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### LIST OF EFFECTIVE PAGESKC-10 Aircrew Training System

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W853-TOC i 01 AUG 05 TABLE OF CONTENTS

1.0 INTRODUC TION .................................................................................................. 1-1

2.0 OBJECTIV ES ....................................................................................................... 2-1

3.0 INSTRUMENT APPROACH PL ATE COMPONEN TS .......................................... 3-1

4.0 RADIO MAGNETIC INDICATO R (RMI) NAVIGA TION ......................................... 4-1

5.0 DEPARTURES AND TE RMINAL ARRI VAL ......................................................... 5-1

6.0 INSTRUMENT AP PROACHES ............................................................................ 6-1

7.0 IAF TO FINAL APPROACH FI X ........................................................................... 7-1

8.0 FINAL APPR OACH .............................................................................................. 8-1

NOTE

Approach plates provided with this workbook are marked “FOR TRAINING USE ONLY.” Although these approach plates are not what is current in FLIP, they are still applicable for this training.KC-10 Aircrew Training System

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W853-01 1-1 01 JUL 08 

### 1.0 INTRODUCTION

The Fight Engineer went into the ice of McMurdo Sound one millisecond after the pilots. You fly, live, or die as a crew.

As a KC-10 Flight Engineer, an essential par t of your job on the flight deck is to monitor departure, enroute, and approach procedures. You need to determine whether a procedure is being accomplished "by the book" and as briefed by the pilot.

You are not required to be able to fly an instrument approach. You can best assist the Pilots by being able to detect deviations from the briefed procedures. In order to accomplish that, you must understand some terminology, definitions, symbols, and procedures. This workbook will give you some basic information in Terminal

Instrument Procedures.KC-10 Aircrew Training System

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W853-01 1-2 01 JUL 08 1.1 SCOPE

The purpose of this workbook is to prov ide the Flight Engineer with the knowledge and skills necessary to monitor the br iefed departure and approach and advise the pilots of any deviations that would compromise safety.

This workbook is not intended to make y ou a qualified instrument pilot. You will be able to listen to a departure or approach briefing and determine if the equipment is set correctly and if the procedure is being accomplished as briefed.

The information follows the following sequence:

C

A breakdown of standard DoD approach plates

C

An explanation of using the aircraft' s Radio Magnetic Indicator (RMI) to

establish situational awareness during an instrument procedure

C

Departure and terminal arrival procedures

C

Instrument approach types

C

The initial approach portion to the final approach portion

C

Final approach procedures

If any conflict exists between this text and the DoD Flight Instru ment Publications, then that document will take precedence.

1.2 INSTRUCTIONS

You will require no additional materials to co mplete this workbook. You may wish to spend a few minutes with an actual approac h book as you progress through this material. After all, being able to read a c hart legend is of no value if you cannot find a chart legend. If you wish to use a glossary of aviation terms, consult the front of the DoD Flight Information Publication, G eneral Planning (GP). This document also

contains a collection of abbreviations.

1.3 BACKGROUND

As crew members, we spend a lot of our lives preparing for ev ents we never expect to see. We practice for "worst case" scenarios: Engine failure during takeoff; Loss of all generators; Rapid Decompression - "K iller Items" - in the vernacular of our trade. However, with all our practice, t he majority of aircra ft accidents are not caused by catastrophic failure of an aircraft component or system.KC-10 Aircrew Training System

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W853-01 1-3 01 JUL 08 When you read the National Transportation Safety Board's final report on most accidents, it will become readily apparent to you that any crew member aboard the

ill-fated aircraft could have detected errors and through assertive inputs, insisted on

corrective action that would have broken the chain of events that led to the inevitable end. The operative word s here are "ANY CREW MEMBER",
"DETECTED", and "ASSERTIVE"!KC-10 Aircrew Training System

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W853-02 2-1 01 AUG 05 2.0 OBJECTIVES

1. Given specific approach plates, loca te the Plan View, Profile View, Minima Section and Airport Sketch.

2. Given approach plates, locate and list the frequency for the ILS, VOR, TACAN or NDB and gi ven a list of characteristi cs relating to navigational facilities, select those characteristi cs, which relate to TACAN, VOR and

NDB facilities.

3. Given specific approach plates, loca te and list the emergency safe altitude

within 100 NM of the nav igational facility used fo r the approach, and the

minimum safe altitude within 25 NM of the specified NAVAID.

4. Given a legend from the front of an approach booklet, identify the symbols used to depict obstacles and their hei ght above Mean Sea Level (MSL) on the approach plate's plan view and airport sketch.

5. Given an approach plate, locate and list the Ultra High Frequency (UHF) for Very High Frequency (VHF) radio frequencies for Approach Control, Tower (TWR), Ground Control (GND) and Automatic Terminal Information Service (ATIS).

6. Given an approach plate, locate the distance circle and list the significance of the solid inner circle line and the dashed outer circle line.

7. Given approach plates from HI and LOW altitude instrument approach plates, list the magnetic radial (cour se), and distance from the depicted

feeder facilities to the IAF orholding fix, as appropriate.

8. Given HI and LOW altitude approach plates, list the major differences

between the altitudes from the Init ial Approach Fix (IAF) and the Final Approach Fix (FAF).

9. Given a specific approach plate, st ate the visibility r equirement for the intended approach.

10. Given the final approach airspeed for a KC-10, determine the approach
category.

11. Given approach plates and indications of an RMI with DME information, state the aircraft heading and determine its relative posi tion and heading

from a selected NAVAID.

12. Given instructions to fly or track a VOR or TACAN Radial, list the desired

course.KC-10 Aircrew Training System

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W853-02 2-2 01 AUG 05 13. Given a Standard Instrument Departure (SID) or an approach plate with a published missed approach pr ocedure, state the rout ing, (heading or course), altitude, and the fix point, or the location to which the aircraft is cleared for each type of climbout.

14. Given specific approach plates, list the IAF.

15. Given specific HI altitude approach plates, and a group of statements, list

the altitude restrictions from the IAF to the FA F and select the statement

that describes the approach procedure or supply the requested

information.

16. Given specific LOW altitude approac h plates, and a group of statements,

list the altitude restrictions from the IAF to the FAF and select the

statement that describes the approach procedure or supply the requested

information.

17. Given specific HI or LOW alti tude approach plates with published
minimums, list the Minimum Descent Altitude (MDA) for a nonprecision approach and the Decision Height ( DH) for a precision approach.KC-10 Aircrew Training System

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W853-03 3-1 15 JAN 09 3.0 INSTRUMENT APPROACH PLATE COMPONENTS

In this section, we will address the components and particul ars of standard DoD approach plates. All approach plates in this section are for training only.

Figure 3-1. DoD Approach PlateKC-10 Aircrew Training System

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W853-03 3-2 15 JAN 09 Figure 3-2. Plan View.

3.1 PLAN VIEW

The plan view (Fig. 3-2) is the larges t block on the approach plate and presents the track of the approach, as someone lo oking down from directly overhead would see it. The top of the plan view is always oriented to magnetic north. This block contains a variety of info rmation and symbols. The legend for these and other approach plate symbols is found at the front of the approach booklet.

Above the plan view, in the upper right hand corner of the approach plate, is the approach name. The name identifies the ty pe of navigational aid or aids, which provide final approach guidance and the r unway to which t he final approach course is aligned. When the name of the approach is followed by a letter such as A, B, C, etc., t he approach is designed for circling minimums only (VOR-A, TAC-B, NDB-C, etc.).

Although the following list of items is not all-inclusive, the Approach Plate Plan

View contains thes e important items.KC-10 Aircrew Training System

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W853-03 3-3 15 JAN 09 3.1.1 Navigation Stations

TACTICAL AIR NAVIGATION (TACAN)

TACAN stations provide signals, which a llow airborne equipment to display a magnetic radial from the st ation, and selected courses to or from the station. TACAN equipment also includes Distanc e Measuring Equipment (DME), which

shows the distance in nautical miles from the aircraft's present position to the

station. TACAN stations transmit in the UHF range of radio frequencies. TACANs are usually associated with milit ary facilities and have a total of 252

channels available.

VERY HIGH FREQUENCY OMNIRANGE (VOR)

As you probably have guessed by its name, a VOR station transmits in the VHF range of radio frequencies. VOR operation is essentiall y the same as TACAN, except the VOR alone does not have DME.

CO-LOCATED VOR and TACAN (VORTAC)

Many VOR and TACAN stations are ge ographically co-located. These are known as VORTAC stations. VORTAC stations also provide DME.

NON-DIRECTIONAL BEACON (NDB)

NDB stations are usually low profile and tr ansmit in the same frequency band as

AM commercial radio stations. The aircraft equipment, which uses the NDB signal, is called an Automati c Direction Finder (ADF) re ceiver. NDB stations do not provide DME information.

In the preceding plan view (F igure 3-2), a TACAN is used to identify the airfield, but the approach guidance r equires use of the VOR.KC-10 Aircrew Training System

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W853-03 3-4 15 JAN 09 3.1.2 Navigational Aid Name, Radio Fre quency, and Morse Code Identifier

Figure 3-3. NAVAID Identifier.

3.1.3 Minimum Sect or Altitudes (MSA)

This altitude provides at least 1,000 feet of obstacle clearance for emergency

use within 25 nautical m iles of the facility.

Figure 3-4. MSA. NAME

000.0 NAM

Chan 00 (Y)

S12’ 05.20’

W77’ 04.80’ (Y) TACAN MUST BE

PLACED IN “Y” MODE

TO RECEIVE DISTANCE

INFORMATION

COORDINATE VALUES ( IF REQUIRED ) L-3 UNDERLINE INDICATE

NO VOICE TRANSMITTED
ON THIS FREQUENCY

ENROUTE CHART

REFERENCEKC-10 Aircrew Training System

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W853-03 3-5 15 JAN 09 3.1.4 Emergency Safe Altitudes (ESA)

This provides 1000 feet of obsta cle clearance (2000 feet in designated mountainous areas) within 100 naut ical miles of the facility.

Figure 3-5. ESA.

3.1.5 Obstacles

Obstacles and terrain are depicted on t he approach plates by various symbols (Fig. 3-6).

Figure 3-6. Obstacles.

Obstacles are measured in feet above MSL. All dist ances given are from the departure end of the runway. Flying an approach exactly as depicted will

assure obstacle clearance for the applicable cat egory aircraft.

Obstacles become a factor if they are located outside the guaranteed clearance area and the aircraft is flying off cour se or Visual Flight Rules (VFR).KC-10 Aircrew Training System

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W853-03 3-6 15 JAN 09 3.1.6 Radio Frequencies

All plates have been updated to a briefing strip. The briefing strip includes appropriate controlling agency's VHF and UHF communication frequencies,

which includes the Automatic Terminal Information Service (ATIS) frequency where applicable. An example of this new format is shown below in figure 3-7.

ATIS — The continuous broadcast of recorded non-control information in selected high activity (density) terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of ess ential but routine information.

Figure 3-7. Communications.KC-10 Aircrew Training System

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W853-03 3-7 15 JAN 09 3.1.7 Distance Circle

On the PLAN VIEW of t he Approach Chart there is a lined circle to indicate distance. It is usually 10 NM or 20 NM in radius, but could be as small as 5 NM for helicopters. The distances inside the INNER circle are normally to scale. If not, a note "NOT TO SCALE" will be on the circle.

10 MILE CIRCLE 20 MILE CIRCLE

Figure 3-8. Di stance Circles.

Normally, the 20 NM circle is for HIGH Altitude Approaches. The 10 NM circle is for LOW Altitude Approaches.

3.1.8 Enroute Navigational Facilities

On the PLAN VIEW of t he approach plate there can be an outer dashed circle labeled "Enroute Facilities" (Fig. 3-9). On this Enroute Facilities circle are symbols for enroute navigational aids. Fr om each navigational aid is an arrow depicting the terminal routing to the IA F. Each routing will be annotated with Minimum Enroute Altitude (MEA), and the c ourse and the distanc e to the IAF.

The distances indicated within the te rminal approach rout ings are NOT TO

SCALE.

NOTE All courses and headings on the approach plate

will be MAGNETIC unless otherwise noted.KC-10 Aircrew Training System

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W853-03 3-8 15 JAN 09 Figure 3-9. Enroute Facilities.KC-10 Aircrew Training System

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W853-03 3-9 15 JAN 09 For additional symbols in the planview bloc k, consult the legend in the front of any approach book.

Figure 3-10. Legend 1.KC-10 Aircrew Training System

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W853-03 3-10 15 JAN 09 Figure 3-11. Legend 2.KC-10 Aircrew Training System

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W853-03 3-11 15 JAN 09 3.1.9 RNAV (GPS) Entry Pr ocedures Via the Terminal Arrival Area (TAA).

Entry for RNAV (GPS) approaches is norma lly accomplished via the TAA. Entry may be accomplished either via a NoPT routing, or via a course reversal maneuver if depicted. The objective of the TAA is to provide a seamless

transition from the en rout e structure to the terminal environment for arriving aircraft equipped with Flight Managem ent System (FMS) and/or Global Positioning System (GPS) navigational equ ipment. The TAA will not be found on all RNAV procedures, particularly in areas of heavy concentration of air traffic. When the TAA is published, it replac es the MSA for t hat approach procedure.

The RNAV procedure underlying the TAA wil l be the "T" design (also called the "Basic T"), or a modification of the "T." The "T" design incorporates from one to three IAFs; an intermediate fix (IF) that se rves as a dual purpose IF (IAF); a final approach fix (FAF), and a missed approach poi nt (MAP) usually located at the runway threshold (see Figure 3-12). The three IAFs are normally aligned in a straight line perpendicular to the intermediate course, wh ich is an extension of the final course leading to the runway, forming a "T." The initial segment is normally from 3-6 NM in length; the in termediate 5-7 NM, and the final segment 5 NM. Specific segment length may be vari ed to accommodate specific aircraft categories for which the procedure is des igned. However, the published segment lengths will reflect the hi ghest category of aircraft normally expected to use the procedure.KC-10 Aircrew Training System

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W853-03 3-12 15 JAN 09 Figure 3-12. Terminal Arrival Area (TAA).KC-10 Aircrew Training System

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W853-03 3-13 15 JAN 09 3.2 Profile View

Figure 3-13. Profile View.

The profile view (Fig. 3-13) is located bel ow the plan view and just to the left of the airport sketch. An obs erver standing to one side of the airport would see the movement of the aircraft as represented in the profile view. This allows us to consider the approach in a three-dim ensional way by showing the effect of altitudes changes. If you mentally follo w the aircraft on both the plan view and profile view simultaneously, you will be situat ionally aware of the aircraft's position at all times. The subparagraphs below discuss the contents of the profile view.

3.2.1 Altitudes

There are four types of altitudes: Mandatory, Minimum, Maximum, and Recommended altitudes. The Legend for these altitudes is on the second page of the Approach Booklet. Note that al titudes in the PROFILE VIEW of the approach will be marked as indicat ed in the approach legend below.



## ALTITUDES

5500 Mandatory Altitude

2500 Minimum Altitudes

4300 Maximum Altitudes

3000 Recommended Altitude

Figure 3-14. Altitudes.KC-10 Aircrew Training System

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W853-03 3-14 15 JAN 09 3.2.2 Transition Level/Transition Altitude

Also in the profile view, is an item to note when flying overseas. On overseas DOD charts, usually in the profile view of approach pl ates and in the plan view

of Standard Terminal Arrival Chart (STARS) and Standard Instrument Departure Chart (SIDS), is the Transiti on Flight Level (TLv) and the Transition Altitude (TA). These altitudes or levels signify when the crew will change their altimeters to normal enroute QNE (29. 92) based on QNH (mean sea level, MSL). This is a critical item for the whole crew to know.

Figure 3-15.

QNE (29.92) is set when operating at, climbing through or operating above the

transition altitude

. In the example below, the transition altitude is 13,500.

QNH (MSL) is set then descending th rough and operating belo w the transition level. In the example above, the transition level is FL140. Figure 3

- 16.

Figure 3-17.KC-10 Aircrew Training System

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W853-03 3-15 15 JAN 09 3.3 Minima Section

This section is found below the profile vi ew and left of the airport sketch. The Minima section commonly has several lines of information corre sponding to the various types of approaches that may be flown using each plate.

Figure 3-18. Minima.KC-10 Aircrew Training System

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W853-03 3-16 15 JAN 09 Figure 3-19 RNAV MINIMA.

During the pilot's briefing and approa ch, all crewmembers should be crosschecking the minimums for the co rrect procedure. Crewmembers also have the responsibility for making sure al timeter and radio altimeter bugs are set correctly to the approach minimums.KC-10 Aircrew Training System

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W853-03 3-17 15 JAN 09 3.3.1 Aircraft Approach Category

The Category line determines the minimu ms used based on the aircraft's speed during the final portion of the instrument approach. The KC-10 is a category D aircraft (see Fig. 3-20) and normally uses category D minimums. An aircraft may use minimums for a higher category but cannot use minimums for a lower category (i.e. D may use E minimums but D can never use C minimums). If the instrument final approach is flown at 166 knots or more, the Category E minima

must be used. This could apply to t he KC-10 during an emergency approach and landing, abnormal c onfiguration approach and landing, increased approach speed due to wind, or circling approach with 22/Ext minimum maneuver speed

of 166 knots or more.

AIRCRAFT CATEGORIES

A B C D E

Figure 3-20. Approach Categories.

NOTE

The specified aircraft Category (D for KC-10) is based on 1.3 times the stall speed in the normal landing configuration at the maximum normal landing gross weight. A ircraft performance differences have a direct effect on the airspace and visibility needed to perform certain maneuver s, such as circle to land, turning missed approaches, final alignment corre ction to land, and descent. The following categories are established, and will be referred to throughout this publication by their letter desi gnation (A, B, C, D, or E):

APPROACH CATEGORIES

a. Category A: speed less than 91 knots.

b. Category B: speed 91 knots or more but less than 121 knots.

c. Category C: speed 121 knots or more but less than 141 knots.

d. Category D: speed 141 knots or more but less than 166 knots.

e. Category E: speed 166 knots or more.KC-10 Aircrew Training System

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W853-03 3-18 15 JAN 09 3.3.2 Approach Type

There are numerous different types of final approach guidanc e that can be categorized in a number of different ways. Final approach guidance will be categorized as follows:

A GPS/RNAV APPROACH is an approach that uses a space based navigation system to provide positi on, speed, time, altitude , steering information, groundspeed and ground track error, heading, and variati on. The GPS receiver accepts information from other aircraft sy stems such as the INS, altimeter, central air data computer, (CADC). GPS may be integr ated into a multi-sensor navigation system combining GPS informa tion with other sources such as an Internal Reference Unit (IRU) or DM E/DME Area Navigation (RNAV) equipment.

The PRECISION APPROACH provides a vertical flight path using an approved procedure where the navigation facility is precisely aligned with the runway centerline. Glideslope and azimuth info rmation are provided. For example, Precision Approach Radar (PAR), Instrument Landi ng System (ILS), and Microwave Landing System (MLS) approaches are PRECISION approaches.

A NON-PRECISION APPROACH has course and range information or course information only (LOC, TAC, etc.). A glideslope is not used.

The CIRCLING APPROACH is a visual fli ght maneuver. It is used after the instrument approach is comple ted, to align the aircraft with the landing runway. The landing runway may be a different runway than the one used for the instrument approach.

A RADAR APPROACH is a pr ecision or non-precision approach that relies upon a radar controller vectoring the aircra ft to the approach runway (ASR, PAR).

NOTE When flying or briefing a radar approach, use the minima

listed in the front of the approach booklet, not the minima published in the block on the approach plate.

RNAV A pp roach Strai g ht-in to RWY 06

Non-Precision (Localizer) Straight-in to RWY 06

Fi g ure 3-21. A pp roach T yp e. CATEGORY

LNAV MDA*

CIRCILING** CATEGORY

S-ILS 06 **

S-LOC 06***

**CIRCILING***KC-10 Aircrew Training System

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W853-03 3-19 15 JAN 09 3.3.3 Approach Minimums

Decision Height (DH) — An altitude, specified in f eet above MSL, at which a missed approach must be initiated when either visual reference has not been established with the runway environment or the aircraft is not in a position to execute a normal landing. DHs apply only to precision appro aches (i.e. ILS, MLS, and PAR).

Decision Altitude (DA) — Used with RNAV approaches, DA replaces the term Decision Height (DH) as a step towards harmonization with ICAO terminology. The published descent profile is flow n to the DA, where a missed approach will be initiated if visual references for landing are not estab lished. Obstacle clearance criteria accounts for a momentary descent below DA wh ile transitioning to the missed approach.

Minimum Descent Altitude (MDA) — An altitude, specified in feet above MSL, below

which descent will not be made until visual reference has been established with the runway environment and the aircraft is in a position to execute a normal landing. MDAs apply to non-precision, straight in, and circling approaches (i.e . LOC, ASR, TAC, VOR, NDB.)

Height Above Touchdown (HAT) — Indicates the height of the DH or MDA above the highest runway elevation in the touchdown zone. HAT will be published in conjunction with all straight-in minima.

Height Above Airport (HAA) — Indicates the height of the MDA above the published airport elevation. HAA will be published in conjunc tion with all circling minima.

Ceilings — Ceiling values shown in parentheses are for U.S. military use in accordance with applicable service directives. A ceiling is expressed in feet above the published airport elevation and is equal to or greater than t he height of the associated DH or MDA.

Figure 3-22. Minimums. Height of MDA (Using QFE)

above touchdown zone (HAT) Minimum

Descent Altitude (MDA) Decision Height (DH) MSL Decision Altitude (DA) MSL

Straight-in to

RWY 06

Non-Precision (Localizer) Straight-in to

RWY 06 Height of DH (Using QFE)

above touchdown zone (HAT)

Height of MDA (Using QFE) above airport (HAA)KC-10 Aircrew Training System

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W853-03 3-20 15 JAN 09 3.3.4 Visibility Minimums

Runway Visual Range (RVR)

— A weather observation (instrumentally derived) value representing the distance a pilot should see down the runway from the approach end. The RVR is determined by special equipment and represents the horizontal di stance down the runway a pilot should be able to see from the approach end. RV R is horizontal and NOT sl ant visual range. It

is measured in hundreds of feet. RVR is used to determine the field conditions for straight-in approaches to that runway.

Runway Visibility (RV)

— Horizontal visual range as determined by an observer near the end of the runway. RV is measured in STATUTE miles and

fractions of miles.

Prevailing Visibility (PV)

— Horizontal visual r ange as determined by an

observer from a location on or close to t he ground. It is the be st visibility over

at least half of the horizon. PV is measur ed in statute miles or fractions of miles and MUST be used for circling approaches.

Figure 3-23. Visibility Minimums

3.3.5 Visibility Requirements

Visibility requirements for the approach wi ll be stated in RVR or Statute Miles. On the approach plate, the required RV R is found next to the number, which represents either the DH or MDA and is separated fr om that number with a slanted line. RVR is always stated in hundreds of feet, e.g. 50 is RVR 5,000', 24 is RVR 2,400'. If the airport does not have the proper equipment to establish an RVR, the requi red visibility will be stated in statute miles (RV) and located in the same place on the plate as the RVR.KC-10 Aircrew Training System

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W853-03 3-21 15 JAN 09 3.4 AIRPORT SKETCH

Figure 3-24. Airport Sketch

The airport sketch is located on the lower portion of the plate. Information here applies to airfield layout, runway dimensions, obstacles , elevations and approach lighting systems. If the plate has information for an approach that uses timing to establish the Missed Approach Point (MAP), t he timing chart is normally found below the airport sketch. The timi ng chart may be found at the bo ttom of the profile view if the airport sketch contains large amounts of information.KC-10 Aircrew Training System

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W853-03 3-22 15 JAN 09 3.4.1 Airport Lighting

Figure 3-25. Airport Lighting

3.4.1.1 Runway End Identifier Lights (REIL): Synchronized flashing lights, located laterally on each side of the runway threshold facing the approach area.

3.4.1.2 Touchdown Zone Lighting (TDZ): Consists of two rows of high intensity light bars arranged on either side of the runway centerline. The two rows of light bars are 3,000 feet long and ex tend from the threshold of the runway inward.

3.4.1.3 Centerline Lighting ( CL): A straight line of lights located along the runway centerline. For landing roll out information, the last 3,0 00 to 1,000 foot sections displays alternate red and whit e lights, while the last 1,000 feet displays all red lights.

3.4.1.4 High Intensity Runway Lighting (HIRL): Elevated, bi-directional white lights

that extend the l ength of the runway.

Examples and expanded views of the various Approach Lighting Systems can be found in the Flight Information Handbook (FIH) and the DoD Flight Information PublicationGeneral Planning.KC-10 Aircrew Training System

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W853-03 3-23 15 JAN 09 Figure 3-26. Approach LightingKC-10 Aircrew Training System

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W853-03 3-24 15 JAN 09 SEGMENT 3 EXERCISE

Using Figure 3-27, recall the information prov ided about approach plates to answer the following questions pertaining to the three se ctions of a standard DoD Approach Plate.

1. Which section of the approach plate contains the MSA for the area surrounding the airport facility?

A. Plan View

B. Profile View C. Airport Sketch

D. Plan View and Profile View

2. Which section usually contains t he Transition Level/Altitude on overseas DoD approach plates?

A. Plan View

B. Profile View C. Airport Sketch

D. Plan View and Profile View

3. The type of runway approach lighti ng system for the approach may be found in

the

A. Plan View.

B. Profile View. C. Airport Sketch.

D. Plan View and Profile View.

4. The obstacle depicted on the plan view as being 1,038 feet MSL is a

A. Highest Obstacle. B. Lighted Control Tower. C. Spot Obstruction. D. Rotating Beacon.

5. The IAF for the S- ILS 21L approach is a

A. TACAN Station.

B. VOR Station.

C. NDB Station.

D. VORTAC Station.

6. Which of the following reflect the M SA within 25 NM of t he Travis VOR (TZZ)? A. 14,300/13,500 feet B. 10,000/8,700 feet C. 5,100/3,100 feet D. 3,100/1,800 feetKC-10 Aircrew Training System

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W853-03 3-25 15 JAN 09 7. What is the ESA within 100 NM of the Travis VOR (TZZ)?

A. 14,300 feet B. 10,000 feet C. 5,100 feet D. 3,100 feet

8. The identifier signal for the Travis TACAN is

A. "ISO".

B. "SUU".

C. "GSB".

D. "SMJ".

9. Unless otherwise stated, all cour ses and heading listed on the approach plate
are based on ____________

_________________________.

A. Magnetic North.

B. True North.

C. Airfield Orientation.

D. Radials from the FAF.

10. Locate the SUU R-031 at 8.7 DME on the approach plate. The altitude associated with this point is a

A. Recommended Altitude.

B. Minimum Altitude.

C. Maximum Altitude. D. Mandatory Altitude.

11. For the KC-10, what is the DH and RVR for the ILS 21L approach

A. 258'/24

B. 420'/24

C. 420'/40

D. 620'/40

12. Under normal operating configurations and weights, the KC-10 is a Category _______ aircraft.

A. D

B. C

C. B

D. EKC-10 Aircrew Training System

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W853-03 3-26 15 JAN 09 13. The approach listed as S-ILS 21L is a

A. Precision Approach. B. Non-Precision Approach. C. Visual Approach. D. Radar Approach.

14. Is there another Precision A pproach listed on this plate?

A. YES

B. NO.

15. Where is the missed approach-timi ng block located on this approach?

A. Plan View

B. Profile View C. Airport Sketch

16. What type of approach lighting system is depict ed on the approach end of Runway 21?

A. ALSF 1

B. ALSF 2

C. None D. Sequenced Flashers onlyKC-10 Aircrew Training System

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W853-03 3-27 15 JAN 09 Figure 3-27. DoD Approach Plate.KC-10 Aircrew Training System

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W853-03 3-28 15 JAN 09 SEGMENT 3 ANSWER KEY

1. A. Plan View

2. B. Profile View 3. C. Airport Sketch 4. A. Highest obstacle
5. B. VOR Station 6. C. 5,100/3,100 feet 7. A. 14,300 feet

8. B. "SUU" 9. A. Magnetic North

10. B. Minimum Altitude
11. A. 258'/24

12. A. D 13. A. Precision Approach
14. B. NO 15. C. Airport Sketch

16. B. ALSF 2KC-10 Aircrew Training System

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W853-04 4-1 15 JAN 09 4.0 RADIO MAGNETIC INDI CATOR (RMI) NAVIGATION

As a KC-10 Flight Engineer, you must be familiar with the process of analyzing the flight instruments in conjunction with an approach plate to determine your position.

The RMI will give the engi neer the best picture of t he aircraft's position in relation to a NAVAID and an approach procedure.

4.1 Radio Magnetic Indicator (RMI)

Use of RMI information is an acquir ed skill learned through exposure and repeated practice efforts. A complicati ng factor is that everyone does not interpret the RMI exactly the same way.

Begin by looking at one component of t he RMI (bearing pointer). Consider the bearing pointer to have three parts, or segments; head, pivot, and tail.

Figure 4-1. RMI.

NOTETACAN RMIs have two bearing pointers, one for TACAN1, (single red dashed lin e), and another for TACAN-2 (solid green outline). This explanation shows only the TACAN-2 pointer. HEAD

PIVOT TAILKC-10 Aircrew Training System

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W853-04 4-2 15 JAN 09 Now, imagine a vertical li ne through the center of the RMI, from the index at the 12 o'clock position to the inde x at the 6 o'clock position.

Figure 4-2. Lubber Line.

This imaginary line is referred to as the lubb er line. The upper half of this line is the Upper Lubber Line, and the bottom half is the Lower Lubber Line. The aircraft's heading is always read from the index at the top of the upper lubber
line. The NAVAID, whether TACAN, VOR, or NDB, will always be represented by the pivot of the bearing pointer. The aircraft's position is always the tail of the pointer. The head of the pointer may already be obvious. It represents the

direction TO the selected station.KC-10 Aircrew Training System

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W853-04 4-3 15 JAN 09 4.2 RMI Situational Awareness

The aircraft's relative position from t he station is always represented on the tail of the pointer, but the direction the ai rcraft is flying is always parallel to the

lubber line.

Figure 4-3. RMI Situational Awareness.

Said a slightly different way, the positio n of the head of the pointer, relative to the lubber line, (left or right), tells the pilo t which way to turn to fly directly to the

station. If the head of t he pointer was already under the upper lubber line, (or pointing straight up), no turn would be necessary, since the station would be directly in front of the aircraft.

Notice that no mention has been made ab out compass heading. It is possible for a pilot to fly directly to a NAVAID using only the bearing pointer, turning as necessary to keep the head of the pointer under the upper lubber line.KC-10 Aircrew Training System

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W853-04 4-4 15 JAN 09 We can now add the component that turns our simple bearing pointer into an RMI; the magnetic compass card. With the addition of magnetic heading information, it will be possible to determi ne our general position on an approach plate relative to a selected NAVAID. The best way to explain this process is to practice it. Assume that we are flying a radar vector of 360°, (that's "0" on the RMI card). Looking at the RMI, you see t he following indication on the flight instruments (Figure 4-4).

Figure 4-4. RMI/DME.

Remember that the pivot of the bearing pointer repres ents the station (TACAN),

the tail is the aircraft and t he head is the direction you would have to fly to go

TO the station.

The tail of the TACAN bearing pointer is on 270. Therefore, your position is on
the 270 Radial, due We st of the TACAN. Adding DM E to the pictur e, we find that the aircraft is 10 miles away from the station on the 270 radial.

Looking at the RMI Compass Card, we see that the aircraft is on a heading of 360 (due North). With that in mind, l ook at your approach plate plan view and visualize the aircraft heading North ( 360), to the top of the page (Fig. 4-5).KC-10 Aircrew Training System

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W853-04 4-5 15 JAN 09 If we mentally superimpose the RMI over the plan view of the approach plate it would look something like this:

Figure 4-5. RMI View

As the aircraft moves on it s northbound heading, the tail of the bearing pointer

will follow its movement and the bearing pointer itself wil l pivot accordingly (i.e. the aircraft "drags" the tail of bearing pointer as it flies). 30

240

180 0

60

90

120 300 330

270

210 150KC-10 Aircrew Training System

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W853-04 4-6 15 JAN 09 4.3 Radial vs. Course

A radial is a magnetic bearing exte nding from a VO R/VORTAC/TACAN navigation facility. From a previous block of in struction we used the RMI bearing pointer pivot as the station or navigation facility, when determining a general position relative to a selected N AVAID. The compass card portion of the RMI is a representation of these ra dials, or magnetic bearing, from the

NAVAID. Since we used the tail of the RMI bearing pointer to determine our position in relation to the NAVAID, we can say that the tail of the bearing pointer tells us which radial the aircraft is on (Figure 4-6).

Figure 4-6. Radial vs. Course

When selecting a desired course to be flown, the pilot must first determine if the course will take the airplane TO or FROM the selected NAVAID (Fig. 4-6).KC-10 Aircrew Training System

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W853-04 4-7 15 JAN 09 If the direction of flight (heading) is to be away FROM the station, the NAVAID

radial will be the same value as the NAVAID course. In the example in Fig. 4-7, the aircraft is heading 0 degrees, due North. The tail of the bearing pointer is also on 0, the aircraft heading. The hea d of the bearing poin ter is on 180 on the RMI compass card.

Therefore, the aircraft is fl ying away from the station.

Figure 4-7. Direction of Flight-Away from Navigation Facility

Since the tail of the bear ing pointer and the magnetic heading are on the identical mark, the aircraft's course is the same as the radial (0).KC-10 Aircrew Training System

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W853-04 4-8 15 JAN 09 In this second example (Fig. 4-8), the airc raft is heading 0, due north. Now, the head of the bearing pointer is also on 0 on the RMI compass card. The tail of the bearing pointer is on 180.

Therefore, the aircraft is flying to the station.

Figure 4-8. Direction of Fli ght-Toward Navigation Facility

When an aircraft is heading to the station, its inbound course is said to be the reciprocal of the radial it's on. In our example, although we are on the 180
radial, the inbound course to the st ation is 0 (reciprocal of the 180 ° radial).

Adding or subtracting 180 fr om the radial that the aircraft is inbound on will result in the aircraft's course (i.e. 090 rad = 270 crs, 330 rad = 150 crs). Through the proper interpretation of r adials and inbound and outbound courses, you can keep yourself situationally aw are in relation to an approach procedure.KC-10 Aircrew Training System

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W853-04 4-9 15 JAN 09 SEGMENT 4 EXERCISE

Using the approach plate in Fi gure 4-9 and the instrument i ndications in Figure 4-10, answer the following questions pertaining to the aircraft position in relation to the navigational facility.

1. The aircraft is currently on a magnetic heading of _____________.

A. 140°

B. 318°

C. 138°

D. 340°

2. Which aircraft symbol indicates current position?

A.

B.

C.

D.

3. Assuming the aircraft maintains its current magnetic heading, it will be flying
______________ the station.

A. TO

B. FROM

4. Aircraft D is flying on the _____________ radial off of the TACAN (RIV).

A. 138 °

B. 318 °

C. 160 °

D. 340 °

5. In this situation, aircraft C is positioned on the ___________ course

__________________.

A. 318 ° / inbound

B. 138 ° / outbound

C. 318 ° / outbound

D. 138 ° / inboundKC-10 Aircrew Training System

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W853-04 4-10 15 JAN 09 Figure 4-9. Direction of f light to Navigation Facility

Figure 4-10. RMI Readout to Navigation Facility B A

D CKC-10 Aircrew Training System

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W853-04 4-11 15 JAN 09 SEGMENT 4 ANSWER KEY

1. B

2. C

3. A

4. A

5. AKC-10 Aircrew Training System

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W853-05 5-1 01 JUL 13 5.0 DEPARTURE AND TERMINAL ARRIVAL

5.1 DEPARTURE

5.1.1 Standard Instrument Departure (SID) Procedures

If the climbout procedure to be used is a Standard Instrument Departure (SID), the routing will be depicted on a plate very similar to an Instrument Approach Procedure plan view. A text of the departure route des cription is also published on the plate. Refer to the departure plate, Figure 5-2.

Assuming a takeoff from runway 32, the ro uting involves an initial turn to track

155 °, which puts the aircraft on an intercept heading to the 130 ° radial (130 ° course) FROM the Paradise VORTAC . At 41 DME from the Paradise VORTAC, on the 130 ° radial, the aircraft will be at the SKYES intersection. Usually, clearance for a SID will also include TRANSITION routing. The depicted departure has three published tr ansitions; Thermal, Oceanside, and Julian. If, for instance, the pilo t was cleared for the depicted departure, THERMAL TRANSITION, the departure rout ing would include a left turn off the

130 ° course from Paradise to intercept the 057 ° course, (R-237), to Thermal

VORTAC.

Once you have found your SID, com pare it with the approach chart and departure procedures for your airfield . There may be obstructions on the approach plate that may not be so apparent on the SID and vice-versa.

On US Government charts, the symbol of a white “T” on a black inverted triangle, or the “Trouble T,” meaning tr ouble for departing aircraft. The use of the “Trouble T” means you need to consul t the separate listing in the front of the approach plate titled, “IFR Takeo ff Minimums and (Obstacle) Departure

Procedures.”

Obstacle limiting minimum climb gradients is usually identified by an asterisk symbol and ATC climb rates are usually indicated by a dagger symbol (Figure

5-1 ).

......

Figure 5-1. Minimum Climb RatesKC-10 Aircrew Training System

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W853-05 5-2 01 JUL 13 Figure 5-2. DepartureKC-10 Aircrew Training System

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W853-05 5-3 01 JUL 13 5.1.2 SPECIAL DEPART URE PROCEDURE (SDP)

The Air Force Flight St andards Agency (AFFSA) has contracted with Jeppesen to provide safe engine out departure procedures for bases used by the KC-10 to provide the maximum takeoff weight possi ble and miss any obstacles should an engine fail during takeoff. Special Departure Procedur e information is found at “http://www.jeppesen.com/wlcs/i ndex.jsp” on the Internet.

Jeppesen analyzes terrain and obstacle data against aircraft specific performance data to determine the best engi ne out departure and takeoff weight for each runway at a given location. T he user name for the website is “usafsdp” and the password is “aircrews”, all in lower case. User name and passwords change periodically; please contact your wi ng DOV for current information. Once logged into the website, c lick on OPS DATA, which will ta ke you to the SORT and

aircraft selection menus. Select KC-10 and Airport Name. The next screen will allow you to choose an airport.

A User Guide that can be viewed or downl oaded is also available below the Ops Data menu. Only bases that have approved procedures are listed on the Jeppesen website. This w ebsite should be checked duri ng mission planning. If an approved procedure is avai lable, it must be brie fed and used if an engine

failure occurs on takeoff. TOLD and/or SDP departure plate information can be found on the website, and has been approved by the Air Force for TOLD computations. The SDP departure plates and Special Engine Out Procedure

Plates are not ATC clearances and if used, coordinati on with ATC is mandatory.

Figure 5-3 is an example of the TOLD sheet information on the website and Figures 5-4 and 5-5 are examples of departure plate information.KC-10 Aircrew Training System

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W853-05 5-4 01 JUL 13 Figure 5-3. Special Departure Procedure TOLD Sheet FOR TRAINING USE ONLYKC-10 Aircrew Training System

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W853-05 5-5 01 JUL 13 Figure 5-4. Special Depa rture Procedure Plate FOR TRAINING USE ONLYKC-10 Aircrew Training System

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W853-05 5-6 01 JUL 13 Figure 5-5. Special Engi ne Failure Procedure FOR TRAINING USE ONLYKC-10 Aircrew Training System

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W853-05 5-7 01 JUL 13 5.2 TERMINAL ARRIVALS

5.2.1 Feeder Facilities/Published Routings

On approach plates, routings are provi ded from enroute or feeder facilities on

the enroute structure to the IAF but may take the aircraft to a point other than the IAF if operational circ umstances require. The fi x or point is sometimes identified by the radial and distance from a specified NAVAID. In the case of feeder facilities, the point -to-point has been computed for the pilot so that by simply proceeding along the depicted radial (course FROM the NAVAID), for the depicted distance, the ai rcraft will arrive over the desired fix or point.

From the previous block of discussion, we learned to determine a position from the RMI and DME pres entations. When the aircraft is established on a feeder course, you can use the RMI and DME to monitor the aircraft position as it proceeds to the desired fix. Remember th at the tail of the bearing pointer is the aircraft position FROM the NAVAID. When you read the num ber under the tail of the bearing pointer, you are reading the present radi al from the facility.

When the aircraft is establis hed on course outbound from the station, this radial should be nearly the same as the aircraft heading (Figure 5-6).

FEEDER FACILITY

Figure 5-6. Terminal ArrivalsKC-10 Aircrew Training System

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W853-05 5-8 01 JUL 13 5.2.2 Standard Terminal Arrival (STAR)

A Standard Terminal Arrival (STAR) prov ides transition from the enroute
structure to an outer fix, in itial approach fix, or arriva l waypoint in the terminal area. A STAR will normally have a co mmon reference point from which the arrival procedure originates. Figure 5-7 shows Squaw Valley as the common reference point.

STARs may have mandatory speeds and/or altitudes published. Some STARs have planning information depicted inform pilo ts what clearances or restrictions to “expect”. Expected altitudes/speeds are not considered STAR restrictions until verbally issued by AT C. They are published for planning purposes and

should not be used in the event of lo st communications unless ATC has specifically advised the pilot to expec t these altitudes/speeds as part of a

further clearance.

Figure 5-7. ArrivalKC-10 Aircrew Training System

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W853-05 5-9 01 JUL 13 SEGMENT 5 EXERCISE

Use the departure in Figure 5-8 to answer the following questions pertaining to a Standard Instrument Departure.

1. The departure for Runway 32 requires a left turn upon crossing the

A. Paradise VORTAC Ra dial 075/RIV 1 DME.

B. Paradise VORTAC Radial 113.

C. Paradise VORTAC Ra dial 130/RIV 5 DME.

D. Paradise VORTAC Ra dial 130/RIV 25 DME.

2. Once the left turn is completed you mu st cross the same r adial southbound at an

altitude at or bel ow ______________ feet.

A. 3000'

B. 4000'

C. 5000'
D. 12,000'

3. When crossing the Paradise Radial 130/25, you should be at or above

A. 3000'.

B. 4000'.

C. 6000'.
D. 12,000'.

4. Passing the SKYES Intersection, what is the mag course for the Thermal

transition?

A. 057

B. 130

C. 021

D. 075KC-10 Aircrew Training System

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W853-05 5-10 01 JUL 13 Figure 5-8. March DepartureKC-10 Aircrew Training System

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W853-05 5-11 01 JUL 13 Use Figure 5-9 to answer the following questions.

5. Approaching Travis AFB fr om the Williams VORTAC, what is the outbound radial from the feeder facility?

A. R-031

B. R-158

C. R-240

D. R-321

6. What is the minimum altitude outbound from the Scaggs Island VORTAC to the

Travis IAF?

A. 5,000'
B. 4,000' C. 3,000'
D. 2,000'

7. What is the distance from the Skaggs Island VORTAC to the Travis IAF?

A. 8 NM

B. 26.1 NM

C. 32 NM

D. 44.5 NM

8. What is the radial out bound from the Skaggs Island VO RTAC to the Travis IAF?

A. R-321

B. R-211

C. R-030

D. R-021

9. Altitudes associated wit h the Standard Terminal Arrival (STAR) depicted in Figure 5-4 are considered

A. Minimum altitudes.

B. Maximum altitudes. C. Mandatory altitudes.

D. Recommended altitudes.KC-10 Aircrew Training System

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W853-05 5-12 01 JUL 13 Figure 5-9. ILS or LOC YKC-10 Aircrew Training System

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W853-05 5-13 01 JUL 13 SEGMENT 5 ANSWER KEY

1. A. (Paradise VORTAC Radial 075/RIV 1 DME) 2. B. (4,000') 3. C. (6,000') 4. A. (057) 5. B. (R-158) 6. A. (5,000') 7. B. (26.1 NM) 8. C. (030 ° ) 9. A. (Minimum altitudes)KC-10 Aircrew Training System

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W853-06 6-1 01 JUL 13 6.0 INSTRUMENT APPROACHES

The pilot briefing information format consis ts of three horizontal rows of boxed procedure-specific information along the t op edge of the chart (Figure 6-1). Altitudes, frequency, course and elevatio n values (except HATs and HAAs) are charted in bold type. The top row cont ains the primary procedure navigation, final approach course, land ing distance available, t ouchdown zone, and airport

elevations. The middle row contains procedure notes and limitations, icons indicating if nonstandard alternate and/or take-off minimums apply, approach lighting Symbology, and t he full text description of the missed approach procedure. The bottom row contains air to ground communication facilities and frequencies in the order in which they are used during an approach.

Figure 6-1. FormatKC-10 Aircrew Training System

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W853-06 6-2 01 JUL 13 Missed Approach Icons: In addition to the full text description of the missed approach procedure in the notes section of the middle-briefi ng strip, the initial (up to four) steps are also charted as boxed icons in the chart profile view. These icons provide simple-to-interpret instructions , such as direction of initial turn, next heading and/or course, nex t attitude, etc.

Figure 6-2. ICONS

Radar Navigation Instrument Approac h Procedure (RNA V) is approach procedures flown with navigation aids, and minimum involvement/vectoring from approach control. RNAV char ts will now incorporate all types of approaches using Area Navigation systems; both ground and satellite based. New RNAV approach charts will be in the new IAP format explained above. The standard format for RNAV minima (and landing minima) is as show n in figure 6-3. RNAV minima are dependant on navigational equi pment capability, as stated in the applicable AFM or AFMS.

Figure 6-3. RNAV MinimaKC-10 Aircrew Training System

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W853-06 6-3 01 JUL 13 Approaching the destination, the pilot will choose an appropriate instrument approach for the letdown and landing.

A Radar Approach descent consists of radar monitoring and vectors to a final landing.

Radar vectors to final consists of an appr oach controller prov iding headings to a point where the aircraft is expected to continue on its own guidance and instruments to a final landing.

With the appropriate navigation equipment, the pilot can complete an entire approach as published in the approach plate booklet without radar monitoring or vectors. There are some exceptions to this, such as when the approach procedure states RADAR REQUIRED in the plan view.

Figure 6-4. Instrument ApproachesKC-10 Aircrew Training System

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W853-06 6-4 01 JUL 13 Approach plates are contained in two separate booklets; High Altitude and Low

Altitude.

High Altitude books are distinguishable by the black and white hash marks on the booklet's cover, back, and spine, cove ring a region (i.e. Southwest, East). High altitude books also contain the military SIDS for each area.

Figure 6-5. High Altitude Approach PlatesKC-10 Aircrew Training System

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W853-06 6-5 01 JUL 13 Low Altitude books cover groupings of states within the Continental United States (CONUS), and can al so include airfield SIDS.

Figure 6-6. Low Altitu de Approach Plates

Contained within appr oach booklets are the different types of procedures to get an aircraft to the landing runway. Wh at follows is a very basic list and description of the various types of in strument approaches contained in their respective booklets.KC-10 Aircrew Training System

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W853-06 6-6 01 JUL 13 6.1 High Penetrations , contained within the High Al titude book, enables an aircraft to transition from the high altitude stru cture to a position on and aligned with an

inbound course to the Fi nal Approach Fix (FAF). These approaches can employ radials, arcs, courses, tu rns, fly-off restrictions, etc.

Figure 6-7. High PenetrationKC-10 Aircrew Training System

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W853-06 6-7 01 JUL 13 

### 6.2 Procedure Turn : Depicted in the plan view with a barb

that indicates the mane uvering side of the fi nal approach course.

Figure 6-8. Procedure Turn PROCEDURE

TURNKC-10 Aircrew Training System

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W853-06 6-8 01 JUL 13 6.3 Holding Pattern (In Lieu of Procedure Turn): Depicted with a normal holding pattern track in the plan view; descent is usually accomplished in the specified holding track.

Figure 6-9

. Holding Pattern HOLDING

PATTERNKC-10 Aircrew Training System

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W853-06 6-9 01 JUL 13 6.4 Procedure Tracks: Similar to the penetration, procedure tracks may use any
combination of arc, radials, etc. to align t he aircraft with final approach.

Procedure tracks are shown as a hea vy line with directional arrows

Figure 6-10

. Procedure Track PROCEDURE

TRACKKC-10 Aircrew Training System

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W853-06 6-10 01 JUL 13 SEGMENT 6 EXERCISE

Select the letter that matches the instru ment approaches in fi gures 6-11 and 6-12 with their proper category/name below.

1. Procedure Turn ________ 2. Holding Pattern (In Li eu of Procedure Turn) ________
3. Procedure Track ________ 4. High Penetration ________KC-10 Aircrew Training System

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W853-06 6-11 01 JUL 13 A.

B.KC-10 Aircrew Training System

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W853-06 6-12 01 JUL 13 C.

D.KC-10 Aircrew Training System

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W853-06 6-14 01 JUL 13 SEGMENT 6 ANSWER KEY

1. C (Procedure Turn) 2. D (Holding Pattern - In Lieu of Procedure Turn) 3. B (Procedure Track) 4. A (High Penetration)KC-10 Aircrew Training System

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W853-07 7-1 01 JUL 13 7.0 IAF TO FINAL APPROACH FIX

7.1 Initial Approach Fix (IAF)

Before the pilot can safely descend below specified altitudes, the aircraft must

have clearance and/or be established on a published segment of the approach. The approach must obviously begin at some point and cont inue to either a successful landing or a mi ssed approach. One possible exception to this is when the pilot has been gi ven vectors and clearance to intercept the final approach course and proc eed with the approach. When the controller has issued a clearance to fly the full approach, the pilot must maneuver the aircraft to begin the letdown from a designated starting point or IAF. The IAF will always be depicted on the plan view, such as EEGEL IAF in Figure 7-1. IAFs are not always a NAVAI D. IAFs are most often a named point defined as a radial and DME. There may be more than one IAF available for an approach as shown previously in Figure 6-4.

Figure 7-1. Initial Approach Fix

From this point on, the pilot is guaranteed adequate terrain and obstruction clearance as long as the aircraft is maneuvered on the depicted track and maintains depicted altitude restrictions. INITIAL

APPROACH FIXKC-10 Aircrew Training System

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W853-07 7-2 01 JUL 13 7.2 DESCENT PROCEDURES

The pilot will brief the approach, includi ng the altitude at which the aircraft will depart the IAF and, as appropriate, restricti ons to the descent as the aircraft proceed to the FAF. The ent ire crew should be particularly interested in these

altitude restrictions because as the aircraft descends along the approach corridor, we will be going bel ow the ESAs and MSAs for the area. Failure to observe and comply with altitude restri ctions could have serious consequences. As you look at a variety of approaches you will note four different types of altitudes depicted. Looking at the legend in the front of the booklet, we see that

the definitions for these alti tude depictions are as follows:

Figure 7-2

. Altitudes

You may not recognize any of these altitude definitions from your pilot's briefing. This is because few pilots will use t he terminology used in the legend. More commonly you will hear terms like, "st ep down", "no lower than 2300 feet”, "no higher than 4800 feet", and "hard altitude of 5500 feet".

The ideal situation for any instrument approac h is to arrive at a position perfectly aligned with the final approach course wi th sufficient distance to the FAF for establishing proper configur ation and stable speed. In today's radar controlled environment this apparently idyllic situation is actually the norm. Why, then, do

we need these intricat e and confusing procedures for accomplishing an

instrument letdown? The obvious reason is, for that time when radar service is not available or practical. The wide vari ety of letdown procedur es all has points in common. They allow for safe descent from cruise altitude to approach altitude and they provide information about the airpor t environment to assist the pilot in transitioning from instrument to visual co nditions. They also provide instructions for returning to safe flying conditi ons if a landing cannot be made (missed approach). This portion of our course wi ll specifically addre ss the phase of the approach that begins at the IAF and ends at glideslope intercep t, or at the FAF. ALTITUDES

5500 2300 4800 2200

Mandatory

Altitude Minimum

Altitude Maximum

Altitude Recommended

AltitudeKC-10 Aircrew Training System

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W853-07 7-3 01 JUL 13 Since an instrument approach considers th ree dimensions, we must also be aware of any specific altitude requirem ents associated with an IAF. Generally,

the altitude at the IAF will be a minimum altitude. Occasionally you will see an approach with a maximum or mandatory altit ude at the IAF. In any event, the pilot bears responsibility for adhering to any altitude restrictions and determining the suitability of an altitude fo r the approach to be flown. Refer to Figure 7-3, the TACAN approach below. Note that the CELLA IAF has an associated altitude of 3000. This, of cour se, means that the aircraft must be at or above 3,000 MSL before proceeding past CELLA IAF on the approach.

Once overhead CELLA, the aircraft can conti nue its descent to t he next altitude

restriction of 2500 until AN VUL, then 1800 to JODDY (w hich is 6.6 DME from the TACAN).

Figure 7-3. IAF MinimumsKC-10 Aircrew Training System

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W853-07 7-4 01 JUL 13 SEGMENT 7 EXERCISE

Use the approach plate in figure 7-4 to answer the following questions:

1. The published altitude at the IA F (LENNI) for this approach is a:

A. Maximum altitude B. Mandatory altitude

C. Minimum altitude

2. The published altitude at the CAGVA 12 DME arc is a:

A. Maximum altitude B. Mandatory altitude

C. Minimum altitude

3. The published altitude at the Final Approach Fix (FINUX) is a:

A. Maximum altitude B. Mandatory altitude

C. Minimum altitudeKC-10 Aircrew Training System

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W853-07 7-5 01 JUL 13 Figure 7-4. Luke AFB ApproachKC-10 Aircrew Training System

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W853-07 7-6 01 JUL 13 SEGMENT 7 ANSWER KEY

1. C

2. B

3. BKC-10 Aircrew Training System

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W853-08 8-1 01 JUL 13 8.0 FINAL APPROACH

8.1 Types of Final Approach Guidance. There are numerous different types of final approach guidance that can be categoriz ed in a number of different ways.

8.1.1 Non-radar Approaches. These are approaches that do not require radar vectoring or radar services on final approach. Non-radar approaches can be further subdivided among thos e that provide electronic glide path guidance and those that do not provide elec tronic glide path guidance.

8.1.2 Radar Approaches. These are approaches that require radar vectoring on final approach. There are two types PAR and ASR.

8.1.3 Procedures with a Visual Component. Sometimes it is not possible to construct an instrument procedure that meets all requirement s. Incorporating a visual component into an instrument pr ocedure is an acceptable alternative. There are four types of approac hes that fall into this category: visual approach, contact approach, IAP with a visual se gment, and a charted visual flight procedure.

8.1.4 Other Specialized Procedures. These are specialized subsets of particular approach types listed above. There are f our approaches that fall into this category: converging approaches, ILS/ PRM, SOIA, and TLS. All require specialized training and crew qualifications except converging approaches.KC-10 Aircrew Training System

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W853-08 8-2 01 JUL 13 8.2 Precision and Non- Precision Approaches

When discussing Instrument Procedures on final approach, it is important to distinguish between a Precisio n and Non-Precision Approach.

8.2.1 Precision Approach (ILS, MLS, PAR) — Provides alignment with runway centerline as well as precise vertic al guidance. Precision Approaches are associated with Glide Slope Intercept (GSI) and Decision Height (DH).

Figure 8-1. Precision Approach

8.2.2 Non-Precision (LOC, TAC, ASR, etc.) — Provides alignment with runway centerline only; no vertical guidance provided. Non- Precision Approaches are associated with the FAF, VDP, MDA, and MAP.

Figure 8-2. Non-Precision ApproachKC-10 Aircrew Training System

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W853-08 8-3 01 JUL 13 8.2.2.1Visual Descent Point (VDP). The VDP is a defined point on the final approach course of a non-precision straight-in approach proced ure from which a normal descent (approximately 3°) from the MDA to the runw ay touchdown point may be commenced, provided visual referenc e with the runway environment is established. The VDP is normally identifie d by DME and is computed for the nonprecision approach with the lowest MDA on the IAP. A 75 MHz marker may be used on those procedures where DME c annot be implemented. VDPs are not a mandatory part of the procedur e, but are intended to pr ovide additional guidance where they are implemented. A visual approach slope indicator (VASI) lighting system is normally available at locations where VDPs are established. Where VASI is installed, the VDP and VASI gli de paths are normally coincident. If VASI
is not installed, the descent is computed from the MDA to the runway threshold. On multi-facility approaches, the depict ed VDP will be for the lowest MDA published. Therefore, on an approach with a higher MDA, the published VDP will not be correct and must be computed by the pilot. No special technique is required to fly a procedure with a VDP; however, to be assured of the proper obstacle clearance, the pilot should not descend below the MDA before reaching the VDP and acquiring the necessary visual reference with the runway

environment. The VDP is ident ified on the profile view of the approach chart by the symbol “V” (Figure 8-3).



### Figure 8-3. Visual Descent Point VISUAL

DESCENT

POINTKC-10 Aircrew Training System

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W853-08 8-4 01 JUL 13 8.2.2.2 Circling Approaches. General Procedures. Circling to land is a visual flight

maneuver. When the instrument approach is completed, it is used to align the aircraft with the landing runway. Each landi ng situation is diffe rent because of the variables of ceiling visibility, wind direction and velocity, obstructions, final approach course alignment, aircraft per formance, cockpit visibility, and controller instructions. The circling MDA and weather minima to be used are those for the runway to which the inst rument approach is flown (this is not always the landing runway). The circling minima listed on IAPs apply to nonradar nonprecision approac hes (LOC, VOR, TACA N, etc.). Circling procedures and techniques are not compatible with precision ap proach criteria,
and under normal circumstances, should not be attempted. Since the MAP associated with the precisi on approach is determined by the pilot in terms of a 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. Therefore, pilots should not plan to circle from a precision approach.



### Figure 8-4. Circling Approach.KC-10 Aircrew Training System

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W853-08 8-5 01 JUL 13 8.3 Missed Approach

The final discussion concerns identifyi ng the Missed Approach Point (MAP) and accomplishing the procedure.

The MAP is the final point on an instrument procedu re where the decision is made to either land or go-around. It is defined as the DH for a precision approach or the published MAP fo r a non-precision approach.

To accurately determine the MAP for a non-precision approach, compare the distance from the FAF to the MAP adjac ent to the timing block. The timing block is dependent upon the aircraft's appr oach ground speed from the FAF to the MAP. Although the missed approach procedure is depicted in both the profile and plan views, do not rely so lely on the graphical representation. Compare the timing, DME, and distances depicted to a ccurately determine the MAP. Accomplish the published miss ed approach procedure from the MAP,

not before or after . Obstacle clearance is bas ed on beginning the maneuver directly at the missed approach point.

TIMING (FAF to MAP)



### Figure 8-5. Missed Approach. Missed Approach PointKC-10 Aircrew Training System

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W853-08 8-6 01 JUL 13 This workbook contains only a small porti on of the complex su bject of Terminal Instrument Procedures and oper ations. For a more in-d epth review, there are a

number of sources available. These include Air Force Manual 11-217, Volume 1, and the squadron Annual Instrum ent Refresher Course (AI RC) instructors. You

could even attend an AIRC course if you are so motivated.

In conclusion, remember that you are flyi ng together as a crew. Your situational awareness and general knowledge of instru ment procedures will do you no good if you are hesitant to apply t hem when the situation dictates.

Be Aware, Speak Up, and Fly Safe.KC-10 Aircrew Training System

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W853-08 8-7 01 JUL 13 SEGMENT 8 EXERCISE

1. The major difference between a prec ision and Non-Precision approach is

A. horizontal guidance.

B. distance information. C. vertical guidance. D. missed approach procedures.

2. Circling approaches require the aircraft to be at or above which of the following during the approach?

A. ceiling and visibility B. ceiling and RVR C. visibility only D. ceiling only

3. The final point during an instrument approach where a decision must be made to land or go around is def ined as _________________ for a precision approach and the published ______________ for a non-precision approach.

A. DH/MAP

B. DH/VDP

C. MDA/DH

D. MDA/VDP

4. The Missed Approach timing block is based on the aircraft's ________________

from the FAF to the MAP.

A. Approach Indicated Airspeed B. Approach True Airspeed C. Approach Ground Speed D. Published MAP Timing

5. To assure obstacle clearance, t he missed approach procedure should be accomplished:

A. before reaching the MAP. B. after passing the MAP.

C. at the MAP. D. at the pilot's discretion.KC-10 Aircrew Training System

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W853-08 8-8 01 JUL 13 SEGMENT 8 ANSWER KEY

1. C (vertical guidance) 2. A (ceiling and visibility) 3. A (DH/MAP) 4. C (Approach Ground Speed) 5. C (at the MAP)