain training mission number(s) for use at each en
route location(s) where training events are planned. In addition, PICs will coordinate with
and receive approval from the airfield(s) where training is to be accomplished. They will
then coordinate with the 18 AF TACC to ensure adequate ground time is available at
planned training locations to allow for planned training events, clearing customs, required
crew rest, etc. Once complete, wing current operations will coordinate with 18 AF TACC to
re‐cut the mission and add the training mission number(s) in GDSS/C2IPS or GDSS2.
¾ A qualified AC (or higher) must onload all mission required fuel prior to commencing any
training.
¾ Passengers and MEGPs are briefed of the activity. If passengers are on board, actual contacts
will only be made by qualified pilots. (Not applicable to MEGPs).
¾ Do not practice emergency procedures that degrade aircraft performance or flight control
capabilities (in‐flight). Emergency procedures training with degraded aircraft performance
or non‐standard configurations will only be accomplished in the simulator.
¾ FPs and CPs may practice air refueling from either seat (to include the contact position)
with the following restrictions:
o Accomplished under direct IP supervision.
o No passengers are authorized.
o Contacts by non‐A/R qualified pilots will only be made after receiving acknowledgment
from the tanker pilot and boom operator.
¾ An FP/CP may perform any tactical maneuver, to include tactical descents and assault
landings, under the direct supervision of an IP.
¾ NVG Training restrictions are listed in the NVG Notes section
¾ Stalls and approach to stalls, abnormal configuration approaches, and unusual attitudes will
not be practiced or demonstrated in‐flight.
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¾ A GOAT is a planned training maneuver, accomplished in conjunction with a full flap
approach to an Assault Landing Zone (ALZ) or simulated ALZ, used to train pilots to
accomplish spot landings.
Chapter 10
¾ Currently, the only decontaminate authorized for use on aircraft is soap and water.
¾ NOTE: Recent tests indicate that as a decontaminated aircraft dries, the absorbed chemical
warfare agent (CWA) may resurface from painted surfaces causing contact and vapor
hazards.
¾ When advised that a destination airfield is under CBRNE attack or has been contaminated,
the aircrew will divert to an uncontaminated airfield, if at all possible.
¾ Authority to land at a contaminated airfield will be specified in the controlling OPORD.
¾ If caught on the ground during attack warning, every reasonable effort will be made to
launch to avoid the attack.
¾ In‐flight Decontamination. Air washing is a useful inflight decontamination technique for
removing most of the liquid agent from aircraft metal surfaces. However, vapor hazards
may remain in areas where the airflow characteristics prevent complete off‐gassing (i.e.,
wheel wells, flap wells, rivet and screw heads, joints, etc.). Flights of at least 2 to 4 hours are
recommended, and lower altitudes are more effective than higher altitudes. Fly with the
aircraft configured (gear, flaps, and slats extended) as long as possible to maximize the
airflow in and around as many places as possible. Be advised that exterior contamination
may seep into the aircraft interior creating a vapor hazard for aircrews. Use of ACDE is
recommended.
¾ Once airborne with actual/suspected vapor contamination, the aircraft must be purged for 2
hours using Smoke and Fume Elimination procedures. To ensure no liquid contamination
exists, a close inspection of aircrew, passenger ensembles, and cargo will be conducted
using M‐8 and M‐9 detection paper
¾ The 10‐foot rule was developed in order to provide guidance for protecting personnel using
or handling contaminated resources (such as pallets) or working in locations with materials
that might retain a residual chemical. The 10‐foot rule embodies a safety factor that goes
beyond current OSD guidance (which allows removal of IPE whenever detectors no longer
detect a chemical agent vapor hazard). There are two phases associated with the 10‐foot
rule.
¾ During the initial phase, personnel will remain in MOPP 4 whenever they stay within 10 feet
of the contaminated equipment for more than a few seconds.
¾ In the follow‐on phase, personnel will use gloves (i.e. leather, rubber, cloth, etc.) when
operating on or handling the contaminated equipment. Although a contact hazard is
unlikely, relatively small amounts of the agent may still be present.

Chapter 11
¾ Prior to filing a flight plan, verify computer products and overprinted flight planning forms
with current charts and FLIP, as well as NOTAMs, organized track messages, etc. If a
computer flight plan is not available, complete flight planning and print an AFMSS flight plan
or other approved form for in‐flight use as a navigation and fuel management log.
August 2008 ‐ 75 ‐


¾ Use CFPs to the maximum extent practical. Flight crews may manually compute flight plans.
The PIC has final responsibility for flight plan accuracy and diplomatic clearance
compliance.
¾ After loading the flight plan, both pilots will use the ND CHART format in conjunction with
the DEFINE/REVIEW WAYPOINT pages to insure the proper coordinates were loaded for all
points in the flight plan, especially the destination.
Low‐Level Navigation
¾ A navigation display (ND) map format should be displayed on at least one MFD at all times.
¾ Time of Arrival (TOA) control is primarily accomplished by airspeed adjustments.
¾ The mission computer navigation solution, backed‐up with map reading, is the primary
means of navigation on VFR low level routes.
¾ Flight at low altitude can be an effective defensive tactic; however, never fly lower than the
altitude dictated by the threat or mission.
¾ Low level modified contour flight is flown with momentary deviations above and below the
base altitude for smoothness of flight. The radar altimeter used by the pilot flying will be
operational and the radar altimeter altitude reference marker will be set to 50 feet below
base contour altitude.
¾ If reported barometric settings are unavailable, use GPS barometric settings (found on the
MC APPROACH PAGE). When the next leg (or segment) altitude is higher than the leg (or
segment) being flown, cross the waypoint at the highest altitude. If the next leg (or segment)
altitude is lower than the leg (or segment) being flown, descend when past the waypoint.
¾ The C‐17 mission computer directed approach, using the MC APPROACH page of the mission
computer, does not ensure obstacle clearance. It only mathematically derives a final
approach course and glide path from pilot input data.
¾ C‐17 Mission computer approach procedures are intended to be used only in contingency
situations when no other published approach procedure is available.
¾ Mission computer FOM of 3 or better is required to fly the approach.
¾ The PNF will confirm that the MC FOM is 3 or better prior to departing the IAF, and again
prior to sequencing the FAF.
¾ The PNF will monitor the approach on the MFD map display from the IAF until VMC with the
runway in sight with the rings set at 1 nm. If the aircraft symbol deviates from the magenta
line by more than 1/2 nm, as displayed on the MFD map display, the PF will execute the
missed approach, unless the runway is in sight.
¾ It is highly recommended that the approach be flown with the autopilot coupled until VMC.
¾ If “DEGRADED NAV ACC” or “INSUFF NAV ACC” is displayed on the WAP during the
approach, execute the missed approach, unless the runway is in sight.
¾ Weather minima will be no lower than 600‐2.
¾ All of the waypoints required to fly the approach and missed approach must exist in the
current navigation database.
¾ Aircrew will not manually enter or alter the latitude and longitude coordinates for any
portion of the approach, or missed approach.
¾ Enter all of the waypoints for the approach up to and including the FAF in the primary flight
plan.
¾ Enter all of the waypoints for the missed approach, starting with the missed approach point
(MAP), in the secondary flight plan. Special attention should be paid to whether each
waypoint is an “over fly” or “under fly”. The MAP is usually an “over fly” waypoint.
¾ Both pilots will review the entire procedure in the mission computer, verifying both the
coordinates and the MFD map display for accuracy, prior to commencing the
approach/departure.
Straight‐in approaches:
¾ Ensure the runway is properly defined in either the permanent or custom airfield database.
¾ Minima (DH/MDA) will be 500 feet above the highest man‐made obstacle or terrain
feature/spot elevation, or 400 feet plus one contour interval above the highest depicted
terrain contour whichever is highest, within three nautical miles from the FAF to the MAP.
¾ Determine the final approach course (note any difference from runway azimuth).
¾ Draw a corridor 3 NM each side of the final approach course.
¾ Plot an IAF, 15 NM from the touchdown zone, along the final approach course.
¾ Plot a FAF, 5 NM from the touchdown zone, along the final approach course.
¾ Plot the MAP.
¾ Determine the controlling obstacle from the FAF to the MAP.
¾ Determine the preliminary DH.
¾ Using Chapter 16 and AFTTP 3‐3.35A criteria, determine the ingress altitude from the IAF to
FAF. Use this, or the highest traffic pattern altitude the weather or threat will allow as the
GS INTCP ALT.
¾ At the aircraft, crosscheck predicted MC APPR PATH with the GS INTCP ALT and ensure that
the FAF distance is 5 NM or less from the touchdown zone. If not, use the MC FAF distance
and determine if a new DH is required.
‐ 76 ‐ August 2008


¾ Use the predicted times and MC slowdown points for time control. See AFTTP 3‐3.35A, table
7.2 for slowdown planning.
¾ Plan the missed approach.
Circling approaches:
¾ Determine the final approach course (note any difference from runway azimuth).
¾ Determine the geographic center of the airport. Plan the circling maneuver based on airfield
restrictions, a threat, etc. Determine a level off point no earlier than 2.5 NM from the center
of the airport, along the final course inbound. Plan to be at circling minima at this point. Use
the airport coordinates as the MAP.
¾ Minima (MDA) will be 500 feet above the highest obstacle within 5 NM of the geographic
center of the airport, or 600 feet above the airport elevation, whichever is higher.
¾ Draw a 5 NM (radius) circle around the geographic center of the airport.
¾ Plot an IAF, 15 NM from the airport, along the final approach course.
¾ Plot a FAF, 5 NM from the airport, along the final approach course.
¾ The airport is the MAP.
¾ Determine the controlling obstacle within the 5NM circle.
¾ Determine the MDA.
¾ Using Chapter 16 and AFTTP 3‐3.35A, determine the ingress altitude from the IAF to FAF.
Use this, or the highest traffic pattern altitude the weather or threat will allow as the GS
INTCP ALT.
¾ Plot a level off point 2.5 NM from the airport, along the final approach course. Using 500
feet/NM (no wind) from the level off point to the GS INTCP ALT, confirm the FAF distance is
5 NM or less from the touchdown zone. If not, compute a new FAF distance (new radius)
and determine if a new MDA is required.
¾ Plan the circling maneuver.
¾ Use the predicted times and MC slowdown points for time control. For manual slow‐downs
from 300 KCAS, using SBK 2, slow down approximately 10 NM from the FAF (4 minutes
ETE). For a pop‐up from 300 AGL to 1500 AGL, plan 6 NM (2.5 minutes ETE). See AFTTP 3‐
3.35A, table 7.2 for slowdown planning.
Planning the Missed Approach Segment of Mission Computer Approaches.
¾ Determine the missed approach point.
¾ Determine the missed approach course, and develop a waypoint to fly to 5 NM from the
geographic center of the airport.
¾ Determine the altitude required at this first waypoint using Chapter 16 and AFTTP 3‐3.35A
low level criteria, MEA or MOCA if applicable, or an ATC required altitude, whichever is
higher.
¾ Using 250 feet/NM ensures this altitude can be obtained with one engine inoperative.
¾ At the aircraft, crosscheck coordinates, courses and distances to ensure accuracy.

Chapter 12
¾ Pilots are not normally authorized to clear a Red X. If a situation is encountered where the
aircraft is on a Red X and qualified maintenance personnel are not available to clear it, the
PIC may obtain authorization to clear the Red X from the home station MXG/CC or
designated representative, in accordance with TO 00‐20‐1.EXCEPTION: The PIC may clear
Red Xs for engine covers, pitot covers, gear pins and SPR drains when qualified maintenance
personnel are not available, unless prohibited by the home station MXG/CC or OG/CC.
¾ AMC aircraft are not allowed to operate on JP‐8+100, except in emergency conditions.
¾ Concurrent ground operations (simultaneous refueling or de‐fueling while cargo or
maintenance operations are being performed) are authorized
¾ Crewmembers may act as CSS. The CSS will remain in continuous intercom contact with fuel
servicing team members during the entire servicing operation.
¾ Simultaneous fuel and oxygen servicing is not authorized.
¾ Passengers are prohibited in the cargo compartment during winching.
¾ The following guidance will be used for fuel servicing (refuel) operations only:
¾ Passengers are not allowed on board unless expressly directed by MAJCOM/A3/DO,
DIRMOBFOR, or in combat. (EXCEPTION: For AE see Chapter 20) One crewmember is
required to monitor the passenger compartment when passengers are on board.
¾ Electric and electronic equipment may be left on provided it does not radiate energy; but it
must not be turned on or off during refueling.
¾ TACAN, Radar Altimeters, and HF radios must be turned off.
¾ Radar may be in standby but, if time permits, should be turned‐off.
¾ Chapter 12 lists applicable job guides to be used by aircrew when no maintenance support
exists

Chapter 13
¾ The loadmaster is responsible for aircraft preflight, load planning; preparation of DD Form
365‐4, Weight and Balance Clearance Form F‐Transport/Tactical; certifying load plans;
August 2008 ‐ 77 ‐


operating aircraft equipment; supervising and directing loading and offloading operations;
and cargo tiedown.
¾ The loadmaster will brief the PIC on any hazardous cargo and cargo jettisonability prior to
engine start.
¾ When the load consists of palletized netted cargo or is secured with straps, a 30‐inch space
will be maintained between the cargo and the nearest forward litter, occupied seat or
nuclear cargo.
¾ When the cargo, either palletized or non‐palletized, is secured with chains, the 30‐inch
spacing is not required.
¾ Only English‐speaking, physically able adults (age 15 and older) will be seated next to an
emergency exit.

Chapter 14
¾ AMC CFP Fuel Planning Profile. Using the AMC CFP, AMC aircraft plan to be overhead the
destination/Begin Descent Point with fuel to proceed to the alternate, holding at the
alternate, and descent/approach and landing fuel. Normally, the divert profile is based on
Long Range Cruise (LRC) speed at 10,000 feet for alternates 200 NM air distance or less,
FL310 or 330 for alternates beyond 200 NM. Holding fuel is based on endurance holding at
10,000 feet for 45 minutes, or 20,000 feet for 1+15 at the overhead alternate gross weight. If
a visibility only approach is planned, additional fuel is added to compensate for the climb to
10,000 feet.
¾ The C‐17 mission computer plans a complete climb, cruise, descent and approach and
landing based on the pilot inserted ROUTE DATA and PRFM factors. This fuel is “En route”
fuel. The “Alternate” fuel is computed from destination to alternate as defined in TO 1C‐17A‐
1‐2.
¾ The mission computer will be used to determine final fuel requirements.
¾ If actual ramp fuel exceeds RRFL by more than 10%, the PIC will notify the controlling
agency and request defueling assistance.
¾ Plan to land at destination with 16,000 pounds, minimum. Normally, this does not require
additional fuel added to the flight plan.
¾ The optimum cruise altitude is actually 2,000 to 4,000 feet below the maximum cruise
ceiling. In fact, fuel efficiency is always higher 2,000 to 6,000 feet below the maximum cruise
ceiling than at the maximum cruise ceiling because the C‐17s large engine fan is more
efficient at altitudes lower than maximum.
¾ As a rule‐of‐thumb 35,000 feet is the optimal altitude for 430K; subtract/add 2,000 feet for
every 50K increase/decrease.
¾ When appropriate, enter identified extra fuel into the fuel plan page. Table 14.1. lists
appropriate fuel penalties for conditions.

Chapter 15
¾ Tanker Autopilot. Tanker pilots will notify receiver pilots when any axis of the autopilot is
not used. If the tanker copilot is required to fly autopilot‐off for training, unqualified
receiver pilots will not fly the aircraft (N/A FTU). Tanker pilots will notify the receiver when
copilot autopilot‐off training is conducted and receive confirmation that the receiver pilot
flying the aircraft is qualified.
¾ Without tanker disconnect capability means the boom operator cannot trigger an
immediate disconnect. A/R will not be conducted after a loss of tanker disconnect
capability. EXCEPTION : Fuel emergency situation.
‐ 78 ‐ August 2008


¾ Prior to the actual accomplishment of a practice emergency separation, coordination
between the tanker pilot, boom operator, and receiver pilot is mandatory. Coordination will
include when the separation will occur and who will give the command of execution.
¾ Prior to initiating practice emergency separations from the contact position, the receiver
will ensure their A/R system is not in the override mode.
¾ NOTE: Practice emergency separations will terminate no lower than 500’ below tanker
altitude.
¾ If a change of pilot control is made, the receiver aircraft will move back to at least the pre‐
contact position except for immediate assumption of control by the instructor pilot.
¾ If a receiver seat change takes place, move back to at least 100 feet in trail of the tanker and
to a point where the receiver pilot can maintain visual contact with the tanker until the seat
change is complete.
¾ When conducting A/R behind a KC‐135, tanker disconnect capability will be demonstrated
by a boom operator initiated disconnect before conducting a limit demonstration or a
practice emergency separation from the contact position.
¾ Weather Limitations.
o Turbulence: Do not launch if severe turbulence is forecast on the refueling track.
Terminate refueling if moderate turbulence is encountered.
o Visibility: Do not close from 1 NM range (2 NM for receiver or tanker formations) unless
you have visual contact with the tankers.
o NVG Use During A/R. Pilots may use NVGs during air refueling rendezvous to acquire
the tanker but must remove goggles NLT one nautical mile from the tanker.
¾ Communications Failure.
o Squawk code 7600 for at least 2 minutes before exiting the track or anchor.
o Aircraft that have not received altitude instructions beyond the exit point shall exit the
track or anchor at the lowest altitude specified in the clearance for the refueling portion
of the flight and proceed in accordance with "Procedures for Two Way Radio Failure
IFR‐VFR" set forth in DOD Flight Information Handbook.
¾ MARSA begins between the tanker and receiver when the tanker advises ATC that it is
accepting MARSA. MARSA is not an ICAO recognized term.
¾ If MARSA has not been accepted by the tanker before the receiver reaches the air refueling
initial point (ARIP), the receiver may be required to hold at the ARIP.
¾ Once the rendezvous is completed, headings and altitude assignments may be made with
the tanker concurrence with MARSA remaining in effect.
¾ Upon completion of the rendezvous, receiver aircraft will remain within 3 miles of the
tanker until MARSA is terminated.
¾ MARSA ends when normal separation standards are established, ATC accepts control at end
of refueling and ATC advises MARSA is terminated.
¾ Altitude Reservations.
o Aircraft must depart within the assigned AVANA (ALTRV Void if Aircraft Not Airborne)
time for the purpose of providing separation between altitude reservations. Normal
AVANA will be 1 hour.
o If a mission is to be delayed beyond the AVANA time, coordinate with the C2 authority
as soon as possible. Rescheduling will normally be in 24‐hour increments after the
original schedule.
o Aircraft on an ALTRV must operate within the altitude, time, and areas specified in the
approval. An ALTRV APVL authorizes the aircraft to climb or descend as specified.
Controllers are not required to issue a climb or descent clearance for the various flight
segments. They may, however, request that the pilot advise them prior to initiating an
altitude change.
o In a non‐radar environment, the aircraft shall advise ATC if actual fix timing will be
more than plus or minus 5 minutes from the planned ALTRV en route fix estimate.
o File flight plans (1801 or DD175) containing ALTRVs IAW FLIP GP. Include the name of
the ALTRV in the remarks section of the flight plan. ALTRV requests or approvals do not
eliminate the responsibility to obtain proper diplomatic clearance or file flight plans.
Receiver Aircraft Commander Responsibilities.
¾ Receiver aircraft shall squawk normal when separation from the tanker is greater than 3
miles.
¾ Receiver aircraft will maintain two‐way radio contact with ATC until cleared to the refueling
block altitude, established in that block, and cleared to the A/R frequency by ATC.
¾ Pilots are reminded that oceanic clearances and an acknowledged readback are required for
all flights within North Atlantic (NAT) controlled airspace. References for oceanic clearance
procedures are FLIP Area Planning (AP)/2 and the NAT Minimum Navigation Performance
Specification (MNPS) Manual.
¾ Receiver pilots will not rely on the tanker to obtain and readback oceanic clearance. To the
maximum extent possible, receiver pilots should obtain their own, individual clearance from
the oceanic control authority of the airspace in which they intend to operate, prior to
August 2008 ‐ 79 ‐


entering oceanic airspace. Pilots will request oceanic clearance prior to oceanic entry point
IAW procedures established in AP/2 and NAT MNPS Manual. Consider obtaining clearance
and providing readback prior to rendezvous and air refueling.
¾ Tanker aircraft will not accomplish clearance readback for receiver aircraft. Receiver ACs
are responsible for ensuring that oceanic clearance is always readback to the controlling
authority by a member of their crew, and acknowledged by the oceanic controlling
authority, prior to entering oceanic airspace.

Chapter 16
¾ Pilots require one full day of planning for any missions employing NVGs in the low‐level
environment.
¾ OG/CC is the approval authority for the use of semi‐prepared landing zones on missions
within the U.S. to include Alaska and Hawaii. MAJCOM A3/DO approval is required in all
other instances.
¾ Where multiple options are available, select the approach which best minimizes exposure to
the threat while still allowing a high probability of landing on the first approach. Remain
unpredictable.
¾ Aeronautical charts do not depict man‐made obstacles less than 200 feet AGL or a change in
terrain until it exceeds the chart contour interval. The worst situation would occur if a 199‐
foot tower sat on terrain with an elevation just below the next higher contour. For a TPC
(1:500,000) with a contour interval of 500‐feet, this results in an uncharted obstacle
existing 698 feet above charted terrain. Additionally, the highest spot elevation on any given
leg may not be the highest terrain as in the case of gradually rising elevations. Planners will
ensure accurate terrain analysis by evaluating both spot elevations and the highest contour
level. Refer to Figure 16.1., Inherent Chart Errors.

¾ Day VMC En Route. Plan a minimum of 500 feet AGL (300 feet AGL on approved routes)
modified contour altitude above the terrain using visual references, HUD, and radar
altimeter.
¾ Night VMC En Route. Plan en route legs at an indicated altitude of 500 feet above the highest
obstruction to flight (man‐made obstacle, terrain feature, or spot elevation), or 400 feet plus
one chart contour interval above the highest depicted terrain contour, whichever is highest,
within 5 NMs of route centerline to include the aircraft turn radius over each turn point (10
NMs outside of the U.S.). If the altitude for the next leg is higher than the current leg altitude,
climbs will be completed before the turn point. If the altitude for the next leg is lower, do
not initiate descent until after the turn point. Legs may be segmented to allow flight closer
to the ground. Once the obstruction is visually identified and the aircraft is confirmed well
clear, the crew may descend to the next segmented altitude, if lower. See Figure 16.2.
NOTES:
¾ A MC FOM of 5 or better is required in order to fly lower than MSA at night.
¾ Planning a route on a JOG chart, if available, may reduce night en route altitudes. If the route
has been planned on a JOG and night altitudes are verified, the route may be flown with the
lower altitudes when flying with reference to a TPC.
¾ NVG En route. Plan en route legs at an indicated altitude of 500 feet above the highest spot
terrain elevation, or 400 feet plus one chart contour interval above the highest depicted
terrain contour, whichever is higher, within 3 NM on centerline. Three miles prior to the
charted man made obstacle, within 3 NM of centerline, the aircrew must visually identify
the obstacle. If the obstacle is not identified by 3 NM, climb to attain an altitude 500’ above
the obstacle. If the altitude for the next leg is higher than the current leg altitude, complete
the climb prior to the turn point. If the altitude for the next leg is lower than the current leg,
‐ 80 ‐ August 2008


do not initiate descent until over the turn point. Legs may be divided into segments for night
altitude computations, depending on terrain differential or threats in order to allow flight
closer to the terrain. Once the controlling obstacle or terrain feature is visually identified
and the aircraft is confirmed well clear, the crew may descend to the next segmented
altitude.

¾ Minimum Safe Altitude (MSA). MSA is an initial VFR altitude that provides additional terrain
clearance while the aircrew analyzes situations that require interruption of low‐level
operations (route orientation and aircraft malfunctions or when either pilot will leave the
seat during low‐level operations, etc). An MSA will be computed for each leg or route
segment or entire low level route.
¾ The MSA is 1000 feet above the highest obstruction within 5 NMs of route centerline.
¾ Minimum IFR En Route Altitude. Compute Minimum IFR En Route Altitude by adding 1000
feet (2,000 feet in mountainous terrain as defined in AIM, paragraph 5‐6‐5, ADIZ Boundaries
and Designated Mountainous Areas) above the highest obstruction to flight (man‐made
obstacle, terrain feature, or spot elevation) within 5 NMs of route centerline (10 NMs
outside the US). This altitude should be rounded off to the next higher 100‐foot increment. If
the altitude for the next leg is higher than the current leg altitude, climbs will be completed
before the turn point. If the altitude for the next leg is lower, do not initiate descent until
after the turn point.
¾ The min IFR altitude may be above the top of the MTR leg altitude. In this case, the aircraft
will slow to 250 KCAS or less, contact ATC and coordinate an alternate clearance.
¾ Emergency Safe Altitude (ESA). ESA is designed to provide positive IMC terrain clearance
during emergency situations that require leaving the low level structure. Several ESAs may
be computed for route segments transiting significant terrain differentials or a single ESA
may be computed for the entire low level route. To compute ESA, add 1,000 feet (2,000 feet
in mountainous terrain) to the elevation of the highest obstruction to flight within 22 NMs
of planned route centerline.
¾ Peacetime Route Restrictions.
o With less than 1 NM separation (3 NMs when in excess of 250 KCAS) when below 2000
feet AGL from known sensitive environmental (i.e., hospitals, fish hatcheries, large
poultry complexes, recreation areas, institutions, etc).
o With less than 3 NMs separation from prohibited airspace.
o With less than 3 NMs separation from nuclear power plants.
o Below 1000 feet AGL within a 2000 feet radius over cities or towns shown as magenta
shaded areas on 1:500,000 (TPC) scale charts.
o Below 500 feet AGL unless:
Host nation rules specifically allow such VFR operations.
Routes or training areas have been environmentally assessed and surveyed for
300‐foot AGL operations. This restriction does not apply to one‐time‐use routes.
¾ Navigation Chart Preparation. In no case will CHUM coverage be less than 22 NMs either
side of the entire planned route of flight. Crews may trim charts to no less than 10 NMs after
establishing the ESA.
¾ CAUTION: 1:50,000 and smaller scale maps do not depict aeronautical information, may not
show man‐made obstacles, and are rarely updated through the CHUM.
¾ Chart Annotation. Individual chart annotations should have, as a minimum, turnpoints, IP,
DZ, course line, course data, CHUM data and date, ESA and chart series/date.
August 2008 ‐ 81 ‐


Chapter 17
¾ Do not onload or offload through the crew entrance door and cargo ramp/door at the same
time unless both doors are directly supervised by a C‐17A qualified crewmember. Paratroop
doors will not be used.
¾ The PIC may approve the offload or onload of personnel and small cargo through the crew
entrance door. In this instance, the throttles may be positioned to idle or reverse idle.
Deplane the loadmaster to assure safety of deplaning/enplaning of personnel.
¾ On operational missions, the controlling MAJCOM/A3/DO (or DIRMOBFOR for chopped
assets) may authorize combat offloads when conditions warrant. OG/CC may approve
combat offloads on training missions following a thorough risk assessment.
¾ To combat offload, a surface of at least 1,000 feet is required; however, 1,500 feet is desired
to provide a margin of safety. Ensure the crew rest window to the cargo compartment is
clear of obstructions for combat offload operations.
¾ If ground personnel are present, the loadmaster will make contact with the individuals to
ensure no one disrupts the operation. After the area is clear and secure, the loadmaster
positions for the offload.
¾ All combat offloads will be accomplished from the forward loadmaster station.
¾ Emergency Airlift of Personnel. Use these procedures for emergency airlift of personnel
from areas faced with enemy siege or hostile fire; or use these when directed by the
controlling component commander, MAJCOM/A3/DO or DIRMOBFOR. Airlift of this nature
will normally be accomplished without the use of individual seats, seat belts, or litter
stanchions. Passengers will be seated on the cargo floor/ramp. An estimate of 200
personnel on the main floor and 25 on the ramp can be used for planning purposes.
Personnel may be loaded in groups of 12 to 16 (depending on size).

Chapter 18/19
Covers formation and airdrop

Chapter 20 Aeromedical Evacuation
¾ The PIC is responsible for ensuring the safety of the flight crew, and all patients and
passengers. The Medical Crew Director (MCD) is responsible for providing medical care to
the patients. In matters concerning flight safety, decisions of the PIC are final; in matters of
patient care, decisions of the MCD are final.
¾ Engines should be shut down during enplaning and deplaning of patients.
¾ Refueling normally begins after deplaning patients are off the aircraft and prior to enplaning
that station's patients.
¾ CS may be accomplished with patients onboard provided certain circumstances are met
¾ Enplaning litter patients through the crew entrance door is authorized.
¾ In the event of an emergency, patients and passengers will use the Passenger Oxygen Kit
(POK) or Emergency Passenger Oxygen System (EPOS).
¾ AECMs will have an oxygen source available. AECMs normally use an MA‐1 portable oxygen
bottle, or equivalent. EPOS or EEBDs can be used as an alternate oxygen source if the
preplanned flight level is below FL 350.
¾ If cargo is in place, and the PIC and MCD agree, patients may be transported aft of the cargo.
The MCD and Loadmaster will ensure patient egress is not affected by mixed cargo/patient
loads.
¾ For patient comfort and to permit inflight rest for patients use the following for missions
over 4 hours in duration:
o Minimum of 2 litters must be available for ambulatory patients.
o One seat must be reserved for every 3 litter patients.
¾ Hazardous cargo will not normally be transported aboard AE missions.
¾ ERO procedures for loading patients are authorized for contingency operations or when AE
mission requirements dictate minimum ground time.
¾ The loadmaster will be positioned on the left side, at the foot of the ramp and on headset
during actual onload procedures.
¾ Floor loading of patients is authorized for all contingency operations when a time critical
environment exists (i.e. non‐secure landing zones, areas faced with enemy siege/hostile fire,
humanitarian reasons, etc.), and minimum ground time is essential.
¾ Maximum altitude for floor loaded patients is flight level 350.

Chapter 21
Covers nuclear missions

‐ 82 ‐ August 2008

11208 Tanker/Airlift Operations
Chapter 1
¾ It is the responsibility of the mission planner to coordinate all facets of the mission (ASRR,
hazardous operating restrictions, weight‐bearing capacity waivers, material handling
equipment, operating hours and maximum on ground)
¾ Smoking is prohibited on AMC owned/operated/borrowed aircraft
¾ Standard enroute ground time for C‐17 operations is 3+15 hours. En route time for C‐17s
may be shortened to 2+15 hours if the aircraft is scheduled to refuel only.
¾ A minimum 16+30 hour ground time between engine shutdown and mission takeoff should
normally be planned unless extended post flight duties are anticipated.
¾ All C‐17 mission will depart with a minimum of 54 sidewall seats installed/stowed and 3
litter stanchion assemblies stowed.
¾ AMC/DO is approval authority for semi‐prepared assault landing zone operations
¾ “Due Regard” or “operational” option obligates the military aircraft commander to be his or
her own air traffic control agency and separate his or her aircraft from all other air traffic.
A/C may operate under “due regard” to protect their aircraft
¾ Any time an aircrew is notified by a controlling agency of an overwater navigation position
error of 25NM or greater notify the nearest C2 agency after landing (OPREP3 BEELINE
report will be submitted)
¾ Postflight duties should normally be completed within 45 minutes of engine shutdown and
will be built into the mission plan. Crew rest will not start until the individual has
completed these post‐flight duties
¾ Crewmembers can’t be split between offbase and onbase billeting
¾ AMC missions will require AMC/DO approval prior to takeoff or landing on gravel runways.
¾ A/Cs or designated representatives will brief an ACM on seat assignment, appropriate
mission information, emergency procedures including egress and armed crewmembers
¾ AMC aircraft may operate at gross weights up to 50% above published weight bearing
capacity for pavements with airfield manager approval. AMC/DO is approval authority for
situations where runway repair will be required or aircraft damage

Chapter 2
¾ HQ AMC TACC will initiate a communications search for any aircraft whose arrival
information is not received w/in 30 minutes (CONUS) or 1 hour (OCONUS)

Chapter 3
¾ Human Remains Policy: remains should be loaded in the forward most available cargo
position in the event cargo jettison is necessary. If human remains must be loaded on
palletized cargo, ensure the transfer case remains as level as possible during the loading
process
¾ The A/C, at his/her discretion, may release seats on the flight deck for passenger
accommodations over and above the seating in the cargo compartment to more fully utilize
the aircraft’s seats
¾ Patriot Express – purely passenger missions
¾ Passengers are allowed on tactical/formations flights so long as it is not airdrop or
conduction NVG operations

Chapter 4
¾ AMC Form 54 is used to evaluate and improve processes at enroute bases

Chapter 6
¾ CFPs are provided for aircraft movement with leg segments greater than 450 NM.
Normally available 6‐8 hours prior to departure.
¾ Aircrews are ultimately responsible for CFP. CFPs must be checked for FLIP routing
compliance, to ensure routing agrees with diplomatic clearances where applicable,
prescribed terrain clearance, and any other requirement unique to the mission

Chapter 9
¾ The aircraft commander has the overall responsibility for force protection
¾ Phoenix Ravens go in minimums of two and can store weapons on the aircraft if no
armory exists
¾ If security is questionable, the aircrew may only seal the aircraft with breakable seals. If
mx needs to break the seal they will request permission from C2. After required actions
are complete mx will reseal the aircraft and C2 will notify the aircrew at alert
¾ All hatches should be secured in order to aid in detecting unauthorized entry
August 2008 ‐ 83 ‐


RVSM Overview
Reduced vertical Separation Minima covers most of the North Atlantic, Europe, and North
Pacific. The goal of RVSM is to reduce the vertical separation above flight level (FL) 290 from
the current 2000‐ft minimum to 1000‐ft minimum.

Basic Terms
ACFPAdvanced Computer Flight Planning System—Computer flight planning system used
by TACC for air mobility missions. Most flight plans are built by flight planners in the flight
planning shop and should reflect your mission (times, appropriate tracks, DIP CLNC, etc.)
Flight plans are optimized (current winds, altitude, NAT, etc.), so expect min fuel after flying
high flight levels—plan accordingly. Also, even though these are built by big heads, you need to
sanity check them.
Air Traffic Flow Mgmt/Central Flight Mgmt Unit‐the office in Eurocontrol that calculates
airspace capacity and issues slot times. If you get a slot time, the tolerance for takeoff is –
5/+10 minutes—if you can’t make it, re‐coordinate early with clearance delivery. This office
also requires early filing of flight plans (>4 hours prior to takeoff).
European RVSM—requires RNP‐5 (BRNAV). See AP2.
EUR RVSM transition airspace—areas between non‐RVSM and European RVSM airspace
that allow ATC to change aircraft altitude from conventional flight levels to RVSM flight
levels. Mandatory entry & exit points are found on the Eurocontrol website.
General Air Traffic (GAT)—air traffic that can comply with standard IFR flight rules, follow
standard ATC instructions & communication on standard frequencies, and have the
navigational equipment to follow standard routing.
Integrated Flight Management—Designated AMC missions that are flight managed
(“dispatched”) by an AMC flight manager. If you are on a designated mission a flight manager
will mission plan all aspects of your flight (weather, file flight plan, load plan, NOTAMs, etc.)
allowing you to show at command post, pick up your paperwork package, verify the info, and
proceed to the plane. See the website and carry the booklet (aircrew flimsy—has good comm
info for everyone)
MNPSMinimum Navigation Performance Specifications‐aircraft navigation system able to
stay within 12.6 NM of track 95% of time
NATNorth Atlantic Tracks‐specific area in North Atlantic that requires modified RVSM
procedures. Tracks are separated by 60 nm, and require MNPS (RNP‐6.3). Track info
found on NAT message—ask base ops for a copy before attempting to file/fly these. Tracks
change daily, and are based on your 30° west crossing time (Westbound 1130‐1900z under
Shanwick control, Eastbound 0100‐0800z under Gander). Area covered is 27°N to north
pole. Common freq is 123.45 131.8, squawk 2000. See AP2
NOPACNorth Pacific Routes‐Established routes between Alaska and Japan. RVSM and
RNP‐10 required, 50 nm separation between routes. AP3
NRPNorth American Route Program‐in the Canadian Supp (pg. C49)—these routes are the
“connection” between the NAT tracks and domestic US and Canadian airspace. Expect to get
the common portions of these.
Operational air traffic (OAT)—flights that use TACAN and military ATC. Traffic that can’t
comply with standard routing, communication, etc. (GAT).
‐ 84 ‐ August 2008


PACOTS—Pacific Organized Track System between Hawaii/West coast and Japan.
Separation at least 50 nm. RNP‐10. See AP3 and NOTAM website.
RNPRequired Navigation Performance‐Navigation precision required for a specific route
varies depending on location. Navigation is accurate to this level 99% of the time.
RVSMReduced Vertical Separation Minima‐Application of 1000’ vertical separation
between FL290 and FL410—requires properly equipped (and certified) aircraft and flight
crew. Don’t overshoot or undershoot assigned altitude by >150’, and report arriving at any
assigned altitude. Climb or descend in RVSM airspace at 500‐1000 fpm. Check NOTAM website.
Pacific Flex Tracks‐Track system between Hawaii and Japan, can be found on the NOTAM
website.

REQUIRED EQUIPMENT
C17A Specific Equipment:
¾ RVSM—Two ADCs, Pilot & copilot stby altimeters operable, altitude alerter, operable
transponder including Mode C and S (if TCAS equipped), operable autopilot (altitude hold
function). TCAS smart due to 1000’ separation. Be sure command post puts aircraft RVSM
status in GDSS.
¾ Navigation— With GPS aircraft is RNP5/BRNAV capable (must auto update a minimum
every 2 hours to comply). In RNP10 airspace: without GPS, must do radio NAVAID or
manual fix update—6.2 hours can lapse after entering NAV mode if updating is lost. If an
in‐flight update is accomplished (GPS or Radio Navaid), the acft may continue in RNP‐10
airspace only if MC FOM is 8 or less (approx. 6 hours after last update). MNPS‐minimum is
(2) MC (CIP) capable of updates from (1) IRU with GPS and RAIM inputs to MC. Must have
(2) long range navigation systems certified for airspace prior to oceanic entry. NOTE:
European areas are BRNAV(RNP5) and PACIFIC is RNP10, NATs are MNPS (RNP6.3).

Preflight Planning (Abbreviated)
¾ Cruising levels—Between FL290 and FL410 the separation is 1000’ instead of 2000’. The
direction will be based on the magnetic heading—odd FL=000°‐179°, even FL=180° ‐359°
(in Italy, France, Portugal, and Spain— odd FL=270°‐089°, even FL=090° ‐269°)
¾ North Atlantic Track Message—produced daily (and changes daily) to account for favorable
winds and traffic requirements over the North Atlantic. Get from Base Ops (at an east coast
or European base if necessary) or JCS NOTAM (.mil) website.
¾ Flight plans—ACFP flight plans are the best choice to use in NAT area since they reflect the
current NAT message. Everywhere else can use CFPS built or ACFP flight plans. Be sure to
request RVSM flight plans the day prior, or ACFP may not plan using required altitudes.
¾ Height measuring units—Flights may be requested to fly over these points to verify the
accuracy of aircraft equipment. They’re located at Strumble (UK), Nattenheim (GE), Geneva
(Switzerland), and Linz (Austria)(in reality the only points we will be asked to use are in UK
and Germany, since our DIP CLNC rarely lets us into Swiss or Austrian Airspace.
¾ Entry/exit points—transition points into European RVSM airspace that must be filed in
block 15, followed by the requested flight level
¾ 1801 completion—RVSM capable aircraft enter a “W” in block 10 to show RVSM
capable(even if you intend to fly above or below RVSM airspace), and enter “R” for RNP‐
5/BRNAV capable. In Europe enter a “Y” if equipped for 8.33 VHF freq separation (enter
“STS/EXM833” in block 18 if not 8.33 capable). On NAT, Shanwick requires “X” for MNPS.
Time is takeoff minus 20 minutes (std taxi time). Enter in block 15 the entry and exit point
for RVSM airspace (see Mach technique below), as well as requested flight level. If you are
operating as GAT or non‐RVSM, enter “STS/NONRVSM” in block 18 (and no “W” in block 10).
In Europe, entering “STS/??” may affect clearance & status (OAT/GAT)—see AP2 ch 1; also,
enter your minimum RVR in meters. For AR in Europe, see AP2 ch 1 for flight plan entries.
¾ Mach Technique—Over land, ATC prefers TAS on the flight plan, and in oceanic airspace
Mach is required. At the oceanic entry point enter the point, then Mach and flight level
(example‐ HAPPY/M077F310). At the oceanic exit, you enter the point, then TAS/flight level
(FOGGY/N440F370). This is also the format used to change speed or flight level.
¾ Elapsed Enroute Time—EET/—first line of block 18, contains a sequential list of FIRs/UIRs
and the elapsed time into mission you will cross those points. ATC bases their handoff
messages on these times—make sure they’re right. ACFP flight plans have a line at end
(above alternates) with these times, but it is important to do a sequential check on charts to
make sure they were all entered. Example for Pease to Iceland via Canada: EET/CZQX0116
0150 BGGL0248 CZQX0257 BIRD0340
¾ Formation Flights—are considered non‐RVSM regardless of individual aircraft capability.
Since you are a state aircraft (military) you can request formation flight in RVSM airspace
(you might even get it—if it’s your lucky day)—but you won’t get it in NAT airspace. Best to
flight plan for a altitude lower (below FL280). Don’t enter the “W” in block 10, and enter
STS/NONRVSM in block 18. ALTRV‐no “W” in block 10.
August 2008 ‐ 85 ‐


¾ 8.33 Khz VHF—required for Europe >FL245. See 1801 section for filing instructions‐have it
or plan on UHF and/or non‐std routing/altitudes. AP2 ch1
Operational Policies and Procedures (Detailed Explanation)
Before entering RVSM airspace, the pilot should review the status of required equipment. (See
Appendix 4 of FAA Guidance 91‐RVSM for pilot RVSM procedures). The following equipment
should be operating normally:
(a) Two primary altimetry systems.
(b) One automatic altitude‐keeping device.
(c) One altitude‐alerting device.
The pilot must notify ATC whenever the aircraft:
(a) Is no longer RVSM compliant due to equipment failure.
(b) Experiences loss of redundancy of altimetry systems.
(c) Encounters turbulence that affects the capability to maintain flight level.
During cleared transition between levels, the aircraft should not overshoot or undershoot the
assigned FL by more than 150 ft. (45 m).
Pilot Level Call. Except in an ADS or radar environment, pilots shall report reaching any
altitude assigned within RVSM airspace.
The track offset has been changed to 15nm for contingencies requiring the aircraft to depart
cleared altitude and/or track prior to obtaining a revised clearance. Prior to this
harmonization, the track offset for in‐flight contingencies was 30nm in the North Atlantic
(NAT) and 25nm in Pacific airspace.
SPECIAL PROCEDURES FOR INFLIGHT CONTINGENCIES IN OCEANIC AIRSPACE:
GENERAL PROCEDURES
1. If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an
aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a
revised clearance shall be obtained, whenever possible, prior to initiating any action.
2. The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably
spoken three times shall be used as appropriate. Subsequent ATC action with respect to that
aircraft shall be based on the intentions of the pilot and the overall air traffic situation.
3. If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest
possible time and, until a revised clearance is received, the pilot shall:
(a) Leave the assigned route or track by initially turning *90 degrees to the right or to the left.
When possible, the direction of the turn should be determined by the position of the aircraft
relative to any organized route or track system.
Other factors which may affect the direction of the turn are:
(1) The direction to an alternate airport, terrain clearance;
(2) Any lateral offset being flown, and the flight levels allocated on adjacent routes or tracks.
*FAA EXPLANATORY NOTE: a turn of less than or greater than 90 degrees may be required,
depending on the type of contingency and whether the pilot intends to continue in the same
direction or reverse course.
(b) Following the turn, the pilot should:
(1) If unable to maintain the assigned flight level, initially minimize the rate of descent to the
extent that is operationally feasible;
(2) Take account of other aircraft being laterally offset from its track;
(3) Acquire and maintain in either direction a track laterally separated by 28 km (15 NM) from
the assigned route; and
(4) Once established on the offset track, climb or descend to select a flight level which differs
from those normally used by 150 m (500 ft);
(c) Establish communications with and alert nearby aircraft by broadcasting, at suitable
intervals: aircraft identification, flight level, position (including the ATS route designator or the
track code, as appropriate) and intentions on the frequency in use and on 121.5 MHz (or, as a
back‐up, on the inter‐pilot air‐to‐air frequency 123.45 MHz);
(d) Maintain a watch for conflicting traffic both visually and by reference to
ACAS (TCAS) (if equipped);
(e) Turn on all aircraft exterior lights (commensurate with appropriate operating
limitations);
(f) Keep the SSR transponder on at all times; and
(g) Take action as necessary to ensure the safety of the aircraft.
4. When leaving the assigned track to acquire and maintain the track laterally separated by 28
km (15 NM), the flight crew, should, where practical avoid overshooting the track to be
acquired, particularly in airspace where a 55.5 km (30 NM) lateral separation minimum is
applied.

‐ 86 ‐ August 2008


Weather Deviation Procedures for OceanicControlled Airspace General
1. The following procedures are intended to provide guidance. All possible circumstances
cannot be covered. The pilot's judgment shall ultimately determine the sequence of actions
taken and ATC shall render all possible assistance.
2. If the aircraft is required to deviate from track to avoid weather and prior clearance cannot
be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In
the meantime, the aircraft shall follow the procedures detailed in paragraph 8 below.
3. The pilot shall advise ATC when weather deviation is no longer required, or when a weather
deviation has been completed and the aircraft has returned to the centerline of its cleared
route.
Obtaining Priority from ATC when Weather Deviation Is Required
4. When the pilot initiates communications with ATC, rapid response may be obtained by
stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the
frequency and for ATC response.
5. The pilot still retains the option of initiating the communications using the urgency call "PAN
PAN PAN" (preferably spoken three times) to alert all listening parties to a special handling
condition which will receive ATC priority for issuance of a clearance or assistance.
Actions To Be Taken when Controller‐Pilot Communications Are Established
6. The pilot notifies ATC and requests clearance to deviate from track, advising, when possible,
the extent of the deviation expected. ATC will take one of the following actions:
(a) If there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to
deviate from track, or (b) If there is conflicting traffic in the horizontal dimension, ATC will
separate aircraft by establishing vertical separation,
or
(c) If there is conflicting traffic in the horizontal dimension and ATC is unable to establish
vertical separation, ATC shall:
(1) Advise the pilot unable to issue clearance for requested deviation.
(2) Advise pilot of conflicting traffic.
(3) Request pilot's intentions.
7. The pilot will take the following actions:
(a) Advise ATC of intentions by the most expeditious means available.
(b) Comply with air traffic control clearance issued, or
(c) Execute the procedures detailed in para 8(a) below. (ATC will issue essential traffic
information to all affected aircraft.)
(d) If necessary, establish voice communications with ATC to expedite dialogue on the
situation.
Actions To Be Taken if a Revised Air Traffic Control Clearance Cannot Be Obtained:
8. The pilot shall take the actions listed below under the provision that the pilot may deviate
from rules of the air (e.g., the requirement to operate on route or track centerline
unless otherwise directed by ATC), when it is absolutely necessary in the interests of safety to
do so.
(a) If a revised air traffic control clearance cannot be obtained and deviation from track
is required to avoid weather, the pilot shall take the following actions:
(1) If possible, deviate away from an organized track or route system.

NOTE Subparagraphs
8(a)(2) and 8(a)(3) below call for the pilot to: broadcast aircraft position and pilot's intentions,
identify conflicting traffic and communicate air‐to‐air with near‐by aircraft. If the pilot
determines that there is another aircraft at or near the same FL with which his aircraft might
conflict, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid
conflict.
(2) Establish communication with and alert nearby aircraft by broadcasting, at suitable
intervals: flight identification, flight level, aircraft position (including the ATS route) designator
or the track code), and intentions (including the magnitude of the deviation expected) on the
frequency in use, as well as on frequency 121.5 MHz (or, as a back‐up, the VHF inter‐pilot air‐
to‐air frequency 123.45).
(3) Watch for conflicting traffic both visually and by reference to ACAS (if equipped).
(4) Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
(5) For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC.
(6) For deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track,
initiate a level change based on the criteria in the table below.
August 2008 ‐ 87 ‐


(7) If contact was not established prior to deviating, continue to attempt to contact ATC to
obtain a clearance. If contact was established, continue to keep ATC advised of intentions and
obtain essential traffic information.
(8) When returning to track, be at its assigned flight level, when the aircraft is within
approximately 10 NM of centerline.
g. Strategic Lateral Offsets In Oceanic Airspace To Mitigate Collision Risk And To Mitigate Wake
Turbulence
Pilots should use the Strategic Lateral Offset Procedure as standard operating practice in the
course of normal oceanic operations to mitigate collision risk and wake turbulence.
The Strategic Lateral Offset Procedure will be applied throughout the Oakland and Anchorage
oceanic FIRs. This procedure is to be used for both wake vortex encounters, and to mitigate the
heightened risk of collision when non‐normal events such as operational altitude deviation
errors and turbulence induced altitude deviations occur.
2. Strategic Lateral Offset Procedures will be applied using the following guidelines:
(a) Strategic lateral offsets executed to mitigate collision risk and those executed to mitigate
the effects of wake turbulence are to be made to the right of a route or track;
(b) In relation to a route or track, there are three positions that an aircraft may fly:
centerline, 1NM or 2 NM right; and,
(c) Offsets are not to exceed 2 NM right of centerline.
3. The intent of this procedure is to reduce risk (increase the safety margin) by distributing
aircraft laterally and equally across the three available positions. In this connection, pilots
must take account of the following:
(a) Aircraft without automatic offset programming capability must fly the centerline;
(b) Aircraft capable of being programmed with automatic offsets may fly the centerline or
offset 1NM or 2 NM right of centerline to obtain lateral spacing from nearby aircraft;
(c) Pilots should use whatever means are available (e.g. communications, visual acquisition,
GPWS or TCAS/ ACAS) to determine the best flight path to fly;
(d) Any aircraft overtaking another aircraft is to offset within the confines of this procedure, if
capable, so as to create the least amount of wake turbulence for the aircraft being overtaken;
(e) For wake turbulence purposes, pilots are also to fly one of the three positions at 2b
above and never offset to the left of centerline nor offset more than 2 NM right of centerline;
NOTE. It is recognized that the pilot will use his/her judgment to determine the action most
appropriate to any given situation and has the final authority and responsibility for the safe
operation of the aeroplane. The use of air‐to‐air channel, 123.45, may be used to co‐ordinate
the best wake turbulence offset option.
(f) Pilots may apply an offset outbound at the oceanic entry point but must return to centerline
at the oceanic exit point.
(g) Aircraft transiting radar‐controlled airspace (e.g. Guam or Vancouver Center) may remain
on their established offset positions but must advise the radar controller on initial contact of
their offset status;
(h) There is no ATC clearance required for this procedure and, except as stated in paragraph
(g), above it is not necessary that ATC be advised; and,
(i) Voice position reports are to be based on the current ATC route/course clearance and not
the exact co‐ordinates of the offset position.
h. Flight Planning in RVSM Airspace
1. RVSM approval is required for aircraft to operate within RVSM airspace. The operator must
determine that the appropriate State authority has approved the aircraft and will meet the
RVSM requirements for the filed route of flight and any planned alternate routes. The letter
"W" shall be inserted in item 10 (Equipment) of the ICAO standard flight plan to indicate RVSM
approved aircraft.
2. Non‐RVSM Aircraft. Non‐RVSM civil aircraft unable to fly to an appropriate destination at or
below FL280 and unable to fly at or above FL430 may flight plan at RVSM flight levels provided
one of the following conditions exists:
(1) The aircraft is being initially delivered to the State of Registry or Operator.
(2) The aircraft was formerly RVSM approved but has experienced an equipment failure and is
being flown to a maintenance facility for repair in order to meet RVSM requirements and/or
obtain approval.
(3) The aircraft is being utilized for mercy or humanitarian purposes.
(4) The aircraft is transporting a spare engine mounted under the wing.
Aircraft operators requesting approval as above shall:
(a) If departing within Oakland FIR or Anchorage FIR, obtain approval from the appropriate
Oceanic Control Center normally not more than 12 hrs. and not less than 4 hrs. prior to the
intended departure time.
(b) If transiting Oakland FIR or Anchorage FIR, notify the appropriate Oceanic Control Center
after approval is received from the first affected Center and prior to departure. (Note that filing
of the flight plan is not appropriate notification).
(c) Include the remarks "APVD non‐RVSM" in Field 18 of the ICAO Flight Plan.
‐ 88 ‐ August 2008


4. n/a
5. Non‐RVSM aircraft operating in the RVSM stratum will be separated from all other aircraft
by a minimum 2,000 ft vertical separation.
6. This approval process is intended exclusively for the purposes indicated above and not as a
means to circumvent the normal RVSM approval process.
i. State Aircraft That Are Not RVSM Compliant Non‐RVSM State aircraft may flight plan within
Oakland, Anchorage, Tokyo or Naha airspace without prior coordination. State aircraft should
include in field 18 of the ICAO Flight Plan (remarks): "STS/Military NON‐RVSM" should be
added to the remarks section of the flight plan.
j. Operation of Non‐RVSM Aircraft Within RVSM Airspace
1. Vertical separation applied. It should be noted that RVSM approved aircraft will be given
priority for level allocation over non‐RVSM approved aircraft. The vertical separation
minimum between non‐RVSM aircraft operating in the RVSM stratum and all other aircraft is
2,000 ft.
2. Climb and descent through RVSM airspace. Non‐RVSM compliant aircraft may be cleared to
climb to and operate at or above FL430 or descend to and operate at or below FL280
provided that they:
(a) Do not climb or descend at less than standard rate.
(b) Do not level off at an intermediate level while passing through the RVSM stratum.
k. Procedures for Suspension of RVSM
Air traffic services will consider suspending RVSM procedures within affected areas of the
Oakland FIR or Anchorage FIR when there are pilot reports of greater than moderate
turbulence. Within areas where RVSM procedures are suspended, the vertical separation
minimum between all aircraft will be 2,000 ft
August 2008 ‐ 89 ‐

‐ 90 ‐ August 2008

August 2008 ‐ 91 ‐

‐ 92 ‐ August 2008


August 2008 ‐ 93 ‐

‐ 94 ‐ August 2008

August 2008 ‐ 95 ‐


Fuel Definitions
¾ Category I Route – Any route on which the position of the aircraft cannot be accurately
determined by the overhead crossing of a radio aid at least once each hour with positive
course guidance between such aids
¾ Contingency Fuel – an identified extra to compensate for unforeseen circumstances during
any phase of flight (weather, launch delay, etc)
¾ Required Ramp Fuel Load (RRFL) – Minimum fuel load required at engine start to complete
tasked mission
¾ Depressurization Fuel – the additional fuel required to protect the aircraft and occupants in
the event of a cabin depressurization followed by an extended diversion to an alternate
airport at low altitude where fuel consumption is increased.
¾ Tankered Fuel – additional fuel carried through a primary destination for use on a
subsequent leg

Air Refueling Procedures

Types of RV (From ATP56, Part 2)
¾ RV Alpha (Anchor RV) – procedure directed by a radar control station
¾ RV Bravo – heading based procedure that utilizes air‐to‐air equipment of both tanker and
receiver
¾ RV Charlie – similar to RV Bravo but allows receiver to use Airborne Intercept radar
¾ RV Delta (Point Parallel) – procedure requires the receiver to maintain an agreed ground
track and the tanker to maintain a reciprocal track, offset a predetermined distance
¾ RV Echo (Timing) – used in support of CAP; useful during periods of emcon constraint
¾ RV Foxtrot (Sequenced) – procedure normally used when receiver and tanker are taking off
from the same base
¾ RV Golf (Enroute) – procedure facilitates join up on a common track to make a good
scheduled time
¾ For more details see ATP‐56B Part 2
‐ 96 ‐ August 2008


BREAKAWAY PROCEDURE
1. Transmit tanker call sign and "Breakaway, Breakaway, Breakaway" and take the following
actions:
a. Tanker accelerates in level flight .
b. Receiver PF presses the AP/AR disconnect button on the control stick and observe DISC
light. If NO disconnect, press the ATS/AR disc button on the throttles
c. Retard throttles toward idle, extend speedbrakes and establish a positive rate of descent,
and drop aft until the tanker is in sight‐and maintain visual contact with other aircraft
d. If you lose sight, descend 1000' below the air refueling altitude (500' for formations)
e. PNF should observe the disconnect and maintain visual contact with the tanker until clear. If
the PF cannot disconnect, the PNF will press his AP/AR and/or ATS/AR disc buttons. If visual
contact is lost, establish skin paint. Turn on rotating beacon lights when clear. Technique:
Disengage AR mode, raise HUDs, engage flight director
2. In formation, the post/awaiting AR receivers maintain position with the tanker
3. Breakaway can be called over the radio, boom interphone, by flashing the PDI lights, and/or
activating the rotating beacon

LOSS OF AR MASTER: Use single master and open the separation valve

HIGH LEVEL SHUTOFF VALVE FAILURE:
1. Will get "Fuel Overfill" and fuel may siphon from wing tanks vent box. Immediately
disconnect, close Fill valves, go to Man on Fuel Mgmt, and balance fuel as necessary.
2. If the fill valve stays open, turn off the AR master and keep refueling until you get an out of
balance condition, stop the AR and transfer fuel, then you can continue AR

LOSS OF #3 HYDRAULIC SYSTEM:
1. You cannot close UARRSI door‐‐no speed limits/no posted drag index perf factors
2. Also, cannot perform contacts b/c boom latches are hydraulically powered from #3 hyd
system

SPRAY / SIPHON / SPILL: Think traffic light: GREEN‐ YELLOW‐RED
1. Spray = continue transfer and notify receiver pilot. Receiver's discretion to continue.
2. Siphoning = stop transfer and notify receiver pilot. Receiver's discretion to continue.
3. Spillage = stop transfer, disconnect, and notify receiver pilot. No more AR contacts until
malfunction is corrected.

EMERGENCY BOOM LATCHING – procedure for using receive override boom latching when
receiver normal system malfunctions
‐May not have boom interphone
1. Receiver AR system or signal amplifier has· failed and requires mode select switch to be
placed in "OVERRIDE"
2. Also informally termed, "Override boom latching" and is ONLY authorized by mission
directive
3. KC‐135 tanker can not disconnect in this configuration, KC‐I0s can use their Independent
Disconnect System.
4. Boomer disconnect & automatic boom limit disconnects are disabled, thus, receiver pilot
must initiate all disconnects.

INOPERATIVE BOOM / RECEPTACLE LATCHING :
1. Use this if you have tried every other recognized means of fuel transfer and you have a fuel
shortage emergency
2. Boomer keeps slight positive pressure on the boom. Be aware of unusual and varying trim
requirements

"TANKER MANUAL" OPERATION W/ TANKER DISCONNECT CAPABILITY:
1. Receiver air refueling system in normal operation, tanker system in manual operation (no
automatic disconnects—but boomer can manually punch off)
2. 1C‐l terminology‐ We can do this but you need to ensure tanker has clarified that they DO
HAVE disconnect capability

"TANKER MANUAL" OPERATION WITHOUT TANKER DISCONNECT CAPABILITY:
1. Used when tanker AR system malfunctions and the receiver's AR system is in normal
operation
2. Like Emergency Boom latching; only used in receiver fuel emergencies or when continued
AR is dictated by operational necessity

FAILURE TO DISCONNECT: (Maintain steady contact position throughout this procedure)
August 2008 ‐ 97 ‐


1. PF tries AP/AR disconnect stick button.
2. PF tries ATS/AR disconnect button
3. PNF tries AP/AR disconnect button
4. PNF press and hold READY switchlight (for noncockpit printer jets: and depress both AR
master switch lights to deactivate system)
5. PNF pulls UARRSI L MASTER & ORIDE CB (overhead J‐19)
6. KC‐135 – Perform controlled tension disconnect; KC‐10 – Utilize Independent Disconnect
System

Reverse Refueling
¾ Terminate refueling when total fuel reaches 30,000 lbs in each inboard tank and 12,000 lbs
when the outboards become uncovered
¾ Transfer rate will normally be 1600 ppm.

NOTES
¾ Pre‐departure: mission may proceed as planned as long as No INSUFFICIENT FUEL
message is present and UNID EXTRA and STORED FUEL are greater than zero
¾ Boom clear call by the PNF after each disconnect
¾ Turn radar to STBY, not off.
¾ Do not launch if severe turbulence is forecast on the refueling track. Terminate refueling if
moderate turbulence is encountered.
¾ Do not close from 1 nm range (2 nm for receiver cell or tanker cell formation) unless you
have visual contact with the tankers. Discontinue refueling if in‐flight visibility is
insufficient to continue safe refueling operations
¾ Recovery airfield must meet the weather criteria of AFI 11‐202V3, for alternate airports
¾ Emergency boom latching is an emergency procedure. Tanker automatic disconnect limits
and tanker normal and manual disconnect capability is inoperative. Use of this procedure
will be authorized in the mission directive.
¾ If a change of pilot control is made, the receiver will move back to at least the pre‐contact
position except for immediate assumption of control by the instructor pilot.
¾ If a receiver seat change takes place, move back to at least 100 feet in trail of the tanker and
to a point where the receiver pilot can maintain VISUAL contact w/ the tanker until the seat
change is completed.
¾ When conducting AR behind a KC‐135, tanker disconnect capability must be demonstrated
by a boom operator initiated disconnect before conducting a limit demonstration or a
practice emergency separation from the contact position.
¾ Upon completion of the rendezvous, receiver aircraft will remain within 3 miles of the
tanker until MARSA is terminated.
¾ All primary crew members will monitor the air refueling frequency. The PF will monitor
only interphone & AR primary. At least one other pilot will monitor UHF guard frequency
¾ Initiate radio contact a minimum of 15 minutes prior to ARCT and not later than the ARIP.
¾ If not at the proper rendezvous altitude at the 15 minute call prior to the ARCT, notify the
tanker when established on the proper rendezvous altitude.
¾ Do not transmit on HF during refueling
¾ The scavenge pump should shut off 1 min after LOW light illuminates
¾ Hydraulic #3 controls the air refueling system
¾ Opening the Master A/R switch closes all crossfeed valves
¾ C‐17 can take JP‐8 at a max rate of 7650 ppm with all pumps operating and 4 receiver tanks
open.
¾ Max transfer rate: 7000ppm KC‐135, 7650ppm KC‐10, 3500 only 2 tanks open
¾ Normal rendezvous airspeed is 310 KCAS. Normal air refueling airspeed with a KC‐10
tanker is 285 KCAS and with a KC‐135 tanker is 265 KCAS.
¾ C‐17 formatting capability is determined by referencing TO 1C‐17A‐1‐1, Chapter 7, Figure
7‐3 (KC‐10) or Figure 7‐7 (KC‐135). As a rule of thumb (ROT), the C‐17 is capable of air
refueling up to a maximum gross weight with a KC‐10 up to and including F L210 and with
a KC‐135 up to and including FL 230. Ensure the coordinated AR altitude meets predicted
formatting capability.

‐ 98 ‐ August 2008


RV Delta POINT PARALLEL PROCEDURES
¾ Tanker maintains proper offset and receiver flies specific rendezvous track from ARIP to
ARCP
¾ Normally uses EMCON 2 procedures
¾ Tanker orbits over ARCP in left hand pattern flying 2‐minute legs with 30 degree bank
turns
o Holding course coincides with ARIP to ARCP course
o Orbits at air refueling altitude
o Planned speed is lower of 275 KCAS or .78 M
¾ Normal base refueling altitude is 25,000’ MSL to no higher than the formatting altitude
from the 1‐1.
¾ Without radio contact, tanker orbits at ARCP until 10 minutes after AFCT unless otherwise
briefed.
¾ Tankers are responsible for receiver navigation between ARIP and end of refueling once
voice contact is established.
¾ Receivers proceed from ARIP to arrive over ARCP on proper track
¾ If proceeding to the AR track at an altitude above the RZ altitude, receivers begin descent
NLT ARIP at minimum of 2500 FPM
o Level off at an altitude that will provide 1000’ separation between the highest receiver
and the lowest tanker
o Do not unnecessarily delay descent
o Tanker will not turn to track without verifying receiver is at rendezvous altitude
¾ Tanker is responsible for maintaining offset and range (still crosscheck)
¾ If available, monitor tanker’s beacon for offset and range and A/A TACAN for range. (Do not
deviate from course centerline unless directed to do so by tanker.)
¾ The tanker turns inbound to ARCP at computed turn range
o When rolled out toward ARCP, the tanker adjusts to refueling speed
o Receiver is responsible for closing on tanker once turn is started
¾ Use distance halfway through turn to determine whether an overrun is possible.
o >1/3 turn range: accelerate to 340 KCAS
o =1/3 turn range: hold RZ airspeed
o < 1/3 turn range: prepare for an OVERRUN

August 2008 ‐ 99 ‐


LATE TANKER PROCEDURES
¾ Receiver holds at ARIP maintaining cruise altitude or 4,000 feet above the base air refueling
altitude, whichever is higher.
¾ Upon arrival of the tanker at the ARCP and after positive contact is established, execute
normal RZ procedures.
¾ MC IP Holding maybe used. After selecting IP HOLDING on the RZ PROGRESS page, the
inbound course may be modified to coincide with the IP to CP course. This is done in the
flight plan using the HOLD AT lateral function.
¾ NOTE: The receiver may orbit at the ARIP so long as the extra fuel permits but normally
carry 15 minutes additional fuel for orbit

1onX Aerial Refueling
¾ 2NM visibility is required to close on a tanker formation. To close on the tanker formation,
maintain 1000’ below lead tanker. Maneuver to 1NM in trail of the tanker providing first
offload (typically highest tanker), then use normal closing procedures. After the offload is
complete, descend to 1000’ below the current tanker (500’ below the next tanker), move
laterally to a position behind the next tanker and then close.
¾ For turns > 45°, the receiver must be in contact or precontact position with the lead tanker,
or be 1000’ below and 2NM in trail of the lead tanker throughout the entire turn.

Summary

30 Minutes to ARCT
Monitor AR Frequency
Beacon interrogation

15 Minutes to ARCT
A/A TACAN
Rendezvous Checklist
Radio Call (Call sign‐Altitude‐Time‐Mode 3)

Clearance prior to IP
Downtrack clearance
Block altitude
A/R Frequency
MARSA

Turn range / Offset
(L = +, R = ‐)
Clock (1:00 KC‐135, 1:15 KC‐10)

Overrun/underrun
Half‐way thru turn, 1/3 turn range
255 KCAS or Vmma for overrun, 340 max for tail chase

Post A/R
Checklist
Post A/R Report
‐ 100 ‐ August 2008


August 2008 ‐ 101 ‐

‐ 102 ‐ August 2008


Bingo – 150 NM Soft Waypoint
August 2008 ‐ 103 ‐

‐ 104 ‐ August 2008


Boom Limits
August 2008 ‐ 105 ‐


KC135 References. References for the 30‐degree line should place the tanker in the
windscreen at the same height as the ready light (approximately 2/3 up the windscreen) or at
the top of the HUD bank indicator. Once the boom in trail can be distinguished, position it on
the tanker’s nose. Once the PDI lights can be distinguished, place the end of the boom in the
middle of the PDI lights. Another technique is to cradle the boom pod with the rudder‐vators.
At night, an excellent reference is an equilateral triangle formed by the two underbody and the
stinger light on the tail cone.
¾ KC‐10 References. KC‐10s provide range and bearing on the A/A TACAN information
provided on the BDHI. Use the same KC‐135 visual references rendezvous techniques to
climb to the pre‐contact position. A tendency to stagnate outside pre‐contact due to the
relative size of the KC‐10 and the downwash effect is prevalent, but is easily overcome with
small throttle inputs. Approaching pre‐contact (approximately 200 feet), expect to see the
boom nozzle on the nose of the aircraft. At approximately 100 feet, there will be a burble on
the tail. As the PDI lights become visible, place the boom nozzle on the front edge of the PDI
lights (the farthest edge).
‐ 106 ‐ August 2008


¾ Pre‐contact, defined as a position slightly below and approximately 50 feet in trail of the
tanker, is vital to good AR.
¾ As the aircraft moves into approximately 10 feet, the boomer starts flashing the fly FWD
light and it extinguishes when the boom operator is about to make contact.

August 2008 ‐ 107 ‐


Contact

‐ 108 ‐ August 2008


August 2008 ‐ 109 ‐


‐ 110 ‐ August 2008


TACTICAL
August 2008 ‐ 111 ‐

TACTICAL OPERATIONS

Tactical Departures
Heavy aircraft are very performance‐limited. On departure we know we are low, slow, and
short on options. This means our survival in a threat environment is dependent on current
intelligence of the location and type of threat. Degrading the threat is the goal. Thorough
planning and careful execution are crucial. There are two basic options for tactical departure;
low and fast, or high and slow. Each has its own advantages and disadvantages. Understanding
the concepts and planning factors will greatly enhance your decision‐making capability.

Low Escape/ Acceleration Profile
¾ Used when low altitude is necessary to avoid early warning coverage or radar guided SAMs.
This profile is best used when planning either an immediate entry into a low‐level corridor
or escaping from a close‐in threat
¾ MAX EPR, high speed, 300‐500’ AGL egress
¾ Low altitude and speed maneuvering may be required due to threat
¾ Max thrust is limited to INT at .45 Mach – watch out if executing at high pressure altitudes.
¾ Advantages
o Get maneuvering airspeed quickly
o Complicate solutions of ground‐based shooters – less time in the field of view
o Stay in ground clutter
¾ Disadvantages
o Little room for recovery if an impact is sustained
o Terrain may preclude effective use of this profile

High Escape
Small arms environment. Use best angle climb speeds to maximize altitude when in the
vicinity of airfield. This profile is best used for escape from a low‐altitude threat outside the
immediate vicinity or during bad weather
Spiral climb:
¾ Typically this will be flown at Vmfr with slats extended
¾ At safe altitude, retract slats and climb on schedule
¾ Use minimum bank angle required to stay within the confines of protected space
¾ In some environments, the technique is to retract slats early in the climb and perform the
climb at Vmma
Rapid Climb Profile (Zoom Climb):
¾ Fly acceleration departure and level at 300‐500’ AGL until reaching 330 KCAS
¾ At 330 KCAS, smoothly rotate to 25 degrees pitch
¾ Maintain 25 degrees pitch until approaching Vmma (approximately Vmma + 20 knots), then
smoothly reduce pitch to maintain Vmma (approx 15 degrees)
¾ Continue climb at Vmma and set INT
¾ Advantages:
o Gain altitude quickly
o Get into cloud cover quickly
o Remain in protected airspace during initial climb
¾ Disadvantages:
o Remaining in constant bank toward the airfield exposes hot engines; DS blind spot
grows.
o Decreased maneuverability at low speeds
o Large wing flash
o Lose sight of most of the ground – Visual threat acquisition difficult
¾ Performance planning:
o Best climb rate and angle immediately after takeoff is Vmco.
o Climbing at Vmma with flaps retracted will give best angle until approximately 8000’ –
10000’ MSL.
o Setting 1500‐1800 VVI at 8000’ will reach Vmsr at approximately 10000’.
o Climbing at Vmma clean will then give the highest angle.
¾ Clean L/D max is approximately Vmma.

Max Climb Angle vs. Max Climb Rate
¾ Max Angle of Climb is associated with (L/Dmax)
¾ This closely corresponds to Vmco in the takeoff configuration. (yet this speed is too slow for
evasive maneuvers)
¾ For normal takeoff gross weights (L/Dmax) airspeed averages 240 KCAS
¾ Best rate‐of‐climb airspeeds vary slightly with altitude and changes in gross weight
‐ 112 ‐ August 2008


¾ Standard tech order climbout (31 0 KCAS/ .74 Mach) approximates best climb rate for
typical gross weights
¾ Climbout at the best angle‐of‐climb speed better suits the dynamics of a spiral climb
¾ The lower airspeed enables a tighter radius of turn within protected airspeed, decreases the
bank angle required, maximizes altitude with forward travel, and ensures good climb
performance
Climb Angle and Climb Speed
¾ Vmfr has been found to be the most effective tactical climb for most operations.
¾ Affords sufficient speed for maneuvering, minimal turn radius when compared to high speed
climbs and excellent rate and angle capability from the surface to enroute altitudes.
¾ Altitude lost during low altitude level acceleration through Vmsr is compensated for by clean
wing performance

80/260

Description
¾ Approach from opposite direction at 230 KCAS with slats as required / desired.
¾ Over the touchdown zone, 45° bank, throttles idle, level turn, configure on speed. At 80° off
runway heading immediately reverse turn using 30° bank to final. Be at Vmma 1/2 through
the turn. Configure flaps as required for landing.
¾ Can be flown at any altitude from 300’ AGL up. Recommend no higher than 1500’AGL.
¾ Break into the wind if possible to prevent undershoot.
Advantages
¾ Gives good picture of landing area
¾ Element of surprise: Opposite direction
¾ Remain inside airfield protected zone
¾ Easily adapted for different terrain conditions
August 2008 ‐ 113 ‐


¾ High speed for the maximum amount of time
Disadvantages
¾ Most difficult axis to visually acquire the airfield.
¾ You may approach from a corridor that has not necessarily been sanitized.
¾ Lose sight of the landing zone for a significant portion of the approach.

High Speed Beam

Description
¾ Approach the runway from the beam
¾ 250‐320 KCAS Clean at 500’ AGL
¾ Level Beam: at 320 KCAS – Crossing the runway, immediately 45° bank, idle, speed brakes,
configure on speed. At 250 KCAS – 30° bank, idle, configure on speed. Perch at Vmma, gear,
½ flaps, complete as a circling approach.
¾ Climbing Beam: at 320 KCAS – Crossing the runway, immediately 35° bank, idle, speed
brakes, climb to 1000AGL, configure on speed At 250 KCAS ‐ 25° bank, idle, climb to 1000
AGL, configure on speed. Arrive at the perch at 160 KCAS, gear, ½ flaps, complete like an
overhead
¾ Do not delay turn to downwind in any case – your speed will give you displacement
Advantages
¾ Gives the best picture of the landing area
¾ Best angle for visual acquisition
¾ Landing Zone remains in sight throughout

‐ 114 ‐ August 2008


Disadvantages
¾ Tendency to undershoot – bigger patterns increase your exposure. Wind analysis critical
¾ Climbing Beam increases detection envelope
¾ Level Beam gives little room for error.

High Speed Straight‐In

Description
¾ Approach airfield on runway heading at 500’ AGL, 230 – 320 KCAS, slats as desired.
¾ At proper distance (see above) throttles idle, speed brakes, configure on speed. Set MC FAF
distance at LSK 4L on MC APPR page.
¾ Wind correction: Subtract 1/2 NM for every 8 knots of headwind above 10 knots.
Advantages
¾ Very low heat signature.
¾ Keeps speed and maneuverability high until close to runway.
¾ Stays in protected corridor of approach.
Disadvantages
¾ Predictable ground track
¾ Most difficult angle to visually acquire runway.
¾ Configure on speed = @ speed limits
¾ 400K, level, idle, boards, configure on speed
August 2008 ‐ 115 ‐


Spiral Down

Description
¾ Approach airfield on runway heading at 5000’ AGL (1/2 flap) to 8500’ AGL (full or 3/4 flap),
250 ‐ 320 KCAS
¾ At 4.6 NM (320 KCAS) or 1.8 NM (230 KCAS) throttles idle, speed brakes, configure on speed.
¾ (based on 400K Aircraft, level flight)
¾ Over arrival end at Vmma +15 (1/2 flap), SB Vapp +10 (3/4 or full flap), select idle, full DLC,
pitch 2° to 4° nose low, 30° bank turn to downwind at approximately 160 KCAS
¾ Perch no higher than 2000’ AGL for 3/4 flap, 3000’ AGL full flap
Advantages
¾ Very low heat signature
¾ Keeps aircraft high until within protected airspace
¾ Difficult to visually acquire aircraft from ground during approach
Disadvantages
¾ Low speed and dirty for the majority of approach
¾ Visual contact with airfield lost during initial turn
¾ Use caution at heavy weights, high density altitudes, hot temperatures, etc.

‐ 116 ‐ August 2008


Tactical Spiral Guide
Configuration: Slats, ½ Flaps, Gear Down, SB initially
Speed: 160 KIAS, speed on pitch
Descent: FPV = ‐8°, VVI = ‐ 3000 fpm, Gradient = ‐800 ft/nm

Notes: The goal of the maneuver is to arrive at the perch at the appropriate altitude and
airspeed to fly the API descent path during the final turn and arrive at the FAF on glidepath.
Maintain power at idle until the perch by adjusting airspeed and drag to meet target altitudes.
Greater descent will be achieved with greater airspeed. Reduce descent gradient by adjusting
speed brakes .

August 2008 ‐ 117 ‐

Mission Computer Spiral
Mission Computer Spiral
¾ (Example)
¾ How to “DRAW” Your MC Spiral on Your MFD
¾ Set MC FAF to 0.3NM. Use Lat/Lon off DEFINE/REVIEW page to define “RWYxx” in CNDB;
reset FAF to ½NM min
¾ In Custom Nav Database, Define the following:
¾ “12” as RWYxx / <runway heading> / 2.0
¾ “09” as RWYxx / <runway heading – 90> / 2.0
¾ “06” as RWYxx / <runway heading + 180> / 2.0
¾ “03” as RWYxx / <runway heading + 90> / 2.0
¾ “BASE” as RWYxx / <runway heading – 150> /1.5
¾ Insert “PBDxx” as RWYxx / <runway heading + 45> / 2.8 into FPLAN.
¾ Insert “12” into FPLAN.
¾ Perform LR At “12” – Hold, Spiral, 2NM radius, Left turns.
¾ Insert “BASE” into FPLAN.
¾ Insert “09”, “06”, “03” into FPLAN with discons all around.
¾ This is for left spiral; reverse angles for right spiral.
Flight Notes
¾ Do not insert DIRECT past “PBDxx” or the spiral is erased.
¾ Plan to arrive at “12” at 170 KCAS, slats, ¾ or ½flaps. Idle for descent. Use SB / DLC as req to
remain on profile.
¾ Plan 2.6 minutes per ½ spiral, ~3300 VVI, fpv ~ ‐10°
¾ Slow to Vapp, final configuration sequencing BASE.
Final Notes
¾ Inserting a holding pattern with a 0.1NM inbound leg will allow AP/ATS to remain engaged,
but will not match the 09, 06 and 03 points.
¾ Be sure a spiral is the appropriate approach for the threat.
¾ This guarantees a very predictable aircraft, with all the good and bad which goes along.
‐ 118 ‐ August 2008

Tactical Descent Planning

Philosophy / General notes
¾ Tactical descents should be planned to terminate in a tactical arrival.
¾ Plan from the objective area backwards.
¾ These techniques work for the Dash–1 procedure (M.80 until 320 KCAS, speed brakes, all 4
TR’s).
Planning Data
¾ Once stabilized on profile the aircraft will hold a FPV of ~17° below the horizon. Sec VIII of
the 1‐1 covers distance to descend using this profile.
¾ Slow from 320 to 230 KCAS level, fwd idle with speed brakes (slats on speed) takes 3.1
miles.
How to Plan
¾ Determine altitude you want the descent to terminate. (For training no lower than 5000’
AGL)
¾ Add 2000’, this is your begin level off altitude.
¾ Divide the difference between level off altitude and cruise flight level (in thousands) by 1.7.
This is your tactical descent distance.
¾ Add 2 miles to complete level off and arrive at termination altitude.
¾ Add distance to slow down to desired termination point. This is the total distance from your
termination point you should begin the tactical descent.
¾ Enter your planned low level or tactical approach at the TAC‐D termination point.
Final notes
¾ These distances may seem small, but THEY DO WORK.
¾ Tactical Descents are very loud – the element of surprise will very likely be lost using this
approach.
August 2008 ‐ 119 ‐


‐ 120 ‐ August 2008

Notes on Random Shallow
Description
¾ Aircraft approaches from a low‐level environment from any direction and maneuvers itself
to a safe landing configuration and position.
¾ Aircraft should keep maneuvering airspeed for as long as practicable.
¾ All tactical considerations (threat, terrain, time of day, weather, support troops, etc.) will be
considered in planning these approaches.
Advantages
¾ Unpredictable ground track.
¾ Not following the aircraft in front of you decreases your signature.
¾ Confusion of the adversary force.
Disadvantages
¾ May take you out of protected corridor.
Techniques
¾ Build approach using known data (Time and distance to slow down level, in a descent, in a
turn, etc) and techniques (i.e. do a high speed circle early to a high speed straight‐in or
perhaps a 500’ overhead).
¾ Oblique approaches set you up for many different options – give yourself “outs” as much as
possible.
¾ Use terrain to your advantage.
¾ Get current intelligence. No random approach is beneficial unless there is a good reason to
follow your ground track.
¾ The largest motivation to use this approach is surprise and unpredictability. Don’t cancel
this out by doing the same random approach every time you arrive to a certain location. Use
it once then shelve it for a while (if possible). Bring it back later.

Notes on Random Steep
Description
¾ Approach from a high to medium level environment (5000’ AGL and up) from any direction
¾ Minimize heat signature by keeping throttles at idle for as much of the approach as possible
¾ All tactical considerations (threat, terrain, time of day, weather, support troops, etc.) MUST
be considered in planning these approaches
Advantages
¾ Unpredictable ground track
¾ Low heat signature if flown correctly
¾ Confuses your adversary
Disadvantages
¾ May take you out of protected corridor
Techniques
¾ Build approach using known data
¾ A fully configured full DLC 3/4 flap aircraft will have a descent gradient around 9° – a full
flap aircraft will have a gradient of approximately 12°.
¾ Oblique approaches set you up for many different options – give yourself an out as much as
possible.
¾ Get current intelligence. No random approach is beneficial unless the ground track keeps
you clear of threats.
¾ The largest motivation to use this approach is surprise and unpredictability
¾ Don’t use the same approach more than once – be unpredictable

August 2008 ‐ 121 ‐

ASSAULT LANDINGS
¾ Procedures call for brakes to be applied immediately upon MAIN wheel touchdown
¾ If ground spoilers fail
o Spoiler switch may have de‐armed
o Main struts may have not compressed enough to deploy spoilers
o Improper throttle technique
¾ Should the PF continue the landing without spoilers –
o PNF should check the spoiler switch is ARMED
o PF should use DLC to get some spoiler effectiveness (about 25% effective)
o Ensure at least one throttle on each side has been put into reverse
¾ Min runway length = 3500’
o Runways less than 3500’ require MAJCOM approval
¾ Minimum runway length for an assault landing is computed ground roll, with MAX reverse,
plus 500’
¾ Touchdown will be within the first 500’ of the runway and full flaps will be used
¾ Min runway = 90’
¾ Min Day ALZ markings are clearly identified 500’ landing zone (modified AMP‐3)
¾ Min WX is circling minimums but no lower than 600‐2
¾ Crosswind limits for Day & Night Assaults are the same as normal landings (touch‐n‐go &
NVG landings have additional restrictions)
¾ The max weight for a full flap approach is 502,100 (limited by flaps not touchdown)
¾ At 300’ PNF is required to state “300 FEET” if stable or “GO AROUND” if unstable
¾ If stable, PNF will state “50 FEET” passing through 50’ AGL signaling power push
¾ As aircraft enters ground effect, the PF verifies the FPV is moving up and adjusts power to
position the FPV to ‐1.5 to – 2.0 degrees which will establish a sink rate of approximately
360 fpm
¾ Stable is defined as (at 300’)
o Except for momentary deviations, stabilization is defined as +10 to ‐5 kts of computed
approach speed
Momentary deviations may be defined as the FPV stagnating away from the API
or not trending back towards the API
o FPV touching the API
o The FPV and API must also be within the confines of the intended touchdown zone or
landing zone
o De‐crabbed
o ATT engaged
¾ When landing with 5° pitch attitude, about 13° bank is available without striking a wingtip.
About 9° bank is available with full compression of the landing gear and tires, and full
aileron deflection
¾ If power push is delayed below 40’ then aircraft may land short
¾ If ALS flashes on landing, hold stick forward until below 50 KCAS
¾ Max Braking assumes maximum effort anti‐skid braking full spoiler deployment and reverse
idle thrust
¾ When landing distance is greater than entered runway length, the MC displays ground roll
(air distance – 50’ could be prior to assault threshold or beginning of landing zone)
¾ API varies on assaults because your weight decreases with fuel burn & speed changes
accordingly

NVG Notes
Key Terms
¾ Illuminance ‐ (illumination) refers to the amount of light which strikes an object or surface
at some distance from the source. An example is the amount of ambient light which strikes
the ground from the moon.
¾ Luminance ‐ refers to the amount of light reflected from a surface. An example is moonlight
which is reflected from the terrain.
¾ Albedo ‐ the ratio between illuminance and luminance. Each surface has a different albedo‐
so while illumination from a light source may remain constant, luminance (reflectivity) from
different terrain features or objects will vary. The light source provides illumination, or
illuminance, but what our eyes see, and what NVGs intensify, is the energy reflected from
objects and terrain, or luminance.
¾ Scintillation – A sparkling effect normally occurs in the NVG image during low illumination
conditions as a result of increased goggle gain and system noise.
¾ Field of regard – total range to scan
¾ ABC – auto brilliance control
¾ BSP – bright source protection
‐ 122 ‐ August 2008


¾ Moon illumination above 70% will wash out your NVGs (40% ‐ 60% Perfect)
¾ If around 15% ‐ 25% there isn’t enough light for your NVGs to effectively work

From 112C17 Vol 3
¾ Loadmaster does not have to be NVG qualified for crew to be considered a NVG Crew.
¾ Minimum equipment for NVG Ops: NVGs (helmet mounted & preflighted), spare set (if
available), spare batteries for each NVG, NVG‐compatible light for each crewmember
¾ One wingtip or nose landing light on each side will be operational. For NVG landings, both
wingtip lights will be operational with IR lens covers installed. Two HUDs required for
ALZ/NVG
¾ NVG ext lightning – nav lights – steady, bright, formation lights on for formation ops, anti‐
collision lights (upper and lower for single ship). Landing lights will be turned on no later
than 400’ AGL on final. During preflight, ensure that all wheel well inspection lights are
turned off and necessary exterior IR lightning.
¾ NVG Briefing requirements – brief NVG failure procedures for all phases of flight. Specifically
discuss actions for Smoke and Fumes in the aircraft.
¾ NVG WX Departures – 1500/3 for unqualified/non‐current, 600/2 for qualified and current
crews, 300/1 with appropriate OG/CC/equivalent waiver. Consider all atmospheric effects
for departures and flights.
¾ NVG crosswinds for departure & landing – runways 90‐120’ wide (max 15 knots), runways
wider than 120’ (max 20 knots), OG/CC may authorize takeoffs/landings with up to 30 knots
crosswind.
¾ NVG Malfunctions (takeoff) – if PF experiences NVG failure during takeoff, PIC may
determine to abort or takeoff. After Vgo, transition to an instrument takeoff and transfer
control as necessary. The PNF should always be ready to assume control of the aircraft
during NVG ops.
¾ NVG WX Landings – 1500/3 for unqualified/non‐current, 600/2 for qualified and current
crews, 300/1 with appropriate OG/CC/equivalent waiver or approach minimums
(whichever is higher). Consider all atmospheric effects for departures and flights.
¾ NVG Malfunctions (landing) – if below 300’ AGL, perform a go around. If PF’s NVGs fail
above 300’ AGL, troubleshoot. If failure occurs after touchdown then transfer aircraft
control to the PNF for rollout. Use overt lightning if necessary.
¾ Training ‐ Max of 15 knots for training. NVG visual pattern Wx mins 1500/3. 1 RA & 1 GPS
must be op.
¾ NVG A/R – may use NVGs to acquire but must remove goggles NLT 1 nm from the tanker
¾ Pilots require 1 full day of planning for any missions employing NVGs in the LL environment
¾ NVG En Route – Plan all enroute legs at an indicated altitude of 500’ above the highest spot
terrain elevation, or 400’ plus one chart interval above the highest depicted terrain contour,
whichever is higher, within 3 NM of centerline. Three miles prior to the charted man made
obstacle, within 3 NM of centerline, the aircrew must visually identify the obstacle. If the
obstacle is not identified by 3 NM, climb to attain an altitude 500’ above the obstacle. Once
the controlling obstacle or terrain feature is visually identified and the aircraft is confirmed
well clear, the crew may descend to the next segmented altitude. (Notes: if visually acquired
then you may stay at NVG alt, otherwise climb to MSA)
¾ NVG Visual approaches – intercept final no later than 1.5 nm from approach end of runway
and intercept target approach path angle at no lower than 500’ AGL. The first pilot to
acquire the LZ will state that the P/CP has the LZ. The next pilot to acquire the LZ will
announce the same with the clock position. The clock position will be verbally
acknowledged/confirmed by the other pilot.
¾ NVG Gnd Ops – operating landing lights with IR covers for more than 5 minutes will cause
damage to lights/filters. Backing may be accomplished in black out conditions but AC must
ensure aircraft/environmental lights provide clear definition of taxi surfaces. Enough
lighting (red/NVIS) must be available for EROs to ensure MHE drivers are able to see LM
signals.

NVG Preflight
¾ Current approved model is ITT Model F4949 (AN/AVS‐9) night vision goggle
¾ Accomplish in order
¾ Inspect and initial adjustment
o Check for general condition, scratches and all adjustment knobs/levels are operational
o Set diopter to zero and adjust eye relief, tilt, IPD and vertical to neutral position
¾ Alignment with the eyes visual axis
o Consider/adjust vertical, tilt, eye relief (on bridge between tubes), IPD (align each
individual eye side‐to‐side)
¾ Focus and assessment of NVG image
August 2008 ‐ 123 ‐


o In a suitable tester, adjust the objective focus ring (front) to make image as sharp as
possible
o Adjust the diopter (rear) by turning counterclockwise until blurred and then clockwise
until in focus
o You may then fine tune the image by readjusting the objective ring
o 4949 sensors should be 20/30 in high illumination and 20/40 in low illumination
¾ Aircraft adjustment
o Set aircraft lighting
o Confirm NVGs are still properly focused

Low Level Operations
¾ ND Map format should be on at least one MFD at all times
¾ If a pilot must go off headset or get out of the seat, you must climb to MSA/ESA for that leg
¾ Time of Arrival (TOA) can be controlled by airspeed adjustment, time triangle, use alternate
legs or fly inside/outside depicted course (within MC route parameters)
¾ MC is primary means of navigating a low level backed up by map reading
¾ You should never fly below the altitude dictated by the mission or threat
¾ If reported barometric setting is unavailable, use the GPS barometric setting found on the MC
APPROACH PAGE
¾ In no case will CHUM coverage cover less than 22 NM either side of the entire planned route
of flight. Crews may trim charts to no less than 10 NM after establishing the ESA
¾ Min chart requirements: turnpoints, IP, DZ, course data, chum data & date, ESA, chart series
& date
¾ Optimum emergency airfields are located within 50 NM of intended route approximately
every 100 NM.
¾ Standard Doghouses contains A through F as follows: A = true or magnetic course (after
rollout) to the next waypoint/objective, B = distance (in NM or total distance to go) to the
next waypoint or objective, C = day altitude (AGL), D = night altitude (MSL), E = NVG altitude
(MSL), and F = MSA.
¾ Aeronautical charts do not depict man‐made obstacles less than 200 feet AGL or a change in
terrain until it exceeds the chart contour interval
¾ A MC FOM of 5 or better is required in order to fly lower than MSA at night
¾ PF must have op RA w/RA set at 50’ below planned alt for day and 450’ for night
¾ GPWS (Day) – 100’ below/TAWS (Day) – 100’, GPWS (Night) – 400’/TAWS (Night) – 300’
¾ Three miles prior to the charted man made obstacle, within 3 NM of centerline, the aircrew
must visually identify the obstacle. If the obstacle is not identified by 3 NM, climb to attain
an altitude 500’ above the obstacle.
¾ Avoid flight within 1500’ AGL or 3NM of airports
¾ MIN chart doghouse requirements: Heading (true or magnetic course), Leg distance, Day
(or night) enroute altitude, MSA
¾ Emergency Safe Altitude ‐ add 1000ft (2000ft in mountainous terrain) to the highest
obstruction (or elevation) within 22 NMs of centerline.
¾ Minimum Safe Altitude ‐ add 1000ft above the highest obstruction (or elevation) within 5
NMs of centerline.
¾ For Day VMC Enroute, plan a minimum of 500’ AGL (300’ AGL on approved routes) modified
contour altitude above the terrain using visual references, HUD and radar altimeter
¾ For Night VMC Enroute, plan en route legs at an indicated altitude of 500’ above the highest
obstruction to flight (man‐made obstacle, terrain feature or spot elevation), or 400 feet plus
one chart contour interval above the highest depicted terrain contour, whichever is highest,
within 5 NMs of route centerline to include the aircraft turn radius over reach turn point (10
NM outside the US)
¾ IFR Enroute ‐ Add 1000ft (2000ft in mountainous terrain), rounded to the next highest
100ft increment, above the highest obstruction' (or elevation) within 5 NMs (10 NMs outside
US) of centerline. If the minimum IFR altitude is above the MTR then slow to 250 KCAS or
less, contact ATC and coordinate alternate clearance.
¾ An IR MTR with 4 numbers in the identifier means that no segments are above 1500’ AGL
¾ An IR MTR with 3 numbers in the identifier means that at least one segment is above 1500’
AGL. If a route is above 1500’ AGL, it will be annotated on enroute low or area charts.
¾ A 2‐hour notification period is required before activating a route and if deconfliction can not
be determined than do not fly the route.
¾ DD175 for LL – ex. IR171 E1500X1545 in remarks section
¾ SR/VR/IR route requirements
‐ SR – 250 KIAS max, squawk 1200, WX better than 1500/3, monitor 255.4, top of block
is 1500’ AGL on SR route (not actual MTR – only VR/IR in sectional/Low Enroute Chart)
‐ VR – Squawk 4000, WX better than 3000/5
‐ IR – Squawk as assigned by ATC, obtain clearance prior to exiting route
‐ 124 ‐ August 2008


LL Brief
¾ Route entry & exit / altitudes / MSA / ESA / radio calls / wx requirements /overfly or
underfly / route speed limits / f‐plan speeds (direct‐to) /
o PNF CALLS: 1. Towers, 2. Tac zones, 3. MSA, 4. Heading, 5. Distance
o All crew "Heads‐up" during turns
o To do entering the low‐level
¾ Accelerate/decelerate to appropriate speed
¾ Fix intermediate/exit time
¾ Update route data with approximate altitude
¾ Delete 250kts<10,000 on performance cruise page, if applicable
¾ Select 6000VVI & ESA, unless MSN‐MSN‐MSN auto‐throttles
¾ Entry call on 255.4
¾ IFF code set appropriately
¾ LOST COMM Plan – if VMC then maintain VMC and land as soon as possible. If IMC, climb to
IFR altitude (ERAA) or highest assign ATC clearance; depart at exit point and climb/descend
to altitude filed; squawk 7600.
¾ Double HAT ‐ low level turn point brief
o Heading, Altitude, TAZ, Hazards, Airspeed, Turn Direction
o All crewmembers heads‐up during the turn
¾ HOWDY check FPV “Clear”
o H ‐ height of ridge HZL “Clear”
o O ‐ obstacles before & after the ridge 1/3 sky & 1/3 ground
o W ‐ wind direction & speed 5° climb okay, ~ AR lights/top of HUD
o D ‐ direction of turn
o E ‐ Energy
o Visual Illusions
o small hills in front of the big ridge
o sun light illusion
August 2008 ‐ 125 ‐


Technique for building and avoiding a TAZ (defined from Bullseye) based on a popup
threat
¾ MSN INDEX (2/2)
¾ Custom DATABASE
¾ Create new Tactical Avoidance Zones (TAZ)
¾ DEF TACT PT (5R)
¾ Using a known Radial / DME fix (Bullseye) define the fix to retrieve LAT / LONG
¾ Input LAT I LONG
¾ Input MAX ALT and MAX RADIUS
¾ SAVB TACT PT (5R)

Time Control/Mission Computer
¾ MC compute delta‐
o Current ground speed to the next waypoint
o F‐PLAN speeds thereafter
¾ On the performance pages
o TECH: Tech Order speeds (250/ 1O,OOOft then 310/.74 above)
o MAN: Manual speeds
o F‐PLAN: Flight plan speeds set in the vertical revision
¾ Performance Pages; CLIMB/CRUISE/DESCENT
¾ AT vs CRUISE Altitudes/Speeds
o AT = prior to crossing point
o CRUISE after crossing point
¾ Wind hierarchy
o Waypoint (spot winds)
o Climb (or descent winds)
o RTE Data (wind factor from Computer Flight Plan)
o Calm winds
¾ A/S hierarchy
o Speed limit on performance pages
o Speed constraint at waypoint
¾ Some techniques for gaining/ loosing time on low levels
¾ Find NMs per minute ‐ 300 ground speed = 5 NMs per minute
¾ Increase/decrease speed 1 knot for every second (early or late)
¾ Hold correction # minutes equal to NM per minute speed
¾ Low‐Altitude Holding Technique (Less Than 10,000 Feet). With the autopilot on, it takes
approximately 1.2 minutes to turn 180 degrees at low altitudes. Double this to account for
both turns at the ends of the orbit (2.4 minutes). Now take the number of minutes early and
subtract 2.4 minutes which is the remaining orbit time. Divide this number by two to get
each individual leg length (inbound and outbound).
¾ High‐Altitude Technique. Take 1 percent of TAS to determine how long a 360‐degree turn
will take in minutes.
¾ Advantages of Low‐Level Flight: Reduced Exposure to Air Defense Threats, Element of
Surprise, Reduced Noise Propagation.
¾ FARTS (FFRTSS) check
o F = FPLAN x 3.
o F = Fix the TOT and tolerances.
o R = Route data altitude.
o T = Delta T, what is it?
o S = Speed limits/constraints.
o S = Speed, what speed is the MC calling for?

‐ 126 ‐ August 2008


Maneuver Definitions
¾ Beam. Reference the 3 or 9 o’clock position.
¾ Aft of the Beam. Reference the 7 to 8 o’clock left or 4 to 5 o’clock right position.
¾ Break Turn. This is a high performance maneuver using 60 degrees of bank and 2 Gs.
Airspeed should not be allowed to go below sustained corner velocity.
¾ Bugout (With Direction). This maneuver is designed to separate from a particular area with
no intent to return. It may be executed using a pre‐briefed set of parameters (i.e., 60 degrees
of bank, en route speed, and climbing/descending turn) or lead may be directive regarding
flight parameters. However, do not confuse bugout with “retrograde.” Retrograde is a
maneuver used to withdraw from an area of operation due to a threat. Although the physical
maneuvers may be similar, retrograde implies the mission will continue after the tactic is
used; bugout is mission abort.
¾ Extend. This maneuver is designed to decrease closing velocity and increase threat intercept
time. Aircraft should turn away from the threat and accelerate to maximum velocity (Vmax).
¾ Hard Turn. This turn uses 45 degrees of bank with sufficient elevator loading to create a
small turning radius yet maintain a high energy (maneuvering) airspeed.
¾ Hook Turn. This is a 180‐degree hard or break turn.
¾ Lean (Direction). This is a directive/informative call to maneuver in a given direction to
avoid the threat.
¾ Jink. This maneuver is designed to prevent or break a gun tracking solution. It consists of a
series of random (shallow) turns with vertical maneuvering. This maneuver complicates
fighter or antiaircraft artillery (AAA) firing solutions.
¾ Notch (Beam). This is an aggressive level or descending turn in the shortest direction to put
the threat on the beam as rapidly as possible.
¾ Directive Threat Call. The initial communication, used for an imminent threat, must be
directive in nature, stated in the following format: Flares (if required), Maneuver, and
Amplifying Remarks (as the situation allows).
Basic Maneuvers
¾ Preemptive. These are maneuvers and/or countermeasures used to diminish or eliminate
threat system effectiveness prior to their employment.
¾ Reactive. These are maneuvers and/or countermeasures used to defeat an imminent threat
engagement.
¾ Endgame (Last‐Ditch Maneuver). These are the final and most aggressive series of
maneuvers and/or countermeasures used immediately prior to imminent threat impact.

AAA Types of Fire
¾ Aimed fire is the most controlled type of fire in which AAA weapons are aimed specifically at
the aircraft. It is generally the preferred method of fire, when the target can be acquired and
tracked by the AAA system. The accuracy and effectiveness is a function of the specific
system’s limitations and operator’s skill.
¾ Barrage fire is characterized by multiple guns laying a cloud of projectiles at various
altitudes across the probable path of the enemy aircraft.
¾ Curtain fire is considered the most effective means of employing semiautomatic
(SA)/automatic weapons (AW). In curtain fire, the gunners aim at a fixed point in front of
the target along the target’s course. Curtain fire is directed at the fixed point in space until
August 2008 ‐ 127 ‐


the target passes through the cone of fire. A new fixed point is then selected and firing
continues. Successive fixed points are selected until the aircraft is destroyed or flies out of
range.
Duration
¾ Short‐burst fire for AAA guns normally varies from 2 to 10 rounds per barrel per burst.
¾ Long‐burst fire varies from 10 to 20 rounds per barrel per burst. Long bursts are used at
medium and short ranges if the gun crew is well trained and the gunners have high
confidence in their firing solution.
¾ Continuous fire occurs at short ranges when the burst length exceeds 15 to 20 rounds per
barrel. This type of fire is used mostly against diving and ground attack aircraft at short
ranges, typically up to 2,200 feet.
¾ Single‐round fire is mainly used with medium‐ and heavy‐caliber weapons.
¾ SAMs are rocket‐propelled projectiles that are guided toward the aircraft. The three ways a
SAM may guide on a target are by radar, IR, and laser.
¾ Radar‐guided SAMs use radar principles to acquire, track, and guide missiles to the target.
¾ IR SAMs are systems designed to guide on the infrared signature of the aircraft. They are
typically more mobile than radar systems and require less support which make them
extremely lethal to C‐17 operations. Laser beam riders (LBR) use laser principles to track
the missile to the target.
Guidance
¾ Semiactive Radar. The missile guides on reflected radar energy from the target aircraft.
¾ Infrared. IR SAMs use either uncooled or cooled detectors in their seeker heads. Uncooled
seeker heads are sensitive to the near‐IR spectrum (hot metal). For this reason, they are
generally limited to rear‐aspect engagements
¾ Proportional Navigation (Pro‐Nav). This type of missile flight profile guides to the target by
zeroizing the line of sight between the missile and the target. Most IR MANPADS use this
type of guidance.
¾ Terrain masking utilizes varying terrain features to avoid radar detection. There are two
types of terrain masking: direct and indirect.
o Direct terrain masking places higher terrain between the aircraft and the radar sight.
o Indirect terrain masking is accomplished while flying between the radar antenna and
the terrain.
¾ Two‐Thirds Tactic (Military Crest). This is a position along a ridge or hill two‐thirds the
height from the base to the summit. This tactic allows the flexibility to cross to the other
side of the ridge when engaged by an air or ground threat and then extend beyond the
threat range. This technique leaves more room to maneuver in the event of a route abort or
equipment malfunction. One‐Third Tactic. This is a position along a ridge or hill one‐third
the height from the base to the summit. Terrain helps to hide an IR signature and degrades
radar returns.
¾ When large bank angles are required to maneuver around terrain, begin the turn toward the
terrain when the terrain approaches the 10 or 2 o’clock position.
¾ Notching. All Doppler and pulse‐Doppler radars have a blind spot in radar coverage referred
to as a Doppler Notch. The Doppler Notch is a result of disregarding objects with low‐
relative velocity to the radar location. This means that the radar ignores objects that are not
moving toward or away from the radar.
¾ Minimum altitude capable (MAC) is the lowest altitude an aircrew can operate when
engaged by a threat. It is dependent on individual aircrew capabilities, experience level,
fatigue factors, terrain clearance, environmental conditions, and the threat.

‐ 128 ‐ August 2008

August 2008 ‐ 129 ‐

‐ 130 ‐ August 2008


August 2008 ‐ 131 ‐

AFI 13217 – Landing Zone Operations

¾ Note 2 & 4 are applicable

¾ Approach zones are divided into prepared and semi‐prepared (unpaved) surfaces. Prepared
surfaces may include existing airfields, roads, highways, or other paved surfaces. Semi‐
prepared may include deserts, dry lakebeds, and flat valley floors. No object may penetrate
the glideslope angle ratio of 20:1 for C‐17 operations.
¾ AMP (airfield marking patterns) – includes 4 standard types (AMP 1‐4) and include 300 foot
underrun and overrun for all LZ ops. AMP 4 has no required markings. Do not use overrun
to calculate available runway length.
¾ The RFF (rolling friction factor) will be reported to the aircraft prior to taxi and before
departure. If a RFF is not able to be determined, the aircraft will be given the last RFF and
how many sorties have taken place since that reading.

Airfield Marking Pattern (AMP) 1 (Day)

‐ 132 ‐ August 2008


AMP – 1 (Night/Instrument)

AMP – 2 (Day)

AMP 2 (Night)
August 2008 ‐ 133 ‐


AMP – 3 (Day)

AMP 3 (Night aka Boxinone)

‐ 134 ‐ August 2008


INSTRUMENTS
August 2008 ‐ 135 ‐

‐ 136 ‐ August 2008

INSTRUMENTS
Weather Basics
¾ Air temperature differences over the earth create winds (warmer air at equator and colder
at poles). Warm air is light and tends to rise; cold air is heavy and tends to sink. Earth’s
rotation changes the wind patterns, twisting the winds and creating wind spirals known as
high/low pressure areas.
¾ Coriolis Force; Northern Hemisphere – moving objects subject to twisting force to the right
of direction of movement of motion (spirals clockwise), Southern Hemisphere – to the left of
their direction of movement (spirals counterclockwise).
¾ Air can hold more water vapor the warmer it is. As temp decreases, water condenses and
forms clouds and sometimes precipitation.
¾ Pressure in the atmosphere decreases with increasing altitude. When pressure is high &
temp is high – typically clear weather, low pressure & low temp result in forms of
precipitation.
¾ Atmosphere – 78% nitrogen, 21% oxygen, 1% argon, other trace gases

¾ Troposphere – lowest layer of atmosphere – contains most of clouds, rain ,wind, snow and
ice. Over middle altitudes (CONUS) it extends to 36,000 MSL (expands in summer).
Temperatures decrease with altitude at a average rate 2 C per 1000’ increase in altitude.
¾ Tropopause – strongest winds occur just below the tropopause. Most likely place for
contrails. Thunderstorms that penetrate the tropopause are normally severe.
¾ Stratosphere – the next layer which contains almost no weather up to 30 miles (smoothest
air).
¾ Standard atmospheric conditions – 15 C (59 F) at sea level, 29.92 in mercury/1013.2
millibars/14.7 lbs/square inch at sea level.
¾ Wind flow generally follows the pattern of isobars. Distance between isobars determines the
relative strength of the wind.
August 2008 ‐ 137 ‐


¾ Low – low pressure areas imply rising air, which usually means cloudy, wet weather, wind
flows counterclockwise (northern hemisphere)
¾ High – high pressure areas imply sinking air, which means clear weather. Wind flows
clockwise (northern hemisphere)
¾ Trough – an elongated area of low pressure
¾ Ridge – an elongated area of high pressure
¾ Pressure Altitude – the altitude above or below the standard (when 29.92 is in altimeter)
¾ Density Altitude – pressure altitude corrected for temperature deviations
Types of Air Movement
¾ convection – the circulating movement of warmer and cooler air
¾ friction – low‐level eddies in the airflow caused by wind moving across the ground
¾ orographic lift – created by a large topographical feature such as a mountain plain
¾ frontal lift – created by colder air undercutting warmer air
¾ convergence – surface winds intersecting and rising upwards
Clouds – high (above 20k’ AGL), middle (6500’ to 20k’ AGL), lower (surface to 6500’ AGL)
¾ Stratiform clouds – found in stable air and form in horizontal, sheet like layers or strata –
drizzle or frost like “rime” ice
¾ Cumuliform clouds – form when unstable air is forced upward and grows into a lumpy,
billowing cloud – large droplets and can create clear ice

¾ Precipitation – showers (sudden beginning and ending with rapid changes in intensity),
intermittent (starts and stops at least once during an hour), continuous (falling without a
break for an hour)
¾ Weather Fronts – cold front (leading edge is cooler air mass at the surface), warm front
(leading edge of air mass is warmer at surface), occluded (fast moving cold front overtakes a
slower moving warm front)
‐ 138 ‐ August 2008


¾ Squall lines – fast moving thunderstorms that form well ahead of the front
¾ Prevailing Visibility – the maximum horizontal visibility common to at leash half or more of
horizontal circle as viewed from the observing site at eye level
¾ Slant Range Visibility – the distance when the pilot sees the runway on final approach
¾ Runway Visual Range – horizontal distance an aircrew can see down the runway from the
approach end
¾ Flight Visibility – the forward distance than can be seen from the cockpit in flight
Icing – induction (engine intake) and structural (aircraft body)
¾ Rime Icing – occurs in clouds where the water droplets are small and freeze instantaneously.
Tends to extend forward into the air stream.
¾ Clear Icing – water droplets are large and move along with the airflow, freeze gradually and
form a solid layer of ice; can freeze flight controls and disrupts airflow over the wings
¾ Frost – thin layer of crystalline ice
¾ Mixed Icing – combination of rime and clear icing.
¾ Intensities of Icing – Trace (perceptible, rate of accumulation slightly greater than rate of
sublimation), Light (if flight in this environment (over 1 hr) – occasional use of deicing/anti‐
icing), Moderate (use of deicing/anti‐icing equipment or diversion is necessary), Severe
(deicing/anti‐icing equipment fails to reduce hazard and diversion is necessary)
¾ Turbulence – convective (ascending and descending columns of air), mechanical (buildings,
trees, or terrain disrupt air into eddies), mountain wave turbulence (start climb 100 miles
on downwind side or 30‐50 miles from upwind side and climb to 50% higher than
mountaintops)
¾ Jet Streams

¾ ICAO Turbulence Definitions – light (slight, erratic changes in altitude or attitude; chop –
slight rapid rhythmic bumpiness), moderate (causes changes in altitude or attitude & can
cause rapid bumps or jolts), severe (causes large abrupt changes in altitude and/or attitude
August 2008 ‐ 139 ‐


and aircraft may be momentarily out of control), extreme (violently tossed about and
impossible to control)
¾ Lightning – most likely within 8 C of freezing level, within 5k’ of freezing level.
¾ Microbursts – 1/8 to 2 ½ miles in diameter and lasts from 10‐20 min – dry air in storms
creates a cool air downdraft which forms a mushroom when impacting the grown

AFH 11203V1 Weather for Aircrews

Sky Cover Classifications.
¾ The following terms are used to reflect the degree of cloudiness in sky condition
evaluations. In METAR code the basic classification terms are:
o CLR or SKC‐‐The absence of layers of clouds or other obscuring phenomena.
Transmitted as “SKC” at manual weather stations. Transmitted as “CLR” at automated
stations when no clouds are at or below 12,000 feet.
o FEW‐‐Means “few” and is greater than 0/8 up to 2/8 cloud coverage.
o SCT‐‐Means “scattered” and is 3/8 to 4/8 cloud coverage.
o BKN‐‐Means “Broken” and is 5/8 to 7/8 cloud coverage.
o OVC‐‐Means “Overcast” and the sky is totally covered with clouds (8/8).
‐ 140 ‐ August 2008


AFH 11203V2 Weather for Aircrews
¾ Wind Symbols ‐ Wind information plotted uses the “Shaft‐Barb‐Pennant” method. The FROM
direction which the wind is blowing is represented by the “shaft” or a line. The wind speed is
represented by the barb or pennant. A short barb represents 5 knots and a long barb
represents 10 knots. Pennants are 50‐knot winds. Wind directions are plotted to the nearest
10 degrees relative to true north.

‐ Basic weather symbols

‐ ICAO Prefixes
August 2008 ‐ 141 ‐

‐ 142 ‐ August 2008


¾ Forecast Date and Valid Times. In a civilian TAF (KSTL), the next two groupings following the
identifier are the date/time the forecast was prepared (05 is the date, and 1130Z is the
issuance time) and the forecast valid times (from 5/12Z to 6/12Z). In a military TAF (KBLV),
the group following the ICAO identifier will be the preparation date (time is omitted) and
valid times of the forecast (from 5/06Z to 6/06Z).
¾ Altimeter Setting. Altimeter setting is a 5‐character group after the temperature/dew point.
¾ Starts with “A” and is in hundredths of an inch of mercury (U.S.).
¾ Wind Speed and Direction. Reported wind direction is in magnetic north because runways
and aircraft instruments are oriented toward magnetic north. Winds transmitted long‐line
are reported in knots (kts) and true direction. The wind will be reported as prevailing, gust,
or squall. Prevailing (sustained) is the most common and is the average direction/speed
over the 2 minutes (10 mins OCONUS) immediately preceding the observation. Gusts are a
sudden, brief increase in speed (with a variation of 10 knots or more between peaks and
lulls) during the 10 minutes immediately preceding the observation. A squall is
characterized by a very large variation of wind speed. It is often accompanied by a shower or
thunderstorm. The term “squall’ is used when the speed increases by at least 16 knots and is
sustained at 22 knots or more for at least 1 minute. The first three wind group digits will be
the true (from) direction to the nearest 10 degrees and the next two digits are speed. If
winds are gusting, the next two or three digits immediately following the letter “G” will be
the gust speed or peak wind speed.
¾ Forecast Wind Shear. Wind shear is included if non‐convective low level winds (up to 2,000
feet above ground level (AGL)) will change in speed and/or direction and result in shear.
Wind shear is encoded with the contraction, WS, followed by a 3‐digit height, slant character
“/,” and winds at the height indicated. The remark WSCONDS is used to indicate potential
wind shear when there is not enough information available to reliably predict the exact
height, direction and speed of the wind shear.
¾ Change Groups. The type of change and times expected are encoded with TEMPO, FM and
BECMG. TEMPO 1316 is a “Temporary condition between 13Z and 16Z.” FM is “from” and
indicates a rapid change, and supersedes the previous line conditions. FM 1600 is read
“From 16Z.”
¾ BECMG represents “becoming” or a “gradual change” in the predominant condition by the
end time listed. BECMG 2224 is “Becoming from 22Z to 24Z.” PROB40 (civilian use only)
represents a 40% probability of associated weather conditions occurring. PROB40 0006 2SM
TSRA 0VCOO8CB is read “40% probability between 00Z and 06Z of 800 overcast
cumulonimbus clouds, visibility 2 statute miles in moderate thunderstorms.”
¾ Forecast Visibility. Military and overseas locations forecast visibilities in meters (the group
after the winds). 9999 is the maximum value forecasted and indicates visibility greater than
9000 meters (7 statute miles or greater). Overseas locations may use “CAVOK” (ceiling and
visibility OK). This indicates no significant weather, visibility is 10 km or greater and ceilings
greater than 5,000 ft. Civilian CONUS TAFs use statute miles (SM).
¾ ASOS Designators and Correction Modifiers. AUTO refers to an observation taken from an
unattended Automated Surface Observation System (ASOS). AO1 is an ASOS without a rain
vice snow discriminator. AO2 is an ASOS with a rain vice snow discriminator. COR is an
observation corrected for an error. Disregard the previous transmission.
¾ Wind Variability. Wind variability is reported if the direction varies by 60 degrees and
speeds greater than 6 kts. This group has the direction extremes, separated by “V.”

Icing Codes
¾ Icing Conditions. The icing group is for surface up to 10,000 ft, non‐thunderstorm associated,
and is prefixed with a 6. To decode:
o Look for the icing designator “6” that follows the cloud group (6 2 0 3 0 4).
o The next digit will determine the icing type and intensity (6 2 0 3 0 4).
o Next three digits determine the base of the icing layer in hundreds of feet (6 2 0 3 0 4).
o The next digit determines thickness in thousands of feet (6 2 0 3 0 4), add to base to
determine icing conditions top. Example: Light icing in cloud (RIME), 3,000 ‐ 7,000 ft.
August 2008 ‐ 143 ‐


Turbulence Conditions
¾ The turbulence group is for surface up to 10,000 ft, non‐thunderstorm associated, CAT II
aircraft, and is prefixed with a 5. To decode:
o The turbulence designator “5” that follows the cloud or icing group (5 2 0 0 0 4).
o Next digit determines the intensity (5 2 0 0 0 4).
o Next three digits determine the base limit of the layer in hundreds of feet (5 2 0 0 0 4).
o The last digit will determine the thickness in thousands of feet (5 2 0 0 0 4), add this
value to the base height to determine the top limit of the turbulence conditions. Below,
the turbulence forecast is occasional moderate turbulence in clear air from surface to
4,000 feet.

¾ Significant Meteorological Event (SIGMET). SIGMETs are issued for observed or forecast
non‐thunderstorm related hazards:
o Severe or extreme turbulence and CAT not associated with thunderstorms.
o Severe icing not associated with thunderstorms
o Dust storms, sandstorms or volcanic ash lowering visibilities to less than three miles
o Volcanic eruption
¾ Convective SIGMET. Convective SIGMETs (WST) are issued by time and region, and are
associated with thunderstorms. WSTs are issued hourly as required. They are valid for two
hours or until superseded. Bulletins consist of an observation and/or a forecast. WSTs cover
one of three areas: Eastern (E), Central (C), and Western (W), defined by longitudinal
boundaries of 87 and 107 degrees West. Hourly, an Outlook is issued for each region. The
Outlook is a 2‐6 hour projected thunderstorm activity discussion listed at the end of the WST
and is updated as required.
¾ WSTs are issued for:
o Severe thunderstorm with surface winds greater than or equal to 50 knots
o Hail greater than or equal to3/4 inches in diameter
o Tornados
o Embedded thunderstorms
‐ 144 ‐ August 2008


o A line of thunderstorms
o Thunderstorms greater than or equal to VIP 4 affecting 40% or more of a 3,000 square
mile area
¾ Airmen’s Meteorological Information (AIRMET). AIRMETs amend area forecasts concerning
weather phenomena which are of operational interest and potentially hazardous to aircraft
having limited capability. AIRMETs concern weather of less severity than that covered by
SIGMETs. AIRMETS affect at least a 3,000 square mile area. Large regions mean only a small
part of the area could be affected at any given time. AIRMETs are designated:
o Sierra Bulletin (reserved for IFR and mountain obscuration)
Ceilings less than 1000 feet and /or visibility less than 3 miles affecting over 50%
of the area
Extensive mountain obscuration
o Tango Bulletin (reserved for wind related phenomena)
Moderate turbulence
Sustained surface winds of 30 knots or more
o Zulu Bulletin (reserved for icing and freezing level data)
Moderate icing
Freezing levels

AVIATION WEATHER SERVICES
¾ Automatic Terminal Information Service (ATIS). Most high‐density military and civil airfields
broadcast recorded weather for takeoff, approach, and landing on ATIS. Terminal IAPs,
enroute charts and the Enroute Supplement list radio frequencies.
¾ Pilot‐to‐Metro Service Voice (PMSV). Use PMSV to update latest weather. The FIH has PMSV
facility locations, frequencies, and instructions. CWTs will support all PMSV contacts. CWTs
monitoring common frequencies may respond if an aircrew is not answered by their CWT or
OWS after two calls. OWSs provide support when a CWT is off‐duty or unable to respond.
OWS will support aircrews unable to contact their home station CWT or another OWS. Only
qualified personnel will respond. Trainees may respond with proper supervision. Individuals
not qualified to make forecasts will identify themselves as a weather apprentice, and may
only relay data. If a forecast or forecast interpretation is required and a qualified technician
is unavailable, the apprentice will refer you to the nearest forecasting service facility.
Weather personnel will not vector aircraft.
¾ Flight Service Station (FSS). The FSS functions as a weather service and ATC facility. FSS
facilities are found in the IFR supplement or on navigation charts. The FSS provides
briefings, observations and broadcasts weather. FSS technicians can translate weather codes
and graphics, but can’t make forecasts. At selected locations, Enroute Flight Advisory Service
(EFAS or Flight Watch) is available for non‐routine weather data. FSS provide Standard,
Abbreviated and Outlook Briefings. Standard Briefings are complete and include winds aloft,
departure, enroute, and destination weather. Abbreviated Briefings are updates to a
previous briefing. For an Abbreviated Briefing, be specific about the previous information
received to include the source, date and time group, so the FSS can limit the information to
what you have not received. Outlook Briefings are used for planning when departure is over
six hours away.
¾ FAA Telephone Services. The FAA maintains sources for telephone information:1‐800‐WX‐
BRIEF. Available 24 hours a day by FSS. Local numbers are found in the Airport/Facility
Directory (A/FD) under "FAA and NWS Telephone Numbers." Also check under U.S.
government, Department of Transportation, FAA, or NWS.
¾ Telephone Information Briefing Service (TIBS) provides continuous, updated recordings for
local flights.
¾ Direct User Access System (DUATS) provides data and VFR/IFR file plan capability
¾ VHF Omnidirectional Range (VOR). Certain VORs transmit weather data, PIREPs, and
NOTAMs. Radio code "AB" indicates FAA operated VORs providing continuous recorded
broadcasts. Request weather on VHF frequency 122.1, and FSS personnel will broadcast data
over the VOR.
¾ Non‐Directional Beacon (NDB). NDBs with radio code SABH or HSAW transmit transcribed
continuous data (route forecasts and observations) for selected civilian airports.

August 2008 ‐ 145 ‐

Instrument Flight
‐ 146 ‐ August 2008

August 2008 ‐ 147 ‐


C17 CAT II ILS

(FYI‐ CAT III requires further certification – an instrument approach w/o a DH or a DH below
100’ RA and controlling visual range not less than 700’)

REQUIRED AIRCRAFT EQUIPMENT17A CAT II ILS
¾ Dual Precision Landing System Receivers (PLSR) – P/CP select and monitor different PLSR
¾ Radar Altimeter (PF must function)
¾ Dual independent flight displays (PFD/HUD) – A HUD will be used by PF if available
¾ Flight Director
¾ Two IRUs
¾ Two ADCs
¾ ND MAP or COMPASS
¾ CAT II switch selected
¾ Windshield Wipers (if needed for WX)

AIRCREW RESTRICTIONS
¾ Both pilots must be CAT II qualified/current
¾ AC must have 100 hours in command since AC qualification
¾ The AC will do the CAT II when less than CAT I mins
¾ DH is based upon RA rather than barometric altitude
¾ Do not fly CAT II ILS approaches that have no RA listed as the DH

CAUSES OF A “NO CAT II” MESSAGE
¾ Failure of both radar altimeters
¾ Failure of the PILOT ID side displayed radar altimeter
¾ Either/both of the selected ADC’s fail, or both pilots select the same ADC for display, or
altitude or airspeed displays differ
¾ Either/both of the selected IRU fail, both pilots select the same IRU for display or the
heading, or attitude displays differ
¾ Either/both PLSR’s fail or their angular deviation data differs

RESTRICTIONS
¾ Category II approaches must be performed in the CAT II mode.
¾ Localizer/approach azimuth must be intercepted before glide slope/glide path is captured.
¾ Autopilot should be disengaged at decision height, unless a coupled go‐around is made.
¾ When coupled with autopilot, advise ATC if wx is lower than circling minimums, not later
than FAF (this will allow clearing of ILS critical area)
¾ CAT II approaches will not be continued if weather is reported below CAT II minimums.
¾ The following airfield and aircraft equipment must be operational (AFMAN 11‐217)
• Approach lights ‐ Runway centerline lighting ‐ HIRL or TD zone lights
• Approach end RVR ‐ ILS FAR field monitor ‐ Minimum RVR of 1200
• HAT of 100 feet minimum ‐ Sequence flashers.

PROCEDURES
¾ Normal advisory calls
¾ Select CAT II on AFCS, Localizer then GS
¾ Cross check barometric and radar altimeters
¾ Announce any illumination/message on the WAP or PFD by FAF you must switch from triple
mission to navaid/final guidance
¾ Any failure prior to 300 ft AGL, continue to CAT I approach minimums
¾ Any failure < 300' AGL, execute GA unless visual cues are present.
¾ Tolerances for continuing the approach from 100 feet above DH are:
• Airspeed +/‐ 5 knots
• Loc/GS deviation not to exceed one‐half dot
¾ CONTINUE AT DH ONLY if:
• Runway environment in sight (ALS red terminating lights or further down runway)
• Airspeed +/‐ 5 knots
• Loc/GS deviations not to exceed one‐half dot
• Within & tracking to remain within, the extended lateral confines
• Attitude and airspeed stabilized

NOTES
¾ 10 knot cross‐wind maximum
¾ 15 knot cross‐wind allowable if training & ceiling > 200 & 1/2
¾ Full Instrumentation Requirements
‐ 148 ‐ August 2008


• Without full instrumentation aircraft are limited to a DH or MDA based on HAT of 300
RVR 40 (3/4 mile visibility with no RVR)
¾ Runway environment consists of one or more of the following:
• Approach lighting system: pilot may not descend below 100’ above TDZE unless:
Red termination bars or
Red side row bars also visible
• Threshold, markings or lights
• REIL
• TDZ lights
• Runway or runway markings
• Runway lights
• VASI/PAPI

CATI PAR CATII
Flight Director Flight Director Flight Director
HUD or PFD & ND* HUD or PFD & ND* HUD or PFD & ND*
No shared IRU/ADC No shared IRU/ADC No shared IRU/ADC
No "No CAT II" warning at each
station HUD at PF position
*at each station

Circling
o offset is 1.5 NM
o set downwind heading on AFCS
o turn 45 degrees from runway after 15‐20 sec (based on GS)
o OR 30 degrees for 4X 10% of GS in sec
o CAT D – 2.3 NM, CAT E ‐4.5 NM
o Set‐up FAF for 400’ AGL for 1.3/450’ for 1.5 nm FAF

MLS – microwave landing system
o ILS GS equals MLS elevation station , localizer equals azimuth station, DME is more precise
than ILS DME
o w/in 7 miles, 100’ accuracy
o modes – computed (extended centerline guidance), automatic (GS & asmuth given to MLS
receiver), manual (can change azm/GS)
o Standard offset – not aligned, Computed (corrects offset error), Noncomputed – fly just as
VOR/TAC

Instrument Procedure Notes (1)
AP/AT should be disengaged no lower than DH/MDA when a normal landing will be made
“Localizer/Glideslope Active” is the correct terminology on instrument approaches

Localizer Back Course Approach Procedures
The lateral deviation indicator has reverse course sensing when on a localizer back course
approach. Therefore, the flight director is not usable. When flying a localizer back course
approach:
1. Select Nav Display, Map or Compass format, with CDI selected.
2. Select the localizer front course on the CNC to make the CDI directional.
3. Fly the localizer back course by reference to the NAV display CDI. Do not engage the flight
director. Disregard the lateral deviation indicator at the bottom of the PFD and NAV display, if
Map format is selected. Localizer sensitivity is increased compared to front course localizer
approaches (i.e. greater deflection does not necessarily mean significantly off course)

NDB Approach
Normally flown with autopilot/throttles and the use of the AFCS heading SEL knob. Selecting
NDB displays from the MCK and/or selecting approach WWNDB overlays will aid in situational
awareness.

AFMAN 11217, Vol 1 Instrument Flight Rules

Chapter 1 Basic Instrument FlyingFixed Wing
¾ Control instruments ‐ EADI, N1 and N2
¾ Performance instruments ‐ Altimeter, airspeed indicator, VVI, heading indicator, AOA
indicator
o HUD is not certified to be solely used for instrument flight
August 2008 ‐ 149 ‐


¾ Basic steps of the control and performance concept ‐ Establish an attitude or power setting
on control instruments, Trim until control pressures are neutralized, Crosscheck the
performance instruments to determine deviations from expectations and Adjust the attitude
or power setting on control instruments as necessary.
¾ Primary flight instrumentation must always be present and provide‐ Full time attitude,
altitude and airspeed information; an immediately discernible attitude recognition
capability; an unusual attitude recovery capability; and complete fault indications.
¾ Flight instrumentation be standardized so that standards should be set in terminology,
symbology, mechanization, and arrangement.

Chapter 2 Instrument Flight Maneuvers Fixed Wing
¾ For an instrument takeoff, it is a good operating practice to have the appropriate instrument
approach procedure charts available in the event an instrument approach is necessary
immediately after takeoff. Review of the approach for an emergency return ‐ frequencies,
final approach course, decision height (DH) or minimum descent altitude (MDA), and
minimum safe, sector, or emergency safe altitudes. Brief all crewmembers on specific duties
during an emergency return.
¾ Heading correction – a 2 to 5 degree heading change may be accomplished by using the
rudder
¾ Good lead point for a level off ‐ At least 1000 feet below or above desired altitude, reduce the
pitch attitude to obtain maximum 1000 to 2000 fpm rate of climb or descent. A pitch change
of one‐half will normally provide a more controllable VVI at the lead point for a level off &
10% of the VVI in feet is a good estimate for the level off lead point.
¾ Bank correction – As a guide for turns of 30° or less, the bank angle should approximate the
number of degrees to be turned. For turns of more than 30°, use a bank angle of 30°.
¾ Four types of vertical S ‐ A: constant heading, B: constant angle of bank and turn direction, C:
reverse turn direction at the beginning of each descent, D: reverse turn direction with each
change of vertical direction

Chapter 5 Navigation Instruments
¾ Aircraft heading has no effect on the TO‐FROM indicator on a VOR or TACAN
¾ Most course indicators are adjusted so a fully displaced CDI indicates being off course more
than 10 so each dot on course deviation scale represents 5 degrees
¾ Typical width of a localizer signal is 5 to 6 degrees; typical width of the glide slope is 1.4
degrees, also typically 90 Hz on left of final course, 150 Hz on right
¾ The marker beacon light and aural tone indicate proximity to a 75‐MHz marker beacon
transmitter
¾ Although course selected has no effect on CDI, always set the published inbound FRONT
COURSE of the ILS in the course selector window. This will ensure the heading pointer is
directional in relation to CDI displacement.
¾ Marker beacon light function is independent of ILS/VOR/TACAN signals
¾ The CDI displays aircraft course deviation relative to the course selected.

Chapter 6 Navigation Aids (NAVAIDs)
¾ VORs without voice capability are indicated on enroute and sectional charts by underlining
the VOR frequency or by the designation “VORW” in the IFR Supplement
¾ Typical accuracy of course alignment of the VOR is generally plus or minus 1 degree, but no
more than 2.5 degrees. VORs operate within the 108.0 to 117.95 MHz.
¾ TACAN – channels 1 thru 126 on both X & Y suffixes for 252 total
¾ VORs can be identified by its Morse code identification or by recorded automatic voice
identification. If maintenance then the signal is removed or the facility may radiate a T‐E‐S‐T
code.
¾ DME information reliable up to 199 NM at line‐of‐sight altitude with an accuracy of better
than ½ mile or 3 percent of the distance, whichever is greater. Distance is slant range. Coded
identification is repeated every 30 seconds.
¾ A localizer signal is usable and accurate up to 18 NM from the localizer antenna unless
otherwise stated on IAP and the glide slope is usable up to 10 NM from the glide slope
antenna (located near the approach end of the runway) unless otherwise stated on the IAP.
108.10 MHz to 111.95 MHz.
¾ You should disregard all glide slope signal indications when flying a localizer back course
approach unless a glide slope is specified on the instrument approach procedure.

‐ 150 ‐ August 2008


¾ MLS (microwave landing system) ‐ The MLS provides precision navigation guidance for
exact aircraft alignment and descent during an approach to a selected runway. It integrates
azimuth (AZ), elevation angle (EL), and range (DME) information to provide precise aircraft
positioning. The components of an MLS are similar to an ILS. Instead of a glide slope antenna,
the MLS has an elevation station, and instead of a localizer antenna, it has an azimuth station.
The MLS also has a precision DME (DME/P) transmitter. The DME/P signal is more accurate
than traditional DME. Elevation ‐ From the horizon (0°) up to an angle of 15° and up to at
least 20,000 feet. Range ‐ To a distance of at least 20 NM (MMLS range is at least 15 NM).
¾ Localizer Type Directional Aid (LDA). The LDA is of comparable utility and accuracy to a
localizer but is not always aligned with the centerline of the runway. TERPS requires the
Localizer (LOC) signal alignment within 3° of the runway alignment. If the alignment exceeds
3°, the LOC will be identified as an LDA. The signal accuracy of the LDA is the same as a LOC,
however the LDA course alignment will be greater than 3°, not to exceed 30°. Circling
minima are published where this alignment exceeds straight‐in criteria. The LDA is usually
considered a non‐precision approach; however, in some installations with a glide slope, a
decision height will be published.
¾ Simplified Directional Facility (SDF) provides a final approach course that is similar to that
of the ILS localizer and LDA. However, the SDF may have a wider course width of 6° or 12°. It
does not provide glide slope information.
¾ Two levels of accuracy available with the GPS are coarse acquisition (C/A) data ‐ provide
position accurate to within 100 meters and can be received by anyone with a GPS receiver
and precision (P) data ‐ received only by authorized users in possession of proper codes and
is accurate to within 16 meters.

Chapter 7 Navigation Techniques Procedures
¾ For aircraft with the capability to translate Morse code station identification into an
alphanumeric visual display, it is acceptable to use the visual display as the sole means of
identifying the station identification provided the alphanumeric visual display must always
be in view of the pilot; and loss of the Morse code station identification will cause the
alphanumeric visual display to immediately disappear, or a warning to be displayed.
¾ A pilot is expected to fly a ground track corrected for known wind conditions. Wind
corrections should not be applied to radar vectors.
¾ A TACAN transmits the aural three‐letter MORSE code identifier approximately every 35
seconds.
¾ Voice communication is possible on VOR, ILS and ADF
¾ The first letter of the identifier is always "I" to denote the facility as an ILS
¾ The steps for homing to a station are T.I.M, then turn aircraft in shorter direction to place
the head of the bearing pointer under the top index of HSI. Adjust aircraft heading as
necessary to keep bearing pointer under the top index. Since homing does not incorporate
wind drift correction, in a crosswind the aircraft follows a curved path to the station. Only
use when maintaining a course is not required.
¾ The steps for proceeding direct to a station are T.I.M. Then turn the aircraft in shorter
direction to place head of bearing pointer under top index. Center the CDI with a TO
indication (does not apply to RMI only). Correct for winds to maintain the selected course to
the station.
¾ For course intercepts, the angle of intercept should not exceed 90 degrees
¾ Pilots should attempt to fly as close to course centerline as possible because TERPs design
criteria will provide maximum obstacle clearance protection when the course centerline is
maintained.
August 2008 ‐ 151 ‐


¾ In order to accomplish a course intercept inbound CB + 30 ≤ 90 degrees, T.I.M., Set inbound
course in CDI and turn to an intercept heading. Once on course maintain it by correcting for
wind drift.
¾ In order to accomplish an outbound course intercept immediately after station passage TC +
degrees off course (≤ 45 degrees), T.I.M., Set outbound course in CDI and turn to an intercept
heading. Once on course maintain it by correcting for wind drift.
¾ In order to accomplish an outbound course intercept away from a station, TC + 45 ≤ 90
degrees, T.I.M., Set outbound course in CDI and turn to an intercept heading. Once on course
maintain it by correcting for wind drift.
¾ Station passage is VOR: when the TO‐FROM indicator makes the first positive change to
FROM, TACAN: when the range indicator stops decreasing, ADF: when bearing pointer
passes 90 degrees to inbound course. If established in NDB holding pattern, subsequent
station passage may be determined by using the first definite move by bearing pointer
through 45‐degree index on RMI.
¾ You should conduct a groundspeed check by time the range indicator for 36 seconds and
multiply distance traveled by 100. As a guide, groundspeed checks should be performed only
when aircraft slant range distance is more than the aircraft altitude divided by 1000. Checks
made below 5000 feet are accurate at any distance.
¾ To intercept and maintain an arc ‐ use a lead point: usually 1% groundspeed is a good
estimate of turn radius, then maintain by displacing bearing pointer 5‐10 degrees above 90
degree index and maintain heading until bearing pointer falls 5‐10 degrees below index.
Then repeat. This is one technique.
¾ To intercept a radial from an arc, determine a lead point. Usually divide 60 by DME of the arc
to get radials per mile based on the 60 to 1 rule. Multiply this by the turn radius discussed
above (i.e. 1% of groundspeed or NM/minute minus 2).
¾ To correct for ½ mile inside/outside the arc displace bearing pointer 5 degrees for each ½
mile inside the arc and 10 degrees for each ½ mile outside the arc
¾ Fix to fix ‐ T.I.M. and set desired radial in the course selector window, turn to a heading
approximately halfway between the head of the bearing pointer and radial on which the
desired fix is located, favor bearing pointer if going to smaller DME and the radial if going to
a larger DME, visualize position, correct for drift and update (1/2 way, 2/3 way, Rule of 5’s,
etc.)
¾ Required Navigation Performance Type (RNP Type). A value stating the actual position of
the aircraft for at least 95 percent of the total flying time from the intended position of that
aircraft. The value is a must remain within value and is typically expressed as a distance in
(longitudinal and lateral) nautical miles (e.g., RNP‐5 airspace requires an aircraft to be
within 5 miles of its intended position 95 percent of the time). In addition to accuracy, many
RNP applications also impose additional functional requirements. RNAV in the terminal area
consists of both approach and departure procedures.
¾ A paper copy of the applicable instrument procedure (IAP, SID, STAR) must always be
available and crosschecked in the terminal environment.
¾ For overlay approaches, variation between charted final approach course in the IAP and the
final approach course computed by the aircraft should be no more than 5 degrees.

Chapter 8 Planning an Instrument Flight
¾ Altimeter checkpoints are required at all USAF bases if the takeoff end of the runway varies
more than 25 feet from the official field elevation. The tolerance for the altimeter from a
known checkpoint is 75 feet
¾ Cold weather altimeter correction procedures are located in the Flight Information
Handbook (FIH) If less than 0 C then add to MDA/DH and step‐down fixes inside FAF. If in
Mountainous area and less than 0 C, then add correction to ALL altitudes. If colder than ‐30
C then add correction to ALL altitudes or altimeter reporting source is 3000’ or more below
HAT/HAA or procedure turn altitude
¾ If altimeter is greater than 31.00, the correction factor will be subtracted from all approach
altitudes, if less than 28.10 then the factor will be added to the approach altitudes. (take
difference between reported altimeter and 31.00/28.10 and multiply by 1000 then add or
subtract)
¾ Aircrews should check D‐NOTAMs: information about individual aerodromes (runway
closures, NAVAID outages, frequency changes, etc.), L‐NOTAMs: doesn’t require wide
dissemination and will not prevent use of airfield’s runways. Call local FSS governing the
field to get these., GPS NOTAMs, Military Summary Reports, Attention Notices: general
notices applying to military pilots., Notices to Airman Publication (NTAP), [Part 1 contains
FDC NOTAMs and D NOTAMs, Part 2 contains revisions to Minimum En Route IFR altitudes
and changeover points, Part 3 contains significant international NOTAMs like Foreign
Notices, Department of State Advisories, and Overland/Oceanic Airspace Notices, Part 4
contains graphical notices of items that impact flight operations in many areas.], FDC:
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regulatory in nature [General FDC NOTAMs: apply to all aircraft (changes to FLIP, special
FAA regulations, etc.), ARTCC FDC NOTAMs: apply to aircraft flying through specified
airspace, Airports, Facilities and Procedural FDC NOTAMs].
¾ One can also find the above NOTAMS through a D NOTAM: FSS briefer, L NOTAM: Servicing
FSS or directly from the airfield, FDC NOTAMs: FSS maintain the ones affecting conditions
within 400 miles of their facility., NTAP: must be requested
¾ NOTAMs must be rechecked prior to all flights to ensure you have the latest information.
¾ Pilots are expected to lead the turn on the VOR and L/MF airway system (i.e. from 1200 feet
‐ 17,999 feet MSL) unless otherwise authorized by ATC due to the requirement to adhere to
centerline of airways or routes being flown
¾ Restrictions for filing NAVAID to NAVAID ‐ aircraft may file along a direct course between
NAVAIDs as long as the aircraft does not exceed the limitations of the NAVAIDs being used to
define the course 1)L class VORTAC: usable below 18,000 feet MSL and within 40 NM of
station, 2)D class VORTAC: below 18,000 feet MSL‐ 40 NM; 14,500 to 17,999 feet MSL‐100
NM; 18,000 to FL450‐ 130 NM; Above FL450‐ 100 NM, 3)T class VORTAC: up to 12,000 feet
MSL‐ 25 NM
¾ Expectations during emergency situations: VMC: get to VFR altitude and continue VFR to
airfield, IMC: AVE‐F/MEA (assigned‐vectored‐expected‐filed/minimum/expected/assigned)
¾ Aircraft approach category is based on 1.3 times the stalling speed in the landing
configuration at maximum certificated gross landing weight. An aircraft can fly an IAP only
for its own category or higher, unless otherwise authorized by AF Instruction or MAJCOM
directives. If it is necessary to maneuver at speeds in excess of the upper limit of a speed
range for a category, the minimums for the next higher category should be used. What are
the categories for instrument approaches?
o Category A: Speeds less than 91 knots
o Category B: Speeds 91 knots to 120 knots
o Category C: Speeds 121 knots to 140 knots
o Category D: Speeds 141 knots to 165 knots
o Category E: Speeds 166 knots and greater
¾ The title of an Instrument Approach plate tells the pilot the type of equipment which provide
final approach guidance and the runway to which the final approach courses are aligned. A
slash indicates that more than one type of equipment may be required to execute the final
approach. For example, NDB‐A signifies a circling approach. Where more than one approach
using the same final approach guidance is developed to the same runway, each
runway/navigational aid combination will be identified with an alphabetical suffix beginning
at the end of the alphabet; e.g. ILS Z RWY 28L (first procedure), ILS Y RWY 28L (second
procedure), ILS X RWY 28L (third procedure), etc. Suffixes will be used in reverse
alphabetical order, beginning with “Z.”
¾ MSA (minimum sector altitude) provides 1000 feet within 25 NM of the facility.
¾ ESA (emergency safe altitude provides 1000 feet (2000 feet in designated mountainous
areas) within 100 NM of the facility. Minimum safe altitudes do not guarantee NAVAID
reception
¾ If more than one ring on a IAP then only the inner ring gives a scale representation
¾ The maximum initial descent gradient for low altitude approach is 500 feet/nm & a high
altitude approach 1000 feet/NM
¾ There may be situations when you are required to fly a circling approach which does not
have a ceiling requirement published. In this case, the required ceiling will be the HAA plus
100 feet rounded up to the next one hundred foot value. For example, if the HAA is 757 feet,
add 100 feet to get 857 feet and then round up to the nearest one hundred foot value, which
would be 900 feet. Your ceiling for the approach must be at or above 900 feet.
¾ If the approaching lighting is inoperative then visibility minimums will normally be ½ mile
higher
¾ Field elevation is the highest point on any usable landing surface
¾ The touchdown zone elevation (TDZE) is the highest point in the first 3000 feet of the
landing runway
¾ A straight in approach may bring aircraft to runway as much as 30 degrees off runway
centerline and the descent gradient will not exceed 400 feet/NM from FAF to runway
threshold
¾ The VDP is normally computed the approach with lowest MDA on the IAP – VDPs are not
mandatory
¾ A NA tells pilots that the airfield cannot be used as an alternate because of a lack of either
weather reporting facilities and/or the capability to monitor the NAVAID
¾ Two types of waypoints appear in RNAV procedures – “fly‐over” and “fly‐by” waypoints.
“Fly‐by” waypoints will be depicted using the standard WP symbol. Turn anticipation is
allowed for fly‐by waypoints. Fly‐over waypoints are indicated by the standard waypoint
symbol enclosed in a circle. For a fly‐over WP, turn anticipation is not allowed. No turn may
be accomplished until the aircraft passes over the waypoint.
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¾ On lineup the aircraft’s primary heading indicator should within 5 degrees of runway
heading
¾ During a ground checkpoint the DME and VOR are supposed to be DME: within ½ mile or 3%
of the distance, whichever is greater, VOR: within 4 degrees of receiver and each other
¾ If there is a requirement to execute an approach procedure with an incomplete missed
approach, alternate missed approach instructions must be coordinated with ATC before IAF
¾ Instrument approaches to uncontrolled airports are authorized for USAF aircrews unless
otherwise restricted by MAJCOM.

Chapter 9 IFR DEPARTURE PROCEDURES
¾ Whenever an instrument approach is built, the airport is also evaluated for instrument
departures. TERPs checks for looks for obstacles along a 40:1 slope from the departure end
of the runway. The 40:1 is equivalent to a 2.5 gradient or 152’/NM. TERPs also require 48
feet per NM of required obstacle clearance (ROC). When you add 152’/NM to 48’/NM, you
get 200’/NM which is equivalent to 3.3% gradient.
¾ All USAF aircraft are required to meet or exceed a 200’/NM gradient on all IFR departures
¾ U.S. TERPs criteria allow the TERPs specialist to raise the Obstacle Identification Surface
(OIS) to 35 feet above the departure end of the runway (DER). There is no way to know if the
specialist raised the OIS or not; therefore you must always plan for the worst case and cross
the departure end of the runway at 35 feet or higher. This should also be followed overseas.
¾ If the USAF and USN have raised the OIS from 0 to 35 feet, it will be printed on the procedure

¾ If no obstacles penetrate the 40:1 obstacle identification surface (OIS), then 200’/nm is the
minimum climb gradient to ensure proper obstacle clearance. If an obstacle penetrates the
40:1 OIS then a TERPs specialist must provide notification to the pilot as well as establish a
method to avoid the obstacles (via Trouble T’s). In some cases, IFR departures are not
authorized from specific runways.
¾ USAF aircrews are not allowed to use raw obstacle data to construct their own departure
procedures. Aircrews shall not use the “prominent obstacles” depicted on a Standard
Instrument Departure (SID) to recompute the required climb gradient.
¾ A Trouble T indicates nonstandard weather minimums and/or departure procedures
(including minimum climb gradients) The “Trouble T” Symbol identifies civil airports with
other than standard IFR takeoff minimums. Look in the front of the approach book in the
section titled “IFR Takeoff Minimums & Departure Procedures”. Although the civil takeoff
WX mins do NOT apply to military aircraft, military pilots MUST abide by IFR departure
procedures AND minimum climbout gradients. Also, even though the WX mins do not apply
to us, they can provide valuable info regarding obstructions in the takeoff area.
¾ For IFR departures ‐ Delay all turns until at least 400 feet above the airport elevation unless
an early turn is specifically required by the departure procedure. Climb at a minimum of
200’/NM unless a higher gradient is published. Air Force aircraft must always meet or
exceed the published climb gradient for the runway used.
¾ USAF aircraft can not use FAA Takeoff Weather Minimums; minimum weather for takeoff is
determined by AFI 11‐202V3 as supplemented by MAJCOM or MDS flight directives.
¾ IFR Departures ‐ Diverse Departures, Standard Instrument Departures (SIDs), Specific ATC
Departure Instructions, MAJCOM procedures, Visual climb over airport (VCOA), Obstacle
departure procedure (ODP)
¾ If unable to depart IFR using any of the above listed methods, a VFR climb to the IFR MEA or
a VFR departure are authorized IAW AFI 11‐202 Volume 3 General Flight Rules if allowed by
‐ 154 ‐ August 2008


your MAJCOM. A VFR climb to the IFR MEA or a VFR departure are to be used only as a last
resort when the mission priority justifies the increased risk
¾ Nonstandard weather minimums and minimum climb gradients also apply to SIDs/DPs and
radar vector departures unless different minimums are specified by the SID
¾ Four common methods to avoid obstacles when designing an IFR Departure Procedure (DP)
for Trouble T are Non standard takeoff weather minimums, Climb gradients, Specific routing,
Combination of above methods
¾ Can USAF aircraft use a departure procedure that requires the use of nonstandard weather
minimums? Climb gradient? NO: this requires us to “see and avoid” obstacles. Also USAF
aircraft are not authorized to create their own “see and avoid” weather minimums in lieu of
meeting the required minimum climb gradient. Look for an asterisk next to nonstandard
weather minimums which requires “Or standard with minimum climb gradient of…”
Substitute your MAJCOM directed takeoff weather minimums where you see the word
“standard”. USAF AIRCRAFT MUST ALWAYS MEET OR EXEED THE PUBLISHED CLIMB
GRADIENT FOR THE RUNWAY USED.
¾ USAF aircraft may only use non‐standard weather minimums for takeoff if aircraft
performance with one engine inoperative will allow the aircraft to be at the non‐standard
ceiling requirement by the end of the runway and comply with published climb gradient
requirements thereafter. USAF aircraft are not authorized to create their own “see‐and‐
avoid” weather minimums in lieu of meeting the required minimum climb gradient.
¾ For obstacles close to the runway that would cause a very large climb gradient (i.e. trees,
buildings) a TERPs specialist might create an IFR Departure Procedure to avoid them ‐ If the
obstacles are greater than 200’, YES there will be procedures to avoid them. If the obstacles
are 200’ or less, the TERPs specialist will publish a NOTE informing you of the height and
location of the obstacles. In addition to the published climb gradient, you must also ensure
you can clear any obstacles published in this type of NOTE.
¾ TERPS does not allow a climb gradient in excess of 500 ft/nm without a waiver. Normally,
waivers will be granted for climb gradients up to 750 ft/nm. Use caution when assigned a
heading on departure. Issuance of a heading for departure is not a radar vector. A radar
vector is only issued when you are in radar contact at or above the minimum vectoring
altitude (MVA) or are in a Diverse Vector Area (DVA).
¾ In order to use or fly a SID, the pilot must possess at least a textual description of the SID
procedure.
¾ Generally speaking, military SIDs provides you with more information. For example:
“Prominent” obstacles (not all obstacles) are charted. They might create a hazard if
departure procedures are not executed precisely and are shown in their exact geographic
position. Also, distances to the controlling obstacle(s), upon which the minimum climb
gradient is predicated, shall be depicted. ATC climb gradients are shown. These are for
crossing restrictions or other airspace considerations. Obstacle climb gradients are depicted
and will ensure proper obstacle clearance. On the other hand, here are characteristics of
“civil” SIDs: No obstacles are identified or depicted, ATC climb gradients are not shown even
though crossing restrictions on the SID. You have to compute your own gradients. Obstacle
climb gradients are depicted either on the SID or in the IFR departure procedure.
¾ An asterisk generally denotes a minimum climb gradient (*) and a “dagger” (†) symbol
generally denotes an ATC climb gradient.
¾ If a climb gradient is given both in the SID and IFR Departure Procedures, the climb gradient
published on the SID itself takes precedence over the climb gradient in the IFR Departure
Procedure.
¾ If there is a IFR Departure Procedure with a climb gradient but no climb gradient given in
the SID then you must comply with the gradient published with the IFR departure
procedures for that runway.
¾ Since “military SIDs” depict information about the “controlling obstacle”, can you may not
use this information to create your own departure. Not all obstacles are depicted so creating
a new climb gradient or departure might expose you to these. USAF Aircraft must meet or
exceed the published climb gradient‐ not the one that you have calculated.
¾ Climb Gradient Tables show the requirements in fpm. In order to convert fpm to feet per
nautical mile ‐ the number that appears in the “60 knot” block closely approximates the
required gradient in feet per nautical mile. If there is no “60” block, just divide the “120”
block by two or the “180” block by three.
¾ If ATC wants you to fly a SID, it will normally be included in your clearance. Controllers may
omit the departure control frequency if a SID has or will be assigned and the departure
control frequency is published on the SID.
¾ If the altitude to maintain in changed or restated, whether prior to departure or while
airborne, and, previously issued altitude restrictions are omitted, are those altitude
restrictions (including SID/DP/STAR altitude restrictions) cancelled? YES. ATC will restate
previously issued altitude restrictions if he wants you to still comply with them. CAUTION:
Although you may be able to disregard ATC altitude restrictions after receiving an amended
August 2008 ‐ 155 ‐


clearance, some altitude restrictions are depicted due to terrain and/or obstacles.
Obviously, these types of restrictions can never be disregarded. If there is any question
about your new clearance and/or altitude restrictions, query the controller.
¾ If you are radar vectored or cleared off an assigned SID ‐ You may consider the SID cancelled
unless the controller adds, “Expect to resume SID.” If ATC reinstates the SID and wishes any
restrictions associated with the SID to still apply, the controller will state “Comply with
restrictions.”
¾ “Radar contact” means the controller sees your aircraft’s radar return on his scope and has
positively identified you. AIM says “Terrain/obstacle clearance is not provided by ATC until
the controller begins to provide navigational guidance in the form of radar vectors.”
¾ When you are on radar vectors, ATC shares responsibility with the pilot for your
terrain/obstruction clearance. The pilot is always ultimately responsible for terrain/obstacle
clearance; be careful who you trust to help you with that responsibility.
¾ “When cleared to "fly or maintain runway heading," pilots are expected to fly or maintain the
heading that corresponds with the extended centerline of the departure runway. Drift
correction shall not be applied;
¾ A diverse departure ‐ fly runway heading until 400 feet above field elevation before
executing any turns while maintaining minimum climb gradient of 200’/NM (unless higher
gradient published) until reaching minimum IFR altitude. Check for…1. Airport has at least
one instrument approach procedure. 2. No published IFR departure procedures or Trouble T
(since no penetration of 40:1 OIS) 3. Check NOTAMs to ensure the airfield prohibits a diverse
departure. 4. Check on this one…not produced by USN or USMC because they do not consider
diverse departures. 5. Do a common sense check for terrain and obstacles.
¾ Will ATC specifically clear you for a diverse departure? IFR Departure Procedure (Trouble
T)? No, if you are “cleared as filed” and ATC does not issue you further instructions (by radar
vectors or SID/DP), then ATC expects you to execute a diverse departure. If a diverse
departure is not authorized for your runway, you must coordinate another runway or
departure method with ATC to depart the airport under IFR. In most situations, ATC will not
specifically clear you for IFR Departure Procedures. If you are “cleared as filed” and ATC
does not issue you further instructions (radar vectors or assigned SID/DP), then you are
expected to fly the published instrument departure procedure for the runway used.
¾ VCOAs are developed only when the obstacle(s) are more than 3 sm from the DER and
require more than a 200 ft/nm climb gradient. The standard airspeed for development of a
VCOA is 250 KIAS unless otherwise annotated on the procedure. Designed bank angle is 23°.
30° of bank is recommended when flying the VCOA.
¾ The radius of the visual climb area evaluated for obstacles is called the visual climb area
(VCA). Use Table 9.2 below to determine the radius of the VCA based on the “climb to”
altitude specified in the procedure. For altitudes between those listed, use the next lower
altitude. For example, if the “climb to” altitude is 4500, use the 2000’ column.

¾ A VCOA will have weather minimums associated with it. These are the minimum
requirements to execute the procedure. In the IAP, these minimums will be annotated as
“takeoff minimums”. Do not confuse these with non‐standard takeoff weather discussed
elsewhere in this chapter. VCOA weather minimums do apply to USAF aircrews.
¾ The following methods are authorized for computing engine‐out climb performance on
departure. Methods may not be combined. These are in priority order.
o Meet or exceed the published climb gradient, or 200 ft/nm (whichever is higher) for the
selected departure, with one‐engine inoperative, or;
o Special Departure Procedure (SDP) (if available), or;
o Vertically clear all obstacles along the planned departure path with one engine
inoperative, or;
o Use “Limiting Takeoff Runway Available (TORA) to Reduce Climb Gradient” procedure
in TERPS (MAJCOM TERPS only), or;
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o Depart VFR or climb in VFR to an IFR MEA IAW AFI 11‐202 Volume 3, General Flight
Rules, and paragraph 9.13 (not applicable to planned VFR training or operational flights
where the majority of the flight is to be conducted under VFR).
¾ For military derivative aircraft, SDP obstacle clearance provided with one engine
inoperative will normally be 0 feet.
¾ USAF crews are allowed to use procedures developed using a limiting TORA provided they
were developed by their MAJCOM TERPS specialist(s) or are published in FLIP.
¾ The term “Specific ATC Departure Instructions” means ‐ usually refers to radar vectors even
if they do not meet the strict definition of a “radar vector.” For example, tower may issue the
following clearance: “Rake 10, on departure, turn right heading 360, climb and maintain
5000 feet.” In this case, technically, this instruction is not a “radar vector” because it is not
“navigational guidance based on the use of radar.” Even so, if you are operating in a radar
environment, you are expected to associate departure headings with radar vectors to your
planned route of flight.
¾ When you are cleared for departure without any specific ATC departure instructions ‐ unless
cleared otherwise by ATC (via a SID or radar vector, for example), you must fly the IFR
departure procedures established for the runway you select. If there is none and the airport
meets diverse departure criteria, you may depart using a diverse departure.

Chapter 10 Holding
¾ Standard holding pattern ‐ right turns and no‐wing length of the inbound legs of the holding
pattern is 1 minute when holding at or below 14,000 feet MSL and 1 ½ minutes when
holding above 14,000 feet MSL (unless DME defines length of outbound leg.)
¾ An aircraft that is TACAN‐only equipped can not hold directly over a TACAN or VORTAC
facility or plan to use these facilities as high altitude IAFs (AFJMAN 11‐226)
¾ ATC should issue holding instructions at least 5 minutes before reaching a clearance limit fix.
Within 3 minutes from a clearance limit when a clearance beyond the fix has not been
received, a pilot should start a speed reduction so that the aircraft will cross the fix at or
below the maximum holding airspeed. If holding instructions have not been received upon
arrival at the fix, hold in accordance with procedures in FLIP. For two‐way radio failure
holding procedures, refer to the Flight Information Handbook.
¾ Maximum holding airspeeds as defined by TERPs:

¾ NOTE: At USAF airfields, the maximum holding airspeed is 310 KIAS unless otherwise noted.
At USN airfields, the maximum holding airspeed is 230 KIAS unless otherwise noted.
¾ You are considered established in holding pattern upon initial passage of the holding fix.
¾ Upon completion of the first outbound leg of a holding pattern, you should intercept the
holding course to the fix or proceed direct to the station
¾ If the holding course is NOT within 70 degree of the aircraft heading (using the “70 Degree
Method”), you should Turn outbound in the shorter direction to parallel the holding course.
If the holding course is within 70 degrees of aircraft heading turn outbound on the holding
side to parallel the holding course.
¾ The maximum teardrop displacement for a holding pattern is 45 degrees. As a guide,
consider yourself conveniently aligned when your aircraft heading is within 45° of the
selected teardrop course.
¾ During a teardrop, if course guidance is available, attempt to intercept the selected teardrop
course outbound.
August 2008 ‐ 157 ‐


¾ Techniques for determining wind drift corrections ‐
o Divide crosswind component by mach times 10. For example: 50 knot crosswind and
300 KTAS (0.5M)=10 degrees of drift correction
o Divide crosswind component by aircraft speed in NM/minute. Example: 50 knot
crosswind and 180 KTAS (3NM/minute)=10 degree drift correction.
o Compensate for the wind effect primarily by drift correction on inbound and outbound
legs. When outbound, triple the inbound drift correction; e.g., if correcting left by 8
degrees when inbound, correct right by 24 degrees when outbound.
¾ If you are established in a holding pattern that has a published minimum holding altitude
and are assigned an altitude above that published altitude, when may you descend to the
published minimum holding altitude?
o You may descend at EFC if you go NORDO
o You may descend when you have been cleared for the approach (unless specifically
restricted by ATC.)
o For those holding patterns where there is no published minimum altitude at the IAF
and no depicted holding altitude, the minimum holding altitude is the same as the
minimum altitude at the FAF (or next segment). In this case, upon receiving an
approach clearance, maintain the last assigned altitude until established on a segment
of the approach procedure being flown.

Chapter 11 Arrival
¾ If you have started an en route descent, ATC will not terminate the en route descent without
your consent unless in an emergency
¾ If at anytime you are unable to descend at a rate of at least 500 fpm, advise ATC. Advise ATC
if it is necessary to level off at an intermediate altitude during descent. An exception to this is
when leveling off at 10,000 feet MSL on descent, or 2,500 feet above airport elevation (prior
to entering a Class B, Class C, or Class D surface area) when required for speed reduction.
¾ If you experience lost communication during an en route descent, you are cleared to fly any
published approach. That is why you select a backup approach compatible with existing
weather and aircraft equipment if in an en route descent to radar final.
¾ FAA controllers are not required to response to clearance read backs however if your read
back is incorrect, distorted or incomplete, the controller is obligated to make corrections.
¾ Before starting descent, you should review IAP for type of final planned, recheck weather (if
appropriate), check heading and attitude systems, and coordinate lost communication
procedures (if required).
¾ The maximum airspeed below 10,000 feet MSL is 250 KIAS per AFI 11‐202V3
¾ Once you are cleared for an approach, maintain the last assigned altitude and heading until
you are established on a segment of a published route or IAP.
¾ The ICAO defines “established on course” as being within half full‐scale deflection for an ILS
or VOR/TACAN/RNAV/GPS procedure and within ± 5° of the required bearing for the NDB.
The FAA does not define “established on course,” however in the interest of consistency, the
USAF has adopted the ICAO standard as a procedure.
¾ If you are established in holding and cleared for the approach, you should complete the
holding pattern to the IAF unless an early turn is approved by ATC.
¾ If cleared for an approach while en route to holding fix that is not collocated with the IAF,
proceed to the IAF via the holding fix, unless specifically cleared to proceed direct to the IAF.
However, if the IAF is located along the route of flight to the holding fix, begin the approach
at the IAF.
¾ When ATC issues an approach clearance, proceed to the IAF then turn immediately in the
shortest direction to intercept the approach course. Clearance for the approach does not
‐ 158 ‐ August 2008


include clearance to use holding airspace. If your heading to the IAF is within 90° of the
approach course, you may use normal lead points to intercept the course. If your heading is
not within 90° of the approach course and you desire to maneuver the aircraft into a more
favorable alignment prior to starting the approach, obtain clearance from ATC.
¾ The altitudes published on terminal routing provide minimum altitudes and provide the
same protection as an airway minimum en route altitude (MEA)
¾ When the reported ceiling is at least 500 feet above the minimum vectoring altitude and the
visibility is at least 3 miles, aircraft will be vectored to intercept the final approach course to:
At least 1 mile from the FAF at a maximum intercept angle of 20 degrees, at least 3 miles
from the FAF at a maximum intercept angle of 30 degrees, at all other times, aircraft will be
vectored to intercept final approach course at least 3 miles from FAF at a maximum intercept
angle of 30 degrees
¾ While on vectors, you should repeat to ATC headings, altitudes (departing and assigned), and
altimeter settings.
¾ You have to establish final approach configuration and airspeed prior to the FAF (unless
flight manual procedures require otherwise)
¾ If you filed a STAR and you clearance is “cleared as filed”, are you cleared for the STAR
routings only. Clearance for the STAR is not clearance for the approach the procedure may
bring you to.

Chapter 12 High Altitude Approaches
¾ Types of High Altitude Approaches: Non‐DME Teardrop, Radial, Radial and Arc Combination,
Multiple Facility, Approach w/Dead Reckoning
¾ For a high altitude approach, use a descent gradient of 800‐1000 ft/NM (8 to 10 degrees) to
ensure you remain within protected airspace
¾ For a non‐DME Teardrop approach, if you arrive at the IAF at an altitude below the
published altitude, proceed outbound 15 seconds for each 1000 feet the aircraft is below the
published altitude before starting descent
¾ If a penetration turn completion altitude is depicted, Do not descend below this altitude until
you are established on the inbound segment of the published approach procedure.
¾ For radial approaches, if your heading is within 90 degrees of the approach course, you may
use normal lead points to intercept the course
¾ On a radial high altitude approach, you should start the descent when the aircraft is abeam
or past the IAF on a parallel or intercept heading to the approach course (for DME
approaches, crossing the arc is considered abeam the IAF).
¾ The start of a lead turn can be considered as being established on the next segment of the
approach
¾ You are expected to correct for winds during Dead Reckoning (DR) portions of an approach

Chapter 13 Low Altitude Approaches
¾ Prior to reaching the IAF, you should slow to maneuvering airspeed for your aircraft. If
maneuvering airspeed is not specified, you should use holding airspeed
¾ Do not execute a procedure turn or HILO PT in the following situations. (Many people use
the memory aid – SNERT).
o When ATC gives you clearance for a “Straight‐in” approach.
o If you are flying the approach via No PT routing W
o When you are Established in holding, subsequently cleared the approach, and the
holding course and procedure turn course are the same.
o NOTE: This generally applies if you are already established at the minimum holding
altitude. If you are in doubt as to what action the controller expects, query the
controller.
o When ATC provides Radar vectors to the final approach course.
o When ATC clears you for a Timed approach. Timed approaches are in progress when
you Timed approaches are in progress when you are established in a holding pattern
and given a time to depart the FAF inbound.
¾ You can use lead points for turns to and from DR legs to roll out on the depicted ground track
¾ The FAA recommends using 200 KIAS as the maximum airspeed while performing
procedure turn course reversals
¾ The maximum displacement for a teardrop on a procedure turn is 30 degrees
¾ Holding Technique. Enter the procedure turn according to the holding procedures described
in Chapter 10 with the following exceptions:
o If your heading is within 90° of the outbound procedure turn course, you may use
normal lead points to intercept the procedure turn course outbound.
o If you elect a teardrop entry, your teardrop course must be within 30 degrees of the
procedure turn course. Use course guidance if it is available.
August 2008 ‐ 159 ‐


o If the entry turn places the aircraft on the non‐maneuvering side of the procedure turn
course and you are flying in excess of 180 KTAS, you must correct toward the
procedure turn course using an intercept angle of at least 20°.
o If you intercept the procedure turn course outbound, maintain the course for the
remainder of the outbound leg, then turn toward the maneuvering side to reverse
course.
¾ You can descend from the procedure turn completion altitude when you are established on
the inbound segment of the approach.
¾ Executing the Course Reversal Maneuver. At the appropriate time on the outbound leg,
begin the course reversal maneuver. In both cases, comply with the published remain
within distance.
o The 45°/180°. To begin the reversal maneuver, turn 45° away from the outbound track
toward the maneuvering side. Begin timing upon initiating the 45° turn; time for 1
minute (Categories A and B) or 1 minute and 15 seconds (Categories C, D, and E); then
begin a 180° turn in the opposite direction from the initial turn to intercept the
procedure turn course inbound.
o The 80°/260°. To begin the reversal maneuver, make an 80° turn away from the
outbound track toward the maneuvering side followed by an immediate 260° turn in
the opposite direction to intercept the inbound course.
¾ The “remain within distance” of a procedure turn is measured from the procedure turn fix

Chapter 14 Final Approach
¾ The final approach starts at the FAF and ends at the missed approach point (MAP). The
optimum length of final approach is 5 miles and what is the maximum length 10 miles
¾ Once inside the FAF, one navigation receiver must remain tuned to and display the facility
that provides final approach course guidance.
¾ Timing. If timing is required to identify the missed approach point, begin timing when
passing the FAF or the starting point designated in the timing block of the approach plate.
Time and distance tables on the approach chart are based on groundspeed; therefore, the
existing wind and TAS must be considered to accurately time the final approach. If timing is
not published, do not use timing to identify the missed approach point.
¾ The usable range of the localizer signal is at least 18 miles within 10 degrees of the course
centerline unless stated otherwise on the IAP.
¾ You should set the published front course in the course selector window in for the “back
course” localizer
¾ The following constitutes the runway environment:
o Approach lighting system (but pilot may not descend below 100 feet above TDZE using
the approach lights as a reference unless the red termination bars or the red side row
bars are also visible and identifiable.)
o The threshold, threshold markings or threshold lights
o The runway end identifier lights
o The touchdown zone lights
o The runway or runway markings
o The runway lights
o The visual approach slope indicator
¾ Continued descent below DH is not authorized until sufficient visual reference with the
runway environment has been established. A momentary deviation below DH without the
runway environment in sight is only authorized in conjunction with a proper missed
approach initiated at DH.
¾ If the middle marker is the only way to identify the MAP (i.e., timing is not published), then
the approach is not authorized.
¾ The final approach course on a non‐radar final may vary from the runway heading by as
much as 30 degrees (except localizer) and still be published as a straight in approach
¾ In the United States, the required components for an ILS are the glide slope, the localizer,
and the outer markers are required components. If the outer marker is inoperative or not
installed, it may be replaced by DME, another NAVAID, a crossing radial, or radar provided
these substitutes are depicted on the IAP or by NOTAM.
¾ The usable range for the glide slope is 10 miles.
¾ A ILS/LOC approach should be discontinued if the localizer becomes unreliable, or any time
full‐scale deflection of the CDI occurs on final approach. Do not descend below localizer
minimums if the aircraft is more than one dot (half scale) below or two dots (full scale)
above the glide slope. If the glide slope is recaptured to within the above tolerance, descent
may be continued to the DH.
¾ When autopilot coupled operations are to be conducted, you should advise the ATC
approach controller as soon as practical if the weather is less than circling minimums and no
later than the FAF. This allows the appropriate ILS critical area to be cleared or an advisory
issued.
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¾ For a straight in surveillance system, the approach error may be as much as 500 feet from
the runway edges
¾ If you experience lost communications while on a radar approach, you are cleared to fly any
published approach
¾ During radar approach, attempt to contact the controlling agency if no transmissions are
received for 1 minute while being vectored to final, 15 seconds while on final for an ASR
approach, 5 seconds while on final for a PAR approach
¾ You should repeat all headings, altitudes (departing and assigned), and altimeter settings on
a radar approach until the final controller advises, “do not acknowledge further
transmissions.” Therefore, on no gyro approaches, acknowledge the controller’s commands
to start and stop turns until advised not to acknowledge further transmissions.
¾ Radar controllers are required to issue ceiling and visibility only when the ceiling is below
1500 feet (1000 feet at civil airports) or below the highest circling minimum, whichever is
greater, or if the visibility is less than 3 miles.
¾ When an ASR will end in a circle, you have to provide to the controller the aircraft category
¾ On an ASR, a sufficient descent rate to allow the aircraft to arrive at the MDA in time to see
the runway environment and make a normal descent to landing.
¾ For a PAR, the DH is determined in the cockpit either as read on the altimeter or when
advised by the controller, whichever occurs first.
¾ Do not begin using half‐standard rate turns on final of a no‐gyro approach until the
controller tells you.
¾ A visual approach is conducted on an IFR flight plan and authorizes the pilot to proceed
visually and clear of clouds to the airport. The pilot must have either the airport or
preceding identified aircraft in sight, and the approach must be authorized and controlled by
appropriate ATC facility. There is no missed approach segment so if you cannot land, you
must remain clear of clouds and contact ATC ASAP for further clearance. Reported weather
at airport must be at or above 1000 feet ceiling and 3 miles visibility.
¾ If you are cleared for a visual approach, you can not do an overhead/VFR traffic pattern
because you are cleared to the airport in the most direct and safe manner for a normal
straight in final.
¾ A visual approach is an IFR approach
¾ A contact approach is an approach where an aircraft on an IFR flight plan, operating clear of
clouds with at least 1‐mile flight visibility and having ATC authorization, may deviate from
the instrument approach procedure and proceed to the airport of destination by visual
reference to the ground. It will only be authorized when requested by pilot and reported
ground visibility at destination is at least 1 statute mile.
¾ Charted Visual Flight Procedures (CVFPs). A published visual approach where an aircraft on
an IFR flight plan, operating in VMC when authorized by air traffic control, may proceed to
the destination airport under VFR via the route depicted on the CVFP.

Chapter 15 Landing from Instrument Approaches
¾ Restrictions to Visibility.
o Shallow Fog. Fog that extends no more than 200 feet in height is considered shallow fog
and is normally reported as a partial obscuration.
o Deep Fog. Fog that extends to a height of several hundred feet usually forms a total
obscuration.
o Fog Below Clouds. This fog is usually reported as a partial obscuration below a cloud
ceiling
o Advection Fog. Advection fog can present wind and turbulence problems not normally
associated with other types of fog. Advection fog may possess characteristics similar to
shallow, deep, or cloud base fog.
o Ice Fog. This type of fog is most common to the Arctic region; however, it can occur in
other areas if the air temperature is below approximately 0° C (32° F). It consists of a
suspension of ice crystals in the air and is more common around airports and cities.
¾ A duck‐under situation occurs when you attempt to land within the first 500 to 1,000 feet of
the runway after breaking out of an overcast condition. In this case, you may attempt to
establish a visual profile similar to the one you use most often.
¾ You can see depictions of approach lighting systems in the Flight Information Handbook
August 2008 ‐ 161 ‐


¾ VASI glide slope angles are normally adjusted to coincide with ILS and (or) PAR glide slopes
servicing the same runway.
¾ If an airport has a three bar VASI system, ignore the additional bar and fly the first two
(nearest) bars just like a standard VASI.
¾ The markings of a basic runway are runway direction number and centerline markings, for a
non precision: runway direction number, centerline, and threshold markings and a precision
runway direction number, centerline, threshold, touchdown zone and side strip markings

¾ Areas beyond the takeoff runway designated for use in decelerating an airplane during an
aborted takeoff. Air Force overruns are marked by a series of equally spaced yellow
chevrons. Do not taxi on an overrun except in an emergency or an aborted takeoff, unless it
is designated for taxiing and takeoff.
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¾ A displaced threshold is an paved area that can be used for takeoff and taxi but not landings.
It is marked by a series of large white arrows.
¾ Circling is a visual maneuver. You should not attempt to circle from a precision approach
since the missed approach point (MAP) for a precision approach is determined in terms of a
decision height (DH) and not a specific point along the final approach course, it becomes
difficult to ascertain when to discontinue the approach if visual conditions are not
encountered.
¾ Instructions: “Circle (direction given as one of eight cardinal compass points) of the
airport/runway for a right/left base/downwind to runway (number).”

¾ If you want to circle from an ASR approach, you must provide your aircraft category
¾ If weather permits, fly at an altitude higher than circling MDA, up to your normal VFR traffic
pattern altitude. This allows the maneuver to be flown with a more familiar perspective and
better visual cues. Do not descend below circling MDA until in a position to place the aircraft
on a normal glide path to the landing runway.
¾ A common tendency of circling maneuvers is to maneuver too close to the runway and
overshoot. This occurs because pilots try to use the same visual cues as normal VFR
patterns.
¾ A pilot begins the side step maneuver when past the FAF with the side step runway or side
step runway environment in sight. Maintain side step MDA until reaching the point at which
a normal descent to land on the side step runway can be started.
¾ If you lose visual reference of the runway during a circle or side step follow the missed
approach specified for the approach procedure just flown. An initial climbing turn toward
the landing runway will ensure that the aircraft remains within the obstruction clearance
area.

Chapter 16 Missed Approach
¾ The missed approach point is depicted on the IAP is for the non‐radar approach with the
lowest HAT.
August 2008 ‐ 163 ‐


¾ The obstacle clearance area for a missed approach is predicated upon the missed approach
being started from the missed approach point (MAP)
¾ When flying a radar approach and if weather reports indicate that any portion of the final
approach will be conducted in IFR conditions, missed approach departure instructions be
given to a pilot
¾ The clearance for an approach also includes clearance for the missed approach
¾ If you are doing multiple approaches, the controller is required to issue “climb out
instructions” prior to the FAF
¾ You can start executing the climb out instructions by delaying any turns until past the
departure end of the runway, if visible and 400 feet above touchdown zone elevation
(TDZE). If the departure end is not visible, climb on runway heading until 400 feet above
TDZE before beginning your turn.
¾ If you have been cleared to land and are unable to do so, execute the published missed
approach instructions and notify ATC as soon as possible.
¾ Verbally issued instructions supersede the published instructions, and constitute an ATC
clearance.
¾ You are required to perform the missed approach when the missed approach point (MAP) or
decision height (DH) is reached and any of the 3 following conditions exist:
o The runway environment is not in sight
o You are unable to make a safe landing
o You are directed by the controlling agency
¾ Circling Approaches. If upon reaching the missed approach point the airport environment is
not in sight, execute the climbout instructions from the missed approach point. If the
circling maneuver has begun and the airport environment is visually lost, begin an initial
climbing turn toward the landing runway to ensure the aircraft remains within the
obstruction clearance area. Continue this turn until established on the climbout
instructions.

Chapter 17 – Spatial Disorientation
¾ All pilots regardless of experience or proficiency are susceptible to spatial disorientation,
¾ Three types of spatial disorientation are TYPE I: Unrecognized spatial disorientation, TYPE
II: Recognized spatial disorientation, TYPE III: Incapacitating special disorientation

Chapter 18 ICAO
¾ If you are flying outside US National Airspace, apply ICAO instrument procedures unless
otherwise published.
¾ Procedures are based on average achieved bank angle of 25 degrees, or the bank angle giving
a rate of turn of 3 degrees per second, whichever is less.
¾ ICAO’s definition of “established on course” is within half full scale deflection on ILS or
VOR/TACAN and within 5 degrees of the required bearing for an NDB.
¾ ICAO expresses required climb gradients in percent gradient rather instead of feet/NM.
¾ You may not enter an ICAO procedure turn using the “Holding Technique” described in
Chapter 13.
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¾ Unless the procedure specifies particular entry restrictions, the 45°/180°, 80°/260°, and
base turn reversal procedures must be entered from a track within ± 30° of the outbound
reversal track
¾ Pilots need not request “maneuvering airspace” to perform an alignment maneuver.
August 2008 ‐ 165 ‐


¾ Maximum Approach Speeds.

¾ Maximum Airspeeds for Circling Approaches

¾ Holding. ICAO procedures do not allow correcting for winds by adjusting bank angle. The
“triple‐drift” technique described in Chapter 10 is a good way to correct for winds without
varying your bank angle.
¾ ICAO outbound legs are the limiting factor for both timed & fixed distance holding patterns

‐ 166 ‐ August 2008


¾ What are the three different altimeter settings referenced in FLIP?
o QNH: obtained by measuring the existing surface pressure and converting it to a
pressure that would theoretically exist at sea level at that point. QNH altimeter setting
results in the altimeter indicating height above mean sea level (MSL)
o QFE: actual surface pressure not corrected to sea level. QFE altimeter setting results in
the altimeter indicating height above field elevation.
o QNE: Set 29.92 so the altimeter indicates height above the standard datum plane or
pressure altitude.

Chapter 19 Cat II/III ILS
¾ A Category II ILS approach provides the capability of flying to minima as low as a DH of 100
feet and an RVR of 1200.
¾ The DH for a Category II approach is identified by a pre‐selected height on the aircraft radar
altimeter.
¾ On certain Category II ILS approaches, the terminology “RA‐NA” will be annotated in the
minimums section of the procedure. This indicates that the DH must be determined solely
from the barometric altimeter, not the radar altimeter.
¾ Brief Category I procedures as a backup approach if appropriate. If any required Category II
component fails prior to 300 feet AGL, the system is capable of a Category I approach only
unless the failure can be corrected prior to 300 feet AGL. Any failure of a required Category
II component below 300 feet AGL requires the pilot to execute an immediate missed
approach unless visual cues are sufficient to complete the approach and landing.
¾ NOTE: Tolerances for continuing the approach from 100 feet above DH are: airspeed ±5
knots of computed final approach speed or the speed directed by the flight manual for
Category II approaches, and deviation from glide slope and localizer not to exceed one‐half
dot.
¾ The pilot not flying the aircraft will concentrate primarily on outside references to
determine if visual cues are sufficient to complete the landing visually.
¾ Continue the approach at DH only if the runway environment is in sight, airspeed is within ±
5 knots of the computed final approach and localizer or glide slope deviations do not exceed
one‐half dot. The aircraft’s position is within, and tracking to remain within, the extended
lateral confines of the runway.
¾ Go around at DH if the runway environment is not in sight or if any of the above tolerances
are exceeded.

Chapter 20 Heads Up Display (HUD)
¾ A HUD not endorsed as a Primary Flight Reference (PFR) according to AFI 11‐202, Volume 3
General Flight Rules, should not be used as a sole‐source instrument reference.

Penetration

Course Inbound
Altitude
Turn Direction

August 2008 ‐ 167 ‐


Intercepting Inbound
Localizer tuned
Inbound course
DME (FAF)
Speed

11217 Vol 2 Instrument Flight Procedures

Chapter1
¾ GPS is composed of three major segments: space, control, and user.
¾ Course Sensitivity
o Enroute Mode. Enroute phase, prior to the execution of the instrument approach, the
display sensitivity full scale deflection is 5 nm either side of centerline.
o Terminal Approach Mode. Upon activation of the approach mode, the display sensitivity
should smoothly transition from a full scale deflection of 5 nm either side of centerline
to 1 nm either side of centerline within 30 nm of the destination airport.
o Final Approach Mode. At a distance of 2 nm inbound to the FAF waypoint, the display
sensitivity begins to transition to a full scale deflection of 0.3 nm either side of
centerline.
o Missed Approach Mode. When navigation to the missed approach holding point is
activated, the CDI display sensitivity transitions back to terminal area sensitivity ±(1
nm).
¾ GPS “stand alone” approaches are constructed specifically for use by GPS and do not have a
traditional underlying procedure. GPS stand alone approaches are identified by the absence
of other NAVAIDs in the approach title; for example, GPS RWY 35.
¾ GPS “overlay” approaches permit some pilots to use GPS avionics under IFR to fly existing
instrument approach procedures. Most overlay approaches are at civil fields and because of
charting and database discrepancies, USAF aircraft are not authorized to fly GPS overlay
approaches.

Chapter 2
¾ The MLS provides precision navigation guidance for exact aircraft alignment and descent
during an approach to a selected runway. It integrates azimuth (AZ), elevation angle (EL),
and range (DME) information to provide precise aircraft positioning. The components of an
MLS are similar to an ILS. Instead of a glideslope antenna, the MLS has an elevation station,
and instead of a localizer antenna, it has an azimuth station. The MLS also has a precision
DME (DME/P) transmitter. The DME/P signal is more accurate than traditional DME.
¾ There are two modes of operation for MLS approaches:
o Automatic Mode. The automatic mode of operation is the default mode and the
preferred method of operation. When flying an MLS approach using the automatic
mode, the approach’s published azimuth and glideslope information is transmitted to
your aircraft’s MLS receiver.
o Manual Mode. Some MLS receivers will also permit you to fly approaches in the manual
mode. In the manual mode, you may change the azimuth and/or glideslope angle of the
MLS approach.
¾ There are two types of MLS approaches: non‐computed and computed. These approaches
may be flown in the automatic mode (preferred) or the manual mode.
¾ MLS approaches are assumed to be non‐computed unless noted on the approach procedure.
¾ When flying a non‐computed MLS approach, the azimuth signal steers your aircraft to the
azimuth antenna just as approaches to traditional NAVAIDs such as VOR or TACAN do.
¾ A computed MLS approach steers your aircraft to the runway along a course aligned with
the extended runway centerline regardless of the location of the ground transmitters.

Chapter 3
¾ The Visual Process Energy—in the form of light—enters the eye through the cornea, passes
through the pupil to the lens, and is focused onto the retina. The energy causes chemical
changes within photosensitive cells (cones and rods) in the retina. These chemical changes
result in electrical impulses that are transmitted by the optic nerve to the brain. The brain
then interprets the impulses and creates a mental image.
‐ 168 ‐ August 2008


¾ Cone cells are principally used for day vision, and are mostly found in the fovea—located in
the central part of the retina. They require high levels of energy (light) to function, give the
best resolution, and provide for color vision
¾ Rod cells are used for night or low‐light vision, and are located mostly outside the fovea.
¾ As the light level decreases, rod cells begin to handle more of the visual task. Because they
use a photosensitive chemical different than cone cells, the resulting image is perceived as
varying shades of gray. Since there are few rod cells in the fovea, and cone cells do not
function during low light levels, a “blindspot” is created at the foveal location. That is why it
is necessary to view objects, such as light sources, slightly off center during extreme low
light conditions.
¾ Dark adaptation. Rod cells require the generation of a chemical called rhodopsin (visual
purple) in order for this process to occur. For most people, the sensitivity of the eye
increases roughly 10,000‐fold during the first 30 minutes, with little increase after that
time.
¾ After the use of NVGs, it will take you approximately 5‐8 minutes to regain full dark
adaptation.
¾ Phases of the Moon. Illumination is also affected by the phases of the moon. There are four
distinct phases in the lunar cycle: new moon, first quarter, full moon and third quarter. For a
period of time during the new moon phase, the moon face is completely in the earth’s
shadow (no apparent disk) and is not visible. However, this phase, which lasts about 8 days,
also includes periods when approximately one quarter of the moon’s surface is illuminated.
A relatively low light level is characteristic of the new moon phase. Following the new moon
phase is the first quarter (waxing) moon phase. One quarter to three quarters of the moon
disk is visible during this phase, which lasts approximately 7 days, and good illumination is
provided. The full moon phase covers the period when more than three quarters of the
moon disk is visible and lasts approximately 8 days. The third quarter (waning) moon is the
last phase and lasts about 7 days. It covers the time period when three quarters to one
quarter moon disk illumination is present. Good illumination is provided during this phase,
though slightly less than during the first quarter due to the type of lunar surface
(mountainous) being illuminated by the sun. The entire cycle is repeated each “lunar
month,” which lasts approximately 29 days.
¾ The stars provide about 20 percent of the night sky illuminance on a moonless night.
¾ Field of view. Field of view (FOV) refers to the total instantaneous area covered by the NVG
image. Current Type I NVGs (AN/AVS‐6 or F4949) have 40 degree FOV

Chapter 4 Ground Based NAVAIDs

Chapter 5 Wake Turbulence
¾ An aircraft that is HEAVY, CLEAN and SLOW creates the greatest vortex strength
¾ Vortex Avoidance Techniques.
¾ When landing behind a larger aircraft on the same runway: stay at or above the larger
aircraft's final approach flight path; note the touchdown point; land beyond it.
¾ When landing behind and offset from a larger aircraft which is landing on a parallel runway
and the parallel runway is closer than 2,500 feet: consider possible vortex drift onto your
runway; stay at or above the larger aircraft's final approach flight path; note its touchdown
point.
¾ When landing behind a larger aircraft on a crossing runway: cross above the larger aircraft's
flightpath.
¾ When landing behind a departing larger aircraft on the same runway: note larger aircraft's
rotation point; land well prior to rotation point.
¾ When landing behind a departing larger aircraft on a crossing runway: note larger aircraft's
rotation point; if past the intersection‐‐continue the approach‐‐land prior to the
intersection; if prior to the intersection‐‐abandon the approach unless a landing is assured
well before reaching the intersection‐‐ avoid flight below the larger aircraft's flightpath.
¾ When departing behind a larger aircraft: note larger aircraft's rotation point; rotate prior to
larger aircraft's rotation point; continue climb above the larger aircraft's climb path until
turning clear of the larger aircraft’s wake. Avoid subsequent headings which will cross
below and behind a larger aircraft.
¾ Be alert for any critical takeoff situation which could lead to a vortex encounter.
¾ Intersection takeoffs on same runway: be alert for adjacent large aircraft operations
particularly upwind of your runway; avoid headings which will cross below a larger
aircraft's path.
¾ Departing or landing after a larger aircraft executing a low approach, missed approach or
touch‐and‐go landing. Because vortices settle and move laterally near the ground, the vortex
hazard may exist along the runway and in your flight path after a larger aircraft has
executed a low approach, missed approach or a touch‐and‐go landing, particular in light
August 2008 ‐ 169 ‐


quartering wind conditions. You should ensure that an interval of at least 2 minutes has
elapsed before your takeoff or landing.
¾ Separation is applied to aircraft operating directly behind a heavy jet at the same altitude or
less than 1,000 feet below:
o Heavy jet behind heavy jet‐‐4 miles.
o Small/large aircraft behind heavy jet‐‐5 miles

Chapter 7
¾ Notes on Jeppesen approaches are contained in this section

HOLDING

Teardrop Holding Offset in degrees = TD X 60 / outbound distance
Calculation Timing ≤ 14,000 = 1 + 00
or
Offset in degrees = TR X 120 / outbound distance
Timing > 14,000 = 1 + 30
Outbound Correction for 1+00 Correction = 3600 / inbound time = outbound
Inbound time

‐ 170 ‐ August 2008


Chapter 6 The 60To1 Rule
Common Formulas
Height of Radar Echoes (Angle at which echo is lost – 3.5°) X (range) X (100)
= Difference btwn your altitude and echo tops

Lead Points for Arcing 1% of GS = Lead Point (NM)
or
NM/min – 2 = Lead Point (NM)

Groundspeed Checks (Distance traveled over 36 sec.) X 100 = GS

Visual Descent Point HAT / Dist = 3° GS
HAT / 3° = Distance from threshold
Timing – (HAT / 10) = VDP Time

Computing Descents [ 2(ft to lose)] + 10 = Miles out (double if anti‐ice
on)

Required Pitch (ft to lose + 10) / (miles + 10) = ° pitch below level
flight required

Instrument Flying Formulas

NM/MIN 1. NM/MIN = TAS/60 or GS/60
2. NM/MIN = IMN X 10 (Indicated Mach Number)

TAS 1. TAS = IMN X 600
2. TAS = IAS + (2% per 1000’) (IAS)
3. TAS = IAS + (Flight Level)/2

Pitch Change/ Alt. Change 1. 1° pitch change = 100’/NM altitude change
2. VVI for 1° pitch change = 1NM x 1000
3. VVI for any pitch change = NM/MIN X 100 X
degrees pitch change

Pitch Change for Level Off 1. Pitch Change = VVI / (NM/MIN X 100)
2. Pitch Change = VVI / (IMN X 1000)

Descent Gradients 1. Pitch change = Altitude to lose in “flight
levels”/Distance to travel
2. VVI Required = Pitch Change X Mach X 1000

Precision Glidepath VVI 1. VVI for 3° = (GS X 10)/2
2. VVI for 2 ½ ° = (GS X 10)/2 – 100ft

Turn Radius 1. Turn Radius = MACH – 2
2. Turn Radius = NM/MIN – 2
3. Turn Radius = 1% of GS

Lead Points 1. Radial to Arc = Use Turn Radius
2. Arc to Radial = (Turn Radius)X(60/NM of Arc) =
Number of degrees that lead
90° Intercept Use computed lead point
60° Intercept Use 1/2 computed lead point

Visual Descent Point HAT / (Glidepath Angle X 100) = DME
(dependent upon TACAN location on the field)

August 2008 ‐ 171 ‐

11202, Vol III General Flight Rules

Chapter 1
¾ The PIC will ensure compliance with the FARs when operating within the United States
including the airspace overlying the waters out to 12 miles from the US coast, unless the
Federal Aviation Administration (FAA) has excluded military operations.
¾ If Albuquerque Center authorizes you to fly 300 KIAS at 5000’ to meet a low‐level entry
time, are you authorized to fly this airspeed?
o NO, “An ATC clearance is not authority to deviate from this instruction”.
¾ You may deviate from published flight rules for:
o An in‐flight emergency requires immediate action
o Deviation is required to protect lives
o When safety of flight dictates
¾ If you deviate from a flight rule for one of the above conditions:
o Notify ATC of your action as soon as possible.
o POST FLIGHT: Do the following if you deviated from a flight rule and/or when given
traffic priority by ATC in an emergency:
• PIC will verbally report the incident to immediate supervisor and commander
within 24 hours of incident
• PIC shall make a detailed written record
• The unit will keep a copy of that record for 1 year
¾ The names of the crew will not be released to non‐USAF agencies without the permission of
the Air Force Representative to the FAA (AFREP) coordinating the investigation.
¾ Distances in this regulation are given in
o Except for visibility (statute miles (SM)) or otherwise indicated, all distances are in
nautical miles (NM)

Chapter 2
¾ Waivers up to 50 percent of the WBC may be approved by the airfield manager. In excess of
50 percent, HQ PACAF/A3 is the waiver authority. HQ PACAF/A3 waivers for WBC must be
coordinated with the airfield manager and should be requested for emergency or
contingency operations only.
¾ PACAF units will limit operations on gravel runways to those necessary for operational,
exercise, and essential training missions (as determined by the OG/CC).
¾ Before takeoff or immediately after in‐flight refueling, the aircraft must have enough usable
fuel aboard to:
o Complete the flight to a final landing, either at the destination airport or alternate, plus
fuel reserve.
o Complete the flight to or between ARCPs and then to land at the destinations, plus fuel
reserve.
¾ When an alternate is required, the weather conditions at the original destination govern the
preflight fuel computations in what way?
o If visibility is only used, the fuel required for an approach and missed approach must be
included in the total flight plan fuel.
o If ceiling and visibility are used, fuel required for an approach and missed approach is
not required.
¾ The PIC must ensure the fuel reserve is:
o Enough to increase the total planned flight time between refueling points by 10 percent
(up to a maximum of 45 minutes) or 20 minutes, whichever is greater.
o For turbine‐powered aircraft, compute fuel reserves by using fuel consumption rates
that provide max endurance at 10,000 feet.
o If the MAJCOM authorizes holding (instead of an alternate airport) for a remote or
island destination, do not consider the prescribed holding time as part of the total
planned flight time for computing fuel reserve.
¾ What sources are authorized for weather briefings?
o Military base weather station
o Qualified Federal Aviation Administration (FAA) forecaster or flight weather service
briefer.
o Contact the nearest flight service station (FSS) for appropriate weather information.
o If there are no possible means of obtaining weather from the above sources, pilots may
fly in VMC to a point where contact can be established with an authorized weather
source.
¾ Aircrews and passengers (including orientation flights) may take non‐digital cameras,
digital cameras certified in the basic AFI, and VTRs into a cockpit when available space
permits. Use of cameras during orientation flights must be pre‐briefed and coordinated with
‐ 172 ‐ August 2008


the aircraft commander/pilot in command. In multi‐place aircraft (including 2‐seat
fighters), if a camera is being used in flight, a current and qualified pilot must be actively
controlling the aircraft and not using the camera.
¾ When must cellular phones be turned off and stowed?
o From the time the aircraft leaves its parking spot for departure until clear of the runway
after landing.
¾ Crewmembers will not wear wigs, hairpieces, rings, necklaces (except dog tags), scarves,
ornaments, pins, clips, other hair fasteners, or earrings in the aircraft or on the flight line.
¾ For flights that operate under IFR, what equipment is required? What about for IMC?
o IFR: two ways radio communication system and navigation equipment compatible with
facilities used for airspace where operations occur.
o IMC: Operative pitot heat and operational anti‐icing and/or de‐icing equipment
designed to cope with the type and severity of known or forecast icing conditions, and
ensure safe operation of the aircraft, except for brief exposures when climbing or
descending to an operating altitude above or below icing condition.
¾ What is required for night flights?
o Operative cockpit instrument lights and each crewmember must carry an operable
flashlight.
¾ What will the PIC ensure for stopover flights?
o Entire flight is planned to final destination in greatest detail possible for each leg of the
flight.
o Before departing each intermediate stop, obtain the latest weather and NOTAM
information for the intended route, destination and alternate.
¾ Min fuel should be declared at such time that it can be determined that the aircraft will land
with less than required reserve.
¾ Approved flight logs are AF Form 70, MAJCOM approved form, Navigators flight log,
computations on a navigational chart.
¾ Non‐transmitting devices authorized above 10,000 ft. are: computers, peripherals, and
electronic entertainment devices.
¾ For flight at night, the aircraft must have exterior lighting, operative cockpit instrument
lighting, and a flashlight for each crew member.

Chapter 3
¾ A flight plan will be filed for any flight of an Air Force aircraft.
¾ You must activate the flight plan with the nearest FSS if you depart from a civilian field
¾ When can a PIC make changes to a route or destination not shown on the original flight plan
without refilling?
o The change does not penetrate an ADIZ
o The controlling ATC agency approves the change for an IFR flight.
o The PIC ensures the facility providing flight following is notified of the change. Failure
to notify FSS is aware of the change may result in erroneous search and rescue
service, or an unannounced arrival at the destination base.
¾ If operating in the National Airspace System (NAS), on an IFR flight plan, into an airport
with a functioning control tower, the flight plan is automatically closed upon landing. In all
other cases, the PIC will ensure an activated flight plan is closed through a FSS or ATC
facility by any means of communication available.

Chapter 4
¾ By signing the flight plan, the PIC confirms the flight was properly ordered and released;
current NOTAMS, WX, and other pertinent flight data was obtained; the flight plan has been
reviewed for completeness; the flight complies with scheduling and coordination required
for use of special use airspace or military training routes; and the flight complies with ADIZ
restrictions.
¾ Clearance authority comes from the PIC in uncontrolled airspace and in controlled airspace
the PIC must ensure that ATC clearance is obtained prior to departing on an IFR flight in
such airspace.
¾ Pilot must comply with ATC clearances in all cases unless an emergency, resolution advisory
response to TCAS, amended clearance is given, and safety of flight.
¾ The PIC is authorized to sign the flight plan
¾ In the absence of MAJCOM guidance, pilots must not file to or land Air Force aircraft (other
than C‐designated) at CONUS civil (P) fields except when?
o In an emergency
o Necessary in the recovery of active air defense interceptor aircraft
o This instruction requires an alternate airport and no suitable military airport is
available
o When the wing commander or higher authority approves the flight and airport manager
grants permission in advance
August 2008 ‐ 173 ‐


o When FLIP classifies the airport of intended landing as a joint‐use field (for example,
ANG and civil) and airport facilities or ground support equipment can support the
aircraft
¾ The PIC will ensure compliance with ATC clearances or instructions unless:
o An amended clearance is obtained.
o An emergency exists.
o Deviation is required in response to a Traffic Alert and Collision Avoidance System
(TCAS) resolution advisory (RA).
o Deviation is necessary to ensure safety of flight.

Chapter 5
¾ Unauthorized or impromptu flight demonstrations, maneuvers, or “fly‐bys” are prohibited.
¾ Aircrew shall not consume alcoholic beverage during the 12‐hour period prior to takeoff
and not be under the influence of alcohol or its after effects.
¾ Pilots operating in VMC, under IFR or VFR, whether or not under radar control, are
responsible to see and avoid other traffic, terrain, and obstacles.
¾ FAA Handbook 7610.4 defines MARSA as “a condition whereby the military services
involved assumes responsibility for separation between participating military aircraft in the
ATC system.
¾ 500 feet will be used as a guide for considering other aircraft well clear (other aircraft may
enter this “bubble” if in formation or assisting a distressed aircraft)
¾ Standard formation ‐ One in which proximity of no more than 1 NM horizontally and within
100 feet vertically from the flight leader is maintained by each wingman.
¾ During refueling, when the receiver formation is within 3 NMs of the tanker aircraft, the
receiver formation squawks standby unless the T.O. specifies different distances.
¾ When can nonstandard formation flights be conducted?
o When approved by ATC
o Operating within an authorized Altitude Reservation (ALTRV)
o Operating under the provisions of a Letter of Agreement (LOA)
o Operating in airspace specifically designed for special activity
o Operating under Visual Flight Rules (VFR)
¾ Usually, right‐of‐way is given to the aircraft least able to maneuver, which normally permits
that aircraft to maintain course and speed. Aircraft in distress have the right‐of‐way over all
other air traffic.
¾ What is the order of precedence for right of way for converging aircraft?
o Balloons
o Gliders
o Aircraft towing or refueling other aircraft
o Airships
o Rotary or fixed wing aircraft.
¾ If aircraft are approaching each other head‐on or approximately so, each shall alter course
to the right.
¾ An overtaken aircraft has the right‐of‐way. The overtaking aircraft must alter course to the
right.
¾ Landing priority is given to the aircraft on final except when two aircraft are on approach,
then the lower has priority, but should not be used as an advantage to cut off the other
aircraft.
¾ You required to monitor emergency frequency at all times
¾ What are some airspeed limits?
o Below 10,000 feet: do not exceed 250 KIAS
Air Force pilots may operate their aircraft below 10,000 ft. MSL, within US
airspace, in excess of 250 KIAS when the aircraft T.O. requires or recommends a
higher speed in order to maintain safe maneuverability
o Within 4 NM and 2500 feet above the surface of class C or D airspace: do not exceed
200 KIAS
o Airspace underlying class B airspace designated for an airport or in a VFR corridor
designated through class B airspace area: do not exceed 200 KIAS
¾ Obtain a clearance from ATC before taxiing, taxiing onto a runway, takeoff, or landing, at an
airport with an operating control tower.
¾ An ATC taxi clearance to or from the assigned runway that does not include hold
instructions authorizes the aircraft to taxi across all other runways and taxiways en route to
or from the assigned runway.
¾ Do not taxi across or onto the assigned runway without further clearance from ATC.
¾ USAF fixed wing pilots are prohibited from accepting LAHSO clearances. Air Force pilots
may passively participate in LAHSO (land or take‐off when another aircraft has been given a
LAHSO clearance).

‐ 174 ‐ August 2008


¾ What are the requirements for making a turn after takeoff, low approach or closed patterns?
o Do not turn until at least 400 feet above departure end of the runway (DER) elevation,
at a safe airspeed, and past the departure end of the runway (if visible) unless:
o Specifically cleared by controlling agency
o Safety dictates otherwise
o Required by local procedures
o Required by the published departure procedure.
o The 400 foot restriction does not apply when executing a closed pattern
¾ Pilots operating retractable gear aircraft must report "gear down" to the ATC agency or
runway supervisory unit after extending the landing gear. This report shall be made during
any approach to an airport prior to crossing the runway threshold.
¾ What are the altitude requirements for the following:
o When operating VFR, the ensuing altitudes are followed when above 3000 ft AGL:
SWeven (south and west even thousands plus 500 ft) and NEodd (north and east odd
thousands plus 500 ft) in accordance with FLIP unless in a holding pattern of 2
minutes or less.
o Congested areas (cities, towns, settlements): ensure at least 1000 feet above the
highest obstacle within 2000 foot radius of the aircraft
o Non‐congested areas: don’t operate aircraft closer than 500 feet to any person, vessel,
vehicle or structure.
o National parks: Not less than 2000 feet above the terrain.
o Disaster Areas Do not operate there unless aiding in airborne relief, going to or from
an airport in the area without hampering relief activities, or cleared by ATC.
¾ Position Lights: Between hours of official sunset and sunrise, immediately before engine
start and when an engine is running and/or when parked in an area likely to create a hazard
or while being towed.
¾ Anticollision Lights: Aircraft equipped with red anti‐collision lights will display them
immediately before engine start, or as soon as possible after engine start if aircraft systems
preclude the use of these lights prior to star, until after engine shutdown. Also must be on
from takeoff to landing.
¾ Landing Lights:
o Aircraft must have at least one operable landing light.
o Illuminated below 10,000 feet MSL, day or night, within operational constraints.
¾ Never transport passengers suspected to be under the influence, unless it is an emergency
or the individual is in patient status.
¾ (Added‐PACAF) In the vicinity of the airport of intended takeoff and/or landing, maintain at
least 5 NM separation from heavy rain showers. Thunderstorms must not be producing
hazardous conditions at either the airport or in the takeoff/landing/missed approach
corridors being used. Takeoffs/landings will not be attempted if thunderstorms are
observed moving in directions that threaten either the airport or takeoff/landing/missed
approach corridors (within 5 NM).
¾ Takeoff with Ice or Frost. The PIC will not takeoff with ice, snow, or frost adhering to the
wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft,
unless :
o A thin coating of frost is permitted on the fuselage, provided the letter and paint lines
are visible.
o Light frost (up to 1/8 inch thick) caused by supercooled fuel is permitted on the lower
wing surface (i.e., below the fuel tank area) if the fuselage and all other control surfaces
are free of all icing. If deicing is required on any other aircraft surface, the underwing
frost shall also be removed.
¾ Response to TCAS Alerts.
o Pilots shall respond to all RAs as directed by the TCAS system, unless doing so would
jeopardize the safe operation of the aircraft (e.g., descent into obstacles).
o Pilots shall not deviate from an assigned ATC clearance based solely on TA information.
o Attempt to attain visual contact and maintain safe separation
o In the event of an RA to alter the flight path, the alteration of the flight path will be kept
to the minimum extent necessary to comply with the RA.
Chapter 6
¾ Aircrew members who require vision‐correcting equipment may only utilize military
fabricated or approved lenses and they must carry a spare set of clear glasses while
performing duties.
¾ While performing aircrew duties, crewmembers must use only Air Force provided
spectacles and sunglasses.
¾ Supplemental oxygen is required anytime the cabin altitude exceeds 10,000 ft.
August 2008 ‐ 175 ‐


¾ In an unpressurized aircraft, 13,000 ft MSL is the max altitude allowed w/o any
supplemental oxygen for occupants.
¾ Operations may continue for 3 hours from 10,000 – 13,000 ft w/o oxygen.
¾ An unpressurized aircraft must NEVER exceed and altitude of FL 250 even with oxygen.
¾ For pressurized aircraft w/ one pilot, oxygen masks must be on for flights above FL 350.
¾ When cabin pressure is lost, the pilot should descent to the lowest practical altitude,
preferably below 18,000 ft, but in no case allow the cabin altitude to remain above 25,000 ft
unless occupants have pressure suits.
¾ When flying at ANY altitude from FL350 – FL410 and one pilot gets up to check something
in the back, the remaining pilot should put on his oxygen mask with the regulator ON and
normal.
¾ If an individual appears to be suffering form DCS (decompression sickness), oxygen should
be administered to the individual at 100% and the pilot must descend as soon as practical
and land at the nearest suitable installation where medical assistance can be obtained.
¾ DCS symptoms may be recognizable for up to 12 hours after mission completion.

Chapter 7
¾ If WX prevents continued flight under VFR, the PIC should alter the route of flight so as to
continue VFR ops to the destination, obtaining an IFR clearance, or landing at a suitable
location.
¾ The forecast weather for planned route of flight conducted under VFR must be equal to, or
greater than 1500 feet and 3 SMs

Airspace Visibility Distance from Clouds
Class A: not applicable since VFR is not allowed
Class B: 3 SM Clear of clouds
Class C & D: 3 SM 500’ below, 1000’ above, 2000’ horizontal
Class E & G 3 SM 500’ below, 1000’ above, 2000’ horizontal
(below 10,000’ MSL)
Class E & G 5 SM 1000’ below and above, 1 SM horizontal
(at or above 10,000’ MSL)

¾ If you are flying VFR in non‐FAA controlled airspace, adhere to ICAO VFR WX mins, and
comply with restrictions from FLIP or FCG.

Chapter 8
¾ Air Force fixed‐wing aircraft will fly under Instrument Flight Rules (IFR) to the maximum
extent possible without unacceptable mission degradation.
¾ When are you required to fly under IFR?
o Weather conditions do not permit flight according to VFR
o Operating in Class A airspace
o Operating a fixed‐wing aircraft within federal airways. Do not consider crossing
airways as “within” airways
o Operating a fixed‐wing aircraft at night, unless the mission cannot be conducted under
IFR
¾ What is considered a published approach?
o Any DoD/National Geospatial‐Intelligence Agency (NGA) or National Aeronautical
o Charting Office (NACO) FLIP procedure.
o A local use procedure approved by MAJCOM
o Any product approved by MAJCOM (i.e. Jeppesen)
o A published radar approach. (For pilots to fly a published radar approach or
instrument approach requiring radar to define a fix essential for flying the approach, a
nonradar facility must provide a positive aircraft position within 25 NM of the airfield)
o Pilots operating in Class A airspace may file to the nearest nonradar facility or fix
(regardless of distance from the terminal) and request radar vector service to the
terminal.
¾ Destinations without a Published Instrument Approach ‐ Pilots may file IFR to a point en
route (where forecast weather is VMC at the time of arrival) or to a point served by a
published approach procedure (where the pilot can make a descent to VMC conditions) and
then continue under VFR to the destination.
¾ What are the requirements to file to a destination?
o Published approach
o Weather for ETA (plus or minus an hour) at destination or recovery base must be at or
above the lowest minimum published for an approach suitable for the aircraft.
For straight in or sidestep approach, the forecast weather must meet only the
published visibility requirements
‐ 176 ‐ August 2008


For circling approach, the forecast weather must meet both the ceiling and
prevailing visibility requirements.
AETC Requires Both Ceiling and Visibility for All Approaches
o Pilots may file to a destination whose forecast includes temporary (TEMPO) changes in
ceiling and/or visibility that are lower than prescribed minimums, but an alternate may
be required
¾ When is an alternate required for fixed wing aircraft?
o Point of intended landing at ETA (plus or minus an hour), the worst weather (TEMPO or
prevailing) is forecast to be less than:
A ceiling of 3000 feet or
A visibility of 3 SM or 2 SM more than the lowest compatible published landing
minimum visibility, whichever is greater
o Radar is required on the planned approach
o GPS is the only available NAVAID
o An unmonitored NAVAID
o Destination does not have weather reporting capability
o Exception for Remote or Island Destinations. (Added‐PACAF) When operational
necessity dictates, PACAF aircrews are authorized to hold in lieu of an alternate for
remote or island destinations. In this case, aircrews will ensure the flight is planned
with enough fuel to comply with AFI 11‐2MDS‐Specific requirements or 2 hours,
whichever is greater.

August 2008 ‐ 177 ‐


¾ What are the requirements for an alternate?
o The worst weather (TEMPO or prevailing) for ETA (plus or minus an hour) must be
forecast to be at or above:
Fixed wing aircraft: Ceiling of at least 1000 feet or 500 feet above the lowest
compatible published landing minimum, whichever is higher, and a visibility of 2
SM or 1 SM above the lowest compatible landing minimum, whichever is higher.
TEMPO conditions due to a thunderstorm or rain/snow shower can be
disregarded.
¾ No published instrument approach procedure ‐ Forecast weather for ETA (plus or minus an
hour) must permit a VFR descent from IFR en route altitude to a VFR approach and landing.
¾ Airfield does not have an A NA designation (unmonitored NAVAID or no weather reporting
capability)
¾ Pilots shall not takeoff when existing weather is below landing minimums. (See 11‐2MDS
series for more guidance)
¾ AETC Requires PWC minimums or landing minimums, whichever is higher
¾ What are the six authorized methods of departing IFR?
o Standard Instrument Departure
o Obstacle Departure Procedure
o Diverse departure (400’, then climb in any direction) ((Added‐PACAF) Aircrews must
assume US Army Foreign Terminal Instrument Procedures (IFR departures) have not
assessed a diverse departure and thus a diverse departure is NOT authorized.)
o ATC Departure Instructions
o MAJCOM Certification
o Visual climb over the airport
o If unable to depart IFR using any of the above listed methods, a VFR climb to the IFR
MEA or a VFR departure are authorized if allowed by your MAJCOM. A VFR climb to the
IFR MEA or a VFR departure are to be used as the last resort when the mission justifies
the increased risk (not applicable to planned VFR training or operational flights where
the majority of the flight is to be conducted under VFR).
¾ An approved instrument departure procedure is defined as:
o Any DoD/NGA or FAA (NACO) FLIP procedure.
o Any product not published by DoD/NGA or the FAA (NACO), but approved by the
MAJCOM, for which an operational requirement exists.
o (Added‐PACAF) All Non‐DOD/NIMA, Host Nation, or FAA(NACO) procedures, to include
commercially produced procedures such as JEPPESEN, reviewed by one MAJCOM may
be flown by aircrews from any other MAJCOM.
¾ Non‐Standard Takeoff Minimums. Pilots may not depart an airfield using non‐standard
takeoff minimums in lieu of meeting the required climb gradient unless:
o The departure procedure authorizes “standard” takeoff minimums with a climb
gradient in lieu of the non‐standard criteria or
o With one engine inoperative (OEI) the aircraft must be capable of being at or above the
published non‐standard takeoff minima ceiling requirement prior to crossing the
departure end of the runway and continue a climb profile that will vertically clear all
obstacles.
¾ PIC will ensure the aircraft meets or exceeds the published climb gradient for the departure
method being used (all engines operating). When no climb gradient is published, the
aircraft must be able to climb at 200 feet per nautical mile (3.3%) or greater.
¾ Under no circumstances may the PIC plan to depart an airfield IFR using visual obstacle
avoidance (“See and avoid”) in lieu of meeting the required climb gradient
¾ PICs of multi‐engine aircraft must ensure the aircraft can clear all obstacles along the
planned departure route with one engine inoperative.
¾ Multi‐Engine Aircraft with One Engine Inoperative. The following methods are authorized
for computing engine‐out climb performance on departure. Methods may not be combined.
These are in priority order.
o Meet or exceed the published climb gradient, or 200 ft/nm (whichever is higher) for the
selected departure, with one‐engine inoperative, or;
o Special Departure Procedure (SDP) (if available), or;
o Vertically clear all obstacles along the planned departure path with one engine
inoperative, or;
o Use “Limiting Takeoff Runway Available (TORA) to Reduce Climb Gradient” procedure
in TERPS (MAJCOM TERPS only), or;
o Depart VFR or climb in VFR to an IFR MEA
o However, unless specifically prohibited by AFI 11‐2MDS‐Specific guidance, it is
permissible for aircrews to subtract the 48 ft/nm buffer provided by TERPS on the
departure procedure. In no case will an aircrew depart IFR with less than the published
minimum obstacle climb gradient minus 48 ft/nm or 152 ft/nm, whichever is greater.
‐ 178 ‐ August 2008


¾ Does the term “radar contact” mean that terrain and obstruction clearance responsibility
has transferred to the controller?
o NO: that responsibility is only shared when a radar vector is issued
¾ On Airways. Pilots shall not fly lower than the MEA or Minimum Obstacle Clearance Altitude
(MOCA) published for the airway.
¾ Off Airways. Pilots shall fly no lower than:
o The Off Route Obstacle Clearance Altitude (OROCA).
o The Off Route Terrain Clearance Altitude (ORTCA).
o An altitude that provides at least 1,000 ft. of clearance above all obstacles within 5
nautical miles of the course to be flown in non‐mountainous terrain or 2,000 ft. in
mountainous terrain. Mountainous terrain is designated by FAR 95.11.
o When operating outside US domestic airspace any terrain above 3,000 ft. will be
considered mountainous terrain.
o Pilots using the OROCA or ORTCA shall ensure that the altitude selected will provide
suitable navigation facility and ATC radio communication reception.
¾ Descent below applicable IFR minimum altitudes, listed above, is only authorized under the
following conditions:
o An ATC provided minimum radar vectoring altitude is available from a suitably
equipped and capable radar facility.
o In no case will the minimum altitude be below 1000 ft. AGL.
¾ If you cancel IFR, you shall ensure a VFR flight plan is in effect for the remainder of the flight
to ensure flight following.
¾ Pilots shall not begin an en route descent or published approach if the weather required for
the approach is below the required minimums.
¾ If a pilot has begun the en route descent or published approach and subsequently
determines the weather is below minimums (visibility for straight‐in approaches or either
ceiling or visibility for circling approaches), the pilot must not deviate from the last ATC
clearance until obtaining a new or amended clearance. The pilot may elect to:
o Request clearance to a holding fix or alternate airport as applicable.
o When authorized by the MAJCOM, continue the approach as published to the Missed
Approach Point (MAP) and land, if the aircraft is in a position to make a safe landing and
the runway environment (as defined in AFMAN 11‐217, Volume 1) is in sight.
o (Added‐PACAF) Aircrews are permitted to continue the approach unless restricted by
AFI 11‐2MDS‐Specific guidance.
¾ Executing the Missed Approach. Unless a higher climb gradient is published or assigned by
ATC, a minimum climb gradient of 200 ft/NM OEI must be maintained during the missed
approach procedure.
¾ Pilots must use Runway Visual Range (RVR). Prevailing Visibility (PV) may be used when
RVR is not available. For circling approaches, PV shall be used.
¾ Increase the published visibility minimums of an instrument approach by ½ SM or as noted
in NOTAM, on ATIS, or on the approach plate, when the runway approach lighting system
(ALS) is inoperative.
¾ IFR "VFR on Top." (Added‐PACAF) PACAF aircrews are authorized to conduct IFR “VFR on
Top” operations if required to accomplish the mission and such operations are not
restricted by AFI 11‐2MDS‐Specific guidance.
¾ Reduced Vertical Separation Minimums (RVSM)
o Prior to entry into RVSM airspace the following equipment shall be operating normally:
Two primary altitude measurement systems,
One automatic altitude control system (autopilot),
One altitude alerting device, and
An operational transponder.
o Should any of the equipment above fail after entering RVSM airspace notify the
controlling agency as soon as possible.

Chapter 9
¾ Crew rest is required prior to in‐flight duties. The crew rest period is normally a minimum
12‐hour non‐duty period before the FDP begins. Crew rest is free time, which includes time
for meals, transportation, and rest. Rest is defined as a condition that allows an individual
the opportunity to sleep.
¾ (Added‐PACAF) For aircraft generation scenarios (i.e., Phase I exercise) crew rest is not
required for aircrew to accept aircraft if power on preflight, load, start or taxi duties are not
required for aircraft acceptance.
¾ Maximum Flying Time. 56 hours logged flight time per 7 consecutive days, 125 hours logged
flight time per 30 consecutive days and 330 hours per 90 consecutive days.
¾ Air Force aircrews require at least 10 hours of continuous restful activities including an
opportunity for at least 8 hours of uninterrupted sleep during the 12 hours immediately
prior to the FDP.
August 2008 ‐ 179 ‐


¾ For continuous operations when basic aircrew FDPs are greater than 12 but less than 14
hours, subsequent crew rest may be reduced proportionally to a minimum of 10 hours in
order to maintain a 24‐hour work/rest schedule.
¾ Continuous operations is defined as three or more consecutive FDPs of at least 12 hours
duration separated by minimum crew rest.
¾ The 10‐hour crew rest policy is only to be used to keep crews in their 24‐hour clock cycles,
not for scheduling conveniences or additional sortie generation.
¾ You will not fly within 24 hours of compressed gas diving (including scuba), surface
supplied diving, or hyper baric (compression) chamber exposure and aircraft pressurization
checks that exceed 10 minutes duration.
¾ You will not fly within 12 hours if the chamber flight went above 25,000 feet
¾ You will not fly within 72 hours after donating blood.
¾ (Added‐PACAF) Aircrew will not fly within 24 hours of traveling between CONUS and
Alaska/Hawaii when crossing 4 or more time zones.
¾ (Added‐PACAF) Aircrew will not fly within 24 hours of traveling between Alaska/Hawaii
and Japan/Korea/Guam/Singapore/Thailand.
¾ (Added‐PACAF) Aircrew will not fly within 48 hours of traveling between CONUS and
Japan/Korea/ Guam/Singapore/Thailand.
¾ Controlled Cockpit Rest
o Must be restricted to non‐critical phases of flight between cruise and one hour prior to
planned descent.
o Cockpit rest shall only be taken by one crewmember at a time.
o All cockpit crewmembers including the resting member must remain at their stations.
o A rest period shall be limited to a maximum of 45 minutes.
o More than one rest period per crewmember is permitted if the opportunity exists.

GENERAL PLANNING (GP)

Chapter 2: Explanation of Terms
¾ AIRCRAFT CLASSES (FAA‐P/CG) ‐ For the purposes of wake turbulence, separation minima,
Air Traffic Control classifies aircraft as heavy, large and small as follows:
o HEAVY ‐ Aircraft capable of take‐off weights of more than 255,000 pounds whether or
not they are operating at this weight during a particular phase of flight.
o LARGE ‐ Aircraft of more than 41,000 pounds, maximum certificated take‐off weight, up
to 255,000 pounds.
o SMALL ‐ Aircraft of 41,000 pounds or less, maximum certificated take‐off weight.
¾ AIRCRAFT CLASSES (ICAO) ‐ For the purposes of wake turbulence separation minima, Air
Traffic Control classifies aircraft as heavy, medium and light as follows:
o HEAVY ‐ Aircraft with a maximum certificated takeoff weight of 300,000 pounds or
more.
o MEDIUM ‐ Aircraft with a maximum certificated take‐off weight of less than 300,000
pounds but more than l5,500 pounds.
o LIGHT ‐ Aircraft with a maximum certificated takeoff weight of 15,500 pounds or less.
¾ CLEARED AS FILED ‐ Means the aircraft is cleared to proceed in accordance with the route
of flight filed in the flight plan. This clearance does not include the altitude, SID, or SID
Transition.
¾ CLEARED FOR THE OPTION ‐ Air Traffic Control authorization for an aircraft to make a
touch‐and‐go, low approach, missed approach, stop‐and‐go, or full stop landing at the
discretion of the pilot. It is normally used in training so that an instructor can evaluate a
student's performance under changing situations. (See Option Approach)
¾ PROGRESSIVE TAXI ‐ Precise taxi instructions given to a pilot unfamiliar with the airport or
issued in stages as the aircraft proceeds along the taxi route.
¾ ROGER ‐ I have received all of your last transmission. It should not be used to answer a
question requiring a yes or no answer. (See Affirmative, Negative)
¾ RUNWAY HEADING ‐ The magnetic direction that corresponds with the runway centerline
extended, not the painted runway number. When cleared to "fly or maintain runway
heading," pilots are expected to fly or maintain the heading that corresponds with the
extended centerline of the departure runway. Drift correction shall not be applied; e.g.,
Runway 4, actual magnetic heading of the runway centerline 044, fly 044.
¾ WILCO ‐ I have received your message, understand it, and will comply with it.
¾ What is a “minimum en route IFR altitude (MEA)”?
o The lowest published altitude between radio fixes which assures acceptable
navigational signal coverage and meets obstacle clearance requirements between those
fixes. The MEA for Federal airway applies to the entire width of the airway, segment, or
route between radio fixes.
‐ 180 ‐ August 2008


¾ What is a “minimum obstruction clearance altitude (MOCA)?
o The lowest published altitude in effect between radio fixes on VOR airways, off airway
route, or route segments, which meets obstacle clearance requirements for the entire
route segment and which assures acceptable navigational signal coverage only within
25 statute miles (22 NM) of a VOR.
¾ What is an “off‐route obstruction clearance altitude (OROCA)”?
o An off‐route altitude, which provides obstruction clearance with a 1000‐foot buffer in
non‐mountainous terrain areas and a 2000‐foot buffer in, designated mountainous
areas within the U.S. This altitude MAY NOT provide signal coverage from ground‐
based navigational aids, ATC radar, or communications coverage.
¾ What is an “off‐route terrain clearance altitude (ORTCA)”?
o An off‐route altitude, which provides terrain clearance with a 3000‐foot buffer from
terrain. This altitude may not provide signal coverage from ground based navigational
aids, ATC radar, or communications coverage.
o 11‐202, Volume 3 says this is used on en route charts covering those areas outside the
United States

Chapter 4: Flight Plans
¾ For your departure time, you must advise Base Operations of the tie‐in FSS when actual
departure time will be delayed by how long?
o 1 hour or more and provide an updated proposed departure time.
¾ For IFR flight plans, the last fix entered in the route of flight must be what?
o The identifier of the nearest appropriate IAF, navigational aid, first point of intended
landing, or published fix which most clearly establishes the route of flight to the
destination or;
o The coded identifier of a STAR placed after the transition fix.
¾ For VFR flight plans, the last fix entered in route of flight must be what?
o Point from which the final leg is begun to the destination.
¾ What is the estimated time en route for a VFR Flight Plan? IFR Flight Plan?
o VFR: the time from take‐off to a position over the destination airport, including known
or preplanned en route delays (practice approaches, landings, etc.)
o IFR: the time from take‐off or departure from a Terminal or Special Use Airspace en
route delay location to the last fix shown in the ROUTE OF FLIGHT exclusive of planned
en route delays. (NOTE: for tanker aircrews, when planning a delay at the ARCP of an
AR track or anchor, include the planned delay at the ARCP or anchor in the ETE block.
¾ When is a VOID time required?
o Stopover and/or terminal area delay flight plans.
o Compute by taking the total time from take‐off to final destination, rounded to the next
whole hour.

Chapter 5 Pilot Procedures
¾ What is the latest time an IFR flight plan can be filed?
o At least 30 minutes (1 hour in some areas) prior to ETD.
¾ Is the pilot responsible for closing of flight plans at military installations? Non‐military
installations?
o NO but the pilot should verbally confirm the closing of his flight plan with tower or Base
Operations personnel
o YES, the pilot closes the flight plan with Flight Service through any means of
communications available. Collect long‐distance telephone service may be used.

Area Planning (AP)
The “A” in any AP‐X”A” denotes that it contains special use airspace information
The “B” in AP‐1B denotes that it contains military training route (MTR) information (Low level
& refueling tracks/anchors)`

AP1

¾ US: RVSM is implemented between FL290‐410 (inclusive) in the following airspace: the
airspace of the lower 48 states of the United States, Alaska, Atlantic and Gulf of Mexico High
Offshore Airspace and the San Juan FIR.

August 2008 ‐ 181 ‐


‐ 182 ‐ August 2008


AP/1A

¾ P ‐ Prohibited Area. Flights are prohibited except by special permission.
¾ R ‐ Restricted Area. Flights are prohibited during published periods of use unless
permission is obtained from controlling authority.
¾ W ‐ Warning Area. Flights are not restricted but avoidance is advised during time of use.
¾ D ‐ Danger Area. Flights are not restricted but avoidance is advised during time of use.
¾ A ‐ Alert Area. Flights are not restricted. An area where there is concentrated student
training or other unusual area activity of operator significance. The suffixes in parentheses
added to the Canada Alert Area designators are: (A) Acrobatic; (F) Aircraft Test Area; (H)
Hang Gliding; (M) Military Operations; (P) Parachute Dropping; (S) Soaring; and (T)
Training.
August 2008 ‐ 183 ‐


AP/1B

IR MTRs
¾ IR MTRs that include one or more segments above 1500 feet AGL shall be identified by three
number characters, (for example IR‐XXX). IR MTRs with no segment above 1500 feet AGL
shall be identified by four number characters, (for example IR‐XXXX). Developers/Route
Originators will ensure that all IR MTRs are displayed on VFR Sectionals, VFR Terminal Area
Charts and Area Planning AP/1B Military Training Route Charts (IR routes 1500 feet and
above should be charted on Enroute Low and Area Charts).
¾ All IR MTR operations shall be conducted on IFR flight plans or an approved altitude
reservation (ALTRV) regardless of weather conditions.
¾ Unless agreed to by the ARTCC area where the route originates, each flight plan shall
include the following specific information:
¾ The published entry/alternate entry fix in terms of fix/radial/distance (FRD), route
designator, the published exit/alternate exit fix in terms of FRD, followed by the balance of
the route of flight. Example: SAT263043 IR149 LRD040028
¾ The remarks portion (Field 11) of the flight plan shall contain the IR designator, the letter E
and a four digit group indicating the Zulu entry time, the letter X and a four digit group
indicating the Zulu exit time, and remarks (if applicable). Use no spaces on the first group.
¾ Example: IR149E1520X1600 Exiting Golf
¾ Obtain an ATC exit clearance prior to exiting the route where ATC radio coverage is
available. If ATC radio coverage is not available do not exceed the last assigned or expected
IFR clearance until contact is available. An IFR exit clearance may be contained in a letter of
agreement between the Route Originator and the associated ATC facility.
¾ In the event of communications failure (unless otherwise agreed to in a letter of agreement)
the pilot shall:
o If VMC and able to maintain VFR cloud clearances after the failure, continue the flight
VFR and land as soon as practicable.
o If IMC or if paragraph a. cannot be complied with, maintain route to the exit fix, the
higher of the following:
The IFR altitude for each of the remaining route segments.
highest altitude assigned in the last ATC clearance.
¾ Depart the filed exit point at the altitude determined above, then climb/descend to the
altitude filed in the flight plan for the remainder of the flight.
¾ Squawk Mode 3 Code 7600 until communications are reestablished and comply with the
Flight Information Handbook.
¾ Pilots will squawk the ATC assigned code for IR MTRs.

VR MTRs

¾ VR MTRs that include one or more segments above 1500 feet AGL shall be identified by
three number characters, (for example VR‐XXX). VR MTRs with no segment above 1500 feet
AGL shall be identified by four number characters, (for example VR‐XXXX).
Developers/Route Originators will ensure that all VR MTRs are displayed on VFR Sectionals,
VFR Terminal Area Charts and Area Planning AP/1B Military Training Route Charts (IR
routes 1500 feet and above should be charted on Enroute Low and Area Charts).
¾ When practicable, avoid flight within 1500 feet AGL or 3 NM of airports.
¾ Operations on VR MTRs shall be conducted only when the weather is at or above VFR
minima. The flight visibility shall be 5 miles or more and flights shall not be conducted
below a ceiling of less than 3000 feet AGL.
¾ Pilots should monitor 255.4 MHz while on VR MTRs, if practicable. Tactical or discrete
frequencies may be used.
¾ In the event of communications failure (unless otherwise agreed to in a letter of agreement)
the pilot should remain VMC, continue the flight VFR, and land as soon as practicable at the
most suitable airport.
¾ Squawk Code 4000 while operating on a VR MTR unless otherwise assigned by ATC.

SR MTRs
¾ Unlike IR/VR MTRs the number of characters (ex SR‐XXX or SR‐XXXX) in a SR has no
bearing on route altitudes within the SR.
¾ Squawk Code 1200 while operating on SRs unless otherwise assigned by ATC.
¾ High‐speed aircraft must not use low speed routes (SR). Operations on SR routes are flown
at airspeeds of 250 knots IAS or less.
¾ Pilots should monitor 255.4 MHz while on SRs, if practicable. Tactical or discrete
frequencies may be used.
‐ 184 ‐ August 2008


AP2
NAT ORGANIZED TRACK SYSTEM (NAT OTS)
¾ The agreed OTS is promulgated by means of the NAT Track Message via AFTN to all
interested addresses. A typical time of publication of the day‐time OTS is 2200Z and the
night‐time OTS is 1400Z. The hours of validity of the two OTSs are normally 1130Z‐1900Z at
W30° for daytime OTS and 0100Z‐0800Z at W30° for nighttime OTS.
¾ The most northerly Track of a day OTS is designated as NAT Track Alpha, the adjacent track
to the south as NAT Track Bravo, etc. In the case of the structure published for night use, the
most southerly track is designated NAT Track Zulu, the adjacent track to the north is
designated NAT Track Yankee, etc.
¾ Flight levels are allocated for use within the track structure to make optimum use of the
available airspace. Normally FL285‐FL420.

NAT TRACK MESSAGE
¾ The originating OAC identifies each NAT Track Message, within the Remarks section
appended to the end of the NAT Track message, by means of a 3‐digit Track Message
Identification (TMI) number equivalent to the Julian calendar date on which the OTS is
effective (The Julian calendar date is a simple progression of numbered days without
reference to months, with numbering starting from the first day of the year.
¾ If any subsequent NAT Track amendments affecting the entry/exit point, route of flight (co‐
ordinates), or flight level allocation are made, the whole NAT Track Message will be
reissued.
¾ The reason for this amendment will be shown in the Notes and a successive alphabetic
character (i.e. ‘A’, then ‘B’, etc..) will be added to the end of the TMI number (e.g. TMI 032A).
¾ The remarks section is an important element of the Track Message that may vary
significantly from day to day and includes essential information that Shanwick or Gander
need to bring to the attention of operators.

Notes on NATS
¾ Need clearance by for NATS
¾ Eastbound – 200 NM prior to Gander 126.9 (135.05 134.9 – 2230‐0530) 123.95 (For
Aircraft registered in the west)
¾ Westbound – east of W002 (If you get it around EGUN you will be fine) 123.95/135.525

AP3
PACOTS (Pacific Organized Track System)
¾ USABLE FLIGHT LEVELS. All Instrument Flight Rules flight levels at or above FL290, except
the westbound North American‐Japan PACOTS which also includes FL280 in the Oakland
FIR.
¾ CITY PAIR TRACKS. Where Air Traffic Control has identified a requirement for flight
planning restrictions on a particular city pair, these restrictions will be published by Class I
NOTAM or as part of the daily track message. Users will file Eastbound PACOTS Track 2 to
KSFO and Track 3 to KLAX.
¾ LATERAL SPACING OF TRACKS. Tracks are established at least 100 nautical miles apart if
standard oceanic separation is being applied or 50 nautical miles apart if composite oceanic
¾ separation is being applied. Tracks are usually defined using whole degrees of
latitude/longitude or sometime named fixes. The course divergence rule is used outbound
at oceanic gateways in U.S. controlled airspace. Due to the fact the southwestbound and
northeastbound are in effect at the same time the opposite direction PACOTS tracks may be
in conflict with each other. It is not feasible to generate the southwestbound and
northeastbound separated from each other.
FLIGHT PLANNING.
¾ Aircraft requesting altitudes at or above FL280 may file via route notified in the daily
NOTAM or track message.
¾ Aircraft may file to leave or join an outer PACOTS track at any reporting point. Aircraft
leaving an outer track should file routes that diverge, within 10 degrees of longitude, to at
least 100 NM from the nearest PACOTS track. Flight level assignment for aircraft joining an
outer track will be based on traffic.
¾ Non‐participating aircraft. South of the southern most PACOTS track. The filed (a) Random
routes under the PACOTs at FL280 and below are permitted.
¾ Routes are permitted to be filed north of the northernmost PACOTS or routes must remain
clear of any PACOTS track by at least 100 NM unless established in the NOPAC Route
System.

August 2008 ‐ 185 ‐


AIR TRAFFIC CONTROL PROCEDURES.
¾ For flight planning and initial clearance, crossing between PACOTS tracks will not be
permitted. Once established in the PACOTS, track changes may be approved as traffic
permits.
¾ Odd flight levels at and above FL290 will be assigned and 2,000 foot step climbs will be
available traffic permitting.
¾ Aircraft should not expect to climb into the PACOTS unless filed on a route corresponding
to a PACOTS track. In this case, climb into the PACOTS will be approved as traffic permits.
¾ The minimum longitudinal separation between aircraft crossing the Tokyo Flight
Information Region boundary on the same track at the same flight level will be 10 minutes
using mach number technique.
¾ POSITION REPORTING. Position reports shall be made in accordance with ICAO procedures.
Within the Oakland and Anchorage oceanic control areas, position reports are to be made
using geographical coordinates or named fixes as specified in the PACOTS Track/NOTAM
message.

Flight Information Handbook (FIH)

Section A Emergency Procedures
¾ DISTRESS ‐ Call MAYDAY \voice) or SOS (CW): When you are threatened by serious and or
imminent danger and require immediate assistance (e.g., ditching, crash landing or
abandoning aircraft).
¾ URGENCY ‐ Call PAN PAN (voice) or XXX (CW): When a condition concerning the safety of an
aircraft or other vehicle, or of some person on board or within sight but does not require
immediate assistance (e.g., lost, fuel shortage, partial engine failure, etc)

¾ IFR FLIGHT PLAN During two‐way radio communications failure, when confronted with a
situation not covered in the regulation, pilots are expected to exercise good judgment in
whatever action they elect to take. the transponder should be adjusted to reply on Mode
3/A, Code 7600. Pilots can expect ATC to attempt to communicate by transmitting on guard
frequencies and available frequencies of navaids.
¾ VMC ‐ If able to maintain flight in VMC continue flight under VFR and land as soon as
practicable and notify ATC. It is not intended that the requirement to "land as soon as
practicable" be construed to mean "as soon as possible". The pilot retains his prerogative of
exercising his best judgment and is not required to land at an unauthorized airport, at an
airport unsuitable for the type of aircraft flown, or to land only minutes short of his
intended destination. When operating "on top" and unable to descend VMC prior to
destination, the procedures contained in the paragraph below apply.
¾ IMC ‐ If VMC is not encountered, continue the flight according to the following:
¾ ROUTE By the route assigned in the last ATC clearance received;
o If being radar vectored, by the direct route from the point of radio failure to the fix,
route, or airway specified in the vector clearance;
o In the absence of an assigned route, by the route that ATC has advised may be expected
in a further clearance; or
o In the absence of an assigned route or a route that ATC has advised may be expected in
a further clearance, by the route filed in the flight plan.
¾ ALTITUDE ‐ At the highest of the following altitudes or flight levels for the route segment
being flown:
o The altitude or flight level assigned in the last ATC clearance received;
‐ 186 ‐ August 2008


o The minimum altitude (converted, if appropriate, to minimum flight level) for IFR
operations (see Section B, Altimeter Changeover Procedures); or
o The altitude or flight level ATC has advised may be expected in a further clearance.
o NOTE ‐ The intent of the rule is that a pilot who has experienced two‐ way radio failure
should select the appropriate altitude for the particular route segment being flown and
make the necessary altitude adjustments for subsequent route segments. If the pilot
received an "expect further clearance" containing a higher altitude to expect at a
specified time or fix, maintain the highest of the following altitudes until that time/fix:
the last assigned altitude, or
the minimum altitude/flight level for IFR operations.
¾ Upon reaching the time/fix specified, the pilot should commence climbing to the altitude
advised to expect. If the radio failure occurs after the time/fix specified, the altitude to be
expected is not applicable and the pilot should maintain an altitude consistent with a. or b.
above.
¾ LEAVE CLEARANCE LIMIT.
o When the clearance limit is a fix from which an approach begins, commence descent
or descent and approach as close as possible to the expect further clearance time if
one has been received, or if one has not been received, as close as possible to the
expected time of arrival as calculated from the filed or amended (with ATC) estimated
time enroute.
o If the clearance limit is not a fix from which an approach begins, leave the clearance
limit at the expect further clearance time if one has been received, or if none has been
received, upon arrival over the clearance limit, and proceed to a fix from which an
approach begins and commence descent or descent and approach as close as possible
to the estimated time of arrival as calculated from the filed or amended (with ATC)
estimated time enroute.
¾ RADAR APPROACHES ‐ initiate lost communications procedures if no transmissions are
received for approximately one minute while being vectored to final, 15 seconds while on
ASR final approach, or five seconds while on PAR final approach.
o Attempt contact on a secondary frequency, the previously assigned frequency, the
tower frequency, or guard.
o If unable to re‐establish communications and unable to maintain VMC, proceed with a
published instrument approach procedure or previously coordinated instructions.
Change transponder to appropriate codes.
o Maintain the last assigned altitude or the minimum safe/sector altitude (emergency
safe altitude if more than 25 NM from the facility), whichever is higher, until established
on a segment of the published approach.
¾ Visual signals are contained in this section

Section B National and International Flight Data and Procedures
¾ Are pilots required to lead turns when flying under IFR rules below 18,000’ MSL? How about
above 18,000’ MSL?
o YES‐ Pilots are reminded that special attention must be given to the matter of making
course changes so as to adhere as closely as possible to the airway/route being flown
below 18,000’ MSL; NO
o Normal navigational aid spacing for airways/routes below 18,000 feet MSL is 80
nautical miles and the airspace are to be protected has a total width of 8 NM, 4 NM on
either side of centerlines, within 51 NM of the facility.
o Aircraft traveling in excess of 290 knots true airspeed could exceed the normal
airway/route boundaries depending on the amount of course change required, wind
direction, and velocity, the character of the turning fix (DME, overhead navigation aid,
or intersection), and the pilot’s technique in making a course change.
o In the airspace at or above 18,000 feet MSL additional IFR separation protection is
provided for turns.
o IN THE AIRSPACE BELOW 18,000 FEET MSL, where operations in excess of 290 knots
TAS are less prevalent, the provision of additional IFR separation in all course change
situations for the occasional aircraft making a turn in excess of 290 knots TAS creates
an unacceptable waste of airspace and imposes a penalty upon the preponderance of
traffic operating at low speeds.
¾ The following reports should be made to ATC or FSS facilities without a specific ATC request:
o When vacating any previously assigned altitude or flight level for a newly assigned
altitude or flight level.
o When an altitude change will be made if operating on a clearance specifying "VFR ON
TOP."
o When unable to climb/descend at a rate of at least 500 feet per minute.
o When approach has been missed. (Request clearance for specific action; i.e., to
alternative airport, another approach, etc.).
August 2008 ‐ 187 ‐


o Change in the average true airspeed (at cruising altitude) when it varies by 5 percent
or 10 knots (whichever is greater) from that filed in the flight plan.
o The time and altitude or flight level upon reaching a holding fix or point to which
cleared.
o When leaving any assigned holding fix or point.
o Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation
receiver capability, complete or partial loss of ILS receiver capability or impairment of
air/ground communications capability. Reports should include aircraft identification,
equipment affected, degree to which the capability to operate under IFR in the ATC
system is impaired, and the nature and extent of assistance desired from ATC.

Section C Meteorological Info
¾ TAF/METAR info & codes are listed

Section D Conversion Tables

‐ 188 ‐ August 2008


Section F
¾ Contains NOTAM Codes

August 2008 ‐ 189 ‐


Terminal Procedures Symbols

‐ 190 ‐ August 2008


August 2008 ‐ 191 ‐

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August 2008 ‐ 193 ‐

IFR Chart
‐ 194 ‐ August 2008


August 2008 ‐ 195 ‐

VFR Chart

‐ 196 ‐ August 2008

AFI 11218 Airport Markings, Lights and Signs

Use of Aircraft Lights
¾ For aircraft equipped with anti‐collision lights, the lights must be on from just prior to
engine start until engine shutdown.
¾ Aircraft that do not have power available before engine start shall turn anti‐collision lights
on as soon as power is available.
¾ From sunset to sunrise all moving aircraft shall display position lights and lights to clearly
illuminate the extremities of the aircraft.
¾ From sunset to sunrise, moving aircraft with no power available to operate lighting systems,
such as aircraft being towed, shall use wing‐walkers with lighted wands, or another means
to illuminate the extremities of the aircraft in motion.
¾ Flashing lights may be switched off or reduced in intensity if they will adversely affect the
performance of duties, or subject an outside observer to harmful glare.

Taxi and Towing Distances
¾ Do not taxi or tow beyond taxiway hold lines, or within 100 feet of an active runway if there
are no hold lines, unless previously cleared by air traffic control.
¾ Do not taxi or tow an aircraft within 25 feet of obstructions without wing walkers
monitoring the clearance between the aircraft and the obstruction.
¾ Do not taxi aircraft closer than 10 feet to any obstruction.

Airfield Hand Signals (selected few)

SLOW DOWN
Arms down with palms
toward ground then moved
up and down several times.

MOVE BACK
Arms by sides, palms facing
forward, arms swept
forward and upward
repeatedly to shoulder
height. Do not bend arms at
the elbow.

TURN WHILE BACKING TAIL
TO THE RIGHT
Point left arm down. The
right arm is by the side,
palm facing forward. The
right arm is swept forward
and upward repeatedly to
shoulder height. Do not
bend arm at the elbow.

TURN WHILE BACKING – TAIL
TO THE LEFT
Point right arm down. The
left arm is by the side, palm
facing forward. The left arm
is swept forward and
upward repeatedly to
shoulder height. Do not
bend arm at the elbow.

August 2008 ‐ 197 ‐


ABANDON AIRCRAFT
Marshaller first gives signal
to cut engines, followed be
signal simulating
unfastening seat belt and
shoulder straps and
throwing them up and off.

FIRE IN THE ENGINE
OR APU
Make rapid horizontal
figure‐of‐eight motion at
waist level with either arm,
pointing at source of fire
with the other.

HOT BRAKES
Arms extended with
forearm perpendicular to
ground. Palms facing body.

Runway Marking Highlights
¾ The threshold bar is 10’ wide and is white since it is part of the useable runway surface.
¾ Arrowheads highlight the beginning of the useable landing surface.
¾ Arrows in a displaced threshold area indicate an area suitable for taxi and takeoff only.
¾ Chevrons in a displaced threshold area indicate an area unsuitable for taxi, takeoff, or
landing.
¾ USAF Only ‐ In permanently displaced thresholds all arrows and arrowheads are yellow.
¾ Chevrons are yellow since the area is unusable for taxi, takeoff, or landing.

FAA Demarcation Bars and Threshold Markings
‐ 198 ‐ August 2008


USAF Threshold Markings

¾ Continuous Markings ‐ continuous double yellow line ‐ define the taxiway edge from the
shoulder or some other abutting paved surface not intended for use by aircraft.
¾ Dashed Markings ‐ used when there is an operational need to define the edge of a taxiway or
taxi lane on a paved surface where the adjoining pavement to the taxiway edge is intended
for use by aircraft. e.g., an apron. Dashed taxiway edge markings consist of a broken double
yellow line.

¾ At USAF installations, surface painted taxiway direction and location signs are yellow block
letters with no background. Geographic Position Markings ‐ These markings are located at
points along low visibility taxi routes designated in the airport's They are used to identify
the location of taxiing aircraft during low visibility operations ‐ when the RVR is below 1200
feet.

¾ A raised lighted yellow X may be placed on each runway end in lieu of the markings
described to indicated the runway is closed.
August 2008 ‐ 199 ‐


¾ Runway Edge Lights ‐ runway edge lights are white, except on instrument runways yellow
(or amber) replaces white on the last 2,000 feet or half the runway length, whichever is less,
to form a caution zone for landings.
¾ Runway End Lights ‐ define the end of the operational runway surface for aircraft for
landing, roll out, or takeoff. They consist of red lights located symmetrically about, and
perpendicular to, the runway centerline. They are located within 10 feet of the end of the
usable landing surface.
¾ Runway Threshold Lights. Runway threshold lights define the beginning of the operational
runway surface for aircraft for landing. The lights emit red light toward the runway to
indicate the runway end to a departing aircraft and may emit green outward from the
runway end to indicate the threshold to landing aircraft.
¾ Runway Centerline Lighting System ‐ They are located along the runway centerline and are
spaced at 50‐foot intervals. When viewed from the landing threshold, the runway centerline
lights are white until the last 3,000 feet of the runway. The white lights begin to alternate
with red for the next 2,000 feet, and for the last 1,000 feet of the runway, all centerline lights
are red.
¾ Touchdown Zone Lights. ‐ consist of two rows of transverse light bars disposed
symmetrically about the runway centerline. The system consists of steady‐burning white
lights that start 100 feet beyond the landing threshold and extend to 3,000 feet beyond the
landing threshold or to the midpoint of the runway, whichever is less.
¾ Taxiway edge lights emit blue light, taxiway centerline lights emit green light.
¾ Stop bar lights – used to confirm ATC clearance – aircrews should never cross a red stop bar
even if an ATC clearance has been given to proceed onto or across the runway. If after
crossing and they lights extinguish then the aircrew should hold position and contact ATC.
‐ 200 ‐ August 2008

C 17 Airland Quick Reference & Study Guide: For REFERENCE Use Only

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