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C-17 PCO GK > PCO Ride 1 GK > Flashcards

PCO Ride 1 GK Flashcards

1
Q

Low-Level chart preparation requirements come from the following pubs:

A

11-2C-17v3 & 11-217v2

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2
Q

Minimum LL chart requirements (per the Vol3 and the 217V2):

A

Turnpoints, IP, DZ, course line, course data, CHUM data/date, ESA, chart series/date

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3
Q

Trim charts to no less than ___

A

10NMs after establishing ESA

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4
Q

CHUM no less than ____ either side of _____

A

22NM either side of centerline

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5
Q

Charts w/ a scale of ______________ or greater detail are desired for low level operations

A

1:250,000

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6
Q

VFR charts utilized by fixed-wind aircraft will include, at a minimum:

A

course lines, mag heading, leg distance and time for any segments flown below 1000’ AGL

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7
Q

All charts will be updated w/ current ____

A

DAFIF/E-CHUM and the date of the info will be annotated clearly on the charts

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8
Q

LL chart techniques can be found in ___

A

3-3, attachment 2

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9
Q

What is an ESA?

A

ESA - Emergency Safe Altitude - 1,000’ (2,000’ mountainous) above highest obstruction w/i 22 NM

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10
Q

What is a Low Level MSA?

A

MSA - Minimum Safe Altitude - 1000’ above highest obstruction w/i 5 NM

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11
Q

What is a Low Level IFR altitude?

A

IFR - 1,000’ (2,000’ mountainous) above highest obstrction w/i 5NM; should be rounded up to next 100’

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12
Q

Night VMC Low Level Altitude

A

500’ above highest obstruction to flight or 400’ plus one chart contour interval, whichever is higher, within 3NM

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13
Q

NVG Low Level Altitude

A

500’ above the highest spot terrain elevation or 400’ plus one chart contour interval, which ever is higher within 3NM

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14
Q

What is “mountainous terrain,” per the 202v3?

A

Mountainous Terrain - in absence of other MAJCOM guidance:

  • areas defined in 14 CFR part 95.11 for CONUS, Alaska, Hawaii, and Puerto Rico.
  • For all other areas of operation, use a 500’ surface elevation change over a 1/2 NM distance
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15
Q

SR Route requirements

A

SR Requrements:

  • 1500 & 3
  • Squawk 1200
  • Max 250 KIAS
  • Should monitor 255.4
  • At or below 1500’ AGL
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16
Q

VR Route requirements

A

VR Requirements:

  • 300 & 5
  • Squawk 4000’
  • Should monitor 255.4
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17
Q

IR Route requirements:

A

IR Requirements:

  • Squawk as assigned
  • Must obtain specific clearance prior to entering and exiting
  • No weather requirements unless stated in the AP
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18
Q

IR/VR routes with ___ shall be identified by three numbers

A

IR/VR route with at least one segment above 1500’ AGL shall be identified by three number. When no segment is above 1500’ AGL, the route name will have four characters)

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19
Q

How does the MC compute Delta T?

A

Current ground speed to the next waypoint then flight plan speeds thereafter

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20
Q

Performance pages - TECH/MAN/FPLAN speeds

A

Performance Pages -
TECH - 4-engine tech order profile speeds
MAN - user defined
FPLAN - cruise phase only. Directs MC to KCAS/Mach as defined in the flight planning pages

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21
Q

Performance Pages - Climb/Cruise/Descent

A

Performance Pages -
CLIMB - after takoff (bottom of climb soft waypoint) up until top of clib for the initial climb phase (when you reach Route Data altitude. Defaults to Tech Order profile unless changed.
CRUISE - begins after T/C soft waypoint and ends at the T/D soft waypoint
DESCENT - T/D to B/D or FAF. Fuel based on idle plus .02 EPR

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22
Q

AT vs Cruise Altitudes/Speeds

A

AT Altitude - requires aircraft to be at a specified altitude
CRUISE FL - from the waypoint to the end of the flight plan or until the next RZ, AD, or MC approach segment
AT Speed - aircraft will be at this speed prior to the waypoint
SPD - MC adjusts to this speed after sequencing the waypoint

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23
Q

MC Wind hierarchies

A

MC Wind Hierarchies

  • Atmospheric Model - assumes current atmospheric conditions within 200NM and within 4,000’ of the aircraft; updates every 5 minutes
  • Next/ when on the ground:
    • Spot winds and temp deviations
    • Climb & descent winds
    • Wind factors
    • Calm/Standard Day
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24
Q

MC Altitude hierarchies

A

MC Altitude hierarchies

  • AT ALT (or AT/ABOVE or AT/BELOW)
  • CRZ FL (altitude passing a waypoint; on waypoint page)
  • CRZ ALT (from route data page)
  • With no modifications (on an airland flight), climb to cruise altitude at the highest 1,000’ altitude below the 300fpm cruise ceiling
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25
Q

MC Speed hierarchies

A

MC Speed hierarchies

  • Speed Limit
  • MAX SPD @ a waypoint (in climb or descent phase only)
  • AT SPD @ a waypoint
  • Speed to meet a FIX time constraint
  • SPD (after crossing the fix)
  • Tech order speeds
  • (MC only provides recommended speeds during cruis & step descents)
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26
Q

Time Control -

Per the 3-3 (p 4-31), “Mission planning should include ___ and ___ to meet TOT in the even of early or late takeoffs”

A

Timing triangles and orbit points

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27
Q

Time Control -

Low Alt Orbit (less than 10,000’ MSL)

A

Low Alt Orbit:

  • with AP on, 1.2 minutes per 180 degree turn.
  • double that to get 2.4 minutes for a 360
  • if you’re 5 minutes early add 1.3 minute legs (total of 2.6 minutes of straight-and-level) between the two 180s
  • adjust for winds
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28
Q

Time Control -

High Alt Orbit

A

1% of TAS will equal time required for a 350 degree turn

e.g.at 420TAS, it would take 4.2 minutes to complete a 360

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29
Q

Time Control -

Explain the 10% rule

A

Add/subtract 10% of your planned IAS for 10 minutes to gain/lose 1 minute
(can be adjusted incrementally - i.e. a 5% change for 20 minutes or 20% change for 5 minutes)

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30
Q

Time Control -

Explain the Incremental Method

A

Time Control - Incremental Method
(use for deviations less than 1 minute)
-Divide planned IAS by 6
-Apply this increment to planned IAS for 1 minute to gain or lose 10 seconds
(e.g. Problem: 40 second late @240 KIAS. 240/6=40 knots. Solution: increase to 280 knots for 4 minutes)

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31
Q

Time Control -

Explain the Proportional Method

A

Time Control - Proportional Method

  • Determine number of seconds early/late
  • Change IAS by that number of seconds and hold for time in seconds equal to planned IAS
    (e. g. Problem 30 second late at planned 240 KIAS. Increase to 270 KIAS for 240 seconds
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32
Q

Time Control -

What is the 10-Knot rule of thumb?

A

Time Control - The 10-Knot rule of thumb
If actual GS is 10 kts different than planned, the aircraft will gain/lose 1 seconds 1 second for each NM prior to slowdown
(e.g. if planned GS was 240 and actual GS is 250, on an 18.5NM leg, the aircraft will gain 18.5 seconds)

33
Q

Time Control -

How does Off-Course Maneuvering work?

A

Time Control - Off-Course Maneuvering
Turn 60 degrees off course for 1 minute, then turn back to intercept course at a 60 angle for 1 minute. This will lose 1 minute.
(Or 30 degrees off to lose 15 seconds, or 45 degrees off to lose 30 seconds)

34
Q

Time Control -

Explain Cutoffs

A
  • For turns <90degrees, time saves equal to 1/2 of cutoff distance divided by GS
    (e. g. 240 kts (or 4NM/min) with a 10NM cutoff… half of 10=5, then 5 divided by 4NM/min = 1.25 minutes
  • For 90 degree turns: time saved equals .75 of cutoff distance divided by GS
  • For turns >90, time saved equal to cutoff distance divided by GS
35
Q

Time Control -

MC “Intercept to” Technique

A

Time Control - MC “Intercept to” technique
(allows off-course maneuvering/threat avoidance while still getting accurate MC timing)
-determine cutoff heading to cut corner
-on Direct To page, “//XXX” where “XXX” is the desired cutoff heading in LSK 1R
-then enter desired course to intercept in 1R & execute

36
Q

Time Control -

Parallelogram

A

When unable to turn at a planned turn point due to pop-up threat, etc., turn prior to point & parallell planned course for duration of that leg

37
Q

Time Control -

Vertical Speed Schedule

A

Time Control - Vertical Speed Schedule

Engage VS schedule, typically 2,000fpm to 10,000’MSL; 1,500fpm to 15,000’MSL; 1,000fpm to FL250: and 500fpm above FL250

38
Q

Time Control -

“30T Technique”

A

Time Control - “30T Technique”
When you build a LL in CFPS, enter “30T” in the bank angle block to reflect a lead turn since the MC will underfly point. Then, if you need to lose time, you can overfly the point & add about 15 seconds

39
Q

Time Control - technique for exit time

A

Time Control - technique for exit time
As a technique, set your planned speed as an AT SPD on an upcoming low level point. Due to hierarchies, that will override your fixed exit time, propagate that speed through that speed throughout the low level, and give you an estimate of what time you will exit.

40
Q

Time Control - 1+00 per 10,000’ technique

A

Time Control -
(The 1+00 per 10,000’ is only accurate if there are no waypoints between the top and bottom of descent)
For each 10,000’ to descend, plan to be 1 minute early at the top of descent (you’ll lose time in the descent). If climbing, you’ll gain 1 minute for each 10,000’ to climb.

41
Q

Defensive Maneuvering

A

[Study defensive maneuvers per the 3-1]

[be able to explain DS, LAIRCM and non-LAIRCM]

42
Q

ALZ Ops -

Describe AMP-3

A

ALZ Ops - AMP-3
(Altus ALZ is AMP-3 during the day)
-reduces requirements for day/night operations
-overt or covert lighting may be used
-the “Box and One” with a box length of 500’
-AMP-3 Day is [300’ overrun - orange panels - 500’ zone - cerise panels - rest of the rwy length - cerise panels (day) - 300’ overrun]
- AMP-3 Night is [300’ overrun - field marker lights (overt or covert) - 500’ zone - rest of rwy length - flashing strobe light - 300’ overrun]

43
Q

ALZ Ops -

Describe AMP-1

A

ALZ Ops - AMP-1
(Altus ALZ is AMP-1 at night)
-normally for day or night VMC tactical airlift missions
-as a minimum, TD zone must be marked
-AMP-1 [300’ overrun - orange panels, 6’ apart when in pairs - 500’ zone - cerise panels - rest of rwy length, marked by white panels/lights 500’ to 1000’ apart - possibly another 500’ zone for opposite direction - 300’ overrun]

44
Q

TOLD

1-C-17a-1-1 assumptions for Vgo

A

TOLD - 1-C-17a-1-1 assumptions for Vgo

Vgo - calculated assuming rwy available equals CFL for MAX thrus (p. A-3). Vgo is the lowest of Vrot, Vr, or Vbmax

45
Q

TOLD

Vrot

A

TOLD - 1-C-17a-1-1 assumptions for Vrot

Vrot - speed at which rotation to takeoff attitude is initiated by applying back pressure

46
Q

TOLD

Vbmax

A

TOLD - Vbmax
(Vbmax data assumed to not be limiting for MAX thrust, p. A-3).
Highest speed from which the aircraft can be stopped without exceeding the max design energy obsorption capabilities of the brakes. Uses the average BTMS temp, assumes max effor anti-skid braking, full spoiler deployment, and three-engine reverse idle thrust. Vbmax is the highes spee at which brakes will work, but fuse plugs may blow (above Vbo)

47
Q

TOLD

Vr

A

TOLD - Vr

The Max speed from which the aircraft can stop in the available rwy

48
Q

Spoilers are in RTO mode (see -1, p. 1-435) when all of the following are true:

A

Spoilers are in RTO mode when

1) on the ground (weight on wheels, AND
2) spoilers are armed, AND
3) Reverse thrust logic is valid (which is when a rejected takeoff is sensed by at least one left and one right throttle lever being moved into the reverse range)

49
Q

What is the C-17 minimum runway dimensions criteria

A
  • Min rwy = 90’ by 3500’
  • Min rwy length for a FF assult landing is Computed Ground Roll, with MAX reverse, plus marked landing zone distance (normally 500’)
    (MAX Reverse based on 2 engines in max reverse, 1 in idel reverse, and 1 inop)
50
Q

Normal crosswind limits (Ops versus Altus-specific)

see tab data page in Altus IFG

A

Crosswind limits:
- Ops: 30 kts
- Altus: 20 kts
(More limited on NVGs)

51
Q

ALZ

Training max brake temp

A

ALZ TRAINING max brake temp - 150C
(does not apply to operational missions)
(GOATS do not necessarily require max brake temp of 150C)

52
Q

ALZ

Max weight, FPV range, Max touchdown VVI

A

ALZ max weight: 502,100
FPV Range for Assault: -1.5 to -2.0 (approx 360 fpm)
Max touchdown VVI: 660 fpm at 502,100 (see -1 figure 5-16)

53
Q

TOLD

“Landing Distance” vs “Ground Roll”

A

TOLD - “Landing Distance” vs “Ground Roll”
Landing Distance: total distance from a 50’ height to stopped
Ground Roll: total rwy distance from touchdown to stopped
(Ground roll does not include air distances, approx. 1,280’ for 3/4 Flap, 770’ for Full Flap. See 1-1, Fig 9-18)

54
Q

What is the longest MC ground roll possible on a 3500’ rwy?

A

3,000’
If FULL flaps is selected, ground roll is displayed when landing distance is exceeded and rwy available is greater than ground roll + 500” (see 1-2, p 1-168). By definition (-1-1, p 9-3), Ground Roll is from touchdown to a point where the aircraft can be brought to a full stop. Therefore, if you have a 500’ landing zone and touch down at the back of the zone on a 3,500’ foot strip, the shortest ground roll would be 3,000’.

55
Q

ALZ

Braking and Spoiler assumptions

A

ALZ Braking asssumptions
“immediate & maximum effort braking after main wheel touchdown in the designated landing zone”
Assumes full ground spoilers

56
Q

Thrust reverser assumptions and NEAT corrections

A

Thrust reverser assumptions
-Normally - reverse idle (REV IDLE w/ 1 inop)
- 4 MAX REV - all 4 engines in max reverse
(will only be an option for SPROs (SPAM selected)
- FWD IDLE - assumes 1 inop and 3 engins in fwd idle
- 2 MAX REV - 1 inop, i idle rev & symmetric engines in max rev
- NEAT CORRECTIONS - required if you select 4 or 2 MAX REV (subtract correction from rwy avail)

57
Q

How can you visually tell if an engine has the NEAT mod?

A

If they’re NEAT, they won’t have a bump on the side of the engine where the TR door is.

58
Q

Landing/rollout malfunctions (spoilers, braking, directional control)

A

Landing/rollout malfunctions -

  • Max effor braking at touchdown. If brakes don’t work, transfer to PM and get off the brakes
  • If spoilers don’t deploy, PM calls “DLC” and rearms the spoiler control switch. (PF uses DLC to get 25% of AGS effectiveness) (This will put the spoilers in RTO mode to get them to deploy).
  • Directional Control - PM will monitor and announce rwy centerline deviations
  • Thrust Reversers - PM will monitor and announcethe TRs when TRs are available (“4 blue”) or call “inboards only” or “outboards only” as necessary
59
Q

AR

Slipway door is on the #___ hydraulic system

A

3

60
Q

AR

Fuel meets aircraft fuel system at ___

A

right wing root

61
Q

AR

Scavenge means

A

Scavenge means to purge trapped fuel from A/R manifold after refueling. Located on right wing front spar. Enabled with both master switches are off. The LOW light comes on then after a minute, the pump automatically turns off.

62
Q

AR

L&R A/R Isolation Valves are controlled by…

A

…the respective A/R Master Switch

63
Q

AR

Signal Amplifier

A

Signal Amplifier - mated coils in UARRSI & boom provides normal & alternate control featurs to ready, latch, and disconnect. Energies w/ either master switch on

  • Initially shows DISC. Use ATS/A/R throttle switch to reset to READY
  • Reset w/ ATS/A/R switch (5 sec delay) or READY light on overhead fuel panel
  • Can override with A/R AMPL ORIDE on overhead fuel panel. All disconnects must be initiated by receier pilot. AR Interphone may not work
64
Q

AR - RZ procedures
Required equipment for AR
(see -1, p. 8-13)

A

Should have Radar Beacon (AA->FR),
UHF/DF, Tacan A/A (Range & bearing), Weather Radar. (Consult MEL for restrictions. e.g. WX radar req’d if TCAS inop)

65
Q

AR

Timing of checklists

A

AR - Timing of checklists

  • Rendezvous Checklist - “should normally be completed prior to the start descent point or no later than departing the ARIP”
  • Pre-contact checklist - “perform this checklist while visually maneuvering to the pre-contact position”
  • Post Air Refueling Checklist - “complete this checklist following air refueling termination when clear of the tanker
66
Q

AR
EMCON procedures
(see ATP 56B, Part 2, Annex 5A)

A

AR - EMCON procedures
EMCON 1 - any & all emittera authorized; normally used for all qualification/certification training (EMCON 1 for Altus training) (Know your required calls under EMCON 1)
EMCON 2 - desired for standard day-to-day AAR
(radio silent except RV & AAR which is conducted w/ limited radio exchange)
EMCON 3 - radio silent; use of other emitters authorized unless specifically restricted
EMCON 4 - emissins out; no emissions unless specifically authorized in ATO, SPINS, or other msn directive

67
Q

AR

Requirements at 30 minutes/15 minutes

A

AR - Requirements at 30/15 minutes

  • No later than 30 minutes - radio set to AR Primary
  • No later than 15 minutes - call w/ updated ETA & other required info, set A/A Tacan, set Beacon (if equipped)
68
Q

AR - Turn Range and Offset

Techniques for computing tanker TAS

A

AR - Techniques for computing tanker TAS

  • for most accurate data, update the tanker TAS & track drift once proceeding on track to the CP and on RV airspeed
  • half tanker altitude technique: at 1/2 of the tanker’s altitude for 275 (the tanker’s RZ speed)
    (e. g. Tanker @ 210… 210/2=105. 105+275 =380 TAS)
  • receiver’s TAS technique: take receiver airspeed (normally 310 at this point) & subtract difference from receiver TAS
    (e. g. Receiver @310 w/ TAS of 435… 310-274=35. The subtract that difference (35) from receiver TAS… 435-35=400 est TAS for tanker
69
Q

AR - Turn Range and Offset

Techniques for corrections to MC #s

A

AR - Techniques for correction to MC #s

  • Add 2 to offset & 4 miles to turn range (not super-accurate in high crosswinds)
  • select KC-10 instead of KC-135 (caveats - make sure to switch back to proper type of tanker to enable for proper beacon of interest, RZ airspeed and fuel computations)
70
Q

AR

Why do we compute timing @ turn range?

A
  • to assist in determining an overrun situation @ the halfway point
  • start timing @ calculated slant range (turn range, assuming tanker is at the correct offset)
71
Q

AR

Why do we compute halfway through the turn = 1/3 of turn range?

A
  • to assist in determining an overrun situation
  • at approx. 1 min 10 sec, the tanker should be halfway through the turn. For slant range distances of 6 NM or less, be prepared for an overrun & consider slowing
72
Q

AR

What is an over-run and its correction?

A

AR - Overrun
The Receiver overruns the tanker.
Receiver reduces airspeed to 255 KCAS (or Vmma…) Maintain track & altitude. Can extend slats to allow slower maneuvering speeds if required.

73
Q

AR

What is an under-run and its correction?

A

AR - Under-run
The tanker is too far (>3 NM) ahead of the receiver.
Accelerate

74
Q

AR

Halfway through the turn rules of thumb

A

AR - Halfway through the turn ROT
Tanker Slant Range > 10NM; Accelerate to 340
Tanker Slant Range 8-10; Accelerate to 320
Tanker Slant Range 6-8: Maintain 310
Tanker <6; Anticipate overrun

75
Q

AR

KC-10 references

A

AR - KC-10 references

  • burble at approx 100’
  • as PDI lights become visible, place boom on front edge (farthest part) of PDI lights
  • ASTERN
  • bottom of inner flap hinges on leading edge of wings. the inboard flap hinge will have a space between the hinge and the leading edge
  • VHF antenna on or slightly below the nose of the jet
  • UARSSI drain mast level with notch in right nose gear door
  • position of boom pod and window in windscreen
  • align yourself w/ corresponding row of PDIs
76
Q

AR

KC-135 - 30 degree line references

A

AR- KC-135 30 degree line references

  • Even when READY light (2/3 up the windscreen) or at top of HUD bank indicator
  • once boom in trail can be seen, put it on the tankers nose
  • once PDI lights can be seen, place the end of the boom in the middle of PDI lights
  • or cradle the boom pod w/ the rudder-vators
  • at night: equilateral triangle formed by 2 underbody lights and tail cone stinger light or the wingtip lights and the light at the top of the tail
  • at night: straight row of lights formed by underbody lights and position lights
77
Q

AR

KC-135 - Astern references

A

AR - KC-135 Astern references

  • inverted T with UHF antenna and rivet line. One line-width between the line and the tip of the antenna. If white line is hard to see, place the tip of the UHF antenna on the base of the Block 40 antenna
  • horizontal line w/ Block 40 antenna and teh ‘F’ and ‘D’ PDI lights
  • placeplace tip of Block 40 antenna to where it barely pokes through the oval of rivets
  • flap hinges will be visible if too high
  • typically, vertical stabilizer & singer light may be barely in the top of the windscreen or just out of view
  • align yourself with corresponding row of PDIs
  • if UHF antenna is approaching the edge of the yellow stripe, you’re approaching the lateral boom limit
78
Q

AR

KC-135 boom limits

A

AR - KC-135 boom limits

  • 10 left/right
  • 25 upper/40 lower (note: upper limit at intermediate fly down light
  • 6 to 18’ extension
79
Q

AR

KC-10 boom limits

A

AR - KC-10 boom limits

  • 19 left/right
  • 25 upper/ 40 lower
  • 6 to 21 extension

C-17 PCO GK (3 decks)

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