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### LIST OF EFFECTIVE PAGESKC-10 Aircrew Training System Touch and Go Landings

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W844-TOC i 01 MAR 06 TABLE OF CONTENTS

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

2.0 PLANNING FACTOR ........................................................................................ 2-1

3.0 NORMAL TOUCH AND GO PROCEDUR ES .................................................... 3-1

4.0 COMMON ERRORS ASSOCIAT ED WITH TOUCH AND GO ........................... 4-1

5.0 TOUCH AND GO EMERGE NCY PROCED URES ............................................ 5-1KC-10 Aircrew Training System Touch and Go Landings

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W844-TOC ii 01 MAR 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Touch and Go Landings

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W844-01 1-1 01 APR 10 1.0 INTRODUCTION

The purpose of this workbook is to prov ide KC-10 Aircrew members guidelines to accomplish Touch and Go landings safely and efficiently. This workbook consolidates Touch and Go information so it can be used as a training reference guide for review and/or instructional pur poses. Areas cove red will be planning factors, normal procedures and tec hniques, common errors, and emergency procedures (Engine Failure).

1.1 REFERENCES

• AFI 11-2KC-10, Volume 1, KC-10 Aircrew Training

• AFI 11-202, Volume 3, General Flight Rules

• AFTTP 3-3.KC-10, Chapter 3, Combat Aircraft Fundamentals KC-10

• TO 1C-10(K)A-1, Flight Manual, Section IV, Touch and Go Landings

• TO 1C-10(K)A-1, Flig ht Manual, Section IV and V, Missed Approach or Rejected Landing

• Local RegulationsKC-10 Aircrew Training System Touch and Go Landings

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W844-01 1-2 01 APR 10 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Touch and Go Landings

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W844-03 2-1 01 MAR 06 2.0 PLANNING FACTORS

All normal considerations that affect any landing should be considered for a Touch and Go Landing. The reason you are making touch and go landings is to improve your landing skills and practice t he transition to landing . Therefore, you

must strive to touch down on centerline in the landing zone on every landing. If you do not, the landing should be reject ed and a go-around initiated. Fly the aircraft throughout the Touch and Go.

NOTE A Touch and Go landing is a critical and time-compressed activity. The pilot in command must be cognizant of aircraft configuration and be situat ionally aware throughout the maneuver, regardless of which pi lot is flying the aircraft.

2.1 RUNWAY ENVIRONMENT

Review runway length, width, RCR, and lighting.

2.2 WEATHER

Know command and local regulations and your own limits.

2.3 CREW BRIEFING

A thorough crew briefing, covering all c ontingencies, is an absolute must. A good briefing includes a review of no rmal and abnormal/emergency procedures, landing distance, and techniques. Ever yone on the aircraft (including those seated in the passenger section) must kn ow that the landing is planned as a

Touch and Go.

2.4 AIRCRAFT WEIGHT

Early in Initial Qualification Training, students become very familiar with the differences between lightweight and h eavyweight takeoffs, landings and go arounds. Aircraft response and performance are considerably different. Maintaining aircraft control is more challe nging lightweight for two reasons. First, when asymmetric thrust is applied, the airc raft naturally yaws. As the amount of thrust increases, the yaw increases. The second problem with lightweight aircraft is keeping up with the trem endous acceleration and climb rate. Heavyweight aircraft are less affected by yaw, but are perform ance limited (which can be critical). These are factors that pilots must always be aware of, and are especially critical dur ing the rapid transition from t he landing phase to the takeoff phase during a Touch and go landing.KC-10 Aircrew Training System Touch and Go Landings

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W844-03 3-1 01 APR 10 3.0 NORMAL TOUCH AND GO PROCEDURES

Touch and Go Landings are no different than normal landings up to the point of touchdown, except that you may elect not to arm the spoilers. Touch and Go landings should normally be made with the spoilers armed to demonstrate their effects on aircraft pitch during the landi ng phase. Length of runway, RCR, and

reaction time are all abort considerations that could affect the decision. If the pilot elects not to arm the spoilers, the flight engineer should be briefed specifically to manually deploy them dur ing an abort. Reverse thrust is never used on a touch and go (unless you abort). The pilot in command will brief the
crew on commands, duties and actions during the touch and go, including go-around and abort procedures. All crewmembers must positively know that the landing is to be a touch and go.

3.1 PROCEDURES AFTER TOUCHDOWN

At main gear touchdown, the PF smoothly but positively lowers the nosewheel to the runway. The PF maintains positive ai rcraft control and runway centerline. If the aircraft is not on the centerline, st eer to center. The PF disconnects the autothrottles, if used.

When ready to configure the aircra ft, the PF will call "FLAPS 22 ° CHECK TRIM IN THE GREEN." The PNF selects flaps 22°/EXT and, if necessary, resets the

stabilizer trim into t he green band area. The PNF will also ensure the

autothrottles are disconnected.

After nosewheel touchdown, the Flight E ngineer (FE) will confirm all three engines are operating proper ly; flap handle and Trim are properly set and

autothrottles disconnected.

After the PNF ensures that the flaps and trim are properly set and the autothrottles are disconnected, the PNF taps the PF's hand and/or calls "PUSH THEM UP" as a signal to slowly advanc e the throttles towards the 12 o'clock position.

The FE will ensure the spoiler handle is re tracted and confirm t hat all engines are accelerating equally.

WARNING

• After reverse thrust is initiat ed, a full stop landing will be made.

• If at anytime during a touch and go landing, the reverse thrust

lever is moved from the stowed position, the takeoff will be

aborted.KC-10 Aircrew Training System Touch and Go Landings

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W844-03 3-2 01 APR 10 NOTE

• If the spoilers were used, t he spoiler handle should reset with

an audible sound as the throttl es are moved forward.

• If the ground spoilers are exten ded, the thrust should not be

advanced until the nose wheel is on the runway, otherwise the pitch down effect may drop the nose heavily to the runway. The FE ensures that the spoile r handle (if armed) returns to the retract (RET) position w hen the throttles are advanced.

After confirming all three engines stabilize at the 12 o'clock position, flaps and trim are properly set and the autothrot tles are disconnected, the Pilot in

Command calls "SET TAKEOFF POWER". T he PF advances the throttles to approximately 100% N 1 and the FE adjusts the throttles as required and calls "POWER SET". If conditions warrant, an N 1 setting up to go around power may

be used.

NOTE When the throttles are advanced, the takeoff warning horn may sound momentarily due to the slats/flaps and spoilers being in transit (not fully conf igured). The pilot in command should confirm that everything is correctly positioned and

advise the crew.

The PF pushes the TO/GA button and at a speed of no less than indicated by the Salmon Bug, rotate. The PNF calls "R OTATE" while accele rating through the Salmon Bug Speed.

NOTE

• When the TO/GA button is pus hed with main and nosewheels on the runway, "TAKEOFF" will be annunciated in pitch and roll. The Flight Director will command a maximum pitch of 22°.

• If the TO/GA button is pushe d with the nosewheel off the runway, "G/A" will be annunciated, the flight director will command a maximum pitch of 15° . (This may also happen

even with the nosewheel on the r unway if the TO/GA button is pushed early due to a ground sensing time delay.)

The PF rotates to satisfy the pitch commands, or if unavailable, to a pitch attitude

that will maintain a climb-out at the threshold speed plus additives.

NOTE During the climb-out and level off at appropriate altitude, positive power, pitch, and conf iguration adjustm ents must be made to prevent exceeding airs peed limitations and maintain

aircraft control.KC-10 Aircrew Training System Touch and Go Landings

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W844-04 4-1 01 JUL 13 4.0 COMMON ERRORS ASSOCI ATED WITH TOUCH AND GO

4.1 FAILURE TO TOUCHDOWN IN TOUCHDOWN ZONE

Improper approach and flare pr ocedures can result in the airplane floating past the first 3,000 feet of the r unway. A long landing for any reason should not be attempted or demonstrated. If you have an unstable approa ch, exceed the parameters from 500 feet AGL to the runway, or if it appears the landing will be long, make a missed approach. A time ly go-around shows good judgment. A bad landing is almost always a result of a bad approach.

Procedures to follow in the event of a rejected landing or missed approach are outlined in the flight manual. Reject ed landing/missed approach procedures should be included in the aircraft commander's Touch and Go briefing.

4.2 INADVERTENT ACTUATION OF REVERSERS

During a Touch and Go, if PF applies pressure to the re verser levers and they start to unlock and (REV U/ L) lights illuminate, a full stop landing will be completed. Do not attempt to stow t he reversers and continue the Touch and Go

– the Touch and Go wil l be aborted. To prevent th is, the PF should keep a hand on the throttle levers, not the reverser levers, throughout the entire maneuver.

When the decision is made to ma ke a full stop landing, it is a simple matter to

slide the hand forward to the reverser levers.

4.3 TARGET THRUST SETTING OVERSHOOT

The advance to takeoff thrust should be done smoothly, allowi ng the FE to stop the advance at approximately 100% N 1 . The most common error leading to thrust overshoot is advancing power at an excessive rate because of either a delay in power advance or haste to get airborne.

4.4 FAILURE TO DISENGAGE AUTOTHROTTLES

Normally, as a technique, the ATS is disengaged prior to touchdown. If not disengaged, the autothrottl es will remain in the RE TARD mode and will attempt to retard the throttles during the Touc h and Go. If you push the TO/GA button illuminating TAKEOFF in the FMA with t he ATS engaged, the aut othrottles will go into the CLAMP mode (after a 20 second delay) as in a normal takeoff. If the TO/GA button is depressed and G/A is di splayed in the FMA, the throttles will drive toward the GA limit displayed in the TRC. Therefore, the PF must
disconnect the ATS after touchdown dur ing a Touch and Go. The PNF will ensure this is accomplished.

4.5 STABILIZER TRIM NOT IN THE GREEN BAND

If the autopilot CWS mode is used for landing, it is possible for the stabilizer trim to be run out of the green ban d. Holding the aircraft off the runway with backKC-10 Aircrew Training System Touch and Go Landings

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W844-04 4-2 01 JUL 13 pressure tells the Auto Trim system to tr im nose up. Although unlikely, the nose up trim could exceed 10 degrees and be ou t of the green band. The PNF must

check the stabilizer trim in the green band prior to advancing power. If it is not there, reset it to the green band.

4.6 TO/GA BUTTON NOT DEPRESSED PRIOR TO ROTATE

This error is normally caused by the PF not having his finger properly positioned
on the TO/GA button. The PF should be s pecifically briefed to keep a hand on the throttles with a finger lightly on the TO/GA butt on throughout the approach and landing. TO/GA may be required for a go-around and will be required on the runway during the Touch and Go. Failure to depress the TO/GA button will result in inaccurate Flight Director Information.

4.7 FAILURE TO RESET FLAPS TO 22°/EXT

The takeoff warning horn should sound, advi sing the crew that the flaps are in the landing range when the th rottles are advanced for takeoff. The ground shift mechanism must be in the ground mode for the horn to operate (nose gear on the ground). It is possibl e for the crew to mistake the horn for the normal indication with the flaps moving to the 22° /EXT position. The horn continues to sound until the flaps are out of the landing range; howeve r, at rotation the ground

shift mechanism reverts to the inflight mode which si lences the horn indicating that everything is normal. Taking off with the flaps set at 35°/EXT does not present a particular problem if the crew does not become distracted from flying the airplane. Additional backpressure ma y be required to rotate, but it is not excessive. Upon gear retr action you will get the landing gear warning horn. The 35°/EXT configuration should be mainta ined until a safe altitude and stabilized flight is achieved, keepi ng in mind the 185 KIAS limitation. During a 50°/EXT landing, the horn may sound for a longer time as the flaps track up. Ensure the flap handle is moved to the 22°/EXT detent and not the first detent up from

50°/EXT.KC-10 Aircrew Training System Touch and Go Landings

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W844-05 5-1 01 APR 10 5.0 EMERGENCY PROCEDURES

5.1 ENGINE FAILURE CONSIDERATIONS

THE BASIC RULE: MAINTAIN PO SITIVE AIRCRAFT CONTROL AND FLY

THE AIRPLANE THROUGHOUT THE TOUCH AND GO.

If an engine fails during a Touch and Go, main tain positive aircraft control and fly the airplane throughout the touch and go. On a Touch and Go, the decision point for aborting or continuing the takeoff should be briefed by the aircraft

commander. The FE will mo st likely be the first crewmember to observe an engine failure. The FE will announce t he engine number and condition (i.e. #3 roll back/fire, etc.). The aircraft commander wi ll confirm the situation, then determine

whether to abort or continue. If the ai rcraft commander elects to abort, normal abort procedures will be used. If a transfer of aircraft control is necessary (copilot to aircraft commander), it must be made decisively and positively. Control transfer procedures will be emphasized in the Touch and Go briefing. The PNF must carefully monitor t he flight controls and inst ruments and be prepared to provide whatever assi stance is required.

5.2 FAILURE OF THE TAIL ENGINE (#2)

The thrust vector of #2 eng ine tends to push the nose dow n; therefore, the pitch axis is the only axis affected and there will be minimal effect on aircraft control. Exercise caution to pr event over-rotation.

5.3 FAILURE OF A WING ENGINE (#1 OR #3)

With the throttles at the takeoff setting, the yaw due to wing e ngine failure will be readily apparent. Compensate for the yaw by using rudder to keep the aircraft on centerline. Obviously, the amount of rudder depends on se veral factors; intensity and direction of crosswind, airspeed, gr oss weight, thrust setting and pilot reaction time. Should an upwind engin e fail, more opposite rudder will be required to compensate for the additive effects of the crosswind and the yaw caused by the failed engine. Conversely, a downwind engine failure will effectively reduce the crosswind effect and less opposite rudder will be required. Regardless of which engine fails, the ai rcraft commander must be prepared to apply rudder as necessary to control the aircraft yawing and maintain directional control. After positive aircraft cont rol is ensured and speed is approaching the salmon bug, be prepared to rotate to a ta rget pitch attitude that will maintain a safe climb speed. Simultaneou sly with rotation, adjust lateral and rudder control

to maintain wings level. Rudder pressure may be trimmed out, but subsequent power and configuration changes will require trim adjustment.KC-10 Aircrew Training System Touch and Go Landings

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