Ride 1 & 2 Basic PCO GK Flashcards
What are the MINIMUM chart requirements for our low level chart?
(TIONECC)
Turn points
IP
Objective area
Navigation information
ESA and chart series/date
CHUM data and date
Course line
[AFI11-2c-17v3 16.6.1]
For any segments flown below 1000’ AGL, what WILL be included? L-MCT
Timing
Course Lines
Magnetic Heading
Leg Distance
For additional safety and route deconfliction, what will planners (that’s us) also annotate on the chart?
Areas where an IR, VR, or SR route crosses your planned route
When using VVOD……
In addition, when using VVOD aircrews will use the LIMITED DISTRIBUITION statement and include “VVOD DD MM YY” with VVOD file creation date.
Define Emergency Safe Altitude (ESA)
Emergency Safe Altitude: Provides 1,000 feet (2,000’ in mountainous terrain) above the highest obstruction to flight within 22 NMsof route centerline
Define Minimum IFR Enroute Altitude (MIFR)
Minimum IFR Enroute Altitude: Provides 1,000’ feet (2,000’ in mountainous terrain) of obstacles clearance above the highest obstruction to flight within 5 NMs of planned route centerline. (OCONUS it widens to 10NM of centerline)
- This altitude should be rounded off to the next 100-foot increment *
Define Minimum Safe Altitude (MSA)
Minimum Safe Altitude: Provides 1,000 feet obstacle clearance above the highest obstruction within 5 NMs of planned route centerline.
Define Night VMC Altitude
Night VMC Altitude: Provides 500 feet of clearance above the highest obstruction to flight, OR 400 feet plus one chart contour interval above the highest depicted terrain contour, whichever is higher, within 3 NMs of planned route centerline
Define NVG Enroute Altitude
NVG Altitude: Provides 500 feet of clearance above the highest spot terrain elevation, OR 400’ plus one chart contour interval above the highest depicted terrain contour, whichever is higher, within 3 NMs of planned route centerline.
BONUS: Must identify obstacles NLT 3NM before them and laterally deconflict. If you cannot identify them, then climb 500 feet above them to be safe.
Explain what “Route Centerline” includes besides just the fucking centerline….
Route centerline includes the aircraft turn radius over each turn point. (i.e. accounting for aircraft gross weight, angle of bank, speed, pressure altitude, temperature).
Ceiling, Visibility, Speed and Squawk for an SR / VR / IR route.
SR: Required 1500’ ceiling, 3 NM visibility, no faster than 250 kts, squawk 1200
VR: Required 3000’ ceiling, 5 NM visibility, no speed restriction, squawk 4000.
IR: No ceiling or visibility requirement, no speed restriction, squawk as assigned by ATC.
Situational Question: If we are flying VR106 and enter the weather, what will our reaction be?
Abort the low-level, climb to an altitude at or above ESA, contact ATC, and coordinate for a clearance.
GPWS / TAWS / RA Settings for the Low Level Environment
DAY: GPWS set 100 feet below planned route alt
TAWS set 100 feet. period.
RA set MKR 50 feet below planned route alt.
Night: GPWS set 400
TAWS set 300
RA set MKR 50 feet below planned route alt
Hey Fucker, how do we calculate an EARLIEST takeoff time?
Constrain the flight plan to something like Vmsr or the slowest desired speed. Then enter an AT SPEED at the beginning of the flight plan. As long as you still have the speed restrictions in there, it will honor the 250 kts below 10,000 feet and then assume tech order above 10,000 in the absence of a faster or slower constraint like 330 or 290 etc. This is telling you the earliest you can takeoff, fly slower than molasses and make your TOT.
NOTE: MUST BE IN TRIPPLE FLIGHT PLAN FOR THIS TO WORK
Hey Fucker, how do we calculate an LATEST takeoff time?
Force the flight plan to fly the maximum desired speed… You can just drop an AT SPEED of 330 or 310 at the beginning of the flight plan and it will honor 250 below 10,000, then assume an acceleration to be AT THAT SPEED as early as possible. You could also achieve the same result by entering a MAN SPEED in the performance pages.
NOTE: ** MUST BE IN TRIPPLE FLIGHT PLAN FOR THIS TO WORK **
For more precise time control on the ground, in-chocks, getting your life figured out… what can you do in the box to nats-ass your timing?
you can set OVERLY to YES on an individual waypoint or all of your waypoints if you choose…. also, you can always go DIRECT to your next point or perform a Direct-to-Intercept. Look in the -2 for the button-pushes for a Direct-to
Enabling LL Mode on individual points does what?
Adds 15% fuel burn. Also affects display of vertical obstructions on ND chart format. If you enable formation mode on individual points, that will add 5% fuel burn for maneuvering.
MC Speed Hierarchies
Speed Limit (structural / PRFM page)
MAX SPD for climbs and descents (waypoint page)
TECH, MAN, or FPLAN (PRFM page)
- AT SPD (waypoint page)
- Speed required to make a fix TOT
- “soft” SPD (waypoint page)
MC Altitude Hierarchies
AT Altitude, AT/BLW altitude, AT/ABV altitude
CRZ Flight Level Constraint (waypoint page)
CRZ Altitude (RTE data page)
In the absence of any changes to the vertical profile, ie: you haven’t set any specific altitude constraints in the waypoint pages or RTE Data page etc, what will the Vertical Profile (VPF) calculate?
VPF calculates a climb to an initial cruise altitude at the highest 1,000’ altitude increment below the 300 foot per minute cruise ceiling (MAX ALT on the performance pages).
Step climbs to the next higher 1,000’ altitude increment become available as you get lighter and the temperature allows. The max altitude the MC is programmed to FL450.
What is the absolute fastest or slowest speed the MC will guide you to or “plan” for you to fly for a given configuration?
Regardless of speed selection, the MC will not guide to less than Vmma for the current
configuration [1c-17a-1-2, 1-661] or more than Vne-10 (339 KCAS)
MC Airspeed targets and adjustments when you have a time constraint… “Next 5”
With a time constraint defined (like placing a FIX for your low level entry/exit), the Mission Computer calculates airspeed targets and adjustments that will place the NEXT FIVE fix constraints’ ETA’s within their tolerances.
The MC uses the distances between the TO and succeeding constrained waypoints, the altitude profile, and the Atmospheric Model winds and temperatures to derive weighted average airspeeds between Vmma and Vne.
Calculations for remaining FIX constraints and ADVISORY constraints use Tech Order speeds or speeds of higher priority.
What does placing a “soft” SPD on the WAYPOINT pgs cause the MC to think? Ie: you just finger-fucked the waypoint with that soft limp-dick “SPD”…. what will the MC assume for you speeding up or slowing down etc?
When a SPD is defined on the SPD CSTR AT WAYPOINT page, the MC adjusts to
this speed AFTER sequencing the waypoint. In other words, your new Delta-T is based upon hitting that point at your CURRENT speed and THEN accelerating after you sequence the point… this is the opposite of an AT speed which tells the MC’s brain to accelerate NOW to arrive AT that point AT that speed…
Be advised: The MC does override soft SPD to honor FIX time constraints
Explain the atmospheric model and how often he crunches.
In flight, the MC uses ADC and IRS data for temperature, temp-dev, PA, HDG, drift, GS, and wind.
The eyes of the atmospheric model, lets call him Big Daddy Atmo, looks down-track 200 NMs and 4,000’ above AND below the aircraft. Daddy Atmo updates his projection every 5 minutes.
So there you are, sitting on the ground, finger-popping your ass hole OR you’re outside the 200 NM/ +/- 4,000’ limit, OR when sensor data is invalid….. How are we going to get wind data? Ie: what will the MC revert to as the HIREARCHY for winds without Big Daddy Atmo to polish our collective knobs?
Hint: Think about starting with a toothpick and gradually moving to a sledge hammer.
The MC uses an average of the spot winds and temp deviation that you can manually enter for each WAYPOINT Ie: if you “winded” the points. If nothing was entered then…
The MC uses wind schedules entered on the WINDS page. It uses linear interpolation
for winds below or in-between the altitudes you chose (since you only have like 3 or 4 lines available to you) Sea level wind speed is assumed to be zero and for altitudes HIGHER than what you chose, the highest entered altitude wind is used.
Wind factors are next; entered on the ROUTE DATA page are used for all intermediate climbs/descents and if winds are not “toothpicked” on the DEFINE/REVIEW WAYPOINT or WINDS pages. This includes legs created from a DIRECT TO/Intercept To.
If wind factors, winds, or temperature deviations are not entered in the flight plan, the MC assumes zero velocity winds/wind factors and uses standard temperature for the pressure altitudes
When does the mission computer crunch a new Vertical Profile (VPF)? Ie: What things will trigger captain crunch to hit-the-quann and give you an updated VPF.
Hint: It’s like 9 different fucking things….
- When DDMMYY, GMT, or PPOS on the MSN INITIALIZE page is entered
- When weight/CG data is entered (you get heavier or lighter duhhhh)
- When the ROUTE DATA page CRZ ALT is changed or wind factors are changed
- When changes are made to the flight plan……. including departure location, destination, weather ALTN airfield, performing a DIRECT TO/Intercept To, adding, changing, or deleting waypoints, and changes to the MC APPROACH page parameters.
- When sequencing a hard waypoint
- When any change is made on the performance pages, including ENGINE OUT confirmation or deactivation
- After activating a Missed Approach Procedure. Default weather alternate speed and altitude profiles apply.
- By manual selection of EXECUTE VPF* on the VERT REV AT WAYPOINT page LSK1R
- Every 5 minutes after any of the previous
Situation Question: If I am cleared DIRECT from Charleston, SC (Navaid CHS or the airport itself) direct to Seattle, WA (The Seatac navaid or the airport itself) how is the MC computing my fuel and time at Seattle?
The MC uses current ground speed (which includes current airspeed, altitude, temperature deviation, and wind) to the next waypoint, which is Seattle.
Seterus Paribus, not a single other change causing a Vertical Profile calculation occurs…. The delta T, fuel, and time to go will update every 5 minutes. This is incredibly unrealistic, but the heart of the question is driving you to understand that ALL of those 9 things that make Captain Crunch hit-the-quann would need to happen BEFORE the MC updates simply every 5 minutes…
Why do we fly low levels?
My answer: Because the C-17 community is full of a bunch of fighter pilot rejects and ENJJPT retards who want to be maverick without the scientology….
Real answer: There are several reasons to fly low levels. One is threat mitigation. Whether that is Small arms/MANPADS or Tactical/Strategic RF SAMs. The other possibility is that we may be part of a larger strike package, with many different aircraft operating and we may simply have no other airspace to operate in.
Be prepared to identify the items on the backside of this card in real-time tabletop with a provided LL chart:
- Where is the early warning radar located?
- What is the highest MSL or AGL altitude allowed on the low level (or on each leg) that would keep us from being seen by the early warning radar?
- Where are the 4 located SA-6 in the RRR scenario?
- How are we going to defeat the radar threat?
- How are we going to defeat the ADA threat?
- How are we going to defeat the MANPADS threat?
- How are we going to deal with the SMALLARMS threat?
- What LIMFACs, if any, are there to our tasked mission to deliver supplies to the assigned LZ?
What are the DAY AMP-3 markings for a Landing Zone?
Day AMP-3
FRONT: 2x Orange panels identify the front of the zone, 2x Cerise panels mark the back of the zone.
BACK: 2x cerise panels mark end of the runway prior to the 300 foot overrun.
Textbook Description: 4.4.3.4. AMP-3. AMP-3 further reduces the number of panels/lights used to support day or night tactical airlift requirements. Use overt or covert lighting. The “Box and One” is for runway identification only and the standard box length should be 500 feet. The box length may be 500’ or 1000’ depending on the tactical situation and the box length may be 200’ for LTFW aircraft. If the box length is not 500’, it is mandatory the LZ controlling authority ensures all participating aircraft are notified of the nonstandard box length.
What are the NIGHT AMP-3 markings for a Landing Zone?
Night AMP-3 “Box and One”
FRONT: 4x independent Field Marking Lights which can be overt or covert and typically form a 500 foot “box”. 300 foot overrun at the approach and departure end.
BACK: 1x single Strobe Light which identifies the last portion of remaining runway and helps you align your aircraft with runway center.
All things Day AMP-1 (words and pictures)
Day Visual: Both the first 500 and the last 500 feet of the runway will be marked with 4 sets of 2 panels. That means 8 panels on the approach end and 8 on the departure end. ONLY the first 2 sets of 2 are orange…. every other panel on the RWY are cerise. Panels in the middle which show the edges of the runway are single cerise panels spaced 500 feet apart.
AMP-1 is normally used to support day or night VMC airlift missions. When using the AMP-1 pattern, aircrew mission planners and ACs are authorized to reduce panel markings for well-defined runways during non-instrument approach VMC operations. As a minimum, mark the touchdown zone and the end of the usable runway (not including overrun). (T-2). Coordinate reduced marking with all participating elements.
All things Night AMP-1 (words and pictures)
Tons of lights, still the same parameters as Day AMP-1 but this night version adds White Lights in between the 500 foot RWY markers, has those same lights as a straight-line ALS leading you to the approach end and uses red lights to denote the termination of the RWY at the departure end.
This version of LZ has the MOST stuff to look at and help you acquire the environment from a distance.
What is the maximum weight for an assault landing?
502,100 lbs
What must the PIC ensure prior to a short field landing?
PIC will verify takeoff performance to ensure the aircraft will be able to takeoff after the planned offload/onload [AFI11-2C-17v3, 5.18.2] (consider the affects of not being able to offload your cargo).
What is RFF? What does it effect?
The rolling friction factor (RFF) measurement directly impacts takeoff data. After selecting a semiprepared runway on the mission computer TOLD menu page, a numerical RFF value (2 to 20) can be inserted into the respective runway’s T/O DATA, Page 1.
Aircrews must ensure the RFF permits a takeoff at maximum planned weight prior to landing. Measuring RFF requires specific training; only qualified personnel are authorized to provide RFF values. Properly trained personnel are typically found in Air Force STTs but may also be found in CRG units and some multilateral organizations. B and C of the TO 1C-17A-1-1 provide a detailed explanation of RFF. AFI 13-217 establishes RFF update requirements. Optimally, mission planners should have an updated value within 24 hours of airland operations. Every attempt must be made to get an accurate RFF from qualified personnel. A technique when no RFF is available is to enter a worst-case RFF value of 20 into the mission computer and assess takeoff performance. RFF is a dynamic number and will likely change throughout sustained airlift operations.
RRM vs RFF
4.3.3.5. Rolling Resistant Material (RRM) and Rolling Friction Factor (RFF).
RRM is any type of loose or unbound material (dust, till, jet blast erosion, or surface stabilizer failure) on the surface that separates from the solid base and lies on top of the LZ and in ruts.
Use assessed RRM values to determine RFF using Table A9.16 Waivers based upon RFF values will be in accordance with paragraph 1.4. (T-2). Loose material (RRM) that correlates to high RFF may require more runway than is available to achieve safe flying speed.
Only the C-17 utilizes RFF as the take-off and landing data numerical value representing the loose till on a LZ. All other aircrew will utilize RRM distress depth/SPACI to identify risk and should consider effects RRM may have on aircraft performance and take-off and landing data calculations.
What is the default thrust reverser assumption on an ALZ?
Default assumption is IDLE, which assumes loss of 1 engine and 3 engines in idle reverse.
How will elevated brake temperatures following a full-stop ALZ effect takeoff TOLD?
When planning for a short field departure you should account for elevated brake temperatures on takeoff TOLD page 1 at LSK5L next to the OAT. The brake temperatures and the weight of the aircraft may limit the Vbmax and may limit Vgo.
Remember 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.
What is the maximum weight for SPRO landing?
486,000 lbs (absolute Section V limit).
Loading limits are also a factor, as well as Physical surface capability (See ETL 02-09)
What is the maximum fuel load for SPRO operations?
Depends on tire pressure…. 92,000 lbs for normal tire pressure(s) OR 82,000 lbs for reduced tire pressure(s).
Reference Dash-One Section 5 Table 5-13
What is the taxi speed for SPRO operations?
Again, depends on aircraft gross weight…
Gross Weight ≤ 435,000……………………………………………….30 Kts
and Zero Fuel Weight ≤ 410,000
and Fuel Weight ≤ 82,000
Gross Weight ≤ 447,000……………………………………………….20 Kts
and Zero Fuel Weight ≤ 415,000
and Fuel Weight < 82,000
Gross Weight > 447,000……………………………………………….15 Kts
or Fuel Weight > 82,000
Note: Taxi speed limits are based on landing gear strut stress when crossing rutted or rough taxiway surfaces. Refer to Section II for procedural guidance.
Thrust Reverser Assumptions
Thrust Reverser Status 3L:
Selection of IDLE (default), inoperative (INOP), or maximum (MAX).
IDLE assumes loss of 1 engine and 3 engines in idle reverse.
INOP assumes 1 engine inoperative and 3 engines in forward idle.
MAX assumes loss of 1 engine, 1 engine in idle reverse, and 2 symmetrical engines in maximum reverse.
When a SPAM runway is selected for EMERGENCY RETURN OR LANDING, the MC adds another selection for four engines (4ENG). 4ENG assumes all four engines operating and in maximum reverse thrust.
NOTE: Selection of a SPAM runway type for either EMERGENCY RETURN or LANDING will provide a selection of 4ENG reverse thrust for the NORMAL runway type without the title being in reverse highlighting. All calculations are correct.*
Air Refueling RZ (EMCON/Enroute/PP)
What are the responsibilities for the PM during a Breakaway?
- Press the AP/A/R disconnect button on the control stick.
- Maintain visual contact with the tanker until clear. If visual contact is lost, attempt to establish radar contact with the tanker
- Turn on rotating beacon (Fuselage Upper) lights when clear.
What is the required equipment for Air Refueling?
Weather Radar (if TCAS inop), UHF/DF radio, A/A TACAN [1c-17-1, 8-75], and Fuel System limitations in MEL
What are the weather limitations for Air Refueling (visibility/turbulence)?
1 NM visibility CoC for single tanker // 2 NM visibility CoC for multi-tanker operations
Do not plan AR if severe turbulence is forecasted and terminate AR if moderate turbulence is encountered
What is formatting altitude?
The highest altitude the aircraft can attain to successfully Air Refuel. This assumes a climb rate of 200 ft/min, intermediate thrust, and operating in the tanker downwash.
How do I determine formatting altitude?
Use the spaghetti charts in the 1-1 section 7 to determine the highest altitude. The 3-3 also has a rule of thumb chart for KC-10 and KC-135 refueling [AFTTP3-3.C-17, Table 6.1]
What are the boom limits for a KC-135?
- Upper & Lower: 25 degrees up / 40 degrees down
- Left & Right: 10 degress left and right
- Fore & Aft: 6 feet forward / 18 feet aft
What are the boom limits for a KC-10?
- Upper & Lower: 25 degrees up / 40 degrees down
- Left & Right: 19 degress left and right
- Fore & Aft: 6 feet forward / 21 feet aft
Explain Cutoffs for Time Control
This technique is predicated on cutting off part of the turn and re-intercepting the outbound course. The best way I can describe how you determine if your cutoff is < or > or equal to 90 degrees is by saying to yourself “hey self, what is the degree of HDG change that I WOULD have been doing if I didnt cutoff this turn” …. THAT answer right there tells you what sort of cutoff you’re about to perform and you can use 0.5 or 0.75 or 1 in the math accordingly. You’re a great pilot :)
- For turns less than 90 degrees, the time saved is equal to 1/2 of the cutoff distance divided by ground speed. For example, traveling at 240 (4 miles per minute) knots ground speed and the desired cutoff distance is 10 NM, the aircraft will gain 1.25 minutes (10 NM x 0.5) = 5/4 NM per minute = 1.25 minutes).
- For turns equal to 90 degrees, the time saved is equal to 0.75 of cutoff distance divided by ground speed.
- For turns greater than 90 degrees, the time saved is equal to cutoff distance divided by ground speed.
MC “Intercept to” Technique
Mission Computer “Intercept-To” Technique. When maneuvering off course, the mission computer can aid in re-intercept while still providing time control!!
- Determine the desired cutoff heading to cut the corner.
- Press the direct-to button.
- In the scratch pad, type double slash and the desired cutoff heading (NOTE: This cutoff heading entry also can be entered by spinning in the desired heading on the AFCS panel-it will automatically update the MC flight plan).
- Enter this heading at LSK 1R.
- Next, enter the desired course to intercept in the scratch pad. Normally, this is the original outbound heading.
- Enter this course at LSK 1R.
- Finally, enter execute.
The ‘ole Parallelogram
A parallelogram is an effective off-course maneuver without time control deviation. Simply turn early, fly the next leg course for the distance required to avoid the area, and then turn to the previous heading for the distance remaining when the first turn was made.
NEAT Corrections
NEAT means that a composite nacelle exists…. you can visually see a NEAT nacelle/engine by looking for a weird “bulge” on the exterior that appears different than the other engines OR by looking in the aircraft forms.
Maximum Reverse Landing Planning Correction….. known as a “NEAT correction”
9-134. NEAT For maximum reverse thrust usage with N/EAT reversers, the landing distance is affected. To account for the distance penalty, reduce the runway available by the penalty. Separate penalties are defined for two engine maximum reverse and four-engine maximum
reverse. The penalty is dependent on RCR and runway available (to account for weight, altitude, and temperature variations).
AMC ETP Formula / Calculation
MC Tools - KILLBOX
Tool utilized with MGRS and lines of latitude to denote areas of enemy or frriendly operation. Now referred to as a “cell” intead of a killbox.
AKAL Table Usage Instructions
Use the AKAL Authenticators to challenge and respond to other agencies
- Select Alpha, Bravo, or Charlie table
- Choose the number in the first column (down)
- Choose a letter in the same row as the letter in (2.) above
- These three letters constitute a challenge (i.e. “Authenticate Alpha, 11, Kilo”)
- The letter directly below the letter in (3.) above is the response (i.e. “Authenticate Alpha, 11, Kilo” –the response would be “Whisky”)
