01 Jul 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-LEP-IG-V1 A 01 JUL 13

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Change . . . . 1 . . . . . 01 Jul 11 

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* Zero in this column indicates an original page.

LIST OF EFFECTIVE PAGES
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-TOC-IG-V1 i 01 OCT 10 

Flight Engineer Initial Qualification 

(FIQ) Course 

Table of Contents – Instructor Guide 

(Volume I)

Volume I Introduction FIQ-INT 1-0-1 

 Flight Engineer Initial Qualification Course 

 Introduction

FIQ-G840 1-1-1 

 Guide to Viewing CBT Lessons FIQ-C842 1-2-1 

 Aircraft General FIQ-C001 1-3-1 

 Fire Protection System FIQ-C003 1-4-1 

 Lighting System FIQ-C029 1-5-1 

 Auxiliary Power Unit FIQ-C004 1-6-1 

 Electrical System FIQ-C005 1-7-1 

 Aircraft Fuel System FIQ-C013 1-8-1 

 Air Refueling System FIQ-C043 1-9-1 

 Systems IGR I FIQ-I018 1-10-1 

 FTD Systems I FIQ-T301 1-11-1 

 Power Plant FIQ-C014 1-12-1 

 Hydraulic System FIQ-C006 1-13-1 

 Landing Gear System FIQ-C009 1-14-1 

 Flight Controls FIQ-C007 1-15-1 

 Systems IGR II FIQ-I035 1-16-1 

 FTD Systems II FIQ-T302 1-17-1 

 Communication Systems FIQ-C010 1-18-1 

 Pneumatic System FIQ-C012 1-19-1 

 Air Conditioning System FIQ-C026 1-20-1 

 Pressurization System FIQ-C008 1-21-1 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-TOC-IG-V1 ii 01 OCT 10 

 Ice and Rain Protection System FIQ-C011 1-22-1 

 Systems IGR III FIQ-I036 1-23-1 

 FTD Systems III FIQ-T303 1-24-1 

 Flight Instrument System FIQ-C015 1-25-1 

 Cabin Doors (Optional) FIQ-C025 1-26-1 

 Emergency Equipment FIQ-C002 1-27-1 

 Oxygen System FIQ-C028 1-28-1 

 Emergency Ground Egress FIQ-V059 1-29-1 

 Introduction to KC-10 Takeoff Performance FIQ-C832 1-30-1 

 Takeoff Performance Charts FIQ-C833 1-31-1 

 KC-10 Takeoff and Emergency Return Data 

 Computation 

FIQ-C835 1-32-1 

 Performance Workshop I – TRT TOLD Card FIQ-E844 1-33-1 

 Performance Workshop II – Reduced Thrust 

 TOLD Card 

FIQ-E845 1-34-1 

 KC-10 Aircraft Orientation (with Pilot) FIQ-A841 1-35-1 

 Cargo/Passenger Operations FIQ-G020 1-36-1 

 Performance Workshop III – MTOGW 

 TOLD Card 

FIQ-E846 1-37-1 

 Performance Workshop IV – V1 = VMCG TOLD Card FIQ-E847 1-38-1 

Flight Management System (FMS) FIQ-M800 1-39-1 

 Navigation Systems FIQ-C016 1-40-1 

 Introduction to the Flight Guidance System FIQ-C078 1-41-1 

 Flight Guidance System – Autothrottle FIQ-C079 1-42-1 

 Flight Guidance System I FIQ-C080 1-43-1 

 Flight Guidance System II FIQ-C081 1-44-1 

 Flight Guidance System Procedures Integration FIQ-C082 1-45-1 

 FE Exterior/Interior Initial Inspection FIQ-C300 1-46-1 

 FE Interior Inspection I FIQ-C302 1-47-1 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-TOC-IG-V1 iii 01 OCT 10 

 FE Interior Inspection II FIQ-C303 1-48-1 

 FE Interior Inspection III FIQ-C304 1-49-1 

 FTD-304 FE Interior Inspection FIQ-T304 1-50-1 

 Engine Start Procedures FIQ-C308 1-51-1 

 Before Takeoff Procedures FIQ-C309 1-52-1 

 Takeoff Procedures FIQ-C320 1-53-1 

 Climb/Cruise Procedures FIQ-C330 1-54-1 

 Descent Procedures FIQ-C351 1-55-1 

 Approach Procedures FIQ-C352 1-56-1 

 Landing/Missed Approach Procedures FIQ-C361 1-57-1 

 After Landing Procedures FIQ-C371 1-58-1 

 FTD-305 Interior Inspection FIQ-T305 1-59-1 

FTD-306 Normal Procedures FIQ-T306 1-60-1 

 FTD Mission 1 FIQ-T601 1-61-1 

 Terminal Instrument Procedures (TERPS) FIQ-E852 1-62-1 

 FTD Mission 2 FIQ-T602 1-63-1 

 Performance Workshop V – Climb/Cruise/Hold/AR/ 

 Descent/Flight Planning 

FIQ-E848 1-64-1 

FTD Mission 3 FIQ-T603 1-65-1 

FTD Mission 4 FIQ-T604 1-66-1 

FTD-307 FE Interior Inspection FIQ-T307 1-67-1 

FGS Mission Exercise (McGuire) FIQ-F856 1-68-1 

FGS Mission Exercise (Travis) FIQ-F857 1-69-1 

Tanker Air Refueling Procedures FIQ-C505 1-70-1 

Receiver Air Refueling Procedures FIQ-C504 1-71-1 

Performance Workshop VI – Approach 

 and Landing Driftdown/Suspected 

Windshear/Wing Air Refueling Pods 

FIQ-E851 1-72-1 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-TOC-IG-V1 iv 01 OCT 10 

Performance Workshop VII – CFCC/Tire 

 Limiting Speed/Max Braking Speed 

FIQ-E849 1-73-1 

Performance Workshop VIII – Obstacle 

TOLD Card 

FIQ-E850 1-74-1 

Electrical Abnormal Procedures I FIQ-C311 1-75-1 

Air Conditioning Abnormal Procedures FIQ-C322 1-76-1 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-1 01 JUL 13 

Volume I Introduction

Introduction 

The following information provides an overview of the KC-10 Flight Engineer Initial 

Qualification Course. 

This Instructor Guide provides all the information needed to complete the KC-10 Flight 

Engineer Initial Qualification Course, (FIQ). This Introduction contains a Course 

Management Flow Chart, Daily Training Schedule, and Summary of Resources per 

Student. 

The course is designed for mature, responsible and motivated crewmembers. It contains 

the necessary educational information and training requirements to ensure that students 

are taught the essential skills and knowledge needed to perform their duties in the KC-10. 

Required tasks performed in the KC-10 will be taught to either familiarity or proficiency as 

needed to prepare the student for Phase IB flight line training with the Formal Training Unit 

(FTU). Each lesson has objectives for skill and knowledge development to prepare the 

student for successfully performing the required task and/or acquire the necessary 

knowledge to operate the KC-10. 

In general, the students proceed at their own pace. However, there is a maximum 

completion time since some lessons are prerequisite to scheduled activities. Students may 

work with others, as desired, and use resources as needed. Each Computer Based 

Training (CBT) lesson or lesson series, i.e. Flight Guidance System (FGS), requires 

completion of an end-of-lesson test, requiring a passing score of 85%. All missed 

questions require remediation and successful retest of that subject in order to complete the 

lesson and return to the CBT lesson menu to start the next CBT or log off. 

Students will be given a tour of the Learning Center where they become familiar with the 

CBT system and learn how to operate the equipment. There will always be an instructor 

available to assist the students as they take the CBT lessons. Every effort should be made 

to maintain the equipment and programs in the best possible operating condition. 

Each subject is made up of one or more lessons with each lesson having at least one 

objective and its related study assignment. Lessons may contain lesson quizzes, related 

exercises, and end of lesson tests. Student compliance with lesson preparation, review, 

and testing requirements are essential to successful completion of this course. 

Grades on FTD and Simulator missions are recorded on individual grade sheets. Students 

must demonstrate familiarity or proficiency of the required performance objectives to 

complete the course requirements. The required level of performance for each graded 

mission is listed on the mission grade sheet. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-2 01 JUL 13 

The focus throughout this course is to ensure each student receives the best quality 

training available. Tell the student to ask for help from an instructor if they have any 

questions about the training received, information provided, or training equipment. 

Concept of Training

The approach used in this course fully integrates academic with performance training. The 

knowledge acquired from academic lessons are applied and practiced to achieve the 

desired level of performance for each task. 

The academic portion of the course uses a combination of CBT, Flight Management 

System Emulation Trainers (FETs), workbooks, reading assignments, workshops, instructor 

guided reviews, and lectures. Although most lessons are self-paced, the student must 

accomplish them in the scheduled sequence to provide continuity and a building block 

foundation for subsequent lessons. Performance tasks requiring skill development are 

trained using static aircraft, Aircraft Systems Trainers (ASTs), Flight Training Devices 

(FTDs), and flight simulators. Students may keep all course books issued by the ATS 

contractor. 

Instruction begins with lessons on aircraft systems, followed by flight operating systems, 

which include the Flight Management System (FMS) and FGS. The instruction will include 

all aspects of flying the KC-10 from mission preparation, pre-flight, normal ground and flight 

operations, to abnormal and emergency procedures. Air refueling training will be 

accomplished as both a tanker and receiver. The student immediately reinforces 

procedures learned in academic CBT lessons by practicing them in a performance-training 

device. The reduced time lapse between related academic and performance training 

objectives enhances training effectiveness. Principles of Crew Resource Management 

(CRM) are integrated into the academic training and simulator mission profiles. 

Upon completion of simulator training, a mission is set aside for USAF Flight Examiner 

administered evaluation. The student is evaluated on normal, air refueling, abnormal and 

emergency procedures for aircraft system failures or malfunctions, and Crew Resource 

Management. 

Additional training is provided post-evaluation on mission planning, formation and taxi 

procedures and tactics to reduce the student’s Phase IB flight line training time with the 

Formal Training Unit (FTU). 

Upon successful completion of the students USAF Evaluation, four post-evaluation 

missions are set aside to familiarize them with mission planning, taxiing, formation flying 

and tactics prior to arriving at the Formal Training Unit (FTU). During these post-evaluation 

missions, because of the designed program overlap capability, the student will either 

accomplish them with their assigned training partner, a squadron-provided or Contract Pilot 

or Flight Engineer Instructor seat-filler, or Pilot/Flight Engineer Instructor Course (PIC/FIC) 

candidates whose training classes overlap with yours. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-3 01 JUL 13 

Mission Planning: 

The students will mission plan S801 and S802 as a crew to gain proficiency in this task. 

However, because of the formation complexity of S803 and S804, canned mission planning 

data will be provided. 

If ACIQ/PIQ students are overlapped with a class of PIC candidates, ACIQ students will 

complete the formation briefing guide for S803 and S804, along with accomplishing the 

formation briefings. For PIQ students who are overlapped with PIC candidates, the PIC 

candidate will complete each formation briefing guide while providing you instruction on 

how to do so. He/she will also demonstrate the proper way to brief formations. 

Below is a breakdown of the possible pilot and flight engineer combinations for completing 

these four post-evaluation missions: 

Post-Evaluation Missions and Possible Training Course Overlap 

Scenarios. 

Note: The following information covers the most common personnel overlap and 

training scenarios. When unforeseen circumstances arise, each site manager and 

scheduler will administer them individually to ensure all required training events are 

accomplished. 

Flight Engineers: 

1. Accomplishing Post-Evaluation WSTs without FIC Overlap: 

Under this circumstance, the student will accomplish the S801 through S804 profiles 

occupying the flight engineer’s seat and being taught by a Contract Flight Engineer 

Instructor. 

2. Accomplishing Post-Evaluation WSTs Overlapped with FIC Candidates: 

If overlapped with FIC candidates, PIQ/FIQ missions S801 and S802 will still be 

accomplished by the student and a Contract Flight Engineer Instructor. However, for 

S803 and S804, FIC candidates will overlap with your training and act as instructors 

during both missions. 

For one FIQ student paired with one FIC candidate, the student will accomplish both 

S803 and S804 in the flight engineer’s seat, while being instructed by the FIC 

candidate. 

For one FIQ student paired with two FIC candidates, both FIC candidates will ride along 

with you for S803 and S804. One FIC candidate will instruct the first half of each 

mission and the other FIC candidate will instruct the second half. The idle FIC 

candidate will occupy the simulator jump seat and observe. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-4 01 JUL 13 

Pilots: 

1. Accomplishing Post-Evaluation WSTs with an Assigned Training Partner: 

If accomplished with assigned training partners, student A will occupy the left seat for 

S801 and S803. Student B will occupy the left seat for S802 and S804. The left seat 

student, in each case and all student pairings, acts as the aircraft commander and is in 

command for his/her respective missions. 

2. Accomplishing Post-Evaluation WSTs with a Squadron-Provided Seat-Filler: 

If accomplished with a squadron-provided seat-filler, pilots will alternate seats for the 

mission profiles. For S801 and S803, student A will occupy the left seat and act as 

aircraft commander. For S802 and S804, Student A will occupy the right seat. In all 

scenarios, the squadron-provided seat-filler will act as a real-time crewmember and 

together, will work with the crew to complete each mission. 

3. Accomplishing Post-Evaluation WSTs Overlapped with PIC Candidates: 

If overlapped with PIC candidates, missions S801 and S802 will still be accomplished 

by assigned pilot training partners (or provided seat-filler) as indicated above. However, 

for the remaining two missions, PIQ profiles S803 and S804 will be accomplished with a 

PIC candidate acting as a training partner in the simulator. 

ACIQ students, for missions S803 and S804, will occupy the left seat on both and the 

guest PIC candidate will oversee the student’s mission planning, briefing, and training 

events while flying each mission from the right seat. The assigned pilot training partner 

(if applicable) will do the same in a different WST (depending on PIC pairing) and be 

overseen by the other PIC candidate. 

PIQ students will occupy the right seat for S803 and the left seat for S804 while a guest 

PIC candidate will act as both instructor and aircraft commander in the opposite seat. 

Again, the assigned pilot training partner (if applicable) will accomplish the same, 

depending upon PIC pairing. 

Together, PIQ students and PIC candidates will work as integral crews in the same 

manner expected on upcoming FTU sorties. 

Purposes of Overlapped Training with the PIC/FIC Program: 

The overall purposes of combining your training with the PIC/FIC program are to familiarize 

you and the new instructor candidates with typical instructor/student interactions, familiarize 

you with upcoming taxi and formation procedures, provide valuable instruction from linetested, experienced pilots and flight engineers in an operational setting, and provide realtime instructional opportunities for instructor candidates to hone their skills prior to arriving 

on the flight line. Accomplishing these activities in the simulator prior to attending FTU will 

help ensure a smooth transition to the flight line for each student and increase efficiency of 

FTU sorties. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-5 01 JUL 13 

Fuel conservation is a very important issue because of rising fuel costs, however, flight 

plans and data for this training program may not reflect fuel conservation procedures 

because of training objectives of the individual lessons. 

Course constraints and assumptions include: 

• Normal Initial Qualification class includes two Pilot students, and one FE student. 

• Five consecutive training days are followed by two days off. 

• A maximum of two FTDs per training day. 

• FE FTDs (T300/T800 series) are scheduled for one FE student. 

• FTDs requiring all crewmembers are the T600 series. 

• All simulator missions S701 to S720 and S801 to S804 require the Pilot and Flight 

Engineer students. 

• CRM is scheduled on training day 26 with Pilot, FE, and Boom Operator Initial 

Qualification students. 

• An Air Force administered simulator evaluation on training day 49. 

• Post-evaluation activities on training days 50 through 54. 

Instructor Guide Contents 

The following pages provide you with a Course Management Flow Chart, Daily Training 

Schedule, and Summary of Resources (per student). 

The Course Management Flow Chart provides a schedule by media type per training day. A 

space is available to write in the calendar date, if desired. The lessons are identified with a 

media identifier and number. The media identifiers are as follows: 

A Ground Aircraft 

C Computer-Based Training (CBT) 

E Workshop/Exercise 

F Flight Management System (FMS) Emulation Trainer (FET) 

G Briefing 

I Instructor-Guided Review (IGR) 

J Aircraft Systems Trainer (AST) 

M Mediated Interactive Lecture 

S Simulator 

T Flight Training Device (FTD) 

V Video Tape 

W Workbook 

For example, T301 is the FE Interior Inspection Flight Training Device lesson. 

The Daily Training Schedule puts the daily requirements in the order the student is 

expected to complete the lessons/training events. The lesson times are approximate and 

serve as a guide for scheduling daily events. 

The Instructor Guide is arranged in the order shown on the schedule provided within this 

guide (and duplicated in Volume II). Volume I is organized from training day 1 through 19. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-6 01 JUL 13 

Volume II covers training days 20 through 54. All lessons regardless of type of instruction 

are arranged in this order. A Flight Engineer workbook set is published separately. 

Workbooks 

There are fourteen required workbooks in this course. 

W001 - Flying the KC-10 

W083 - Flight Guidance System 

W831 - Introduction to KC-10 Takeoff Performance 

W834 - Takeoff and Landing Data 

W836 - Climb, Cruise, and Holding Data 

W837 - KC-10 Air Refueling Performance 

W838 - Descent, Approach, and Landing Data 

W839 - Driftdown 

W840 - Flight Plan Mission Forms 

W843 - Air Refueling Terminology 

W844 - Touch and Go Landings 

W845 - Low Visibility Approach and Landing 

W850 – Mission Planning 

W853 – TERPS 

Workbooks include readings, graphics, problems, and exercises that prepare the student 

for subsequent academic CBT and workshop lessons. Although time is allotted in the 

training schedule to review workbooks, students are encouraged to begin reading these 

early in the schedule. Specific instructions for lesson preparation are included in the first 

chapter of each workbook and at the beginning of each lesson. In some cases, the student 

is not required to complete the workbook in its entirety, but only complete specific portions. 

All performance workbooks provide supplemental information for the classroom workshops; 

the student only needs to review the problems and exercises, as well as the provided 

answers. The specific performance workshops will cover all the procedures the student is 

required to accomplish. 

CRM 

A separate CRM Coursebook provides the information for the CRM workshop. Reading 

assignments are included in the daily schedule for student preparation. 

Required Course Materials

The Contractor will issue the following materials to the student: 

• KC-10 Flight Engineer Initial Qualification Student Guide 

• KC-10 Flight Engineer Workbooks 

• Crew Resource Management Coursebook 

• KC-10 Instrument Panel Oilskins (Pilot and FE) 

• FMS CDU Page Flow Diagrams 

• KC-10 Tactics Handout 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-7 01 JUL 13 

Students should be issued the following materials by their squadrons prior to the course 

starting: 

• T.O. 1C-10(K)A-1, Basic Flight Manual 

• T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

• T.O. 1C-10(K)A-1CL-1, Emergency Procedures Checklist 

• T.O. 1C-10(K)A-1CL-2, Normal Procedures Checklist 

• AF Form 4087, KC-10 CG Graph 

• AFI 11-2KC-10, Vol 3, KC-10 Operations 

• T.O. 1C-10(K)A-1CL-5, Air Refueling Procedures Checklist 

• ATP-56(B), Air-to-Air Refuelling 

Note: Ask the students if these items were issued. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-8 01 JUL 13 

Course Management Flow Chart 

Date 

TNG 

DAY 

1 2 3 4 5 6 7 8 9 10 

MIL/ 

BRF 

G840 G020 M800 

WB W831

W834 W083 W836 W837 

VIDEO V059 

CBT C842

C001 

C003 

C029 

C004 

C005 

C013 

C043 

C014 

C006 

C009 

C007 

C010 

C012 

C026 

C008 

C011 

C015 

 C0251 

C002 

C028 

C832 

C833 

C835 

C016 

C078 

C079 

C080 

C081 

C082 

C300 

C302 

C303 

C304 

IGR I018 I035 I036 

FET/ 

AST 

 

ACFT A841 

EXER E844 

E845 

E846 E847 

FTD T301 T302 T303 

SIM 

1

 Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-9 01 JUL 13 

Date 

TNG 

DAY 

11 12 13 14 15 16 17 18 19 

MIL/ 

BRF 

 

WB W840 W853 W838 W843 

CRM 1/2

W844 

VIDEO 

CBT C308 

C309 

C320 

C330 

C351 

C352 

C361 

C371 

 C505 

C504 

C311 

C322 

IGR 

FET/ 

AST 

 F856/ 

F857 

ACFT 

EXER E852 E848 E851 E849 

E850 

FTD T304 T305 

T306 

T601 T602 T603 T604 T307 

SIM 

 1 Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-10 01 JUL 13 

Date 

TNG 

DAY 

20 21 22 23 24 25 26 27 28 29 

MIL/ 

BRF 

 

WB W001 CRM 

2/2 

 W839 

VIDEO 

CBT C331 C341 

C342 

 C503 

C507 

C343 

C353 

IGR 

FET/ 

AST 

J421 

J422 

 

ACFT 

EXER E001 

E570 

FTD T308 

T605 

T309 T606 

SIM S701 S702 S703 S704 S705 S706 

1

 Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-11 01 JUL 13 

Date 

TNG 

DAY 

30 31 32 33 34 35 36 37 38 39 

MIL/ 

BRF 

 

WB W845 

VIDEO 

CBT C362 

C372 

C508 

C509 

 C510 

C511 

C512 

C515 

C516 

C517 

C500 

C321 

C810 

 

IGR 

FET/ 

AST 

J423 

ACFT 

EXER 

FTD T310 T607 T311 

T312 

T608 

SIM S707 S708 S709 S710 S711 S712 

1

 Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-12 01 JUL 13 

Date 

TNG 

DAY 

40 41 42 43 44 45 46 47 48 49 50 

MIL/ 

BRF 

 

WB W850 

VIDEO 

CBT C513 

C514 

C518 

 

IGR 

FET/ 

AST 

 

ACFT 

EXER E049 

E854 

FTD T313 T314 

T609 

T315 T316 T317 

SIM S713 S714 S715 S716 S717 S718 S719 S720 

1

 Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-13 01 JUL 13 

Date 

 

TNG 

DAY 

51 52 53 54 

MIL/ 

BRF 

 

WB 

 

VIDEO 

 

CBT 

 

IGR 

 

FET/ 

AST 

 

ACFT 

 

EXER 

 

FTD T801 T802 T803 T804 

SIM S801 S802 S803 S804 

1

 Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-14 01 JUL 13 

Daily Training Schedule 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 1 

FIQ-G840 Flight Engineer Initial Qualification Course 

Introduction 

2.0 

FIQ-C842 Guide to Viewing CBT Lessons 0.3 

FIQ-C001 Aircraft General 1.0 

FIQ-C003 Fire Protection System 1.0 

FIQ-C029 Lighting System 0.7 

FIQ-C004 Auxiliary Power Unit 1.0 

 6.0 

DAY 2 

FIQ-C005 Electrical System 2.0 

FIQ-C013 Aircraft Fuel System 1.8 

FIQ-C043 Air Refueling System 1.0 

FIQ-I018 Systems IGR I 2.0 

6.8 

DAY 3 

FIQ-T301 FTD Systems I 1.0 

FIQ-C014 Power Plant 1.0 

FIQ-C006 Hydraulic System 1.3 

FIQ-C009 Landing Gear System 1.0 

FIQ-C007 Flight Controls 1.5 

FIQ-I035 Systems IGR II 2.0 

7.8 

DAY 4 

FIQ-T302 FTD Systems II 1.0 

FIQ-C010 Communication Systems 1.3 

FIQ-C012 Pneumatic System 1.0 

FIQ-C026 Air Conditioning System 1.0 

FIQ-C008 Pressurization System 1.0 

FIQ-C011 Ice and Rain Protection System 0.7 

FIQ-I036 Systems IGR III 2.0 

8.0 

DAY 5 

FIQ-T303 FTD Systems III 1.0 

FIQ-C015 Flight Instruments 1.0 

FIQ-C025 Cabin Doors (Optional) 1.0* 

FIQ-C002 Emergency Equipment 0.5 

FIQ-C028 Oxygen System 0.5 

FIQ-V059 Emergency Ground Egress 1.0 

FIQ-W831 Introduction to KC-10 Takeoff Performance 

Workbook 

 1.5 

FIQ-W834 Takeoff and Landing Data 1.5 

 8.0 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-15 01 JUL 13 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 6 

FIQ-C832 Introduction to KC-10 Takeoff Performance 1.0 

FIQ-C833 Takeoff Performance Charts 1.0 

FIQ-C835 KC-10 Takeoff and Emergency Return Data 

Computation 

2.0 

FIQ-E844 Performance Workshop I - TRT TOLD Card 2.0 

FIQ-E845 Performance Workshop II – Reduced Thrust 2.0 

8.0 

DAY 7 

FIQ-A841 KC-10 Aircraft Orientation 4.0 

FIQ-G020 Cargo/Passenger Operations 1.0 

FIQ-E846 Performance Workshop III – MTOGW TOLD 

Card 

3.0 

8.0 

DAY 8 

FIQ-E847 Performance Workshop IV – V1 = VMCG TOLD 

Card 

2.0 

FIQ-M800 Flight Management System (FMS) 4.0 

FIQ-W083 FGS Workbook 1.5 

7.5 

DAY 9 

FIQ-C016 Navigation Systems 1.0 

FIQ-C078 Introduction to Flight Guidance System 0.8 

FIQ-C079 Flight Guidance System - Autothrottle 1.0 

FIQ-C080 Flight Guidance System I 1.3 

FIQ-C081 Flight Guidance System II 1.2 

FIQ-W836 Climb, Cruise, and Holding Data Workbook 1.5 

6.8 

DAY 10 

FIQ-C082 Flight Guidance System Procedures Integration 1.0 

FIQ-C300 FE Exterior/Interior Initial Inspection 1.7 

FIQ-C302 FE Interior Inspection I 1.0 

FIQ-C303 FE Interior Inspection II 1.0 

FIQ-C304 FE Interior Inspection III 1.0 

FIQ-W837 Air Refueling Performance Workbook 1.5 

7.2 

DAY 11 

FIQ-T304 FTD-304 FE Interior Inspection 2.0 

FIQ-C308 Engine Start Procedures 0.5 

FIQ-C309 Before Takeoff Procedures 0.5 

FIQ-C320 Takeoff Procedures 0.5 

FIQ-C330 Climb/Cruise Procedures 0.5 

FIQ-C351 Descent Procedures 0.5 

FIQ-C352 Approach Procedures 0.5 

FIQ-C361 Landing/Missed Approach Procedures 0.5 

FIQ-C371 After Landing Procedures 0.5 

FIQ-W840 Flight Plan Mission Forms 1.5 

7.5 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-16 01 JUL 13 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 12 

FIQ-T305 FTD-305 FE Interior Inspection 2.0 

FIQ-T306 FTD-306 FE Normal Procedures 2.0 

FIQ-W853 TERPS - FE Workbook 1.5 

5.5 

DAY 13 

FIQ-T601 FTD Mission 1 3.5 

FIQ-E852 TERPS 4.0 

7.5 

DAY 14 

FIQ-T602 FTD Mission 2 3.5 

FIQ-E848 Performance Workshop V - Climb/Cruise/ 

Hold/AR/Descent/Flight Planning 

3.5 

FIQ-W838 Descent, Approach, and Landing Data 1.5 

8.5 

DAY 15 

FIQ-T603 FTD Mission 3 7.0 

7.0 

DAY 16 

FIQ-T604 FTD Mission 4 7.0 

7.0 

DAY 17 

FIQ-T307 FTD-307 FE Interior Inspection 2.0 

FIQF856/F857FGS Mission Exercise (Travis/McGuire) 2.0 

FIQ-C505 Tanker AR Procedures 1.0 

FIQ-C504 Receiver AR Procedures 0.7 

FIQ-W843 Air Refueling Terminology 1.0 

CRM-IT CRM Reading Assignment (1/2) 1.0 

7.7 

DAY 18 

FIQ-E851 Performance Workshop VI – Approach and 

Landing Driftdown/Suspected Windshear/Wing 

Air Refueling Pods 

6.0 

FIQ-W844 Touch and Go Landing 1.5 

7.5 

DAY 19 

FIQ-E849 Performance Workshop VII - CFCC/Tire 

Limiting Speed/Max Braking Speed 

2.5 

FIQ-E850 Performance Workshop VIII – Obstacle TOLD 

Card

3.5 

FIQ-C311 Electrical Abnormal Procedures I 1.0 

FIQ-C322 Air Conditioning Abnormal Procedures 0.8 

7.8 

DAY 20 

FIQ-S701 Simulator Mission 1 7.0 

7.0 

DAY 21 

FIQ-S702 Simulator Mission 2 7.0 

7.0 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-17 01 JUL 13 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 22 

FIQ-J421 AST-J421 Abnormal Procedures 2.0 

FIQ-C331 Fuel Abnormal Procedures 0.8 

FIQ-J422 AST-J422 Abnormal Procedures 2.0 

FIQ-W001 Flying the KC-10 1.5 

6.3 

DAY 23 

FIQ-T308 FTD-308 FE Interior Inspection 2.0 

FIQ-C341 Power Plant Abnormal Procedures I 1.0 

FIQ-C342 Flight Controls Abnormal Procedures 1.0 

FIQ-T605 FTD Mission 5 3.5 

 7.5 

DAY 24 

FIQ-S703 Simulator Mission 3 7.0 

CRM-IT CRM Reading Assignment (2/2) 1.0 

 8.0 

DAY 25 

FIQ-S704 Simulator Mission 4 7.0 

 7.0 

DAY 26 

FIQ-T309 FTD-309 FE Interior Inspection 2.0 

FIQ-E001 Crew Resource Management Workshop 4.0 

FIQ-E570 Performance Review Workshop 2.0 

 8.0 

DAY 27 

FIQ-S705 Simulator Mission 5 7.0 

 7.0 

DAY 28 

FIQ-S706 Simulator Mission 6 7.0 

 7.0 

DAY 29 

FIQ-C503 Receiver AR Emergency and Abnormal 

Procedures 

0.5 

FIQ-C507 Tanker AR Emergency and Abnormal 

Procedures 

0.5 

FIQ-T606 FTD Mission 6 3.5 

FIQ-C343 Power Plant Abnormal Procedures II 0.5 

FIQ-C353 Hydraulic/Flight Control Abnormal Procedures 1.0 

FIQ-W839 Driftdown 1.5 

 7.5 

DAY 30 

FIQ-T310 FTD-310 FE Interior Inspection 2.0 

FIQ-J423 AST-J423 Abnormal Procedures 2.0 

FIQ-C362 Power Plant/Abort/Landing Gear Abnormal and 

Emergency Procedures 

0.7 

FIQ-C372 Hydraulics Abnormal and Emergency 

Procedures I 

1.0 

FIQ-C508 Electrical/Pressurization Abnormal and 

Emergency Procedures 

1.0 

FIQ-C509 Fire/Smoke/Miscellaneous Emergency 

Procedures 

0.5 

 7.2 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-18 01 JUL 13 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 31 

FIQ-T607 FTD Mission 7 6.0 

FIQ-W845 Low Visibility Approach and Landing 1.0 

 7.0 

DAY 32 

FIQ-S707 Simulator Mission 7 7.0 

 7.0 

DAY 33 

FIQ-S708 Simulator Mission 8 7.0 

 7.0 

DAY 34 

FIQ-S709 Simulator Mission 9 7.0 

 7.0 

DAY 35 

FIQ-C510 Anti-Ice/Windshield Abnormal Procedures 0.5 

FIQ-C511 Pneumatics Abnormal and Emergency 

Procedures 

0.7 

FIQ-T311 FTD-311 2.0 

FIQ-C512 Electrical Abnormal Procedures II 1.0 

FIQ-T312 FTD-312 2.0 

FIQ-C515 Hydraulics Abnormal and Emergency 

Procedures II 

0.4 

FIQ-C516 Flight Controls/Auto Flight/Flight Inst Abnormal 

Procedures 

0.8 

 7.4 

DAY 36 

FIQ-C517 Power Plant Abnormal and Emergency 

Procedures 

1.5 

FIQ-T608 FTD Mission 8 3.5 

FIQ-C500 Adverse Weather Procedures 2.0 

FIQ-C321 Takeoff Windshear Procedures 0.5 

FIQ-C810 Landing Windshear Procedures 0.5 

 8.0 

DAY 37 

FIQ-S710 Simulator Mission 10 7.0 

 7.0 

DAY 38 

FIQ-S711 Simulator Mission 11 7.0 

 7.0 

DAY 39 

FIQ-S712 Simulator Mission 12 7.0 

 7.0 

DAY 40 

FIQ-C513 Fire/Smoke Abnormal and Emergency 

Procedures 

1.0 

FIQ-C514 Miscellaneous Abnormal and Emergency 

Procedures 

0.7 

FIQ-C518 Landing Gear Abnormal Procedures 0.7 

FIQ-T313 FTD-313 2.0 

 4.4 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-19 01 JUL 13 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 41 

FIQ-T314 FTD-314 2.0 

FIQ-T609 FTD Mission 9 3.5 

 5.5 

DAY 42 

FIQ-S713 Simulator Mission 13 4.0 

FIQ-T315 FTD-315 3.0 

 7.0 

DAY 43 

FIQ-S714 Simulator Mission 14 7.0 

 7.0 

DAY 44 

FIQ-S715 Simulator Mission 15 7.0 

 7.0 

DAY 45 

FIQ-S716 Simulator Mission 16 4.0 

FIQ-T316 FTD-316 3.0 

 7.0 

DAY 46 

FIQ-S717 Simulator Mission 17 4.0 

FIQ-T317 FTD-317 3.0 

 7.0 

DAY 47 

FIQ-S718 Simulator Mission 18 7.0 

 7.0 

DAY 48 

FIQ-S719 Simulator Mission 19 7.0 

 7.0 

DAY 49 

FIQ-S720 Simulator Mission 20 - Evaluation 7.0 

FIQ-W850 Mission Planning Workbook 1.0 

 8.0 

DAY 50 

FIQ-E049 Portable Flight Planning System Workshop 4.0 

FIQ-E854 Post-Eval Mission Planning Exercise 3.0 

 7.0 

DAY 51 

FIQ-T801 FTD-801 FE Interior Inspection 1.0 

FIQ-S801 Post-Eval Simulator Mission 1 6.0 

 7.0 

DAY 52 

FIQ-T802 FTD-802 FE Interior Inspection 1.0 

FIQ-S802 Post-Eval Simulator Mission 2 6.0 

 7.0 

DAY 53 

FIQ-T803 FTD-803 FE Interior Inspection 1.0 

FIQ-S803 Post-Eval Simulator Mission 3 6.0 

 7.0 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-20 01 JUL 13 

LESSON ID LESSON TITLE DURATION DATE TIME 

DAY 54 

FIQ-T804 FTD-804 FE Interior Inspection 1.0 

FIQ-S804 Post-Eval Simulator Mission 4 6.0 

 7.0 

Notes: 

* = Optional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-21 01 JUL 13 

FIQ Summary of Resources 

(Per Student) 

Media Average Time (Hours) No. of Events Total Time (Hours) 

Training Days 54 

A = ACFT 4.0 1 4.0 

C = CBT 0.9 69 62.9 

E = EXR 3.2 13 41.5 

F = FET 2.0 1 2.0 

G = PRB 1.5 2 3.0 

I = IGR 2.0 3 6.0 

J = AST 2.0 3 6.0 

M = MIL 4.0 1 4.0 

S = WST 6.5 24 155.0 

T = FTD 2.6 30 79.0 

V = VID 1.0 1 1.0 

W = WBK 1.5 15 21.5 

 TOTAL 163 385.9 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-INT-IG-V1 1-0-22 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-1 01 JUL 13 

Pilot/Flight Engineer Initial Qualification 

Course Introduction

Instructional Format

I. Purpose - This lecture provides an orientation of the KC-10 training program 

and facilities. It introduces the student to the KC-10 mission and the student’s 

role as a KC-10 crewmember and explains the course content and sequence of 

training. Since there is no evaluation of the material in this course introduction, 

no objectives are defined other than described here as the purpose of this 

lesson. 

II. Duration - 2.0 hours 

III. Reference Materials 

A. Pilot/Flight Engineer Initial Qualification Course Introduction

B. AFI 11-2KC-10, Volume I

IV. Equipment and Materials 

A. Pilot/Flight Engineer Initial Qualification Course Introduction Instructor 

Guide

B. Classroom Presentation System

C. Whiteboard, markers, and eraser

D. AMC Video, TV

V. Student Preparation/Review 

A. Read Student Lecture Text (time permitting)

VI. Instructor Preparation - The Instructor Lecture Text is designed to assist 

you in presenting this lecture. The Instructor Lecture Text provides you with a 

representative format for presenting the main topics. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-2 01 JUL 13 

Pilot/Flight Engineer Initial Qualification 

Course Introduction

Instructor Lecture Text

Instructor Note: This lesson is used for both Pilot and FE students. 

E-FRAME 1: PILOT / FLIGHT ENGINEER INITIAL QUALIFICATION COURSE 

INTRODUCTION 

I. INTRODUCTION 

A. Instructor Introduction 

Briefly relate your flying and instructor experience. 

E-FRAME 2: PURPOSE

B. Purpose Statement 

Congratulations on your selection to fly the KC-10. In this lesson I will introduce 

the KC-10 Initial Qualification Course. Following a brief orientation to the KC-10 

program, you will watch a video on Air Mobility Command. Your duties and 

responsibilities as a KC-10 crewmember and general crew coordination are then 

discussed. Finally, I will describe the course and we will conclude with a tour of 

the Learning Center facility. 

 

II. PRESENTATION 

E-FRAME 3: ORIENTATION

A. Orientation 

For your orientation to the KC-10 training program, we will make introductions, 

discuss the role of the KC-10 Aircrew Training System (ATS) contractor, provide 

general information and requirements, and cover Learning Center procedures. 

E-FRAME 4: INTRODUCTIONS

1. Student/ Instructor Introduction 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-3 01 JUL 13 

a. Purpose. Provides background information on each student 

and instructor to help break the ice. 

E-FRAME 5: THE CONTRACTOR’S ROLE

2. The Contractor’s Role in the Training Program 

Let’s look at the organization, function, and interface between the 

contractor and the Air Force. 

a. KC-10 ATS Contractor. The KC-10 ATS contractor 

provides contract instructors, scheduling, maintenance 

support for all training devices and equipment, and training 

material. The contractor is responsible for the Phase IA 

(simulator) portion of Initial Qualification.

E-FRAME 6: TRAINING SYSTEM SUPPORT CENTER (TSSC)

(1) Training System Support Center (TSSC). The 

TSSC is located in Fairfield CA close to Travis AFB. 

The TSSC manages the operation and maintenance 

of the KC-10 ATS. The TSSC is responsible for 

designing, developing, updating, and maintaining KC10 courseware. The TSSC also provides engineering, 

maintenance, and logistical support for the Flight 

Training Devices (FTDs), flight simulators, and Boom 

Operator Trainers (BOTs). 

E-FRAME 7: SITES

(2) Training Sites. The contractor has training sites at 

McGuire AFB, NJ and Travis AFB, CA to administer 

the Phase 1A portion of KC-10 Initial Qualification 

training. 

E-FRAME 8: USAF INTERFACE

b. Air Force Interface. 

(1) DET 1, AMCAOS. DET 1, AMCAOS is co-located 

with the TSSC in Fairfield, CA. Det 1 provides 

technical content reviews of all KC-10 ATS 

courseware and certifies training devices for use. 

(2) HQ AMC/A3TK. Manages KC-10 training for AMC. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-4 01 JUL 13 

(3) AFLCMC/WNSPA. Located at Wright-Patterson 

AFB, OH is the Air Force program management office 

for the KC-10 ATS contractor. 

E-FRAME 9: USAF INTERFACE - 1

(4) Unit Flying Training. The Air Force conducts flying 

training for Phase IB portion of Initial Qualification, 

Phase II Mission Qualification, and Continuation 

Training. 

E-FRAME 10: GENERAL INFORMATION AND REQUIREMENTS

3. General Information and Requirements 

a. Phone Numbers. 

(1) Office. 

(a) McGuire AFB, NJ: 609-723-6070 

(b) Travis AFB, CA: 707-437-8574 

(2) Instructors.

b. Uniform. Flightsuit. 

c. Emergencies. Notify your instructor or training 

administrator immediately in case of an emergency. 

d. Registration. Complete the KC-10 ATS Information Form 

TR-007. If you have not received the Student Information 

form, let your instructor know during the course introduction. 

Completing the student information form pre-registers you in 

the Learning Center Network for taking computer-based 

lessons. You’ll be provided your personal ID and password 

to continue into Learning Management System (LMS). This 

allows the system to keep tabs on your progress and 

performance in the Computer-Based Training (CBT) lessons. 

e. Required Course Materials. Ensure you have all of the 

required course materials issued by the contractor and the 

Air Force. A list of required course materials is included in 

the first section of the Student Guide. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-5 01 JUL 13 

E-FRAME 11: LEARNING CENTER

4. Learning Center 

The KC-10 Initial Qualification Course CBT lessons are taught in the 

Learning Center. FTDs and Simulators are in separate rooms, within the 

training site. 

a. Hours. The learning center is staffed from 0700 to 1700 

weekdays. You may use the learning center after hours and 

on weekends with prior coordination through your instructor 

or the site administrator. 

b. Layout. 

(1) Restroom Locations. 

(2) Building Entries and Exits. 

E-FRAME 12: LEARNING CENTER - 1

c. Learning Center Rules and Procedures. 

(1) Smoking Policy. Smoking is only allowed in 

designated areas outside the building. 

(2) Food and Drink Policy. Food and drink is allowed 

only in the lounge or other designated areas. 

(3) Equipment Operation. All computer terminals are 

located in the academic area. You will be shown how 

to operate the equipment. If you encounter a problem 

with any of the equipment, please inform an 

instructor. 

(4) Courtesy. Be courteous to other students by keeping 

the talking and noise levels to a minimum. Please 

clean up your area prior to leaving the Learning 

Center. 

(5) Safety Procedures. 

d. Classroom Lectures/Workshops. 

(1) Breaks. A ten-minute class break is scheduled for 

every 50-minute period of classroom instruction. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-6 01 JUL 13 

(2) Class Atmosphere. Class is normally conducted in 

an informal manner. 

E-FRAME 13: KC-10 MISSION 

B. KC-10 Mission 

In order to help you focus on why you’re here, we’ll look at AMC Mission 

Orientation videotape then discuss the role of the KC-10 and your role as a KC10 crewmember. 

1. The Mission of AMC 

********* INSTRUCTOR NOTE ********* 

Play AMC video at this time. If students are 

transferring from another AMC aircraft, consider 

not playing the video. Use your best judgment.

E-FRAME 14: ROLE OF THE KC-10

2. Role of the KC-10 

a. The KC-10 was chosen by the Air Force in 1977 to fill the 

requirements for the Advanced Tanker/Cargo Aircraft 

(ATCA). In fulfilling this role, you can expect to fly anywhere 

the Defense Department’s contingency, mobility, airlift, and 

air refueling commitments dictate. 

b. The functional objective of the KC-10 is to increase the 

Defense Department’s capability to project power through 

mobility enhancement. The aircraft accomplishes this 

mobility concept by: 

(1) Supporting the simultaneous air refueling and airlift 

requirements for the long-range deployments of 

tactical fighter forces. 

(2) Supporting air-refueling requirements of airlift aircraft 

within the continental US (CONUS) and beyond our 

borders (OCONUS). 

. 

(3) Augmenting airlift forces between major aerial ports. 

E-FRAME 15: ROLE OF THE PILOT AND COPILOT 

3. Role of the Pilot and Copilot. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-7 01 JUL 13 

The Pilot and Copilot have important roles in the safe and successful 

accomplishment of the KC-10 mission. I’ll provide a brief overview of Pilot 

and Copilot duties and responsibilities. 

E-FRAME 16: PILOT PRIMARY RESPONSIBILITIES

a. Pilot Primary Responsibilities. The Pilot is: 

(1) The aircraft commander responsible for the aircraft 

and crew. 

(2) Responsible for successful mission accomplishment. 

In no instance will safety be compromised. 

(3) Responsible for the issuance of instructions governing 

all phases of flight. 

(4) Will train to control and supervise from either the left 

or right seat. 

E-FRAME 17: PILOT’S OTHER DUTIES (MISSION PLANNING)

b. Other Pilot Duties. 

(1) Mission Planning. 

(a) Coordinate with other crewmembers on exact 

mission requirements. 

(b) Supervise procurement or preparation of all 

required forms, charts, logs, etc., in 

accordance with existing directives. 

(c) Attend required briefings. 

E-FRAME 18: PILOT’S OTHER DUTIES (PRE-TAKEOFF)

(2) Pre-Takeoff. 

(a) Conduct specialized crew briefing. Review 

mission profile including any mission changes 

and forecast weather. The briefing should 

include but not be limited to: 

1) Special clothing requirements. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-8 01 JUL 13 

2) Crash landing and ditching procedures. 

3) Departure and approach procedures, 

including EGPWS considerations. 

4) Review normal and emergency takeoff 

and initial climb considerations with the 

Copilot and Flight Engineer. 

(b) Check takeoff data prepared by the Flight 

Engineer. 

1) Special Departure Procedures. 

(c) Confirm required ditching equipment is aboard 

the aircraft and properly stowed for overwater 

flights. 

 

E-FRAME 19: COPILOT’S PRIMARY DUTIES

c. Copilot Primary Duties. 

(1) Assist the Pilot, as directed, to accomplish the 

assigned mission. 

(2) Be thoroughly familiar with normal, abnormal, and 

emergency procedures. 

(3) Attend all required briefings. 

E-FRAME 20: COPILOT - OTHER CONSIDERATIONS

d. Copilot - Other Considerations. 

(1) The Copilot is an integral part of the crew, not an 

extra pilot. You are a highly qualified crewmember 

who must be prepared to take control of the situation 

and assume command of the aircraft in the absence 

or incapacitation of the Pilot in command. You will be 

trained to operate the aircraft from the right or left 

seat. 

(2) To be prepared, you must aggressively and 

conscientiously study and review the appropriate 

governing procedures, regulations, and Flight Manual 

normal, abnormal, and emergency procedures. 

Utilize simulator time conscientiously to practice and 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-9 01 JUL 13 

improve your flying skills and decision-making 

abilities. 

E-FRAME 21: ROLE OF THE FLIGHT ENGINEER 

4. Role of the Flight Engineer. 

The Flight Engineer has an important role in the safe and successful 

accomplishment of the KC-10 mission. I’ll provide a brief overview of your 

primary duties as well as other tasks you will perform. 

E-FRAME 22: PRIMARY DUTIES 

a. Primary Duties. Primary duties of the Flight Engineer are 

to: 

(1) Perform inspections, as required, and report the 

condition of the aircraft to the Aircraft Commander. 

(2) Coordinate aircraft weight and balance with the Boom 

Operator. Particular emphasis is placed on fuel 

load/distribution and CG movement/computation. 

(3) Compute all aircraft performance data for the mission 

and as requested by the Aircraft Commander. 

(4) Operate and monitor the various systems inflight to 

ensure successful mission accomplishment. 

(5) Be knowledgeable of normal, abnormal, and 

emergency procedures that pertain to the Flight 

Engineer position. 

(6) Monitor the aircraft fuel status and keep the aircraft 

commander advised. 

E-FRAME 23: PRIMARY DUTIES - 1

(7) Coordinate with the crew and assist during all 

abnormal and emergency situations. 

(8) Complete forms, logs, etc., in accordance with 

existing directives. 

(9) Monitor departure routes, altitudes, obstructions, and 

traffic procedures to include applicable information 

and instructions in Flight Information Publications 

(FLIPs). 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-G840-IG 1-1-10 01 JUL 13 

(10) Monitor descent, approach, and landing procedures to 

include applicable information and instructions in FLIP 

terminal and approach procedures. 

E-FRAME 24: OTHER DUTIES

b. Other duties. Performs aircraft servicing, as needed. 

E-FRAME 25: ROLE OF THE BOOM OPERATOR 

5. Role of the Boom Operator. 

The Boom Operator has an important role in the safe and successful 

accomplishment of the KC-10 air refueling and cargo/ Passenger mission. 

I’ll provide a brief overview of their primary duties. 

E-FRAME 26: PRIMARY DUTIES 

a. Primary Duties. Primary duties of the Boom Operator is to: 

(1) Perform inspections and preparation, as required, and 

report the condition of the aircraft to the Aircraft 

Commander. Manage the loading and offloading of 

cargo and passengers. Ensure the proper 

documentation is with the cargo and any hazardous 

materials are properly packaged and accounted for. 

Monitor the passengers’ inflight. 

(2) Coordinate aircraft weight and balance with the Flight 

Engineer. 

(3) Conduct inflight refueling with receiver aircraft. Boom 

air refueling with receptacle equipped receivers and 

Drogue air refueling with probe equipped receivers. 

(4) Operate and monitor the various systems/equipment 

on the ground and inflight to ensure successful 

mission accomplishment. 

(5) Be knowledgeable of normal, abnormal, and 

emergency procedures that pertain to the Boom 

Operator position. 

(6) Act as Safety Observer for all phases of flight that the 

Boom Operator may observe. 
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E-FRAME 27: CREW COORDINATION

6. Crew Coordination. 

The KC-10 mission is demanding. The successful accomplishment of the 

mission depends on effective crew coordination, i.e., being alert and 

interacting harmoniously with other crewmembers, maintaining situational 

awareness, and observing safe operating requirements and standards. 

Coordination of actions within a crew is of prime importance to ensure the 

optimum degree of mission success and safety. Coordination is not 

limited to actions alone. Being completely familiar with one’s crew position 

and having working knowledge of other crewmembers’ duties are 

essential parts of the total effort. Each crewmember must be alert at all 

times and notify the responsible crewmember of any deviation or 

discrepancy, which will affect successful completion of the mission. 

Maximum crew coordination with minimum verbal effort is achieved by the 

Flight Engineer reading all checklists (except Boom Operator checklists), 

with the appropriate responses from the other crewmembers. Crew 

coordination enhances the manner in which the mission is performed. It 

must be developed through diligent effort, understanding, and anticipation; 

the safety of the crew depends upon it. In short, CREW COORDINATION 

is nothing more than COMMUNICATION. Don’t try to read crewmembers’ 

minds, TALK TO THEM. 

 

E-FRAME 28: INTERACTION

a. Interaction. The importance of effective interaction with 

other crewmembers will become obvious as you gain 

familiarity with the KC-10 mission. Successful interaction is 

accomplished by: 

(1) Coordination of actions among crewmembers to 

ensure the safety and success of the mission. 

(2) Learning your responsibilities and becoming familiar 

with the duties and responsibilities of the other crew 

positions. 

E-FRAME 29: AWARENESS

b. Awareness. Each crewmember must be constantly alert for 

any situation that may be questionable: 

(1) Practice. 

(2) Procedure. 
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(3) Discrepancy. 

(4) Deviation. 

E-FRAME 30: SAFETY

c. Safety. Crew coordination must be developed through 

diligent effort, understanding and anticipation. The safety of 

the crew depends on it. 

E-FRAME 31: IQ COURSE DESCRIPTION

C. IQ Course Description. 

Now that you are familiar with your job and responsibilities, let’s discuss the 

training program you are about to enter. I will provide an overview of the Initial 

Qualification Course, including a description of the training approach, integrated 

training concept, and the course overview. 

E-FRAME 32: TRAINING APPROACH

1. Training Approach. 

This course contains the necessary academic and hands-on training to 

ensure you acquire the knowledge and the necessary skills needed to 

safely perform your duties on the KC-10. Pilots will be trained to fly from 

both the left and right seat. The approach used in this course fully 

integrates academic with hands-on training events, so the procedures 

learned in academic lessons are applied in hands-on training events. 

E-FRAME 33: ACADEMICS

Academic training includes self-paced activities, workshops, and instructor 

guided reviews (IGR). KC-10 Flight Manuals are the primary reference 

source for all lessons. However, information from other sources, such as 

maintenance manuals are included in some lessons. 

E-FRAME 34: SELF-PACED

Self-paced activities used in the course include CBT lessons, workbooks, 

and reading assignments. 

Keep in mind that although the course is considered self-paced, in reality, 

a tight schedule must be maintained to ensure preparation for specific 

training events. You should initially try to get ahead; this will allow you 

additional time to spend on more difficult lessons. It cannot be 

emphasized enough: if you get behind on your CBT lessons, workbooks, 

or reading assignments, it is very difficult to catch up. When you go to the 
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FTD or WST unprepared, you compromise successful completion of the 

training mission. 

 

E-FRAME 35: COMPUTER-BASED TRAINING

Let’s briefly review the media used in the course. 

a. Academics. 

(1) Self-paced. 

(a) Computer-Based Training. CBT is used as 

the primary academic media in the course. 

Lesson material is presented by integrating text 

and graphics on screen with audio narration. 

Embedded quizzes and end of lesson tests 

assess your knowledge of the presented 

material. You control access to any repetition 

of lesson segments, lesson topics, and lesson 

exercises using the mouse and keyboard. 

E-FRAME 36: WORKBOOKS

(b) Workbooks. Instructional workbooks provide 

you with individually paced readings, 

exercises, and problems. Workbooks 

familiarize you with terminology, conditions, 

and procedures and supplements information 

included in the Flight Manual. Lesson 

exercises assess understanding and answer 

keys provide feedback. Although there is time 

allocated in the training schedule to review the 

workbooks, you are encouraged to begin 

reading the workbooks early in the schedule. 

Mandatory workbooks must be completed by 

the time indicated on the training schedule. 

However, the exercises included in these 

workbooks are optional. Although not required, 

you are encouraged to review the optional 

workbooks listed on the training schedule. All 

workbooks are designed for your continued 

use after you complete the course. 

E-FRAME 37: READING ASSIGNMENTS

(c) Reading Assignments. Lesson reading 

assignments are listed in the Student 

Preparation/Review section of each Student 
KC-10 Aircrew Training System 

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Guide. Successful completion of this course 

requires self-study. Best results are achieved 

when you complete the required reading 

assignment prior to the academic lesson. 

E-FRAME 38: WORKSHOPS

(2) Workshops/Exercises. Workshops or exercises 

provide the opportunity to practice what you learned 

in prerequisite workbook and CBT lessons. In a 

workshop or exercise setting, the instructor provides 

appropriate guidance when questions arise and 

presents exercises for you to complete. 

E-FRAME 39: INSTRUCTOR GUIDED REVIEWS

(3) Instructor Guided Reviews. Instructor Guided 

Reviews (IGRs) s is scheduled following a sequence 

of CBT lessons for aircraft systems. The purpose of 

the review is to provide you with an opportunity to 

seek clarification or reinforcement of material 

presented in the CBT lessons. An instructor-guided 

review is not used to re-teach the subject nor present 

new material. However, an outline is included in the 

Student Guide. Use it to take notes on the areas 

discussed during the review. Time spent in the IGR is 

split between the classroom and the FTD. 

E-FRAME 40: MEDIATED INTERACTIVE LECTURE

(4) Mediated Interactive Lecture. One instructor-based 

lecture is included in the course to provide a Cargo 

and Boom Operator orientation. 

E-FRAME 41: HANDS-ON

Hands-on events conducted using static aircraft, FTDs, and flight 

simulators. 

E-FRAME 42: STATIC AIRCRAFT

b. Hands-on Training. Let’s now take a look at the hands-on 

media. 

(1) Static Aircraft. A field trip to a KC-10 aircraft is 

scheduled immediately following the systems 

academic lessons and prior to normal procedures 
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instruction. The guided tour familiarizes you with 

general features of the aircraft, emphasizing those 

exterior and interior components of specific concern 

to your crew position. 

E-FRAME 43: AST

(2) Aircrew Systems Trainer. The ASTs used to 

observe and perform normal, abnormal, emergency 

procedures to a system. The AST uses real-time 

aircraft systems software. Some of the systems 

presented are APU, Electrical, Pneumatics and Air 

Conditioning. 

E-FRAME 44: FTD

(3) Flight Training Device. This training device permits 

practice of normal, abnormal, and emergency 

checklist procedures. Some FTD sessions are 

independent, meaning they are Pilot or Flight 

Engineer-only. In others, the Flight Engineer and 

Pilots participate as a crew. Procedures practiced in 

the FTD prepare you for missions flown in the 

simulator. 

E-FRAME 45: SIMULATOR

(4) Simulator. Simulator periods are structured creworiented missions. In this device, you practice 

normal, abnormal, and emergency procedures. As 

much as possible, they are planned as full-profile 

missions. Pilots will practice flying the aircraft from 

both pilot seats. 

E-FRAME 46: STUDENT GUIDE

c. Student Guide. Finally, the Student Guide includes a 

scheduled order of events and provides an individual guide 

for each lesson. The guide is broken into two volumes, and 

arranged in daily order from day 1 to 19 for volume I, and 

day 20 to 54 for volume II. It is your responsibility to use the 

Student Guide as a reference to ensure complete 

preparation for the next lesson/training event. 

E-FRAME 47: STUDENT GUIDE - 1
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(1) CBT Lessons. CBT lessons include an introduction, 

student preparation/review requirements, objectives, 

and a lesson outline. Use the outline to take notes 

during each CBT lesson. 

(2) Workshops, and Exercises. Workshops and 

exercises include an introduction, objectives followed 

by instructional reading topics, problems, and 

exercises. 

(3) FTD and Simulator. FTD and simulator lessons 

include an introduction, objectives, and the profile to 

be flown. 

E-FRAME 48: INTEGRATED TRAINING

2. Integrated Training Concept. 

a. Purpose. This course uses an integrated training concept 

that couples hands-on FTD and simulator training events 

with academic instruction. After completing a series of 

academic lessons, you will have the opportunity to practice 

what you have learned in a hands-on training device. The 

reduced time lapse between related academic and hands-on 

training objectives enhances training effectiveness. 

E-FRAME 49: INTEGRATED TRAINING - 1

b. Integrated Training. Instruction includes; aircraft systems, 

operational characteristics and limitations, mission 

preparation and normal procedures, that includes takeoff, 

climb, enroute, descent, landing, after landing, air refueling, 

abnormal and emergency procedures. 

(1) Simulators start with aircraft systems and advance to 

more complex abnormal and emergency procedures. 

They also include normal, abnormal, and emergency 

tanker and receiver air refueling procedures. FTD 

missions support the simulator training with normal, 

abnormal, and emergency procedure practice.

E-FRAME 50: COURSE OVERVIEW

3. Course Overview 

a. Course Length. The Pilot and Flight Engineer Initial 

Qualification Courses are both 54 days in length. 
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b. Course Management Flow Chart and Daily Training 

Schedule. Preview the scheduled daily events. Have the 

students follow along with the Course Management Flow 

Chart and Daily Training Schedule that are included in the 

front section of their Student Guide. 

D. Learning Center Tour. 

Take the students on a tour of the Learning Center facility following the lesson 

summary. 

E-FRAME 51: SUMMARY

III. REVIEW 

A. Summary 

This course will provide the knowledge and skills you needed to become a safe 

and effective KC-10 crewmember. This program introduction has provided a 

general orientation, introduced the mission of the KC-10 and your specific 

responsibilities, and described the Initial Qualification Course. Should you have 

any questions during the course, please feel free to ask your instructor.

B. Remotivation 

Becoming a successful KC-10 aircrew member is not an easy task. By 

dedicating yourself and following the instructions in the student guide, you will be 

given the knowledge and skill required to become the best possible crewmember 

in the KC-10 program. 

E-FRAME 52: THE END

C. Closure 

Are there any questions? If not, this concludes the presentation. 
KC-10 Aircrew Training System 

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FIQ-C842-IG 1-2-1 01 OCT 10 

Guide to Viewing CBT Lessons 

Instructional Format

I. Purpose - The purpose of this lesson is to acquaint the student with the various 

features of the KC-10 Aircrew Training System (ATS) Computer-Based Training 

(CBT). 

II. Duration - 0.3 hour 

III. Reference Materials

A. None

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Guide to Viewing CBT Lessons CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. None 
KC-10 Aircrew Training System

Initial Qualification Course

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FIQ-C842-IG 1-2-2 01 OCT 10 

Objective 

1. This lesson describes: 

a. Navigation through Computer Based Training (CBT) Lessons. 
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FIQ-C001-IG 1-3-1 01 OCT 10 

Aircraft General 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the students to KC-10 

aircraft layout, design and major components. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-9, Cargo Loading Manual 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Aircraft General CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 1, Aircraft General 

(1) Aircraft General Description 

(2) Engine Danger Areas 

(3) Galley Description 

(4) Lavatories Description 

(5) Potable Water Description 

(6) Seats Description 

(7) Cargo Equipment 

b. Part 8, Doors 

(1) Doors Description 

(a) Cockpit Door 

(b) Lavatory Door 

(c) Cabin Doors 

(d) Cargo Doors 

(2) Ground Egress/Entry Ladder 

(3) Portable Ladder Assembly 

c. Part 11, Emergency Equipment 

(1) Bunks - (Fig 1.11-4) 

B. T.O. 1C-10(K)A-9 

1. Section II, Description of Aircraft Features 

a. Cryogenic Vent 

b. Personnel Provisions 
KC-10 Aircrew Training System 

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FIQ-C001-IG 1-3-2 01 OCT 10 

Objectives 

1. Identify aircraft general exterior characteristics. 

2. Identify aircraft general interior characteristics. 
KC-10 Aircrew Training System 

Initial Qualification Course

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FIQ-C003-IG 1-4-1 01 OCT 10 

Fire Protection System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the KC-10 fire protection 

system. It provides detection, fire and smoke warning, and the subsystems to 

extinguish a fire in the engine nacelles and APU compartment. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Fire Protection System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 2, Power Plant/APU - Fire Protection 
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Initial Qualification Course

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FIQ-C003-IG 1-4-2 01 OCT 10 

Objectives

1. Identify the fire protection system components. 

2. Identify the fire protection system operational characteristics. 
KC-10 Aircrew Training System 

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Original 

FIQ-C029-IG 1-5-1 01 OCT 10 

Lighting System

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

Exterior and Interior Lighting Systems. 

II. Duration - 0.7 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Lighting System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 1, Aircraft General 

(1) Lighting Description 
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Initial Qualification Course

Original 

FIQ-C029-IG 1-5-2 01 OCT 10 

Objectives

1. Identify the characteristics of the Exterior Lighting System. 

2. Identify the characteristics of the Interior Lighting System. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C004-IG 1-6-1 01 OCT 10 

Auxiliary Power Unit 

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

Auxiliary Power Unit (APU). 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Auxiliary Power Unit CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 2, Power Plant/APU-Fire Protection 

2. Section III, Limitations 

a. APU 
KC-10 Aircrew Training System 

Initial Qualification Course 

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FIQ-C004-IG 1-6-2 01 OCT 10 

Objectives 

1. Identify the Auxiliary Power Unit System components. 

2. Identify the operational characteristics of the Auxiliary Power Unit. 
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Initial Qualification Course 

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Electrical System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the major 

components of the KC-10 electrical system, the controls and indicators, and their 

function and operational characteristics. 

II. Duration - 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Electrical System CBT Lesson 

C. Writing Material

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 4, Electrical
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C005-IG 1-7-2 01 OCT 10 

Objectives

1. Identify the electrical system components. 

2. Identify the electrical system controls and indicators. 

3. Identify the operational characteristics of the electrical system. 
KC-10 Aircrew Training System 

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Original 

FIQ-C013-IG 1-8-1 01 OCT 10 

Aircraft Fuel System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

Fuel System. 

II. Duration - 1.8 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Aircraft Fuel System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 3, Fuel and UARRSI 

(1) Fuel System Description 

(2) Universal Air Refueling Receptacle and Slipway 

Installation (UARRSI) 
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Objectives

1. Identify the fuel system components. 

2. Identify the operational characteristics of the fuel system. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C043-IG 1-9-1 01 OCT 10 

Air Refueling System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the tanker 

air refueling portion of KC-10 Fuel System. 

II. Duration - 1.0 hour 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Air Refueling System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 3, Fuel and UARSSI 

(1) Fuel System Description 

(2) Wing Pod Aerial Refueling System 

b. Part 15, Air Refueling Boom/Hose 

2. Section III, Limitations 

a. Air Refueling Limitations 
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Objectives

1. Identify the components of the Air Refueling System. 

2. Identify the operational characteristics of the Air Refueling System. 
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CH 3 

FIQ-I018-IG 1-10-1 01 JUL 13 

Systems IGR I 

Instructional Format

I. Purpose - The purpose of this IGR is to review the Aircraft General Exterior 

and Interior, Fire Protection System, Interior and Exterior Lighting System, APU, 

Electrical System, Aircraft Fuel System, and Air Refueling System. As such, the 

review outline is not meant to be presented as a lecture with all outline points 

covered in detail. The data included in the Instructor Outline is to aid you in 

answering student questions. This review provides the students with 

opportunities to seek clarification or reinforcement of this material. 

Knowledgeable students may not require the full time allotted for this lesson. 

II. Duration - 2.0 hours 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials 

A. System IGR I Instructor Guide and E-Frame Set 

B. Classroom Presentation System 

C. Aircrew System Trainer (AST) (Optional) 

D. Whiteboard, markers and erasers 

V. Student Preparation/Review

A. The student should have completed these CBT lessons. 

1. Aircraft General 

2. Fire Protection System 

3. Lighting System 

4. Auxiliary Power Unit 

5. Electrical System 

6. Aircraft Fuel System 

7. Air Refueling System 

VI. Instructor Preparation

A. Ensure all E-Frames are in order (instructor may select individual frames 

depending on the needs of the students). 

B. All equipment and reference materials should be readily available. 

C. Ensure students have completed all applicable CBT Lessons before 

beginning this IGR. 

D. Use the Instructor Outline to guide the lesson and to assist in answering 

student’s questions. 

E. Review all student test results and be prepared to address weak areas in 

student performance. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-2 01 JUL 13 

Objectives

1. Identify aircraft general exterior characteristics. 

2. Identify aircraft general interior characteristics. 

3. Identify operational characteristics of the fire protection system. 

4. Identify characteristics of the exterior lighting system. 

5. Identify characteristics of the interior lighting system. 

6. Identify operational characteristics of the auxiliary power unit. 

7. Identify operational characteristics of the electrical system. 

8. Identify the operational characteristics of the fuel system. 

9. Identify the operational characteristics of the air refueling system. 
KC-10 Aircrew Training System 

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CH 3 

FIQ-I018-IG 1-10-3 01 JUL 13 

Systems IGR I

Instructor Outline

*****Instructor Note***** 

Use the following outline to help you guide the lesson, 

but do not limit the class to only those topics covered in 

the outline. Use your “real world” experience to help 

clarify some of the more difficult topics, and to make the 

lesson more interesting for the students. Try to get the 

students involved with the discussion as much as 

possible as this may add to the enthusiasm in the 

classroom and will help you identify those topics that 

may need more attention. For better time management, 

this lesson is divided into two parts. However, 

remember that this is a two-hour review and you will 

need to control the flow of the discussion in order to 

completely cover the amount of information required in 

the allotted time. Time permitting use the Aircrew 

System Trainer (AST) to assist you in conducting this 

review.

PART I - INTRODUCTION TO APU (E-FRAMES 1-43)

E-FRAME 1: INSTRUCTOR GUIDED REVIEW I (IGR I)

I. INTRODUCTION

A. Instructor Introduction 

Introduce yourself. Briefly relate your flying and instructor expertise. 

B. Purpose Statement 

The purpose of this lesson is to review the general aircraft characteristics, Fire 

Protection System, Lighting, APU, Electrical System, Aircraft Fuel System, and 

Air Refueling System. 

1. Attention 

2. Motivation 
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CH 3 

FIQ-I018-IG 1-10-4 01 JUL 13 

E-FRAME 2: OBJECTIVES

C. Objectives 

 Identify operational characteristics of the: 

1. Aircraft General Exterior Features 

2. Aircraft General Interior Features 

3. Fire Protection System 

4. Exterior Lighting System 

5. Interior Lighting System 

6. Auxiliary Power Unit 

7. Electrical System 

8. Aircraft Fuel System 

9. Air Refueling System 

*****Instructor Note***** 

Remind the students to follow along in their Student 

Guide and use it to take notes. 

II. PRESENTATION 

E-FRAME 3: AIRCRAFT GENERAL – EXTERIOR

A. Aircraft General Exterior Characteristics 

E-FRAME 4: AIRCRAFT DIMENSIONS

1. External Dimensions 

2. Engines 

3. Structural Components 

E-FRAME 5: DANGER AREAS

4. Danger Areas Around the A/C 
KC-10 Aircrew Training System 

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FIQ-I018-IG 1-10-5 01 JUL 13 

Suggested Discussion Question: Why is the danger area behind the number two engine 

of particular importance? 

E-FRAME 6: DOORS AND HATCHES

5. Doors and Hatches 

6. Aircraft Servicing 

E-FRAME 7: AIRCRAFT GENERAL – INTERIOR

B. Aircraft General Interior Characteristics 

1. Fuselage Compartments 

a. Flight Deck 

b. Cabin 

c. Cargo 

d. Forward Avionics Bay 

e. Center Accessory Compartment 

f. ARO Compartment 

g. Fuel Tanks 

E-FRAME 8: INTERIOR CONFIGURATION

2. Flight Deck Stations 

3. Crew Seats 

4. Lavatories 

5. Galley/Water/Bunks 

6. Cargo Pax Configuration 

7. Barrier Net/Environmental Screen 

E-FRAME 9: FIRE PROTECTION SYSTEM
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FIQ-I018-IG 1-10-6 01 JUL 13 

C. Fire Protection System 

E-FRAME 10: ENGINE FIRE PANEL

1. Fire Detection Panel 

2. Fire Detection System Test 

3. Engine Fire Warning 

E-FRAME 11: APU FIRE PANEL

4. APU Fire Panel 

E-FRAME 12: APU GROUND CONTROL PANEL

5. APU Ground Control Panel 

Suggested Discussion Question: What are your considerations after discharging both 

number two fire bottles? 

E-FRAME 13: SMOKE DETECTOR PANEL

6. Cabin Cargo Smoke 

E-FRAME 14: EXTERIOR LIGHTING SYSTEM

D. Exterior Lighting System 

E-FRAME 15: LANDING/GROUND/POSITION LIGHTING

1. Landing/Ground Operations 

a. Landing Lights 

(1) Nose Gear 

(2) Fuselage 

b. Runway Turnoff Lights 

2. Position Lighting and Illumination 

a. Red and Green Wingtip 

b. White Position Lights 
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Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-7 01 JUL 13 

E-FRAME 16: SCANNING/GENERAL ILLUMINATION

3. Scanning and General Illumination 

a. Wing Scan Lights 

b. Logo Lights 

c. Fuselage Scan Lights 

(1) Upper Fuselage 

(2) Forward Underbody 

(3) Aft Underbody 

d. Underwing Illumination Lights 

e. Horizontal Stabilizer Lights 

f. Receiver Airplane Lights 

E-FRAME 17: UARRSI LIGHTING

4. UARRSI Lighting 

a. Flood 

b. Slipway 

E-FRAME 18: LANDING LIGHT CONTROLS

5. Controls and Indicators 

a. Overhead Panel 

(1) Landing Light Controls 

(a) Nosegear 

(b) Fuselage 

E-FRAME 19: EXTERIOR LIGHTING CONTROLS

(2) Exterior Lighting Controls 

(3) Runway Turnoff Lights 

(4) Position (Nav) Lights 

(5) High-intensity Lights 

(6) Formation Lights 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-8 01 JUL 13 

E-FRAME 20: EXTERIOR LIGHTING CONTROLS - 1

(7) Beacons 

(8) Logo Light 

E-FRAME 21: EXTERIOR LIGHTING CONTROLS - 2

b. FE Console 

(1) Wing Scan Lights 

(2) Upper Fuselage 

(3) UAARSI Lighting 

E-FRAME 22: EXTERIOR LIGHTING CONTROLS - 3

c. ARO Compartment 

(1) Underbody Illumination/Scan Lights 

(2) Air Refueling Lights 

Suggested Discussion Question: Which external lights are most useful during night 

taxi? 

E-FRAME 23: INTERIOR LIGHTING SYSTEM

E. Interior Lighting System

E-FRAME 24: COCKPIT LIGHTING

1. Cockpit Lighting 

a. Primary 

b. Secondary 

c. Standby 

d. Thunderstorm 

E-FRAME 25: CABIN AND ARO LIGHTING 

2. Cabin and ARO Lighting 

a. Overhead 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-9 01 JUL 13 

b. Threshold Entry 

c. ARO Overhead 

E-FRAME 26: PRIMARY INTERIOR LIGHTING CONTROLS

3. Controls and Indicators 

a. Primary Lighting 

(1) Pilot/Copilot Light Control Panel 

E-FRAME 27: PRIMARY INTERIOR LIGHTING CONTROLS - 1

(2) Overhead Panel and Glareshield 

E-FRAME 28: PRIMARY INTERIOR LIGHTING CONTROLS - 2

(3) Pedestal 

E-FRAME 29: PRIMARY INTERIOR LIGHTING CONTROLS - 3

(4) FE Console 

(5) Thunderstorm and Dome Lights 

E-FRAME 30: INTERIOR STANDBY LIGHTING

b. Standby Lighting 

E-FRAME 31: AIRCREW/PASSENGER NOTIFICATION

c. Aircrew/Passenger Notification 

(1) No Smoking (Inoperative) 

(2) Seat Belts 

E-FRAME 32: MASTER WARNING AND CAUTION SYSTEM 

d. Master Warning and Master Caution Lights 

E-FRAME 33: ENGINE FIRE WARNING LIGHTS

e. Engine Fire Warning Lights 

Suggested Discussion Question: Under what operational circumstances would all

cockpit and cabin lighting be inoperative? 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-10 01 JUL 13 

E-FRAME 34: AUXILIARY POWER UNIT

F. Auxiliary Power Unit 

E-FRAME 35: APU GENERAL DESCRIPTION

1. APU General Description 

a. Twin-Spool, Gas Turbine 

b. Source of Pneumatic and Electrical Power 

c. Location - APU Compartment, Lower Aft Fuselage 

(1) Unpressurized Compartment 

(2) Acoustically Treated 

(3) Fire Sealed 

d. Seal-When-Closed Access Door 

(1) Must be closed when APU is operating 

(2) Pressure relief function in case of duct rupture with 

compartment; door blows open without damaging 

latches 

(3) Boom must be lowered to access compartment 

E-FRAME 36: OIL SYSTEM

2. Oil System 

a. Self-Contained 

b. Wet Sump 

c. Reservoir 

(1) Maximum Quantity - 10 Quarts 

(2) Usable Quantity - 8 Quarts 

d. Oil Pressure Sensor 

(1) Low pressure signals to Electronic Control Unit 

(2) Illuminates PRESS LO/TEMP HI light 

(3) Automatically shuts down APU 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-11 01 JUL 13 

e. Oil Temperature Sensor 

(1) Temperature in distribution manifold 

(2) High temperature signals to Electronic Control Unit 

(3) Illuminates PRESS LO/TEMP HI light 

(4) Automatically shuts down APU 

f. Oil Level Sensor 

(1) Housed in reservoir 

(2) Displayed on Quantity Gage 

(3) AC powered 

(4) Inoperative during Battery Start 

(5) AC power available 

(a) APU not running - indicated usable oil quantity 

(b) APU running - will display approximately 5 

quarts 

(6) If oil quantity drops below the usable quantity 

(a) Pressure will drop 

(b) Pressure sensor will Illuminate the PRESS 

LO/TEMP HI light 

(c) Electronic Control Unit shuts down APU 

E-FRAME 37: IGNITION SYSTEM

3. Ignition System 

a. Master Switch to Momentary Start 

b. Electronic Control Unit Initiates Start 

c. Intermittent Duty Cycle 

(1) 30 seconds ON 

(2) 60 seconds OFF 

(3) Continues until Fuel Light Off 

d. Ignition Unit 

(1) Battery voltage 11 to 30 VDC 

(2) Storage capacitor charged to 3000 Volts 

(3) Part of voltage routed through primary winding high 

voltage transformer inducing a voltage of approx. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-12 01 JUL 13 

18,000 volts in secondary windings; remaining 

capacitor buildup is discharged causing ignitors to fire 

E-FRAME 38: FUEL SUPPLY AND CONTROL

4. Fuel Supply and Control 

a. Fuel Supply 

(1) Number two main tank 

(2) Battery powered pump 

(3) Any tank pump if AC power available 

(4) Right aft pump preferred 

(5) Gravity feed not possible 

(6) Any pump that can pressurize the number two engine 

feed manifold can supply the APU 

b. Fuel Distribution 

(1) Parallel manifold 

(2) APU/Engine isolation valves 

(a) Battery powered 

(b) Master Switch in RUN 

(c) Number two Engine Fire Control Handle does 

not affect APU Operation 

(d) APU Fire shut down does not affect number 

two engine operation 

c. APU Drain 

(1) Collects fluid from Fuel Control and Fuel Pressure 

Switch 

(2) Automatically drained during flight 

(3) Manually drained on ground 

E-FRAME 39: ELECTRIC POWER SUPPLY 

5. Electric Power Supply 

a. Aircraft Batteries 

(1) Battery Bus Powered (Battery Switch On) 

(2) Battery Direct Bus 

b. Permanent Magnet Generator (PMG) – above 95% N2
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-13 01 JUL 13 

*****Instructor Note***** 

The batteries must be installed in the Aircraft and the 

Battery Switch in BATT for the APU Fire Detection/ 

Protection System to Function Completely. 

E-FRAME 40: APU ELECTRONIC CONTROL UNIT 

6. APU Electronic Control Unit 

a. DC Powered (battery or PMG) 

(1) During start – battery 

(2) At 95% N2 Permanent Magnet Generator 

b. Functions 

(1) Provides automatic start, automatic shutdown 

(2) Monitors fire detector/extinguisher system 

(3) Monitors APU during start and operations 

(4) Fault isolation switch and light 

c. Location – Aft Fuselage Compartment 

E-FRAME 41: NORMAL AND STANDBY OPERATION MODES

7. Normal and Standby Operation Modes 

a. APU Generator 

(1) Identical to engine generator 

(2) APU can satisfy all aircraft electrical and pneumatic 

demands – ground or flight (except wing anti-ice) 

(3) Driven by N2 compressor 

(4) No CSD 

(5) Electrical load has priority over pneumatic demand 

(when total demand exceeds APU capacity) 

b. Pneumatics 

(1) Provided by N1 compressor 

(2) Electronic Control Unit monitors demand and adjusts 

N1 compressor 

c. Modes of Operation 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-14 01 JUL 13 

(1) Normal Mode 

(a) Maintains N1 RPM of 97% ±1% when ignition 

selector is in Start A or B; otherwise N1 RPM is 

function of bleed demand; maintains N2 RPM 

of 100% ±1% 

(2) Standby Mode 

(a) N2 stabilizes between 75 and 100% depending 

on electrical load and ambient temperature 

(b) Bleed air demands have little effect on N1 RPM 

E-FRAME 42: APU COOLING AND COMPARTMENT VENTILATION

8. APU Cooling and Compartment Ventilation 

a. Ambient Air 

(1) Inlet Left Side of Tail Cone 

(2) Routed to Cooling Air Fan 

(3) Fan Accelerates Air 

b. Distribution 

(1) Dumped in Fan Outlet Duct 

(2) Part of Air to Cool Generator 

(3) Part Routed through the Cooling Shroud 

(4) Cooling Air Vented Overboard through APU Exhaust 

(5) Remainder of Air through the APU Oil Cooler 

(6) Then Dumped into APU Compartment 

(7) Then Overboard through a Jet Pump 

c. Function 

(1) Prevents High Temperatures 

(2) Prevents Accumulation of Combustible Vapors 

E-FRAME 43: APU CONTROL PANEL 

9. Controls and Indicators – APU Control Panel 

a. APU N1 Gage – indicates percent of rated rotor speed 

(1) Normal - 63-105% 

(2) Caution - 105-110% 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-15 01 JUL 13 

(3) Max limit - 110% 

(4) Powered by battery during start 

(5) Self-powered by APU PMG when on-speed 

b. APU EGT Gage – indicates exhaust gas temperature and 

limits 

(1) Max Limit - 585°C 

(2) Powered by Battery During Start 

(3) Self Power by APU PMG when on-speed 

c. APU N2 Gage – indicates percent of rated rotor speed 

(1) Normal - 95 - 105% 

(2) Caution - 105-110% 

(3) Max limit - 110% 

(4) Powered by battery during start 

(5) Self power by APU PMG when on-speed 

d. APU Oil Quantity Gage – indicates usable oil quantity 

(1) Power by AC bus 2 

(2) No indication during battery start 

e. APU USING BAT PWR Light 

(1) Indicates battery power is supplying the APU 

(2) Should go off when APU PMG is up to speed (95% 

N2) 

(3) Continued operation with light on and no other DC 

power source will deplete the battery 

f. APU OIL PRESS LO/TEMP HI Light 

(1) Indicates oil pressure below operational limit or oil 

temperature exceeds allowable limit 

(2) Comes on prior to start 

(3) Goes off prior to 50% N2 RPM 

(4) Failure of oil pressure circuitry will inhibit the starting 

system 

(5) Failure of oil pressure circuitry will cause light to come 

on and flash if N2 is less than 6.5% 

g. APU Master Switch 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-16 01 JUL 13 

(1) START – momentary position; initiates start sequence 

(2) RUN – fixed position; opens inlet and exhaust doors 

(3) Operating position for both normal and standby 

modes 

h. APU Control Systems Switch 

(1) NORM 

(a) Pneumatic air loads governs N1 speed 

(b) All automatic controls active 

(2) STBY 

(a) Used when NORM mode fails 

(b) Automatic over temperature protection retained 

(c) N1 speed no longer regulated 

(d) N1 RPM will not increase with bleed demand; 

will increase with electrical load 

*****Instructor Note***** 

The APU generator and controls are covered in 

Electrical System section. 

i. APU FUEL PRESS LO light – illuminates when fuel pressure 

is below starting or operating limits 

j. APU Fuel Pump Switch 

(1) Controls battery powered booster pump 

(2) Operates only when master switch is in START or 

RUN 

Suggested Discussion Question: How is mission capability affected by an inoperative 

APU? 

*****Instructor Note***** 

Load Systems IGR I - Part II E-Frames

PART II - ELECTRICAL SYSTEM TO SUMMARY - (E-FRAMES 44-75)

E-FRAME 44: ELECTRICAL SYSTEM

G. Electrical System 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-17 01 JUL 13 

E-FRAME 45: ELECTRICAL SYSTEM SCHEMATIC

1. System Description 

a. Engine Driven Generators (3) - AC Power 

(1) Location/rating – 90 KVA, 115/200 VAC 

(2) Constant Speed Drive (CSD) 

(3) Generator Control Relays (GCR) 

(4) Generator Relays (GR) 

(5) Generator Buses 

(6) Each generator can power the entire electrical system 

(7) Generators can be operated paralleled, unparalleled, 

isolated 

b. Transformer Rectifiers (TR) 

(1) DC Buses 

(2) Emergency DC Buses 

(3) DC Ground Service Bus 

(4) DC Tie Bus 

(5) Battery Bus 

(6) Batteries 

(7) Charger Battery Relay (CBR) 

(8) Battery Direct Bus 

(9) Static Inverter 

c. Auxiliary Power Unit (APU) 

(1) APU generator – same as engine generators with no 

CSD 

(2) Auxiliary Power Relays (APR) 

(3) Ground Service Relay (GSR) 

(4) External Ground Power (EXT PWR) 

(5) External Power Receptacle Location 

(6) External Power Relay (EPR) 

(7) Ground Service Relay (GSR) 

d. Circuit Breakers 

(1) Remote Control Circuit Breakers (RCCB) 

(2) Panel Locations 

e. Air-Driven Generator (ADG) 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-18 01 JUL 13 

(1) Right Emergency Transfer Relay (RETR) 

(2) Right Emergency Isolation Relay (REIR) 

E-FRAME 46: LOWER ELECTRICAL PANEL CONTROLS AND INDICATORS

2. Lower Electrical Panel Controls and Indicators – AC section 

a. CSD Section 

(1) CSD Disconnect button 

(2) CSD OIL PRESS LO light 

(3) CSD TEMP gages 

(a) Caution: 146-163°C 

(b) Max: 163 °C 

(4) CSD TEMP PUSH FOR RISE button – Caution: 25-

40°C 

b. Generator Section 

(1) GEN FAIL lights 

(2) GEN OFF lights 

(3) GEN switches 

(4) PARALLEL GENS button 

c. AC Bus Section 

(1) AC LOAD Meters 

(a) Caution: 1.0-1.5 

(b) Max Load Limit: 1.0 to 1.5 per Gen for 5 

minutes 

(c) Max AC Load Input: 1.5 per Gen for 5 seconds 

(2) AC BUS OFF lights 

(3) L EMER and R EMER AC BUS OFF lights 

(4) AC GROUND SERVICE BUS (while not depicted, 

show relative location on panel schematic) 

(5) AC BUS OFF lights 

(6) AC Bus Tie 

(7) AC BUS TIE switches 

(8) AC BUS TIE OPEN lights 

(9) EXT PWR AVAIL light 

(10) EXT PWR IN USE light 

(11) EXT PWR switch 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-19 01 JUL 13 

E-FRAME 47: UPPER ELECTRICAL PANEL CONTROLS AND INDICATORS

3. Upper Electrical Panel Controls and Indicators – DC section 

a. DC LOAD Meters 

(1) Caution: 1.0-1.5 

(2) Max Load Limit: 1.0 to 1.5 for 5 minutes 

b. L EMER and R EMER DC BUS OFF lights 

c. DC TIE BUS 

d. DC TIE and X-TIE Switches 

e. DC GROUND SERVICE BUS (while not depicted, show 

relative location on panel schematic) 

f. Battery Section 

(1) Battery switch 

(2) BAT BUS OFF light 

E-FRAME 48: APU CONTROL PANEL

4. APU Control Panel 

a. APU PWR AVAIL Light 

b. APU GEN BUS Switches 

c. APU PWR IN USE Lights 

d. APU GEN FAIL/OFF Lights 

e. APU AC LOAD Meter 

(1) Caution: 1.0-1.5 

(2) Max load limit: 1.0 to 1.5 per Gen for 5 minutes 

(3) Max AC load input: 1.5 per Gen for 5 seconds 

f. APU GEN RESET Switch 

E-FRAME 49: AC VOLT/FREQ, DCV/AMP METERS
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-20 01 JUL 13 

5. AC Volt/Freq and DC Volt/Amp Controls 

a. VOLT/AMP/FREQ Selector 

b. AC VOLT Meter – Caution: 108-112 and 118-122 volts 

c. AC FREQ Meter – Caution: 380-396 and 404-420 CPS 

d. DC VOLT/AMP Meter 

(1) Minimum: 22 volts 

(2) Caution: 22-24 volts 

E-FRAME 50: ELEC SYS RESET PANEL

6. Elec Sys Reset Panel 

a. ELEC SYS RESET Switches 

b. GEN FAIL RESET Button 

c. FUEL QTY IND PWR Switch 

E-FRAME 51: EMERGENCY POWER

7. Emergency Power 

a. EMER PWR Switch 

b. EMER PWR IN Use Lights 

c. EMER BUS OFF Summary Light (not depicted) 

d. ELEC Cue Light (not depicted) 

E-FRAME 52: ADG

8. ADG Operation 

a. ADG Release Handle 

b. ADG Switch 

E-FRAME 53: GROUND SERVICE BUSES

9. Ground Service Buses 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-21 01 JUL 13 

a. DC Ground Service Bus Power Switch 

b. Cabin Ground Service Panel (California Panel) 

E-FRAME 54: EXTERNAL POWER PANEL

10. External Power Panel 

a. External Power Receptacle 

b. EXT PWR AVAIL Light 

c. EXT PWR NOT IN USE Light 

d. GND SERVICE EXT PWR Switch 

Suggested Discussion Question: With electrical power supplied by all three engine 

generators, and power available from the APU, and external power, what is the source 

of power to the AC Tie bus? 

E-FRAME 55: AIRCRAFT FUEL SYSTEM

H. Aircraft Fuel System 

E-FRAME 56: FUEL STORAGE

1. Fuel Storage 

a. All Tanks 

(1) Three integral main wing tanks—capacity @ 6.7 

lbs/gal = 146,800 lbs 

(2) Three fuselage body tanks—capacity @ 6.7 lbs/gal = 

217,608 lbs 

(3) Total fuel capacity = 364,408 lbs 

E-FRAME 57: MAIN TANKS 1 & 3

b. Main Tanks 1 & 3 

(1) Inboard Compartment 

(a) Capacity @ 6.7 lbs/gal approx 35,000 lbs 

(b) 2 boost pumps 

(c) 1 Transfer Pump 

(d) Jet Pumps 

(e) Tip Pump 

(f) Float Control Valves 

(g) Float Control Switches 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-22 01 JUL 13 

(h) Gravity Transfer Valve 

(2) Outboard Compartment 

(a) Capacity @ 6.7 lbs/gal approx 5,700 lbs 

(b) Full/Not Full switch 

(c) Manifold Drain/Outboard Fill Valve 

(d) Fill Valve 

(e) Hi-level Float Shutoff Valve 

(3) Vent Box 

(a) Tank Overfilled Float Switch 

(b) Crossflow Pipe & Check Valve 

(4) Quantity Probes 

E-FRAME 58: MAIN TANK 2 

c. Main Tank 2—two compartments, left and right 

(interconnected) 

(1) Capacity @ 6.7 lbs/gal = 65,400 lbs 

(2) Left Compartment 

(a) Forward & Left Aft Boost Pumps 

(b) High-level Float Shutoff Switch 

(c) Fill Valve 

(d) Manifold Drain Float Valve 

(3) Right Compartment—transfer, right aft & APU fuel 

pumps 

(4) Quantity Probes) 

E-FRAME 59: FORWARD BODY TANK 

d. Forward Body Tank—three interconnected bladder cells 

(1) Capacity @ 6.7 lbs/gal = 55,300 lbs 

(2) Baffles Prevent Rapid Shift 

(3) One Transfer & two A/R Pumps in Aft Bladder 

(4) High-level Float Shutoff Switch 

(5) Fill Valve 

(6) Alternate Transfer Valve 

(7) Forward Isolation Valve 

(8) Restrictor Valve 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-23 01 JUL 13 

(9) Quantity Probes 

E-FRAME 60: CENTER WING BODY TANK 

e. Center Wing Body Tank—two compartments, upper & lower 

 (not interconnected) 

(1) Capacity @ 6.7 lbs/gal = 98,108 lbs 

(2) Upper integral tank (above wing torque box) 

(a) Two Transfer & Two A/R Pumps 

(b) A/R Isolation Valve 

(c) High-level Float Shutoff Switch 

(d) Restrictor Valve 

(e) Center Isolation Valve 

(f) Fill Valve 

(g) High-level Float Shutoff Valve 

(h) Quantity Probes 

(3) Lower compartment—three interconnected bladder 

cells (underwing barrel section) 

(a) Two Transfer Pumps 

(b) High-level Float Shutoff Switch 

(c) Fill Valve 

(d) Quantity Probes 

E-FRAME 61: AFT BODY TANK

f. Aft Body Tank—four interconnected bladder cells 

(1) Capacity @ 6.7 lbs/gal = 64,200 lbs 

(2) One Transfer & Two A/R Pumps 

(3) High-level Float Shutoff Switch 

(4) Restrictor Valve 

(5) Alternate Transfer Valve 

(6) Fill Valve 

(7) High-level Float Shutoff Valve 

(8) Aft Isolation Valve 

(9) Quantity Probes 

E-FRAME 62: FUEL VENT SYSTEM

g. Fuel Vent System 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-24 01 JUL 13 

(1) Left Wing Vents to Right Wing Vent Box, Right Wing 

Vents to Left Wing Box 

(2) Positive Pressure Relief Valve (Rapid Climb and Fuel 

Onloading) 

(3) Negative Pressure Relief Valve (Rapid Descent and 

Fuel Offloading) 

E-FRAME 63: SCAVENGE SYSTEM

h. Scavenge System—continuous 

(1) Prevents Water Accumulation 

(2) Fully Automatic 

(3) Not in Lower Center Wing Tank 

E-FRAME 64: FUEL DISTRIBUTION SYSTEM 

2. Fuel Distribution System 

a. Tank to Engine Feed 

b. Tank to Tank Fuel Transfer 

(1) Body to Main 

(2) #2 Main to #1 & #3 until Equal 

(3) Maintain Lateral Balance 

(4) 15,000 Lb Cutoff for Forward Tank Pumps 

(5) Main Tanks 1 & 3 Fill Valves Automatically Unlatch 

When #2 Main Tank Fuel Level Reaches Approx. 

40,000 Lbs 

c. Ground Refueling 

d. Receiver Air Refueling 

E-FRAME 65: RECEIVER AIR REFUELING SYSTEM

3. Receiver Air Refueling System 

a. UARRSI 

(1) Slipway Door Spring-loaded Open, Hydraulically 

Closed (Hydraulic System 1) 

(2) When Open, Forms Slipway of Receptacle 

(3) Boom Interphone Equipped 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-25 01 JUL 13 

b. A/R Receptacle Shutoff Valve—isolates hydraulic fluid from 

cockpit when closed 

E-FRAME 66: CONTROLS AND INDICATORS 

4. Controls and Indicators 

a. Main Tanks 

(1) Indicators 

(2) Switches 

b. Body Tanks (depicted on E-Frame 21) 

(1) Indicators 

(2) Switches 

E-FRAME 67: AIR REFUELING FUEL SYSTEM

I. Air Refueling Fuel System 

E-FRAME 68: AIR REFUELING BOOM 

1. Air Refueling Boom 

a. Location 

b. Hoist and Latch-used for Deployment and Stowage 

(Hydraulic System 3) 

c. Two Aerodynamically Faired Tubes 

d. Flight Control Surfaces (Hydraulic System 2) 

E-FRAME 69: CENTERLINE DROGUE

2. Center Line Drogue 

a. Location 

b. Refueling Probe Equipped Receiver Aircraft 

c. Hydraulically Operated Hose Reel System (Hydraulic 

System 2) 

d. Paradrogue 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-26 01 JUL 13 

e. Guillotine 

f. Lights 

E-FRAME 70: WARP 

3. Wing Pod Drogue 

a. Location 

b. Purpose 

c. Paradrogue 

Suggested Discussion Question: What powers the centrifugal pump in the WARP 

system? Ram Air Turbine 

d. Ram Air Turbine 

e. Fuel Pressure operated Hose Reel System 

E-FRAME 71: AIR REFUELING PUMPS 

4. Air Refueling Pumps 

a. Hydraulic powered 

b. Controlled by the Fuel Pressure Control Unit (FPCU) 

E-FRAME 72: MANIFOLD SCAVENGING

5. Manifold Scavenging 

a. Receiver 

b. Tanker 

c. Boom 

E-FRAME 73: AIR REFUELING CONTROLS AND INDICATORS

6. Controls and Indicators 

a. Switch/Lights 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-27 01 JUL 13 

b. Gages 

c. Hydraulics 

d. WARP Panel (not depicted) 

III. REVIEW 

E-FRAME 74: SUMMARY

A. Summary 

1. Aircraft General Exterior 

2. Aircraft General Interior 

3. Fire Protection System 

4. Exterior Lighting System 

5. Interior Lighting System 

6. Auxiliary Power Unit 

7. Electrical System 

8. Aircraft Fuel System 

9. Air Refueling System 

B. Remotivation 

This review should give you a better understanding of the aircraft systems 

and reinforce what you learned from the associated CBT Lessons. 

C. Closure 

This completes the review of the Aircraft General Exterior and Interior 

features, Fire Protection System, Interior and Exterior Lighting System, 

APU, Electrical System, Aircraft Fuel System, and Air Refueling System. 

Are there any final questions? 

E-FRAME 75: THE END
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-I018-IG 1-10-28 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-1 01 OCT 10 

FTDSystems I 

I. Purpose – This mission is an instructor-guided review of the normal functions 

and operation of the Fire Protection, Lighting, APU, Electrical, and Fuel Systems. 

Students are not responsible for the completion of checklists. Instructor(s) 

will ensure aircraft configuration, panels, and switches are set properly. 

This lesson will not be graded.

II. Duration – 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Flight Training Device 

B. FTD Systems I Instructor Guide 

C. T.O 1C-10(K)A-1 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description – Applicable Systems 

B. Attend classroom review 

VI. Instructor Preparation 

A. Review profile. 

B. Review expanded checklist for each system. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-2 01 OCT 10 

Objectives 

Training objectives introduced and practiced during this training mission: 

1. Identify the operational characteristics of the Fire Protection System. 

2. Identify the operational characteristics of the Auxiliary Power Unit. 

3. Identify the operational characteristics of the Electrical System. 

4. Identify the operational characteristics of the Interior Lighting System. 

5. Identify the operational characteristics of the Exterior Lighting System. 

6. Identify the operational characteristics of the Fuel System. 

Profile

Instructor may vary profile to meet student needs. 

1. Establish Battery Power 

2. Test Fire Detection 

3. Start APU 

4. Establish APU Electrical Power 

5. Test Cabin Cargo Smoke Detection 

6. Establish Engine Generators Electrical Power 

7. Establish External Electrical Power 

8. EMER PWR Switch – ON 

9. EXT PWR Switch – OFF 

10. SHUTDOWN the APU 

11. Establish Normal Interior/Exterior Lighting 

12. Test P/FE Master Warning/Caution/Annunciator Lights 

13. Establish Fuel Panel Configuration 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-3 01 OCT 10 

ACTIVATE FTD MISSION 301 LESSON PLAN AS REQUIRED

FLIGHT TRAINING DEVICE

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load: 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Takeoff Reset – McGuire AFB (KWRI), RWY 06 or Travis AFB (KSUU), RWY 21R. 

ENVIRONMENTAL CONDITIONS:

Wind: 060/20 for McGuire and 210/20 for Travis 

Temp: 25°C 

Altimeter: 29.92 

STUDENTS ARE NOT RESPONSIBLE FOR COMPLETION OF THE CHECKLISTS. 

INSTRUCTOR WILL ENSURE AIRCRAFT CONFIGURATION, PANELS, AND 

SWITCHES ARE SET PROPERLY. 

THE INSTRUCTOR MAY DEMONSTRATE EACH EVENT OR GUIDE THE 

STUDENTS THROUGH IT.

TRAINEE ACTIONS INSTRUCTOR NOTES

 

 FE’S EXTERIOR/INTERIOR INITIAL 

INSPECTION 

 

1. ESTABLISH BATTERY POWER 

Position Battery Switch ON in 

accordance with the flight 

manual. Note proper Battery Bus 

Off light indications

Ref: _________ 

Battery Bus Off Light comes on 

momentarily when switch is placed to ON 

when batteries are the only power source. 

Point out location of Battery Bus CB 

panels.
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-4 01 OCT 10 

TRAINEE ACTIONS INSTRUCTOR NOTES

2. TEST FIRE DETECTION

Accomplish fire detection test and 

state proper test indications.

Ref: _________ 

Question: How many lights? 

P-10/FE-10 

Demonstrate unsatisfactory test.

 

3. START APU

Configure switches for APU start; 

start the APU and note proper 

indications as they occur.

Ref: _________ 

Discuss CAUTIONS as desired. 

 

4. ESTABLISH APU ELECTRICAL 

POWER 

Connect power to the aircraft and 

note indications on Electrical Panel.

Ref: __________ 

Question: Which bus cannot be powered 

by the APU? 

The AC TIE BUS.

 

5. TEST CABIN CARGO SMOKE 

DETECTION 

Accomplish test and note 

indications.

Ref: __________ 

Question: How many smoke detectors are 

there? 

16 detectors – Lights 2 and 3 on the Cabin 

Cargo Smoke detector panel monitor 3 

detectors each.

 

6. ESTABLISH ENGINE 

GENERATORS ELECTRICAL 

POWER 

Ref: __________

START ENGINES 3, 1, AND 2 IN THAT SEQUENCE. 

Note indications on Electrical Panel 

as each generator comes up to 

speed.

Question: Which source is powering 

the generator buses? 

Engines #1 and #2 power their 

respective BUS and the AC TIE BUS.
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-5 01 OCT 10 

TRAINEE ACTIONS INSTRUCTOR NOTES

ENTER – GROUND ELECTRICS 

7. ESTABLISH EXTERNAL 

ELECTRICAL POWER 

EXT PWR Switch to EXT PWR. 

Note the indications on the electrical 

panel. 

Ref: ___________ 

Question: Why did all 3 AC BUS TIE 

ISOL lights illuminate? 

External power has priority on the AC TIE 

BUS. System design prevents intermix of 

engine generator power with external or 

APU power.

 

DEMONSTRATE GENERATOR BUS PRIORITY BY TURNING OFF ENGINE 

GENERATOR #1 SWITCH FOLLOWED BY TURNING OFF THE APU GENERATOR 

BUS 1 SWITCH. LEAVE THE SWITCHES IN OFF. 

 

Note the changes on the electrical 

panel and pilot instrument panel. 

 

PLACE AC BUS TIE 1 ISOL SWITCH TO ISOL. 

 

8. EMER PWR SWITCH – ON 

Note the changes on the electrical 

panel and pilot instrument panel

Ref: ______________ 

Question: What provides emergency 

power to components on the copilot side? 

ADG deployed with switch in RT EMER 

ELEC. 

Point out emergency CB panels. 

RETURN ENGINE GENERATOR #1 SWITCH TO ON. RETURN AC BUS TIE 1 

ISOL SWITCH TO NORMAL. PLACE APU GENERATOR BUS 2 AND 3 

SWITCHES TO OFF. RETURN EMER PWR SWITCH TO OFF. 

 

 Ref: ____________ 

Question: Which generator is going to 

power the AC TIE BUS when external 

power is removed? Why? 

Engine generator #2, due to tie bus 

priority (external power, generators 2, 1, 

3). 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-6 01 OCT 10 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

9. EXT PWR SWITCH – OFF

Note changes on the electrical 

panel.

 

10. SHUTDOWN THE APU 

 

11. ESTABLISH NORMAL 

INTERIOR/EXTERIOR LIGHTING 

Note panel locations/components. 

(Lights are inoperative in FTD)

Ref: ______________ 

Question: The standby lighting consists 

of which lights? 

Center instrument panel, overhead panel 

and FE overhead panel incandescent 

flood lights. 

 

12. TEST P/FE MASTER 

WARNING/CAUTION/ 

ANNUNCIATOR LIGHTS 

Note indications at P, CP and FE 

stations. 

Ref: ______________ 

Question: What extinguishes a summary 

light? 

Elimination of the cause. 

Question: Why is it important to reset the 

master warning/caution lights? 

It rearms the system to detect subsequent 

conditions. 

 

13. ESTABLISH FUEL PANEL 

CONFIGURATION 

Ref: _______________ 

DEMONSTRATE FUEL PANEL CONFIGURATIONS FOR TAXI/TAKEOFF, 

INTERNAL TRANSFER, ONLOAD, OFFLOAD, AND FUEL DUMP. 

 

Note indications on the fuel panel as 

each change is made. 

Question: What is the maximum 

difference between main tanks 1 and 3 

below 556,000 lb GW? 

At or above 556,000 lb GW? 4,000 lbs; 

2,000 lbs 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-7 01 OCT 10 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

 Question: What causes the crossfeed 

valves to close automatically? 

Main tank below auto dump shutoff level of 

approximately 11,500 lb and actuation of 

either the TRANS PUMP OVRD switch, 

dump switch, boom switch, or drogue 

switch. 

Question: At what level does fuel transfer 

from the forward body tank automatically 

stop? 

15,000 lb 

RETURN ENGINE FUEL LEVERS TO OFF AND SET UP FTD FOR NEXT CREW
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T301-IG 1-11-8 01 OCT 10 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C014-IG 1-12-1 01 OCT 10 

Power Plant 

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the student to the power 

plant system. It is presented in two segments. The first segment describes the 

engines and their major components, the subsystems and the flight deck controls 

and indicators. The second segment describes the operation of the system and 

components, and the power plant limitations. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Power Plant CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 2, Power Plant/APU - Fire Protection 

2. Section III, Limitations 

a. Systems Limitations 

(1) Power Plant 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C014-IG 1-12-2 01 OCT 10 

Objectives 

1. Identify the characteristics of the Power Plant System components. 

2. Identify the operational characteristics of the Power Plant System. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C006-IG 1-13-1 01 OCT 10 

Hydraulic System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

components, operational characteristics and limitations of the hydraulic system. 

II. Duration - 1.3 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Hydraulic System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 5, Hydraulics 

2. Section III, Limitations 

a. Systems Limitations 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C006-IG 1-13-2 01 OCT 10 

Objectives

1. Identify the hydraulic system components. 

2. Identify the operational characteristics of the hydraulic system. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C009-IG 1-14-1 01 OCT 10 

Landing Gear System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the landing 

gear system. 

II. Duration - 1.0 hour 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Landing Gear System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 7, Landing Gear 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C009-IG 1-14-2 01 OCT 10 

Objectives 

1. Identify the landing gear system components. 

2. Identify the operational characteristics of the landing gear system. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C007-IG 1-15-1 01 OCT 10

Flight Controls

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the student to the flight 

control system. 

II. Duration - 1.5 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Flight Controls CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 6, Flight Controls 

(1) Flight Controls Description 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C007-IG 1-15-2 01 OCT 10

Objectives

1. Identify the flight control system components. 

2. Identify the operational characteristics of the flight control system. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-1 01 JUL 13 

Systems IGR Il 

Instructional Format

I. Purpose - The purpose of this IGR is to review the Power Plant, Hydraulic 

System, Flight Controls, and Landing Gear System. As such, the review outline 

is not meant to be presented as a lecture with all outline points covered in detail. 

The data included in the Instructor Outline is to aid you in answering student 

questions. This review provides the students with opportunities to seek 

clarification or reinforcement of this material. Knowledgeable students may not 

require the full time allotted for this lesson. 

The Instructor Outline is designed to assist you in presenting this lesson. It is a 

brief outline of major topics to be covered. Its function is to provide you with a 

topical and visual aid notation for use in class.

II. Duration - 2.0 hours

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1, Schematics

C. Pilot and FE Panel Oilskins 

IV. Equipment and Materials

A. Systems IGR II Instructor Guides and E-Frame Set

B. Classroom Presentation System

C. Aircrew System Trainer (AST) 

D. Whiteboard, markers, and erasers

V. Student Preparation/Review

A. The student should have completed these CBT lessons prior to the IGR. 

1. Power Plant 

2. Hydraulic System 

3. Landing Gear System 

4. Flight Controls

VI. Instructor Preparation

A. Ensure all E-Frames are in order and ready for use. 

B. All equipment and reference materials should be readily available. 

C. Ensure the students have completed all lessons. 

D. Review this lesson as a guide to assist in answering any questions. 

E. Review all student test results and be prepared to address weak areas in 

student performance. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-2 01 JUL 13 

Objectives

1. Identify the operational characteristics of the Power Plant System. 

2. Identify the operational characteristics of the Hydraulic System. 

3. Identify the operational characteristics of the Flight Controls System. 

4. Identify the operational characteristics of the Landing Gear System. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-3 01 JUL 13 

Systems IGR II

Instructor Outline

*****Instructor Note***** 

Use the following outline to help you guide the lesson, 

but do not limit the class to only those topics covered in 

the outline. Use your “real world” experience to help 

clarify some of the more difficult topics, and to make the 

lesson more interesting for the students. Try to get the 

students involved with the discussion as much a 

possible as this may add to the enthusiasm in the 

classroom and will help you identify those topics that 

may need more attention. For better time management, 

this lesson is divided into two parts. However, 

remember that this is a two-hour lesson and you will 

need to control the flow of the discussion in order to 

completely cover the amount of information required in 

the allotted time. Time permitting use the Aircrew 

System Trainer (AST) to assist you in conducting this 

review.

PART I: INTRODUCTION TO HYDRAULIC SYSTEM (E-FRAMES 1-27) 

E-FRAME 1: INSTRUCTOR GUIDED REVIEW II (IGR II)

I. INTRODUCTION 

A. Instructor Introduction 

Introduce yourself. Briefly relate your flying and instructor experience. 

B. Purpose Statement 

The purpose of this lesson is to review the Power Plant, Hydraulic System, Flight 

Controls, and Landing Gear System. The instructor guides the review, which 

covers the subjects taught in the preceding CBT Lessons. The review provides 

you with opportunities to seek clarification or reinforcement of this material. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-4 01 JUL 13 

E-FRAME 2: OBJECTIVES

C. Objectives 

Identify the Operational Characteristics of: 

1. Power Plant System 

2. Hydraulic System 

3. Flight Control System 

4. Landing Gear System 

*****INSTRUCTOR NOTE***** 

Remind the students to follow along in their student guide and use it 

to take notes. 

II. PRESENTATION 

E-FRAME 3: POWER PLANT

A. Power Plant 

E-FRAME 4: ENGINE SECTIONS 

1. Engine Sections 

a. Fan Section 

b. Compressor Section 

c. Combustion Section 

d. Turbine Section 

E-FRAME 5: ACCESSORY DRIVE 

e. Accessory Drive Section 

(1) CSD/Generator 

(2) Starter 

(3) Oil Pump/N2 Tachometer 

(4) Fuel Pump/Main Engine Control 

(5) Hydraulic Pumps 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-5 01 JUL 13 

E-FRAME 6: ENGINE FUEL CONTROL

2. Subsystems 

a. Engine Fuel Control 

Suggested Discussion Question: What unit senses throttle position and operating 

parameters to provide the desired amount of thrust? Main Engine Control 

(1) Senses Throttle Position 

(2) Regulates Fuel Flow 

(3) Positions: Inlet Guide Vanes, Variable Stator Vanes, 

Variable Bypass Valves. (Not shown, refer to Figure 

1.2-3 in Flight Manual for questions.) 

(4) Fuel Shutoff Valve 

(5) Fuel Nozzles 

E-FRAME 7: ENGINE OIL SYSTEM

b. Oil System 

(1) Tank Location 

(2) Purpose 

(3) Lube and Scavenge Pumps 

(4) Oil Strainer Clog Switch 

(5) Accessory Drive Shaft 

E-FRAME 8: STARTING AND IGNITION

c. Starting and Ignition 

(1) Pneumatic 

(2) Dual Ignition 

(a) Start A & B 

(b) Continuous A & B 

(c) Override and Air Start 

(d) Ignition Exciter Power Transfer Switch 

(Engines 1 & 3) 

E-FRAME 9: IGNITION 

d. Ignition Controls 

(1) Selector Switch 

(2) Start Switch 

(3) Override and Air start 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-6 01 JUL 13 

E-FRAME 10: THRUST REVERSER

e. Thrust Reverser 

(1) Purpose 

(2) Blocker Door System 

(3) Pneumatically Operated 

(4) Ground Use Only 

E-FRAME 11: ENGINE FAILURE DETECTION

f. Engine Failure Detection 

Suggested Discussion Question: What visual sign, other than engine instruments, would 

indicate a loss of thrust? Engine failure light 

(1) Visual Warning of Lost Thrust 

(2) Armed when N1 exceeds 85% 

(3) Illuminates Light when a 11% Difference Is Sensed 

(4) Ground Operation Only 

E-FRAME 12: THROTTLES

3. Controls and Indicators 

a. Throttles 

E-FRAME 13: INSTRUMENTS

b. Instruments 

(1) N1 RPM 

(2) EGT 

(3) N2 RPM 

(4) Fuel Flow 

E-FRAME 14: OIL SYSTEM GAGES

c. Oil Gages 

(1) Pressure 

(2) Temperature 

(3) Quantity 

E-FRAME 15: HYDRAULIC SYSTEM

B. Hydraulic System 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-7 01 JUL 13 

E-FRAME 16: COMPONENTS

1. System Components 

a. Engine Manifolds 

(1) Respective Engine Accessory Compartment 

b. System Manifolds 

(1) #1 Left Main Wheel Well 

(2) #2 Aft Accessory Compartment 

(3) #3 Right Main Wheel Well 

c. Engine Driven Pumps 

(1) 2 Each Engine 

d. Auxiliary Pumps 

(1) 2 Electric (System 3) Right Main Wheel Well 

e. Reservoirs 

(1) #1 Left Main Gear Wheel Well 

(2) #2 Aft Accessory Compartment 

(3) #3 Right Main Wheel Well 

f. Accumulators 

(1) Systems 1 & 2 Left Main Wheel Well 

(2) System 3 Right Main Wheel Well 

g. Reversible Motor Pumps 

(1) 1-3/2-3 Center Gear Wheel Well 

h. Auxiliary Reservoir 

(1) Center Gear Wheel Well 

E-FRAME 17: SUPPLY TANK/HAND PUMP

i. Supply Tank/Hand Pump 

Suggested Discussion Question: Number three reservoir indicates low quantity. How 

does the flight crew service the reservoir? Use of the hand pump in the left wheel well. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-8 01 JUL 13 

E-FRAME 18: SHUTOFF VALVE

j. Hydraulic Shutoff Valve 

(1) Location 

(2) Purpose 

(3) Control 

E-FRAME 19: ENGINE DRIVEN PUMPS

k. Engine driven pumps 

(1) Two per Engine 

(2) Pressurize Independent Systems 

(3) Left Pump-Primary Pump 

(4) Right Pump-Auto/on Demand Pump 

E-FRAME 20: FILTERS

l. Hydraulic Filters 

(1) Engine Manifold -4 Non-bypassing 

(a) Respective Engine Accessory Compartment 

(2) System Manifold - 2 Non-Bypassing 

(a) #1 Left Main Wheel Well 

(b) #2 Aft Accessory Compartment 

(c) #3 Right Main Wheel Well 

(3) Differential Pressure Indicators (contamination) 

E-FRAME 21: ACCUMULATORS

m. Accumulators 

(1) Location 

(2) Purpose 

E-FRAME 22: AUX PUMPS

n. Auxiliary Pumps (2) 

(1) Located in Right Main Wheel Well 

(2) Interchangeable 

(3) Thermal Protection 

(4) #1 Pump also can be powered by ADG (thermal 

protection bypassed) 

(5) 1 pump must be operable for dispatch 

(Must be connected to the # 1/ADG circuit) 

E-FRAME 23: REVERSIBLE MOTOR PUMPS 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-9 01 JUL 13 

o. Reversible Motor Pumps (1-3 and 2-3) 

Suggested Discussion Question: If number one engine is shut down due to a fire, how 

may its respective hydraulic system remain useful? It is pressurized from number three 

hydraulic system through the 1/3 reversible motor pump 

(1) Located in Center Wheel well 

(2) Provide pressure to un-pressurized system (no fluid 

transfer) 

(3) Controlled by three position switch 

(a) Off-Closes both motor operated shutoff valves 

(b) On-Opens both motor operated shutoff valves 

(c) ARM-opens both motor operated shutoff valves 

if any engine N2 RPM below 45% 

(4) Inoperative if hydraulic reservoir is below approx. 1 

gal. 

(5) 2-3 Reversible Motor Pump works in conjunction with 

Auxiliary Reservoir. 

E-FRAME 24: NON-REVERSIBLE MOTOR PUMPS

p. Non-reversible motor pumps 

(1) Location 

(2) Provide back-up power through the Rudder Standby 

System 

(3) 2-1 Non-Reversible Motor Pump for Upper Rudder 

and Stab Trim 

(4) 3-2 Non-Reversible Motor Pump for Lower Rudder 

(5) Compensator unit holds a supply of Hydraulic Fluid 

E-FRAME 25: HYDRAULIC POWERED SYSTEMS 

2. Systems Powered by the Hydraulic Systems 

a. Flight Controls 

E-FRAME 26: HYDRAULIC POWERED SYSTEMS - 1

b. Air Refueling Pumps 

c. Brakes 

d. Anti Skid 

e. Nosewheel steering 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-10 01 JUL 13 

f. UARRSI 

g. AR Boom/Drogue 

h. Elevator Hydraulic Shutoff Feature (not depicted) 

E-FRAME 27: HYDRAULIC CONTROLS AND INDICATORS

3. Controls and Indicators 

a. Gages 

Suggested Discussion Question: What indication would the flight crew have should 

number two system develop a leak? Low quantity and pressure readings. 

(1) Pressure 

(a) System Manifold 

(2) Quantity 

(a) Reservoir 

(3) Temperature 

(a) Reservoir 

b. Lights 

(1) Press Lo 

(a) Engine Manifold 

(2) Temp Hi 

(a) Engine Manifold 

(3) Rud Stby Pwr Off 

(a) Either or Both Pumps In-operative 

(b) Switch is Off 

c. Switches 

(1) Pump Switches 

(a) Left-On/Off 

(b) Right-Auto/On/Off 

1) Auto-On Demand 

(2) Reversible Motor Pumps 

(a) Arm/Off/On 

1) Arm allows pump operation if any 

engine N2 Less than 45%. 

(3) Rudder Stby Pwr 

(a) Arm-Both Non-Reversible Motor Pumps 

operate Automatically 

(b) Off-Deactivates both Non-Reversible Motor 

Pumps 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-11 01 JUL 13 

*****INSTRUCTOR NOTE*****

Load Systems IGR II Part II E-Frames

PART II: FLIGHT CONTROL SYSTEM TO SUMMARY (E-FRAMES 28-51)

E-FRAME 28: FLIGHT CONTROL SYSTEM

C. Flight Control System 

E-FRAME 29: AILERONS

1. Primary Controls 

a. Ailerons 

(1) Inboard-High Speed 

(a) Hydraulics-Left 2-3, Right 1-3 

(2) Outboard-Low Speed 

(a) Hydraulics-Left 1-2, Right 2-3 

(b) Locked in Faired Position when Flaps/Slat 

retracted, Alternate Landing Gear Handle 

Stowed 

Suggested Discussion Question: With the aircraft in high speed flight, what provides 

sufficient lateral control? Inboard ailerons. 

E-FRAME 30: ELEVATORS

b. Elevators 

(1) Inboard & Outboard Pairs 

(a) Hydraulics 

1) Inboard-Left 2-3, Right 1-3 

2) Outboard-Left 1-2, Right 1-2 

(2) Automatic Load Feel System 

E-FRAME 31: RUDDERS

c. Rudder 

(1) Upper Rudder (2 segments) 

(a) Hydraulic System 1 backed-up by 2-1 NonReversible Motor Pump 

(2) Lower Rudder (2 segments) 

(b) Hydraulic System 2 Backed-up by 3-2 NonReversible Motor Pump 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-12 01 JUL 13 

(3) Upper & Lower Yaw Dampers 

(c) No Feedback through the rudder pedals 

E-FRAME 32: SPOILERS

2. Secondary Controls 

a. Spoilers 

(1) 5 each Wing 

(2) Lateral Control Mixer 

(3) Powered by single Hydraulic System 

(a) Spoilers 1 & 5, #2 Hydraulic System 

(b) Spoilers 2 & 4, #1 Hydraulic System 

(c) Spoilers #3, #3 Hydraulic System 

E-FRAME 33: FLAPS

b. Flaps 

(1) Inboard and Outboard Segments 

(2) Flap Bus System 

(3) Automatic Flap Limiter 

(a) Provides automatic protection between 20 & 50E 

(4) Powered by Hydraulic Systems 1 & 2 

E-FRAME 34: SLATS

c. Slats 

(1) 8 Segments Each Wing (2, Inboard, 6 Outboard) 

(2) Slat Positions 

(a) Retracted 

(b) Takeoff 

(c) Land 

(d) Auto-Extend (outboards only) 

(3) Powered by Hydraulic systems 1 & 3 

E-FRAME 35: HORIZONTAL STABILIZER

Suggested Discussion Question: What happens to the autopilot, while in the command 

mode, when activating the trim switches? The autopilot will disengage. 

d. Horizontal stabilizer 

(1) Powered by Hydraulic systems 1 & 3, Back-Up by 2-1 

Non-Reversible Motor Pump 

(2) Trim Rates function of Airspeed and Altitude 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-13 01 JUL 13 

E-FRAME 36: LANDING GEAR

D. Landing Gear 

E-FRAME 37: NOSE GEAR

1. Landing Gear System 

a. Nose Gear 

(1) Ground Sensing 

(a) Left Ground Sensing 28VDC-1 

(b) Right Ground Sensing 28VDC-3 

(2) Nosewheel Steering 

(a) Power by Hydraulic systems 1& 3 (1-left, 3-

right) 

Suggested Discussion Question: What controls the anti-retraction mechanism? 

Ground Sensing System 

E-FRAME 38: MAIN GEAR

b. Main Gear 

(1) Wheels and Tires 

E-FRAME 39: DISK PRESSURE PLUGS

(2) Disk pressure plugs 

E-FRAME 40: CENTERLINE GEAR

c. Centerline Gear 

E-FRAME 41: BRAKE SYSTEM 

2. Brake System 

a. Dual Powered 

(1) Hydraulic Systems 1& 3 

b. Brake Accumulator Back-Up (4) 

c. Parking Brake 

(1) Park Brake Valves 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-14 01 JUL 13 

(a) Sys 1, Hyd Sys 1, Left Main Wheel Well 

(b) Sys 2, Hyd Sys 3, Right Main Wheel Well 

(c) Both Valves 115VAC 0A-2 

d. Dual Brake Control Valves (2) 

e. Anti-Skid 

(1) Anti-Skid Control Valves 

(a) Main Gear, 4 per manifold, 2 manifolds per 

gear 

(b) Center Gear, 2 per manifold, 2 manifolds 

(2) Anti-Skid Control Box 

(a) Located in CAC 

(b) 115 VAC 0A-1/115VAC 0C-3 

E-FRAME 42: CONTROLS AND INDICATORS (LANDING GEAR)

3. Controls and Indicators 

a. Landing Gear 

(1) Gear Handle 

(a) Selector Valve, Right Main Wheel Well 

(2) Gear Handle Release Button 

(a)Releases Anti-Retract Mechanism 

(b)Does not override Bogie Trim failure 

(3) Gear Lights/Aural Warning 

(a) Green/Red/Off 

(b) Red, any throttle idle, gear not down and 

locked 

(c) Warning Horn, any gear not down and locked, 

any throttle idle, speed less than 215 Knots 

(d) Warning Horn cannot be silenced if gear not 

down and locked, flaps in landing range 

(greater than 28.5E) 

(4) Center Gear Isolation Switch 

(a) Control Valve, Right Main Wheel Well 

Suggested Discussion Question: After takeoff, what indications would the crew get 

when the gear is up and locked? All gear lights will extinguish. 

E-FRAME 43: ALTERNATE GEAR EXTENSION LEVER

(5) Alternate Gear Extension Lever 

E-FRAME 44: CENTER GEAR ALTERNATE EXTENSION HANDLE
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-15 01 JUL 13 

(6) Center Gear Alternate Extension 

 

Suggested Discussion Question: Besides releasing the up latches for the gear doors 

and nose gear, the alternate gear extension handle also unlocks the outboard ailerons. 

E-FRAME 45: NOSE GEAR LOCK VIEWING TUBES

(7) Viewing windows/tubes 

E-FRAME 46: CONTROLS AND INDICATORS (BRAKES)

b. Brakes 

(1) Hydraulics 

E-FRAME 47: PARKING BRAKE HANDLE

(2) Parking Brake Handle 

E-FRAME 48: ANTI-SKID TEST 

(3) Anti-skid Test 

(a) 28VDC-2 

E-FRAME 49: BRAKE TEMP INDICATIONS

(4) Brake Temperature indications 

(a) Brake Temp Monitor, 115VAC 0A-2 

(b) Brake Temp Indicators, 28VDC-2 

III. REVIEW 

E-FRAME 50: SUMMARY

E. Summary 

1. Power Plant System 

2. Hydraulic System 

3. Flight Control System 

4. Landing Gear System 

F. Remotivation 

 We hope the information gathered and exchanged in this forum gives you a 

 better understanding of the associated CBT lessons. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I035-IG 1-16-16 01 JUL 13 

G. Closure 

 This completes the presentation on aircraft systems. Are there any questions? 

 Thank you for your attention. 

E-FRAME 51: THE END 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-1 01 JUL 13 

FTD Systems II 

I. Purpose – This mission is an instructor-guided review of normal functions and 

operation of the Power Plant, Hydraulic, Landing Gear, and Flight Controls 

Systems. Students are not responsible for completion of checklists. The 

instructor(s) will ensure aircraft configuration, panels, and switches are set 

properly. This lesson will not be graded.

II. Duration – 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Flight Training Device 

B. FTD Systems II Instructor Guide 

C. T.O. 1C-10(K)A-1 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description – Applicable Systems 

B. Attend classroom review 

VI. Instructor Preparation 

A. Review profile. 

B. Review expanded guide for each system. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-2 01 JUL 13 

Objectives

Training objectives introduced and practiced during this training mission: 

1. Identify the operational characteristics of the Power Plant System. 

2. Identify the operational characteristics of the Hydraulic System. 

3. Identify the operational characteristics of the Landing Gear System. 

4. Identify the operational characteristics of the Flight Control System. 

Profile

Instructor may vary profile to meet student needs. 

1. Power Plant – Controls and Indicators 

2. Engine Start (3, 1, 2) 

3. Reverse Thrust Operation 

4. Hydraulic System – Controls and Indicators 

5. Operation of Auxiliary Pumps 

6. Operation of Reversible Motor Pumps 

7. Operation of Non-Reversible Motor Pumps 

8. Operation of Engine-Driven Pumps 

9. Flight Controls – Controls and Indicators 

10. Operation of Ailerons, Elevators, and Rudders 

11. Operation of Spoilers, Flaps, Slats, and Horizontal Stabilizer 

12. Landing Gear – Controls and Indicators 

13. Operation of Landing Gear 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-3 01 JUL 13 

ACTIVATE FTD MISSION 302 LESSON PLAN

FLIGHT TRAINING DEVICE

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Takeoff Reset – McGuire AFB (KWRI), RWY 06 or Travis AFB (KSUU), RWY 21R. 

ENVIRONMENTAL CONDITIONS:

Wind 060/20 for McGuire and 210/20 for Travis 

Temp 25°C 

Altimeter 29.92 

STUDENTS ARE NOT RESPONSIBLE FOR COMPLETION OF CHECKLISTS. 

INSTRUCTOR(S) WILL ENSURE AIRCRAFT CONFIGURATION, PANELS, AND 

SWITCHES ARE SET PROPERLY. 

THE INSTRUCTOR MAY DEMONSTRATE EACH EVENT OR GUIDE THE 

STUDENTS THROUGH IT.

TRAINEE ACTIONS INSTRUCTOR NOTES

 

1. POWER PLANT – CONTROLS 

AND INDICATORS

Ref: _____________ 

 

a. Override and Airstart Switch Question: Which igniters does this switch 

activate? 

Any that has electrical power to them. 

 

b. Engine Ignition Selector Question: With the switch in Continuous A 

or B, when will the selected igniters fire on 

an engine?

Anytime the engine fuel lever is out of the 

OFF position. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-4 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

 c. Start Buttons Question: What does the light indicate? 

Starter valve position. Light on equals 

valve open, light off equals valve closed. 

 

 d. Ignition Exciter Power 

 Transfer Switches 

Question: What purpose do these 

switches serve? 

Connects B igniters to the left emergency 

AC bus thereby allowing engine 1 or 3 to 

be started with only battery power even if 

A igniters on that engine fail. 

 

e. Lights – Pilots (Annunciator 

 Panel, Engine Fail, Reversers) 

Question: What does an Oil Strainer Clog 

light indicate? 

Impending filter blockage. 

Question: When will the Engine Fail lights 

illuminate? 

When any engine is above 85% N1 and a 

difference of 11% or more N1 exists 

between any two engines. 

(Demonstrate after engine start) 

Question: What does a Reverser Unlock 

light on indicate? Reverse Thrust light? 

Reverser is between the stowed and 

deployed positions (in transit); Reverser is 

locked in deployed position. 

 

 f. Gages – Pilots Question: What happens when an N1 Max 

Limit Set knob is pulled out? 

The upper window on that gage is 

uncovered and control of that N1 limit 

index is transferred to the knob instead of 

the TRC. 

Question: What is the time limit for an 

EGT indication between 945° and 960°? 

2 minutes (during acceleration). 

 

 g. FE Lights and Gages Point out that the oil quantity bugs are 

used to monitor each engine’s oil 

consumption after engine start. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-5 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

ENTER – GROUND AIR OR USE APU AND POINT OUT CHANGES IN PNEUMATIC 

PRESSURE AND APU N1 DURING START SEQUENCE.

2. ENGINE START (3, 1, 2)

Note indications of applicable gages 

and lights during engine start.

Ref: _________ 

Question: What is the time limit for 

continuous starter operation? 

5 minutes. 

Question: What is the required startercooling period? 

30 seconds for each minute of operation. 

Question: What is the normal EGT limit 

during a start? The maximum? Other EGT 

limits? 

750° or less; 900° , 40 seconds between 

750° and 900°; 1 start between 800° and 

900°. 

Question: When should the Starter Button 

release? Starter Valve close? 

Approximately 45% N2; Same. 

ENTER – GROUND ELECTRICS, GROUND AIR. SHUT DOWN APU IF USED. 

DEMONSTRATE ENGINE FAIL LIGHT OPERATION (FLAPS/SLATS 0/EXT TO 

PREVENT T.O. WARNING – RETURN TO UP/RET WHEN DONE). 

3. REVERSE THRUST OPERATION

Note reverse idle detent, also light 

indications and time interval 

between changes.

Ref: ____________ 

Question: What conditions must be met 

before a reverse lever will go from forward 

idle to the reverse idle detent? 

The throttle must be in idle with the gear 

down. (Actually, the gear handle down or 

the alternate extension lever raised. 

However, the Dash1 just states “gear 

down"). 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-6 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

PLACE ALL ENGINE HYDRAULIC PUMP, REVERSIBLE MOTOR PUMP, AND 

AUXILIARY PUMP SWITCHES TO OFF. ENSURE THAT THE RUDDER STANDBY 

POWER SWITCH IS IN ARM.

4. HYDRAULIC SYSTEM – 

CONTROLS AND INDICATORS 

Ref: ______________

 

 a. Pilot Annunciator Panel, 

Aux Pumps Switch, and 

Light 

ADG Switch 

Question: The pilot’s switch controls 

which auxiliary pump? 

Both of them. 

Question: Which auxiliary pump will 

normally be connected to the ADG?

Aux Pump 1. 

 

b. FE – Switches, Lights, and 

Gages

Question: Which components are 

monitored by the lights? By the gages? 

Pumps; Reservoirs

Question: When does the right enginedriven pump provide hydraulic pressure 

with the switch in Auto?

Anytime the left pump output is insufficient 

for system operation. (Specifically, below 

approximately 2,400 psi for 20 seconds).

 

RESET CUE/CAUTION LIGHTS. 

 

5. OPERATION OF AUXILIARY 

PUMPS 

Ref: _________ 

 

START AUX PUMP 1. WHEN READY, START AUX PUMP 2. 

 

Note indications (gages/lights) on 

P/FE panels. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-7 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

6. OPERATION OF REVERSIBLE 

MOTOR PUMPS 

Ref: _________ 

Question: What is the minimum fluid 

quantity in the associated reservoirs for 

reversible motor pump operation? 

1 gallon.

 

PLACE THE 1-3 REVERSIBLE MOTOR PUMP SWITCH TO ON. WHEN READY, 

PLACE THE 2-3 REVERSIBLE MOTOR PUMP SWITCH TO ON. 

 

 a. Operation with switch in ON 

Note changes on pressure gages. 

Note 1-3/2-3 Pump Valve Open light 

on. 

Question: What conditions will activate 

the motor pumps when the switches are 

on? 

Pressure difference between the systems. 

Question: Other than lack of fluid, what 

causes the reversible motor pumps to 

stop if operating? 

ADG deployed with ADG switch in HYD. 

HAVE THE STUDENT(S) STOP THE AUX PUMPS USING THE AUX HYD PUMPS 

SWITCH ON THE PILOT’S OVERHEAD PANEL. PLACE THE ENGINE 1 LEFT 

HYDRAULIC PUMP SWITCH TO ON. PLACE BOTH REVERSIBLE MOTOR PUMP 

SWITCHES TO ARM. 

 

 b. Operation with switch in ARM 

Note #1 left PRESS LO light out. 

Note loss of pressure in Systems 2 

and 3. Note 1-3/2-3 Pump Valve 

Open light out. 

Question: Why aren’t the motor pumps 

operating? 

Because the N2 gages are all above 45%. 

 

SHUTDOWN OR FAIL ENGINE 2. 

 

Note changes on pressure gages. 

Note 1-3/2-3 Pump Valve Open light 

on. 

Question: Which motor pump is 

operating? 

Which pump is pressurizing System 3? 

Both of them; The 1-3 pump. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-8 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

PLACE BOTH REVERSIBLE MOTOR PUMP SWITCHES TO OFF. 

Question: When would the motor pumps 

operate with the switches in OFF? 

Whenever an auto-slat extend signal is 

present.

RESTART ENGINE 2. PLACE ENGINE 3 LEFT HYDRAULIC PUMP SWITCH TO 

ON. 

7. OPERATION OF NONREVERSIBLE MOTOR PUMPS

Ref: ______________ 

 

DEMONSTRATE TO STUDENT NON-REVERSIBLE MOTOR PUMP OPERATION. 

 

 a. 3-2 Non-Reversible Motor 

 Pump 

Question: Is either NRMP operating now? 

Which one? 

Yes; The 3-2. 

 

PLACE THE RUDDER STANDBY POWER SWITCH TO OFF. PLACE THE 

ENGINE 2 LEFT HYDRAULIC PUMP SWITCH TO ON. PLACE THE ENGINE 1 

LEFT HYDRAULIC PUMP SWITCH TO OFF. 

 

 b. 2-1 Non-Reversible Motor 

 Pump 

Note the rudder Standby Power Off 

light on. 

Question: Is the 2-1 NRMP operating 

now? Why not? 

No; Because the Rudder Standby Power 

Switch is in OFF. 

 

PLACE THE RUDDER STANDBY POWER SWITCH TO ARM. 

 

Note the Rudder Standby Power Off 

light out. 

Question: What component, other than 

the upper rudder, is operated by the 2-1 

NRMP? 

Stabilizer trim. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-9 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

8. OPERATION OF THE ENGINEDRIVEN PUMPS 

Ref: _______________ 

 

PLACE ENGINE 1, 2, 3 LEFT HYDRAULIC SWITCHES TO ON. PLACE ENGINE 1, 

2, AND 3 RIGHT HYDRAULIC PUMP SWITCHES TO AUTO. 

 

Note all engine-driven pump lights 

out. 

Question: Which pumps are operating? 

Only the left pumps. 

PLACE ANY ENGINE LEFT HYDRAULIC PUMP SWITCH TO OFF. 

 

Note changes in light and pressure 

indications. Note the pressure at 

which the right pump begins to 

operate. 

 

RETURN THE APPLICABLE ENGINE LEFT HYDRAULIC PUMP SWITCH TO ON. 

 

9. FLIGHT CONTROLS – CONTROLS 

AND INDICATORS 

Ref: ________________ 

 

Note location of all 

controls/indicators. 

a. Yoke, Control Column, and 

 Rudder Pedals 

b. Stab Trim Handles/ 

 Switches/Indicator, Spoiler 

 Handle, Flap/Slat Handle, 

 Flap T.O. Selector, Aileron 

 and Rudder Trim Knobs 

c. Overhead Panel – Yaw 

 Dampers, Flap Override, 

 Elevator Feel, Annunciator 

 Panel 

d. Flap/Slat Indicator 

Question: What do the dots on either side 

of the Elevator Feel Manual Slew Switch 

represent? 

Separate electric motors. 

Question: What information does the left 

chevron on the flap/slat indicator provide 

that the right chevron doesn’t? 

Limiting airspeed for the selected setting. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-10 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

 e. Surface Position Indicator 

f. Speed Brake and Slat Reset 

Lights

Question: Will a jammed aileron or 

elevator panel be evident on this 

indicator? 

Yes. 

Question: What causes the speed brake 

light to flash? 

Extending the flaps when the speed 

brakes are deployed. 

 

10. OPERATION OF AILERONS, 

ELEVATORS, AND RUDDERS 

Ref: _____________ 

 

INSURE FLAPS/SLATS ARE IN UP/RET POSITION. 

HAVE THE STUDENT(S) OPERATE THE CONTROLS THROUGH THE FULL 

RANGE OF TRAVEL. OPERATE THE AILERON AND RUDDER TRIM. 

 

Note the movements on the Surface 

Position Indicator. 

Question: Why aren’t the ailerons 

indicating full deflection? 

Because the outboard ailerons are locked. 

Question: How can the outboard ailerons 

be unlocked? 

Slat or flap extension, Alternate Gear 

Extension Handle raised. 

Question Where should your feet be when 

adjusting the rudder pedals? 

Why? 

On the pedals; To prevent to the pedal 

spring from possibly jamming the pedals in 

the full aft position. 

 

11. OPERATION OF SPOILERS, 

FLAPS, SLATS, AND 

HORIZONTAL STABILIZER 

Note control positions and 

indications as applicable. 

Ref: ______________ 

Ground spoilers are manual operation only 

in FTD. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-11 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

a. Operate Spoilers as 

speedbrakes, lateral aids, and 

ground spoilers 

b. Operate flaps/slats together 

Question: What deploys the ground 

spoilers, when armed, during an abort? 

For landing? 

Abort – #1 and #3 reverser levers, or #2 

lever, to reverse; Landing – Main wheel 

spinup (to 2/3 position), nose gear strut 

compressed (full ground spoilers). 

HAVE STUDENT(S) SELECT 0°/EXT THEN APPLY FULL AILERON DEFLECTION. 

Note changes on the Flap/Slat 

Indicator. Note aileron deflection on 

surface position indicator (outboards 

unlocked). 

 

HAVE THE STUDENT(S) OPERATE THE FLAP/SLAT HANDLE THROUGH ITS 

FULL RANGE OF MOVEMENT. REPEAT AS DESIRED UNTIL STUDENTS 

UNDERSTAND THE FLAP GATE DESIGN. 

 

Note changes on the Flap/Slat 

Indicator. Note how to get through 

flap gates. 

Question: The speedbrakes are locked 

out at what flap setting? 

5 degrees or more. 

 

RETURN FLAP/SLAT HANDLE TO UP/RET. DEMONSTRATE SPLITTING THE 

FLAP/SLAT HANDLES AND INDEPENDENT OPERATION OF FLAPS. 

 

c. Operate flaps without slats 

Note how to split handles. Note 

changes on Flap/Slat Indicator. 

 

RETURN FLAP/SLAT HANDLE TO NORMAL CONFIGURATION. HAVE 

STUDENT(S) USE THE FLAP TAKEOFF SELECTOR TO SET FLAPS AT 10 

DEGREES, RETURN HANDLES TO UP/RET, AND RETRACT THE FLAP 

TAKEOFF SELECTOR. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-12 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

Note operation of flap/slat handle to 

set and retract flaps/slats when 

using the Flap Takeoff Selector. 

Note the retracted position of the 

Flap Takeoff Selector. 

d. Operate horizontal stabilizer 

 with the yoke switches, trim 

 handles, and alternate trim 

 switches. 

Note changes on the Stab Trim 

Indicator. Note point at which horn 

sounds. 

Question: Which stabilizer control can use 

either full or half rate to move the 

stabilizer? 

The trim handles. 

 

12. LANDING GEAR – CONTROLS 

AND INDICATORS 

Note location of all controls/ 

indicators. 

a. Gear Lights (P/FE positions), 

 Gear Handle, Gear Handle 

 Release Button, Gear Light 

 Test Button, Center Gear 

 Isolation Switch, Warning 

 Horn, Gear Horn Off Button 

b. Alternate Gear Extension 

 Lever, Center Gear Alternate 

 Extension Handle 

c. Nose Gear Steering Wheel 

d. Brake Pedals, Parking Brake 

 Handle and Light, Brake 

 Pressure Gages 

e. Anti-skid Switch, Anti-skid 

 Test Button and Annunciator 

 Lights 

Question: The warning horn can be 

silenced by the Gear Horn Off Button 

except when? 

An unsafe gear condition exists with the 

flaps in the landing range. 

Question: What does the Alternate Gear 

Extension lever do besides allowing the 

main and nose gear to free fall? 

Unlocks the outboard ailerons and 

disables hydraulic system 3 power to the 

nosewheel steering. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-13 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

f. Brake Temp Gage, Overheat 

 Lights, Differential Temp 

 Light, Brake Temp Test 

 Button 

Point out that the numbers on the Brake 

Temp Panel represent the wheel location 

of that brake assembly. 

 

13. OPERATION OF LANDING GEAR 

Set and release parking brakes. 

Note pressure and light indications. 

Ref: _________________ 

 

FOR THE FOLLOWING EVENT, LEAVE THE THROTTLES AT IDLE. PLACE ACFT 

ON JACKS 

 

Note the increase in engine rpm(s) 

from ground to flight idle. 

 

ADVANCE THE THROTTLES TO 80% N1. 

 

 a. Retract the landing gear 

Note the light indications on the pilot 

and FE panels. 

Question: When does the gear warning 

horn sound? 

Below 215 KIAS with any throttle at idle. 

 

RETARD THE THROTTLES TO IDLE. 

 

 b. Operate the Gear Horn Off 

 Button 

Silence the warning horn. Note that 

the gear lights are not affected. 

c. Extend the main and nose 

 gear using the Alternate Gear 

 Extension Lever 

Note the light indications on both 

panels. 

d. Extend the center gear using 

 the Center Gear Alternate 

 Extension Handle 

Note the light indications at both 

panels. 

Question: What is the limiting speed for 

alternate gear extension? 

230 KIAS. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T302-IG 1-17-14 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

ADVANCE THE THROTTLES TO 80% N1. HAVE THE STUDENT(S) LOWER THE 

ALTERNATE GEAR EXTENSION LEVER AND SILENCE THE HORN. 

 

Note that the gear will retract with #3 

hydraulic system pressure and the 

gear handle up. 

e. Extend the gear normally 

Note the light indications and limiting 

airspeeds placard. 

Question: What is the limiting speed for 

normal gear extension? Where are these 

speeds found? 

260 KIAS; Just below the gear handle. 

RETURN ENGINE FUEL LEVERS TO OFF AND SET UP FTD FOR NEXT CREW.
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C010-IG 1-18-1 01 OCT 10 

Communication Systems 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

Communication Equipment Suite. It describes the HF, VHF, UHF, L-Band 

SATCOM, IFF/ATC Transponder, Interphone, Passenger Address, Audio Panel, 

and Cockpit Voice Recorder Systems. 

II. Duration - 1.3 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Communication Systems CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 13, Communications 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C010-IG 1-18-2 01 OCT 10 

Objectives

1. Identify the Communication System Components. 

2. Identify the Operational Characteristics of HF Radios. 

3. Identify the Operational Characteristics of UHF Radios. 

4. Identify the Operational Characteristics of VHF Radios. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C012-IG 1-19-1 01 OCT 10 

Pneumatic System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

components and operational characteristics of the pneumatic system. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Pneumatic System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 9, Pneumatics 

2. Section III, Limitations 

a. Systems Limitations 

(1) Pneumatics 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C012-IG 1-19-2 01 OCT 10 

Objectives

1. Identify the pneumatic systems components. 

2. Identify the operational characteristics of the pneumatic system. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C026-IG 1-20-1 01 OCT 10 

Air Conditioning System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

components and operational characteristics of the air conditioning system. 

II. Duration - 1.0 hour 

III. Reference Materials

A. TO 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Air Conditioning System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. TO 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 10, Pressurization and Air Conditioning 

2. Section III , Limitations 

a. Systems Limitations 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C026-IG 1-20-2 01 OCT 10 

Objectives

1. Identify the air conditioning system components. 

2. Identify the operational characteristics of the air conditioning system. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C008-IG 1-21-1 01 OCT 10 

Pressurization System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

pressurization system. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Pressurization System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 10, Pressurization and Air Conditioning 

(1) Pressurization Description 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C008-IG 1-21-2 01 OCT 10 

Objectives 

1. Identify the pressurization system components. 

2. Identify the operational characteristics of the pressurization system. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C011-IG 1-22-1 01 OCT 10 

Ice and Rain Protection System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

Ice and Rain Protection System. 

II. Duration - 0.7 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Ice and Rain Protection System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 12, Anti-Ice and Rain Protection 

2. Section III, Limitations 

a. Engine Anti-Ice 

b. Wing Anti-Ice 

c. Windshield Heat 

d. Windshield Rain Repellent 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C011-IG 1-22-2 01 OCT 10 

Objectives

1. Identify the Ice and Rain Protection system components. 

2. Identify the operational characteristics of the Ice and Rain Protection system. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-1 01 JUL 13 

Systems IGR III 

Instructional Format

I. Purpose - The purpose of this IGR is to review the Pneumatic System, Air 

Conditioning System, Pressurization System, and Ice and Rain Protection 

Systems. As such, the review outline is not meant to be presented as a lecture 

with all outline points covered in detail. The data included in the Instructor 

Outline is to aid you in answering student questions. This review provides the 

students with opportunities to seek clarification or reinforcement of this material. 

Knowledgeable students may not require the full time allotted for this lesson. 

II. Duration - 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Systems IGR III Instructor Guide and E-Frame Set 

B. Classroom Presentation System 

C. Aircrew System Trainer (AST) 

D. Whiteboard, markers and erasers 

V. Student Preparation/Review

A. The student should have completed these CBT lessons. 

1. Pneumatic System 

2. Air Conditioning System 

3. Pressurization System 

4. Ice & Rain Protection System 

VI. Instructor Preparation

A. Ensure all E-Frames are in order and ready for use. 

B. All Equipment and Reference Materials should be readily available. 

C. Ensure students have completed all applicable CBT Lessons before 

beginning this IGR. 

D. Use the Instructor Outline to guide the lesson and assist in answering 

student questions. 

E. Review all student test results and be prepared to address weak areas in 

student performance. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-2 01 JUL 13 

Objectives 

1. Identify operational characteristics of Pneumatic System. 

2. Identify operational characteristics of Air Conditioning System. 

3. Identify operational characteristics of Pressurization System. 

4. Identify operational characteristics of Ice and Rain Protection System. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-3 01 JUL 13 

Systems IGR III

Instructor Outline

*****Instructor Note***** 

Use the following outline to help you guide the lesson, 

but do not limit the class to only those topics covered in 

the outline. Use your “real world” experience to help 

clarify some of the more difficult topics, and to make the 

lesson more interesting for the students. Try to get the 

student involved with the discussion as much as 

possible as this may add to the enthusiasm in the 

classroom and will help you identify those topics that 

may need more attention. However, remember that this 

is a two-hour lesson and you will need to control the 

flow of the discussion in order to completely cover the 

amount of information required in the allotted time. 

Time permitting use the Aircrew System Trainer (AST) to 

assist you in conducting this review.

E-FRAME 1: KC-10 SYSTEMS INSTRUCTOR GUIDED REVIEW III 

I. INTRODUCTION 

A. Instructor Introduction 

Introduce yourself. Briefly relate your flying and instructor experience. 

B. Purpose statement 

The purpose of this lesson is to review the Pneumatic System, Air Conditioning 

System, Pressurization System, and Ice & Rain Protection System. The 

Instructor guides the review, which covers the subject, taught in the preceding 

CBT Lessons. The review provides the students with opportunities to seek 

clarification or reinforcement of this material. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-4 01 JUL 13 

E-FRAME 2: OBJECTIVES

C. Objectives 

 Identify the operational characteristics of: 

 1. Pneumatic System 

 2. Air Conditioning System 

 3. Pressurization System 

 4. Ice and Rain Protection System 

*****INSTRUCTOR NOTE***** 

Remind the students to follow along in their student guide and use it to take 

notes.

II. PRESENTATION 

E-FRAME 3: PNEUMATIC SYSTEM

A. Pneumatic System 

E-FRAME 4: PNEUMATIC AIR SOURCES

1. Pneumatic system components 

a. Pneumatic air sources 

(1) Engines (1 & 3) – low pressure, 8th stage bleed air; 

supplemented by high pressure, 14th stage bleed air 

(2) APU – ground use, inflight up to 18,000’ MSL 

(3) External air source 

(a) Location 

(b) System 1 manifold 

E-FRAME 5: BLEED AIR VALVES

b. Bleed Air Valves 

(1) 8th stage low pressure bleed check valve 

(a) One-way check valve 

(b) No operator control 

(c) Held closed by air pressure 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-5 01 JUL 13 

(2) 14th stage high pressure bleed control valve 

(a) Controlled by: pneumatic controller, pneumatic 

selector switch, wing anti-ice switch 

(b) Opens with 14th stage pressure between 10-

85 psi; can remain open to 145 psi (wing antiice ON, selector in HI) 

(c) Closes with loss of electrical power 

(3) Pressure regulator valve 

(a) Regulates pressure to 46 psi 

(b) Acts as shutoff valve & reverse flow check 

valve 

(c) Opens with loss of electrical power 

(4) Over pressure valve 

(a) Spring-loaded open 

(b) High pressure closes valve until within limits, 

approx 70 psi 

(c) No pressure lost overboard 

(d) May illuminate Abnormal light 

(5) Fan air valve 

(a) Control – pneumatic controller; no operator 

control 

(b) Abnormal light illuminates if not full open at 

approx 254° C 

(6) APU valves 

(a) APU isolation valve 

(b) Low pressure check valve 

(7) Isolation valves (1-2, 1-3) 

(a) Center accessory compartment 

(b) 1-3 power – left emergency AC 

(c) 1-2 power – right emergency AC 

(d) Loss of electrical power – 1-2/1-3 remain in last 

position 

(e) Can be manually opened or closed 

(f) Primary and secondary motor selected from FE 

Equipment Panel 

(g) Disagree light indicates valve position not as 

selected 

(h) One engine pneumatic selector OFF – 

manifold fail signal will close appropriate 

pressure regulating valve, if open, and close 

and latch 1-3 isolation valve 

(i) System 2 manifold failure – will close and latch 

1-2 and APU isolation valves 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-6 01 JUL 13 

E-FRAME 6: AIR DISTRIBUTION

c. Air Distribution 

(1) Bleed air pre-cooler 

(a) All air to operating systems processed through 

pre-cooler (except to starter) 

(b) Cooled by fan air, discharged overboard 

(c) Maintains approx 230° C 

(2) Pneumatic System 1 – from pre-cooler: 

(a) Outboard to wing anti-ice valve 

(b) Inboard to: 

1) 1-2/1-3 isolation valves 

2) A/C Pack 1 flow control and shutoff 

valve 

3) Potable water tank 

4) Lav/Galley vent jet pump 

5) Ground pneumatic connections 

(3) Pneumatic System 3 – from pre-cooler: 

(a) Outboard to wing anti-ice valve 

(b) Inboard to: 

1) 1-3 isolation valve 

2) A/C Pack 3 flow control and shutoff 

valve 

3) Upper UHF/VHF antenna anti-ice (#2 

engine anti-ice switch) 

(4) Pneumatic System 2 – from 1-2 isolation valve aft to: 

(a) APU isolation valve 

(b) #2 starter valve 

E-FRAME 7: FUSELAGE DETECTOR LOOPS

d. Manifold Failure Detection System – Thermal & Pressure 

Sensors/switches 

(1) Fuselage Detector Loops 

(a) Loops 1A & 1B 

1) Center accessory compartment through 

left forward tunnel to A/C Pack 1 

2) Dual loop provides redundancy 

3) Signals manifold fail detection controller, 

which isolates System 1

a) One Pneu Supply selector OFF 

b) 1-3 isolation valve will close and 

latch, if open 

c) Inhibited during engine start 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-7 01 JUL 13 

d) Test mode identical to 

operational mode 

(b) Loop 2 

1) Center accessory compartment through 

left aft tunnel to #2 engine starter 

2) Single loop system 

3) Signals controller to isolate System 2 

a) Closes 1-2 isolation valve 

b) Closes APU isolation valve 

c) Illuminates Manifold Fail light 

d) Test mode identical to 

operational mode 

(c) Loop 3 

1) Center accessory compartment through 

right forward tunnel to A/C Pack 3 

2) Single loop system 

3) Signals controller to isolate System 3 

a) One Pneu Supply selector OFF 

b) 1-3 isolation valve will close & 

latch, if open 

c) Inhibited during engine start 

d) Test mode identical to 

operational mode 

E-FRAME 8: CENTER ACCESSORY COMPARTMENT THERMAL SWITCHES 

(2) Center Accessory Compartment – two thermal 

switches wired in series 

(a) Both sense high temperature 

(b) Close to isolation valves and supply manifold 

(c) Illuminate all three Manifold Fail lights 

(d) Not tested during Manifold Fail test 

E-FRAME 9: WING THERMAL SWITCHES

(3) Left and Right Wing Leading Edge – thermal switches 

wired in parallel 

(a) Single switch can cause manifold fail detector 

controller to isolate left or right manifold 

(b) Not tested during Manifold Fail test 

E-FRAME 10: WING DIFFERENTIAL PRESSURE SWITCHES

(4) Left and Right Wing Differential Pressure Switches 

(a) Sense pressure differential outboard of wing 

anti-ice valve 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-8 01 JUL 13 

(b) Switch can cause manifold failure detector 

controller to isolate left or right manifold 

(c) Not tested during Manifold Fail test 

E-FRAME 11: MANIFOLD FAIL DETECTOR

(5) Manifold Fail Detector (avionics compartment) – 

controls six relays 

(a) 1-3 isolation valve relay 

(b) Pneu System 1 shutoff relay 

(c) Pneu System 3 shutoff relay 

(d) Three pneumatic fail relays 

E-FRAME 12: MANIFOLD FAULT IDENTIFICATION PANEL

(6) Manifold Fault Identification Panel (Center Accessory 

Compartment) 

(a) Identifies 6 thermal switches 

(b) Identifies 2 pressure switches 

(c) Identifies specific area 

(d) Reset button 

E-FRAME 13: COCKPIT CONTROLS AND INDICATORS

2. Pneumatic Controls and Indicators 

a. Engine Pneumatic Supply Selector – Engines 1 & 3, four 

positions 

(1) OFF – closes solenoid-controlled pressure regulator 

valve 

(2) LO – closes high pressure bleed valve 

(3) AUTO – pneumatic controller automatically provides 

high and low pressure bleed air dependent on engine 

pressure and temperature 

(4) HI – pneumatic controller adjusts automatic 

changeover to 145 psi 

b. MANIFOLD FAIL Light 

(1) Indicates high temperature on associated manifold 

(2) Illuminates Master Warning and Summary lights 

(3) Press to test 

c. TEMP HI Light 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-9 01 JUL 13 

(1) Indicates excessive engine pneumatic supply 

temperature 

(2) Illuminates Master Warning and Summary lights 

(3) Deactivated when pneumatic supply selector is in 

OFF or LO, or APU/ISOL Valve Switch is in OPEN 

d. PNEU ABNORMAL Light 

(1) Indicates abnormal pressure, temperature, or 

controller operation 

(2) Deactivated when pneumatic supply selector is OFF 

or LO, or APU/ISOL Valve Switch is in OPEN 

e. Pneumatic Temperature Gage – indicates pneumatic 

temperature downstream of pre-cooler 

f. Pneumatic Pressure Gage – indicates pressure downstream 

of pressure regulator valve 

g. APU/ISOL Valve Switch 

(1) Two-position 

(a) OPEN – opens APU isolation valve if APU is 

operating within limits 

(b) CLOSE – closes APU isolation valve 

(2) Also controls 1-2/1-3 isolation valve operation (switch 

in NORM) 

h. 1-2/1-3 ISOL Valve Switches – three positions 

(1) OPEN – opens associated isolation valve 

(2) NORM – close if APU/ISOL VALVE switch in CLOSE, 

open if APU/ISOL VALVE switch in OPEN 

(3) CLOSE – closes associated isolation valve 

i. ISOL VALVE DISAGREE Lights – indicates isolation valve is 

not in commanded position 

j. APU/ISOL VALVE OPEN Light (not shown) – illuminates 

when APU/ISOL VALVE switch is in OPEN 

k. USE ENG PNEU SUPPLY light (not shown) (FE annunciator 

panel) 

(1) Function of APU/ISOL VALVE switch and differential 

pressure 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-10 01 JUL 13 

(2) Illuminates Master Caution and PNEU Cue Lights 

E-FRAME 14: AIR CONDITIONING SYSTEM 

B. Air Conditioning System 

E-FRAME 15: AIR CONDITIONING PACKS

1. Air Conditioning Packs 

a. Venturi 

(1) Limits amount of air taken from pneumatic manifold 

(2) Venturi action causes increased velocity and pressure 

drop 

(3) Change converted to electrical signal, displayed on 

flow indicator 

b. Flow Control and Shutoff Valve 

(1) Modulates to adjust airflow to match system demand 

(2) Provides positive shutoff when required 

(3) Electrically controlled, pneumatically operated 

c. Trim Air Regulator Valve 

(1) Regulates pressure to approx 4 psi above cabin pressure 

(2) Controlled by Trim Air switch 

d. Fan 

(1) Splined to compressor and turbine 

(2) Provides "Load" so turbine can expend energy 

(3) Draws air across heat exchanger for ground operation 

e. Compressor 

(1) Increases both pressure and temperature of bleed air 

(2) Splined to turbine and fan 

f. Compressor Bypass Check Valve 

(1) Allows air to bypass compressor during startup and 

go directly to turbine 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-11 01 JUL 13 

(2) Valve closes – when compressor output exceeds 

system pressure (all air must pass through 

compressor) 

(3) Valve opens – if system pressure exceeds 

compressor discharge pressure (inflight operations 

with low system demand) 

g. Pneumatic Fuse Plug 

(1) Melts at 620°F (327°C), air pressure closes flow 

control valve 

(2) Cannot be reset in flight 

h. Pneumatic Thermostat (bi-metallic) 

(1) Opens bleed port at approx 570°F (243°C), air 

pressure closes flow control valve 

(2) Will reset when system cools 

i. Heat Exchanger 

(1) Initially cools air prior to entering turbine 

(2) Uses ambient or ram air as cooling medium 

(3) Water from water separator aids cooling 

(4) Housed in ram air duct 

j. Turbine Inlet Temperature Sensor 

(1) Measures air temperature leaving heat exchanger 

prior to turbine entry 

(2) Displayed on control panel (TURB INLET TEMP) 

k. Pneumatic Thermostat (bi-metallic) – opens bleed port at 

253°F (128°C) 

l. Pneumatic Fuse Plug – melts at 255° F (124°C) 

m. Turbine 

(1) Splined to compressor and fan 

(2) Initially turns fan and compressor 

(3) Allows energy to be expended through expansion 

turbine 

(4) Cools air to below 32°F 

n. Turbine By-pass Valve 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-12 01 JUL 13 

(1) Allows hot air to bypass turbine, mixes with cold air 

leaving turbine 

(2) Auto controller maintains temperature between 45°F 

and 60°F 

(3) Mechanically linked to ram air doors 

(4) Valve position determined by coldest zone setting 

(a) Displayed on control panel 

(b) Can be manually controlled 

o. Water Separator 

(1) Cone shape causes air to swirl 

(2) Centrifugal force causes heavier water droplets to 

separate from air stream 

(3) Jet pump action from bleed air pressure transfers 

water to ram air ducting; increases heat exchanger 

cooling capability 

p. Pack Discharge Temperature Sensor 

(1) Air temperature downstream from water separator 

(2) Displayed on control panel 

q. Pack Anti-ice Valve 

(1) Sensor line at water separator detects low flow (ice 

buildup) 

(2) Valve commanded to modulate adding hot air until 

flow restored 

(3) Operation fully automatic, no operator control 

r. Check Valve 

(1) Separates two air conditioning packs 

(2) Conditioned air flows through one-way check valve to 

distribution manifold 

s. System Manifold 

(1) Directs conditioned air to respective compartments or 

zones 

(2) Pack 1 – sends most air to Flight Station and Forward 

Cabin 

(3) Pack 3 – sends most air to Cargo and ARO 

compartments 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-13 01 JUL 13 

t. Conditioned Air Dump Valve – opens when Cabin Air Shutoff 

Handle is pulled 

u. Trim Air Manifold Pressure Switch 

(1) Senses overpressure in trim air manifold (12.5 ±0.5 

psi) 

(2) Illuminates FE annunciator panel light 

v. Zone Trim Air Valve 

w. Manual Conditioned Air Shutoff Valve 

(1) Configured by maintenance as required 

(2) Controlled by handle in overhead flight deck 

x. Ground Conditioned Air Connectors 

y. Over-pressure Relief Valves 

E-FRAME 16: AIR CONDITIONING CONTROLS AND INDICATORS

2. Air Conditioning Controls and Indicators 

a. FE Air Conditioning Panel 

(1) Pneumatic FLOW Gage 

(a) indicates flow through each A/C pack 

(b) Flow rates depend on demand and supply 

(2) Pack Function Selector – Three Positions 

(a) PACK OFF – closes flow control valve 

(b) AUTO – provides automatic control of 

temperature for distribution manifold 

(c) MAN – spring-loaded to STOP; in COLD or 

HOT drives turbine bypass valve and ram air 

doors in selected direction 

(3) PACK OFF light 

(a) Indicates pack shut down and flow control 

valve closed; either by overheat or loss of 

pneumatic air pressure 

(b) Light is off when Pack function selector in OFF 

(4) TURB INLET TEMP gage – indicates air temperature 

before entering turbine 

(5) PACK TEMP VALVE POS Indicator – position of 

turbine bypass valve and ram air doors 

(a) C – doors full open 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-14 01 JUL 13 

(b) H – doors full closed 

(6) PACK DISCH TEMP Gage – pack discharge air 

temperature 

(7) PACK IND SEL – selects display of either Pack 1 or 3 

(8) Temperature selector (3) – two positions 

(a) AUTO – provides automatic temperature 

control for applicable compartment (65 - 85°F) 

(b) MAN – spring-loaded STOP; in HOT or COLD 

drives respective trim air valve in selected 

direction 

(9) VALVE POS Indicator – position of trim air valve for 

respective compartment 

(10) AVIONIC FLOW Switch – two positions 

(a) NORM – automatic cooling airflow through 

avionic compartment 

1) Above 1.3 PSID – venturi used 

2) Below 1.3 PSID – fans used 

(b) OVRD – closes venturi valve, turns on cooling 

fans 

(11) TRIM AIR Switch – two positions 

(a) TRIM AIR – allows hot bleed air to mix with 

conditioned air 

(b) OFF – closes trim air pressure regulating 

valves, prohibits hot air from entering trim air 

manifold 

(12) DUCT AVIONIC COMP OVERHEAT Light 

(a) Indicates overheat in one of three inlet 

compartment ducts or avionic compartment 

(b) Illuminates at 190° ±8°F (compartment inlet 

ducts), or 160° ±5°F (avionic compartment) 

(13) COMPT/DUCT Temp Gage – indicates inlet duct and 

compartment air temperature in °F for respective 

compartment 

(14) LAV/GALLEY VENT switch – two positions 

(a) LAV/GALLEY VENT – ventilation controlled 

through jet pump action 

(b) OFF – closes lav/galley vent pressure 

regulating valve, deactivates jet pump 

b. FE Annunciator Panel Lights 

(1) AVIONIC FLOW OFF – indicates cooling airflow 

through avionic compartment below normal 

(2) AIR COND TRIM AIR PRESS HI – indicates trim air 

manifold pressure exceeds 12.5 ±0.5 psi 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-15 01 JUL 13 

(3) CTR ACCESS COMPT FLOW OFF – indicates cooling 

airflow through center accessory compartment below 

normal 

(4) AIR COND DOORS – indicates A/C compartment doors 

(3) not fully closed 

(5) AR AVIONIC FLOW OFF – indicates cooling airflow 

through ARO compartment avionic equipment below 

normal 

E-FRAME 17: CABIN AIR SHUTOFF HANDLE

c. Cabin Air Shutoff Handle 

(1) Passenger Configuration – shuts off airflow to ARO 

compartment and aft of environmental curtain 

(2) Cargo Configuration 

(a) Shuts off airflow to ARO compartment and all 

of cabin 

(b) Opens Conditioned Air Dump valve 

(3) Handle must be UP for aircraft dispatch 

E-FRAME 18: RAM AIR DISTRIBUTION SYSTEM

d. Ram Air Valve Control (Tee) Handle 

(1) Location – Avionic Compartment Access Door (flight 

deck) 

(2) Opens ram air valve; allows ram air to bypass A/C 

Pack 1 

(3) If open, must be reset maintenance before Pack 1 

can be used 

E-FRAME 19: AIRFLOW INDICATOR

e. Airflow Indicator 

(1) Indicates presence of airflow to center instrument 

panel on ground 

(2) Check center instrument cooling fan with A/C off 

E-FRAME 20: AIR CONDITIONING SYSTEM OPERATION 

 (3) System Operation – Operating Modes 

a. Pre-conditioned Air 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-16 01 JUL 13 

(1) Connected on right side of fuselage 

(2) No internal control 

b. Automatic Mode 

(1) Central Controller 

(2) Pack #1 – controlled by coldest temperature demand 

of all three compartments 

(3) Pack #3 – controlled by coldest demand of either 

forward cabin or ARO compartments 

(4) Compartment Temperature Selectors 

c. Manual Mode 

(1) Pack Function selectors in manual – pack manually 

controlled by positioning bypass valve and ram air 

doors 

(2) Compartment Temperature Selectors in manual – trim 

valves manually positioned 

(3) ARO compartment temperature control – operable 

only if ARO STA Temperature Selector (FE panel) in 

AUTO 

E-FRAME 21: PRESSURIZATION SYSTEM 

C. Pressurization System 

E-FRAME 22: PRESSURIZATION SYSTEM COMPONENTS

1. System Components 

a. Cabin Pressure Controller 

b. Two Motor-operated Actuators – Active and Reserve 

E-FRAME 23: THRUST RECOVERY VALVE

c. Thrust Recovery Valve 

(1) Valve Gear Box 

(2) Drive Assembly 

(3) Sequencer 

E-FRAME 24: PRESSURE RELIEF VALVES

d. Pressure Relief Valves (3) 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-17 01 JUL 13 

(1) Open at 8.8 PSID 

(2) Limit cabin differential pressure to max of 9.1 PSID 

E-FRAME 25: CABIN PRESSURE CONTROL 

2. Controls and Indicators 

a. Controls 

(1) Mode Switch 

(2) Altitude Select Knob 

(3) Landing BARO Set Knob 

(4) Rate Limit Selector 

(5) Manual CAB ALT Control Wheel 

(6) CAB/PRESS MAN/AUTO Handle 

b. Indicators 

(1) Thrust Recovery (Outflow) Valve Position Indicator 

(2) Cabin Altitude Rate Indicator 

(3) Cabin Altitude/differential Pressure Gage 

(4) CAB PRESS RELIEF OPEN Light 

(5) CABIN ALT Warning Light 

(6) CAB ALT WARN HORN Button 

(7) ALT SCHED Placard 

E-FRAME 26: AUTOMATIC PRESSURIZATION SCHEDULE 

3. Pressurization System Operation 

a. Automatic Pressurization Schedule 

E-FRAME 27: PRESSURIZATION OPERATING MODES

b. Operating Modes 

(1) Automatic Mode 

(a) Takeoff to 5,000 feet AGL 

(b) Above 5,000 feet AGL 

(c) Descent 

(2) Semi-Automatic Mode 

(a) Climb 

(b) Level Off/Cruise 

(c) Descent 

(3) Manual Cabin Pressure Control 

(a) Cabin Pressurization Manual/Automatic handle 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-18 01 JUL 13 

(b) Manual Cabin Altitude Control wheel 

E-FRAME 28: ICE AND RAIN PROTECTION SYSTEM 

D. Ice and Rain Protection System 

 

E-FRAME 29: ENGINE/WING/ANTENNA ANTI-ICING

1. Engine, Wing, Antenna 

a. Engine Anti-icing 

(1) 10th Stage Bleed Air 

(2) Valves automatically open with loss of electrical 

power 

(3) Engines 1 & 3 use cowl anti-ice shutoff valve 

(4) Engine 2 uses cowl anti-ice pressure regulating valve 

b. Wing Anti-icing 

(1) In-flight use only 

(2) Outboard 5 slats 

(3) Regulated hot bleed air from Systems 1 & 3 

c. Upper Antenna Anti-icing 

(1) Regulated hot bleed air from System 3 

(2) Controlled by Engine 2 Anti-Ice switch 

(3) Does not open on ground 

E-FRAME 30: WINDSHIELD HEAT 

2. Windshield 

a. Windshield Anti-icing 

(1) Embedded transparent heating elements (outer 

surface) 

(2) Two sensors (one active, one spare) 

(3) Power – 115 VAC, AC buses 1 & 3 

b. Windshield Defogging 

(1) Embedded transparent heating elements (inner panel) 

(2) Power – 115 VAC, AC buses 1 & 3 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-19 01 JUL 13 

E-FRAME 31: WINDSHIELD WIPERS

c. Windshield Wipers – 28 VDC, DC buses 1 & 3 

E-FRAME 32: RAIN REPELLANT

d. Rain Repellant System 

(1) Solenoid valves – 0.4 second timed delay 

(2) Power – 28 VDC, DC bus 2 

E-FRAME 33: PITOT-STATIC & AOA HEATING 

3. Pitot-Static & Angle-of-attack (AOA) 

a. Pitot Tubes – Dual Heaters 

(1) Ground – two heater 

(2) Inflight – one heater 

b. Static Ports – Single Element Heater 

c. Angle-of-attack Sensor 

(1) Single Element Heater 

(2) Ground – 28 VAC 

(3) Inflight – 115 VAC 

d. Total Air Temperature (TAT) Probe 

(1) Single Element Heater 

(2) No Ground Operation 

E-FRAME 34: ANTI-ICE CONTROLS & INDICATORS 

4. Controls and Indicators 

a. Forward Overhead Panel 

(1) Windshield Anti-Ice – four position switch 

(a) OFF – removes power from heating elements 

(b) NORM – maintains approx 80EF (27EC) 

(c) HIGH – maintains approx 110EF (43EC); used 

in moderate to heavy icing 

(d) TEST – illuminates WINDSHIELD ANTI-ICE 

INOP light if all overheat circuits are functional 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-20 01 JUL 13 

(2) Windshield Defog – two position switch 

(a) OFF – removes power from heating elements 

(b) ON – applies heat to windshields and clear 

view windows 

(3) Meter Sel & Heat – 11 position switch 

(a) OFF – all systems off 

(b) All other – all systems on (except TAT on 

ground) 

(4) Heater Current Meter 

(a) Monitors individual current flow to system 

(b) Relative current, not amperage draw 

(5) Engine & Antenna Anti-Ice switches 

(a) Three switches (one per engine) 

(b) Eng 2 switch also arms antenna anti-ice 

(6) Rain Repellant – momentary pushbutton switch 

(7) Windshield Wiper switch (2) – three position switch 

(a) OFF – parks wiper blade out of view 

(b) SLO – slow rate wiper action 

(c) FAST – faster rate wiper action 

E-FRAME 35: PILOT'S ANNUNCIATOR PANEL

b. Pilot's Annunciator Panel 

(1) ENG ANTI-ICE DISAGREE lights 

(a) ENG 1 & 3 – valve disagrees with commanded 

position 

(b) ENG 2 – same as 1 & 3, also if valve not 

regulating properly 

(2) ENG 2 ANTI-ICE COWL PRESS HI – high pressure 

downstream of regulating valve 

(3) ENG 2 ANTI-ICE COWL DUCT FAIL – cowl anti-ice 

duct leak 

(4) ENG ANTI-ICE SWITCH ON – one or more switches 

in ON 

(5) ANTENNA ANTI-ICE DISAGREE – valve disagrees 

with commanded position 

(6) WINDSHIELD ANTI-ICE INOP (L & R) 

(a) System malfunction, heat removed 

(b) System test – illuminates if all circuits 

functioning properly 

(7) PITOT HEAT INOP 

(a) Switch is in OFF, or insufficient current to pitot 

and TAT probes 

(b) Illuminates Master Caution lights 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-21 01 JUL 13 

E-FRAME36: ANTI-ICE CONTROLS & INDICATORS (FE Station) 

c. FE Upper Instrument Panel #2 

(1) Wing Anti-Ice switch – three position switch 

(a) OFF – no power to solenoid operated valves 

(b) ON – power to solenoid/pressure opens valves 

if in-flight 

(c) TEST – enables ground test of system; 

Caution: no overheat protection, 15 seconds 

limit 

(2) WING ANTI-ICE SWITCH ON light – switch is in ON 

WING ANTI-ICE DISAGREE light (2) – valve 

disagrees with commanded position. Each anti-ice 

shutoff valve is spring and pressure loaded in the 

closed position, pneumatically operated, and 

electrically controlled.

d. Pitot Heater Select Switches (FE Equipment Panel) – three 

3-position switches (not shown, refer to Figure 1.12-1 in 

Flight Manual) 

(1) NORMAL – Ground Sensing Control Operation – 

powers both heaters on the ground and only #2 

heater in Flight 

(2) "1" – selects #1 heating element 

(3) "2" – selects #2 heating element 

III. REVIEW 

E-FRAME 37: SUMMARY

A. Summary 

1. Pneumatic System 

2. Air Conditioning System 

3. Pressurization System 

4. Ice & Rain Protection System 

B. Remotivation 

 This review should reinforce the systems knowledge and understanding 

you gained from the associated CBT Lessons. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-I036-IG 1-23-22 01 JUL 13 

C. Closure 

This review covered general information on the Pneumatic, Air 

Conditioning, Pressurization, and Ice & Rain Protection. Are there any 

final questions? 

E-FRAME 38: THE END
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-1 01 JUL 13 

FTD Systems III 

I. Purpose – This mission is an instructor-guided review of the normal functions 

and operation of the Pneumatic, Air Conditioning, Pressurization, and Ice and 

Rain Protection Systems. Students are not responsible for completion of 

checklists. The instructor(s) will ensure aircraft configuration, panels, and 

switches are set properly. This lesson will not be graded.

II. Duration – 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Flight Training Device 

B. FTD Systems III Instructor Guide 

C. T.O. 1C-10(K)A-1 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description – Applicable Systems 

B. Attend classroom review 

VI. Instructor Preparation 

A. Review profile 

B. Review expanded checklist for each system. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-2 01 JUL 13 

Objectives 

Training objectives introduced and practiced during this training mission:

1. Identify the operational characteristics of the Pneumatic System. 

2. Identify the operational characteristics of the Air Conditioning System. 

3. Identify the operational characteristics of the Pressurization System. 

4. Identify the operational characteristics of the Ice and Rain Protection System. 

Profile

Instructor may vary profile to meet student needs. 

1. Pneumatic System – Controls and Indicators 

2. Pneumatic System – External Air 

3. Pneumatic System – APU 

4. Pneumatic System – Engines 

5. Air Conditioning System – Controls and Indicators 

6. Air Conditioning System Operation 

7. Pressurization System – Controls and Indicators 

8. Pressurization System Operation 

9. Ice and Rain Protection System – Controls and Indicators 

10. Ice and Rain Protection System Operation 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-3 01 JUL 13 

ACTIVATE FTD MISSION 303 LESSON PLAN 

FLIGHT TRAINING DEVICE

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Takeoff Reset – McGuire AFB (KWRI), RWY 06 or Travis AFB (KSUU), RWY 21R. 

ENVIRONMENTAL CONDITIONS:

Wind 060/20 for McGuire and 210/20 for Travis 

Temp 25°C 

Altimeter 29.92 

STUDENTS ARE NOT RESPONSIBLE FOR COMPLETION OF CHECKLISTS. 

INSTRUCTOR(S) WILL ENSURE AIRCRAFT CONFIGURATION, PANELS, AND 

SWITCHES ARE SET PROPERLY.

THE INSTRUCTOR MAY DEMONSTRATE EACH EVENT OR GUIDE THE 

STUDENTS THROUGH IT.
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-4 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

1. PNEUMATIC SYSTEM – 

CONTROLS AND INDICATORS

 

Note location of all controls and 

indicators. 

a. Pilot – Annunciator Panel 

 b. FE – Switches, Lights, Gages

Ref: ________ 

Question: How many pneumatic sources 

are there? What are they? 

4; #1 and #3 engines, APU, External. 

Question: Which manifold has two failure 

detection loops?

Manifold #1. 

Question: Which lights are inhibited with 

the Selector Switch in LO? 

The PNEU ABNORMAL and TEMP HI 

lights. 

Question: What causes the high-pressure 

bleed valve to remain open until a higher 

pressure is reached? 

Wing anti-ice in use or Selector Switch in 

HI. 

Question: What controls the movement of 

the 1-2/1-3 ISOL valves when the switches 

are in NORM? 

The APU ISOL VALVE Switch. 

 

IF DESIRED, ACCOMPLISH THE MANIFOLD FAIL/SUPPLY LOCKOUT STEP ON 

THE FE INTERIOR INSPECTION TO DEMONSTRATE AUTOMATIC SYSTEM 

RESPONSE TO A LEAK INDICATION. REMEMBER, STUDENTS HAVE NOT HAD 

PROCEDURES TRAINING.

 

2. PNEUMATIC SYSTEM – 

EXTERNAL AIR

Ref: __________ 

Question: Which pneumatic manifold does 

the external air cart connect to? 

The #1 manifold. 

ENTER – GROUND AIR
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-5 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

 Note the changes in pneumatic 

 pressure and temp gages. 

Question: What is required to pressurize 

manifolds 2 and 3? 

Place the 1-2/1-3 ISOL Valve Switches to 

OPEN or place the APU ISOL Valve 

Switch to OPEN. 

 

ENTER – GROUND AIR

 

3. PNEUMATIC SYSTEM – APU Ref: ______ 

 

PLACE APU ISOL VALVE SWITCH TO OPEN

 Note change in APU N1, ISOL 

Valve Disagree Lights, and 

pneumatic pressure and temp 

gages. Note APU ISOL VALVE 

OPEN Light on. 

Question: What two conditions must be 

met for the APU ISOL Valve Switch to 

open the valve? 

Must have electrical power and APU must 

be operating within limits. 

 

4. PNEUMATIC SYSTEM – ENGINES Ref: _________ 

PLACE THE ENG IGNITION SELECTOR SWITCH TO START A OR B

 Note the change in APU N1 and 

pneumatic pressure. 

 

START ENGINES (3, 1, 2)

 Note the changes in pneumatic 

pressure. 

 

 Note illumination of USE ENGINE 

PNEU SUPPLY Light, PNEU Cue 

Light, and Master Caution Light. 

Question: Why should the FE use engine 

pneumatics? 

The APU may not supply sufficient 

pressure for normal flight profiles. 

 

PLACE APU ISOL VALVE SWITCH TO CLOSE
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-6 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 Note that lights go out. Note cycle

of ISOL VALVE DISAGREE Lights. 

Question: When is interconnecting two 

active engine pneumatic systems 

authorized? 

During short periods when transitioning 

from APU use and during cross starts. 

 Question: Will engine pneumatics be 

available with loss of electrical power? 

High or low pressure? Why? 

Yes; Low; Because the regulator valves 

fail open and the high-pressure valves fail 

closed.

5. AIR CONDITIONING SYSTEM – 

 CONTROLS AND INDICATORS

Note location of all controls and 

indicators. 

a. Pilot –Airflow Indicator

b. FE – Switches, lights, gages

Ref: _________ 

Question: Will loss of electrical power shut 

down the air conditioning packs? 

No, the flow control valves fail open. 

 

6. AIR CONDITIONING SYSTEM

OPERATION

Ref: _________

Question: The pre-conditioned ground air 

enters through which air conditioning 

pack? 

Neither, the ground air cart connects 

directly into the conditioned air manifold. 

 

DEMONSTRATE AUTO AND MANUAL OPERATION OF THE AIR CONDITIONING 

PACKS AND COMPARTMENT TEMP SELECTORS

 Note changes on applicable gages 

and indicators. 

Question: What controls the output 

temperature of Pack #1 in the Auto mode? 

The coldest setting of the three 

compartment temperature selectors. 

Question: What happens when the OVRD 

position of the Avionic Flow Control Switch 

is selected? 

The overboard venturi closes and the 

cooling fans are turned on. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-7 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

7. PRESSURIZATION SYSTEM – 

CONTROLS AND INDICATORS 

 Note location of all controls and 

indicators. 

a. Pilot – Annunciator Panel 

Ref: _________ 

Question: At what cabin altitude does the 

CABIN ALT Light come on? 

9,500 feet to 10,000 feet. 

 

b. FE – Outflow Valve 

 (wheel, handle, 

 indicator), switches, 

 lights, gages, warning horn 

Question: What is the maximum pressure 

differential for landing? 

0.5 psi.

 

8. PRESSURIZATION SYSTEM 

OPERATION

Ref: ________ 

Question: Will one air conditioning pack 

handle the pressurization requirements for 

a mission? 

Yes, up to maximum altitude. 

The auto abort protection feature operates 

through what altitude range? 

Takeoff through 5,000 feet of climb. 

 

ENSURE PNEUMATIC, AIR CONDITIONING, AND PRESSURIZATION CONTROLS 

ARE SET FOR AUTOMATIC OPERATION. PERFORM A TAKEOFF AND 

AUTOPILOT CLIMB TO 23,000 FEET TO DEMONSTRATE THE AUTOMATIC 

PRESSURIZATION FEATURES.

 Note the changes in the 

pressurization indicators. 

Question: The overpressure relief valves 

restrict the maximum cabin pressure to 

what psi? 

9.1 psi. 

Question: When does the pressurization 

system go into the descent mode? 

After descending 1,000 feet from cruise 

altitude. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-8 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

SET THE PRESSURIZATION SYSTEM FOR LANDING. PERFORM AN AUTOPILOT 

DESCENT TO 10,000 FEET. 

 Note the changes in the 

pressurization indicators. 

 

DEMONSTRATE USE OF THE SEMI-AUTO MODE.

 Note differences between Auto and 

Semi-Auto Modes. 

 

DEMONSTRATE USE OF THE MANUAL MODE. VARY THE CABIN PRESSURE 

SETTING AND/OR USE THE VERTICAL SPEED WHEEL TO VARY THE AIRCRAFT 

ALTITUDE.

 Note differences when using the 

 Manual Mode. 

 

RETURN THE PRESSURIZATION SYSTEM TO THE AUTOMATIC MODE.

9. ICE AND RAIN PROTECTION

SYSTEM – CONTROLS AND 

INDICATORS 

Note location of all controls and 

 indicators. 

a. Pilot – Switches/lights/ 

 gage for engines/antenna, 

 pitot/static, windshield 

 anti-ice and defog; windshield 

 wipers, rain repellent 

 b. FE – Wing Anti-ice Switch 

 and lights, Pitot Heater 

 Select Switch

Ref: ________ 

Question: The windshield anti-icing 

system applies heat to which surfaces? 

The outside surface of each windshield. 

Question: Which surfaces are heated by 

the defog system? 

The inside surface of both windshields and 

both clearview windows. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-9 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

10. ICE AND RAIN PROTECTION 

 SYSTEM OPERATION 

 a. Turn Engine Anti-ice 

Switches on 

 Note indications 

b. Check current for pitot 

tubes, TAT, static ports, 

AOA vanes 

Note indications. 

Ref: ________ 

Question: Which Engine Anti-ice 

Disagree Light may be inhibited by the 

engine’s power setting? 

The engine #2 Anti-ice Disagree Light. 

Question: Insufficient heat to which 

components will cause the PITOT HEAT 

INOP Light to come on? 

The pilot, copilot, or auxiliary pitot tubes or 

the TAT probe. 

c. Check Windshield Anti-ice 

and Defog Switches on 

 d. Turn Wing Anti-ice Switch on 

 Note the indications. 

Question: Current to which component is 

inhibited while on the ground? 

The TAT probe. 

Question: What other anti-ice components 

are inhibited on the ground? 

The wing and antenna anti-ice valves. 

Question: When is the Windshield 

Anti-ice High setting used? 

In moderate to heavy icing. 

Question: Which switch position will 

operate the wing anti-ice valves on the 

ground? 

The TEST position. 

 

PLACE ENGINE 1 OR ENGINE 3 PNEUMATIC SUPPLY SELECTOR TO OFF

 Note the indications. Question: Why did the left/right WING 

ANTI-ICE DISAGREE Light come on? 

Because the valve requires pneumatic air 

to remain open. 

Question: How can anti-icing to the 

left/right wing be restored? 

By opening the 1-3 ISOL valve. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-T303-IG 1-24-10 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES

 

PLACE THE 1-3 ISOL VALVE SWITCH TO OPEN

 Note that the applicable WING 

ANTI-ICE DISAGREE Light goes 

out. 

Question: What is the maximum 

recommended operation for any single 

engine pneumatic supply in addition to 

lavatory/galley vent? 

- Engine Cross-Start: One pack. 

- Takeoff, Go-Around, or MCT Power: 

One pack plus wing anti-ice (both 

wings). 

- After Power Reduction Below MCT: Two 

packs, or one pack plus wing anti-ice 

(both wings). 

RETURN THE PNEUMATIC SUPPLY SELECTOR TO AUTO. RETURN THE 1-3 

ISOL VALVE SWITCH TO NORM. RESET TO TAKEOFF.

 Note the depressurization after 

landing sequence. 

 

RETURN FUEL LEVERS TO OFF AND SET UP FTD FOR NEXT CREW
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C015-IG 1-25-1 01 OCT 10 

Flight Instrument System 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the KC-10 

flight instrument system. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Flight Instrument System CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 6, Flight Controls/ Flight Instruments/ Automatic Flight 

(1) Flight Instruments 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C015-IG 1-25-2 01 OCT 10 

Objectives

1. Identify the flight instrument system components. 

2. Identify the operational characteristics of the flight instrument system. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C025-IG 1-26-1 01 OCT 10 

Cabin Doors 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the location 

and operation of doors and crew entrances on the KC-10. 

II. Duration - 1.0 hour 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-9, Cargo Loading Manual

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Cabin Doors CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section 1, Systems Description 

a. Part 8, Doors and Ladders 

B. T.O. 1C-10(K) A-9 

1. Section III, Aircraft Configuration (Application) 

a. Cargo Door 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C025-IG 1-26-2 01 OCT 10 

Objectives

1. Identify the characteristics of the Cabin Doors. 

2. Identify the operational characteristics of the Cabin Doors. 

3. Identify the procedures to operate the Cabin Door Emergency Controls. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C002-IG 1-27-1 01 OCT 10 

Emergency Equipment 

Instructional Format

I. Purpose - This lesson introduces the student to the emergency equipment 

essential to the safety of the flight crew and personnel during adverse conditions. 

The first segment describes the emergency equipment on the KC-10 and the 

second segment discusses the slide/rafts and seven-man raft. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10-(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Emergency Equipment CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 11, Emergency Equipment 

(1) Emergency Exits 

(2) Portable Fire Extinguishers 

(3) Emergency Passenger Oxygen System (EPOS) 

(4) Emergency Radio Beacon Transmitters 

(5) Escape Slide/Raft 

(6) Emergency Locator Transmitter 

(7) Aircrew Eye/Respiratory Protection System 

(8) Escape Slide/Raft 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C002-IG 1-27-2 01 OCT 10 

Objectives 

1. Identify the emergency equipment components. 

2. Identify the operational characteristics of the Slide/Raft and associated 

equipment. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C028-IG 1-28-1 01 OCT 10 

Oxygen System 

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the students to the 

components, operational characteristics of the oxygen system. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Oxygen Systems CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section I, Systems Description 

a. Part 11, Emergency Equipment 

(1) Oxygen System 

(2) Flight Crew Oxygen System 

(3) Passenger Oxygen System 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C028-IG 1-28-2 01 OCT 10 

Objectives

1. Identify components of the Oxygen Systems. 

2. Identify the Operational Characteristics of the Flight Crew Oxygen System. 

3. Identify the Operational Characteristics of the Emergency Passenger Oxygen 

System. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-V059-IG 1-29-1 01 OCT 10 

Emergency Ground Egress 

Instructional Format

I. Purpose - The purpose of this video is to demonstrate exiting the aircraft during 

emergency conditions. While the program is intended primarily for maintenance 

personnel, the contents are applicable to KC-10 crewmembers. This presentation 

will aid instructors in preparing students for emergency egress training at the 

aircraft. 

II. Duration - 1.0 hour 

III. Reference Materials

A. None 

IV. Equipment and Materials 

A. Emergency Ground Egress Video 

B. Emergency Ground Egress Instructor Guide 

V. Student Preparation/Review 

A. Review Student Outline 

VI. Instructor Preparation - The Instructor Guide is designed to assist you in 

presenting this material. The guide provides a representative format for 

introducing the Emergency Egress Video, a content outline of the material 

presented by the video, and a summary. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-V059-IG 1-29-2 01 OCT 10 

Objective

1. Describe procedures for emergency ground egress from the KC-10. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-V059-IG 1-29-3 01 OCT 10 

Emergency Ground Egress

Instructor Outline

I. INTRODUCTION 

A. Instructor Introduction 

 Briefly relate your flying and instructor experience. 

B. Purpose 

The purpose of this lesson is to review ground evacuation procedures. There will 

be a video, followed by discussion. While the KC-10 has an excellent safety 

record, it is not exempt from the risks and hazards associated with aircraft 

operation. The video begins with a KC-10 engulfed in flames and heavy black 

smoke. This tragic accident, which resulted in loss of life, occurred while 

maintenance personnel were working on the aircraft. You can easily imagine 

how difficult it would be to evacuate the aircraft and escape through a fire of this 

magnitude. 

II. PRESENTATION 

INSTRUCTOR NOTES 

The narrator states there will be a written test. Inform the students 

to disregard. The video has not been scheduled for revision. Prior 

to starting the video inform the students of the following: 

• The goggles are now attached to the oxygen masks. 

• Have a brief discussion on the EPOS, limitations, locations, 

and use. 

• The aircraft may have straps instead of ropes – recommend 

using gloves for personal protection. 

• When opening the Pilot’s window, ensure the Boom 

Operators interphone panel cover is closed, otherwise the 

window may not fully open. 

• Cabin doors must be disarmed to apply electrical power to 

the switch. 

Inform the students to use their student outline to take notes as 

necessary while viewing the video. There are review quizzes for 

each topic. At the conclusion of the presentation, use the following 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-V059-IG 1-29-4 01 OCT 10 

outline, which follows the video sequence, as discussion points to 

ensure student understanding of the material. At this point, start 

the video. 

A. Emergency Ground Egress 

1. Emergency Oxygen Equipment 

a. Crew Masks 

(1) Location 

(2) Use 

b. Portable Oxygen Bottles 

(1) Location 

(2) Use 

c. Emergency Escape Breathing Device 

(1) Location 

(2) Use 

d. Smoke Goggles 

(1) Location 

(2) Use 

2. Aircraft Exits 

a. Clearview Windows 

(1) Location 

(2) Operation 

(3) Use of escape ropes 

b. Cabin Doors 

(1) Location 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-V059-IG 1-29-5 01 OCT 10 

(2) Operation 

(a) Electrical 

(b) Emergency (pneumatic) 

(c) Manual lift 

(2) Use of escape slide 

(3) Use of escape rope 

3. Emergency Actions 

a. Notification 

b. Exit 

c. Assembly 

d. First aid 

e. Information to emergency personnel 

B. Discussion 

When the video concludes, ensure your students can meet the objectives of this 

lesson by discussing the main points of the presentation. Use the content outline 

to address the main points. 

Proposed Discussion Questions: 

1. Describe the location and function of emergency breathing 

equipment available in case of a ground emergency. 

2. Describe the exits available for emergency egress from each of the 

compartments and their operation. 

3. After an emergency ground egress from the aircraft, what actions 

should be taken to ensure the safety and accountability of 

personnel? What should you consider when arriving at the aircraft 

in planning for such a contingency? 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-V059-IG 1-29-6 01 OCT 10 

III. SUMMARY 

The very strong message delivered in the video is that an emergency can occur 

while the aircraft is on the ramp with tragic consequences. You may be 

accomplishing a routine preflight and very quickly become involved in a 

catastrophe. The key to surviving a ground emergency is situational awareness 

and being prepared to take appropriate action. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C832-IG 1-30-1 01 OCT 10 

Introduction to KC-10 Takeoff 

Performance

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

specifications used to certify performance for commercial and military aircraft, 

their differences in definitions and terminology, and their impact on KC-10 

Takeoff Performance. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1-1, Performance Manual 

B. Introduction to KC-10 Takeoff Performance Workbook (W831) 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Introduction to Takeoff Performance CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1-1 

1. Section 3, Takeoff 

B. Introduction to KC-10 Takeoff Performance Workbook (W831) 

1. Sections 1.0 - 4.0 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C832-IG 1-30-2 01 OCT 10 

Objectives

1. Identify the differences between commercial and military specifications used to 

certify aircraft performance. 

2. Identify the definitions of terminology associated with performance calculations. 
KC-10-Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C833-IG 1-31-1 01 OCT 10 

Takeoff Performance Charts 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the criteria 

used to establish the basis for the charted data in the performance manual and to 

cover the engine-out climb profile from lineup to the end of the pressure height 

for acceleration using previously learned terms and definitions. 

II. Duration - 1 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1-1, Performance Manual 

B. Introduction to KC-10 Takeoff Performance Workbook (W831) 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Takeoff Performance Charts CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1-1 

1. Section 3, Takeoff 

B. Introduction to KC-10 Takeoff Performance Workbook (W831) 

1. Section 1.0 

2. Section 2.0 

3. Section 5.0 

4. Section 6.0 
KC-10-Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C833-IG 1-31-2 01 OCT 10 

Objectives

1. Identify the criteria used to establish charted KC-10 performance data. 

2. Identify the events and parameters associated with the engine-out takeoff profile. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C835-IG 1-32-1 01 OCT 10 

KC-10 Takeoff and Emergency Return 

Data Computation

Instructional Format

I. Purpose - The purpose of this lesson is to cover the complete KC-10 Takeoff 

and Landing Data Worksheet and TOLD Card. The student will cover the 

Takeoff Conditions section of the worksheet, defining the information required to 

calculate the required data. The student will use these conditions to complete 

the Takeoff Calculations section of the worksheet and compute the data required 

for emergency return immediately after takeoff. Finally, the student will transfer 

the appropriate data to the TOLD Card takeoff and landing sections, and 

compute the remaining data. 

II. Duration - 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1-1, Performance Manual 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. KC-10 Takeoff and Emergency Return Data Computation CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1-1 

1. Section III, Takeoff 

2. Section IV, Approach and Landing 

3. Section X, Mission Planning 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C835-IG 1-32-2 01 OCT 10 

Objectives

1. Select the required Takeoff Conditions data to complete the Takeoff Landing 

Data Worksheet. 

2. Select the required Takeoff Computation data to complete the Takeoff and 

Landing Data Worksheet. 

3. Select the required Emergency Return data to complete the Takeoff and Landing 

Data Worksheet. 

4. Select the Takeoff and Landing Data to be transferred to the TOLD Card. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E844-IG 1-33-1 01 JUL 13 

Performance Workshop I 

TRT TOLD Card 

Instructional Format

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice completing a Takeoff Rated Thrust TOLD card. The student 

should have reviewed the Introduction to KC-10 Takeoff Performance, the 

Takeoff and Landing Data Workbooks and CBT Lessons prior to attending this 

workshop period. The instructor will present the workshop exercises for the 

students to complete, and give the appropriate guidance when questions arise 

from the student. Once again, this is intended to be a workshop, and not simply 

an instructor lecture. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II consists of the workshop exercises. 

II. Duration - 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials 

A. Classroom 

B. T.O. 1C-10(K)A-1-1 

C. Performance Workshop I - TRT Told Card Instructor Guide 

D. AF IMT 4089, KC-10 TOLD Card Worksheet 

V. Student Preparation/Review

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Takeoff Performance Workbook (W831) 

C. Takeoff Performance Charts CBT Lesson 

D. Takeoff and Landing Data Workbook (W834) 

E. KC-10 Takeoff and Emergency Return Data Computation CBT Lesson 

F. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section X, Mission Planning
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E844-IG 1-33-2 01 JUL 13 

VI. Instructor Preparation

A. Introduction to KC-10 Takeoff Performance Workbook (W831) 

B. Takeoff and Landing Data Workbook (W834) 

C. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section X, Mission Planning 

Objective

1. Complete a KC-10 Takeoff and Landing Data (TOLD) Card. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E844-IG 1-33-3 01 JUL 13 

Part I

TRT Time Limits

Takeoff Rated Thrust is the maximum thrust available. Used only for takeoffs, it is time 

limited to five minutes of continuous use with all engines operating. In the event of an 

engine failure, the TRT limit can be extended to ten minutes of continuous use. 

Requirements for a TRT Takeoff 

A Takeoff Rated Thrust takeoff will be planned and a TOLD Card Worksheet completed 

for the following conditions: 

C RCR less than 10 

C RSC reported 

C Anti-skid braking system or one main gear wheel brake inoperative 

C One center gear wheel brake inoperative and takeoff gross weight is greater than 

460,000 pounds 

C Headwinds used for mission accomplishment 

C Suspected windshear reported 

C Commercial Type II De-Icing /Anti-Icing fluid has been applied 

Completing TOLD Card Worksheet and TOLD Card

It is the flight engineer’s responsibility to complete the AF IMT 4089 TOLD Card 

Worksheet and TOLD CARD based on environmental and aircraft conditions. The 

performance data will be checked by the pilot or another flight engineer. The TOLD 

Card Worksheet and the Obstacle Clearance Worksheet aid in the computation of the 

Takeoff and Landing Data. The Obstacle Clearance Worksheet will be covered in a 

later lesson. Once all computations are computed, the appropriate speeds and settings 

are transferred to the TOLD Card portion. 

Begin by entering all applicable conditions in the Takeoff Conditions blocks of the 

worksheet. Whether performing static or rolling takeoff, remember the alignment 

distance correction of 300 feet from runway length is the same. When either a wind 

direction greater than 45° from runway heading or a crosswind component greater than 

23 knots exists, accomplish a rolling takeoff. 

Record all computations on the worksheet. It is not necessary to enter a number in 

every block. It is permissible to enter a check mark (√) if: a condition does not exist, the 

condition was checked but found not to be a factor, or the results of the computation are 

outside the parameters of the chart. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E844-IG 1-33-4 01 JUL 13 

When computing a TRT Takeoff, place a check mark (√) in the Assumed RALW/TEMP, 

Assumed CGLW/TEMP, and Assumed Temp blocks on the worksheet. 

The Max Allowable Brake Temperature is based on computed V1 speed and is the 

maximum allowable brake temperature for takeoff. Use the brake cooling time charts 

(sheet 1 and 2) in the performance manual to compute this value. 

The brake temperature zone block is used as a reference to determine how hot the 

brakes may be after an abort. Use the Brake Energy chart in the performance manual 

to determine the correct temperature zone. 

Complete a TOLD Card for all takeoffs to include the emergency return speeds and 

landing distance based on flaps/slats at 35°/EXT and takeoff gross weight. Record the 

emergency return data in the landing portion of the TOLD Card. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E844-IG 1-33-5 01 JUL 13 

Part II

Workshop Exercises

1. GIVEN: 

Gross Weight 560,000 

Takeoff CG 24.0% 

OAT 23° C 

Dew Point T

Anti-ice OFF 

Pressure Altitude +500’ 

Wind Direction CALM 

Wind Velocity 0 

Runway heading 170°

Runway Length 11,500 

RCR 23 

RSC 0 

Slope 0.6 UP 

Field Elevation 423’ 

Climb Gradient 2.5% 

Obstacle Height N/A 

Obstacle Distance N/A 

Air Conditioning ON 

Reverse Thrust YES 

Compute Takeoff Performance using Takeoff Rated Thrust. Assume a Special 

Departure Procedure (SDP) is available requiring a 2.50 Min Climb rate with no obstacle 

and a 11,500 Max LOP. The MTOGW exceeds given gross weight of 560,000 lbs. 

Note: Reduced Thrust Takeoff data is covered in a later workshop. 
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Initial Qualification Course

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Initial Qualification Course

CH 3 

FIQ-E844-IG 1-33-8 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E845-IG 1-34-1 01 JUL 13 

Performance Workshop II 

Reduced Thrust TOLD Card 

Instructional Format

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice completing a Reduced Thrust TOLD card. The student 

should have reviewed the Introduction to KC-10 Takeoff Performance and the 

Takeoff and Landing Data Workbooks and CBT Lessons prior to attending this 

workshop period. The instructor will present the workshop exercises for the 

students to complete, and give the appropriate guidance when questions arise 

from the student. Once again, this is intended to be a workshop, and not simply 

an instructor lecture. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II consists of the workshop exercises to be completed. 

II. Duration - 2.0 hours 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials

A. Classroom 

B. T.O. 1C-10(K)A-1-1 

C. Performance Workshop II - Reduced Thrust TOLD Card Instructor Guide 

D. AF IMT 4089, KC-10 TOLD Card Worksheet 

V. Student Preparation/Review

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Takeoff Performance Workbook (W832) 

C. Takeoff Performance Charts CBT Lesson 

D. Takeoff and Landing Data Workbook (W834) 

E. KC-10 Takeoff and Emergency Return Data Computation CBT Lesson 

F. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E845-IG 1-34-2 01 JUL 13 

VI. Instructor Preparation

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Performance Workbook (W832) 

C. Takeoff Performance Charts CBT Lesson 

D. Takeoff and Landing Data Workbook (W834) 

E. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 

F. Workshop Exercises 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E845-IG 1-34-3 01 JUL 13 

Objective

1. Complete KC-10 Reduced Thrust Takeoff and Landing Data (TOLD) Card. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E845-IG 1-34-4 01 JUL 13 

Part I

Reduced Thrust Takeoffs

A reduced thrust takeoff is computed and used to extend the life of the engine and 

reduce maintenance cost. 

Thrust planned for takeoff is based on the amount of thrust available versus the amount 

of thrust needed, with both values determined by aircraft and environmental conditions. 

In essence, if the amount of thrust needed for a given set of aircraft and environmental 

conditions is less than the amount of thrust available, a reduced thrust setting is 

computed based on assumed temperature. 

With other conditions constant, assumed temperature is the temperature at which the 

aircraft gross weight is calculated as the maximum allowable. In other words, the lower 

the aircraft gross weight, the higher the assumed temperature; the higher the assumed 

temperature the less thrust required for takeoff. Conversely, as weight increases, 

assumed temperature decreases, thus requiring more thrust for takeoff. This trend 

continues until at some point the assumed temperature is equal to ambient temperature. 

At this point, Reduced Thrust equals Rated Thrust, or TRT. 

It is important to understand the relationship between thrust, temperature, and pressure 

altitude as well as certain limitations when determining the thrust to use for takeoff data 

computations. Since the engine is flat-rated, it will produce a constant amount of thrust 

for a given pressure altitude-based temperature within the environmental envelope. 

However, beyond a certain point (break point), thrust decreases as temperature 

increases. Break point temperatures for specific pressure altitudes from Sea Level to 

14,000 feet are shown in T.O. 1C-10(K)A-1-1, Section III/Takeoff. Notice at 5000 feet 

the break point temperature becomes constant and remains constant up to the certified 

maximum altitude of 14,000 feet. These altitudes represent part of the certified 

environmental envelope. 

The temperature limits associated with the environmental envelope are -54° C to 50° C, 

but not to exceed standard day temperature plus 40° C. In some conditions, the "+40°

C above standard day temperature" value determines the maximum temperature limit of 

the environmental envelope for the aircraft. Additionally, for assumed temperature 

computations, the assumed temperature must not exceed the maximum environmental 

envelope temperature by more than 10° C. For example, you are planning a departure 

from Colorado Springs with an OAT of 43° C and a pressure altitude of 5180’. A check 

of the standard atmosphere table reveals that the standard day temperature for that 

pressure altitude is 5° C. Therefore, the environmental envelope maximum 

temperature limit is 45° C. Applying the added 10° C limitation for assumed 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E845-IG 1-34-5 01 JUL 13 

temperature computations, the maximum assumed temperature that can be used for 

reduced thrust calculation is 55° C. 

When performing reduced thrust TOLD card calculations, apply the assumed 

temperature value to all calculations except pressure height for acceleration. 

Determine pressure height for acceleration using the actual OAT or ambient 

temperature. Also, both the Brake-Cooling Time and Brake Energy charts always use 

actual outside air temperature. 

VR < VR MIN

There may be occasions, especially when operating at light gross weights, that the 

computed rotate speed (VR) may be less than minimum rotate speed (VR MIN). 

Remember, minimum rotate speed is the wet/icy ground minimum control speed. This 

is the minimum airspeed at which the aircraft, after rotate from a three point attitude, 

can lose a wing engine and maintain directional control, main gear still on the ground, 

and not exceed the lateral deviation of 25 feet from runway centerline. 

When VR is less then VR MIN, VR must be increased or "bumped" to equal VR MIN. 

Likewise, if VR is increased, then V2 must be increased equally. For example: VR and 

V2 are computed to be 115 and 129 KIAS respectively, while VR MIN is computed to be 

133 KIAS, VR must be increased (bumped) 18 knots to equal VR MIN. Now, VR equals 

133, likewise V2 is bumped 18 knots and now equals 147 KIAS. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E845-IG 1-34-6 01 JUL 13 

Part II

Workshop Exercises

1. GIVEN: 

Gross Weight 495,000 

Takeoff CG 26.0% 

OAT 17° C 

Dew Point T

Anti-ice OFF 

Pressure Altitude +210’ 

Wind Direction CALM 

Wind Velocity 0 

Runway heading 350°

Runway Length 10,000 

RCR 23 

RSC 0 

Slope 1.2 DN 

Field Elevation 194’ 

Climb Gradient 2.5% 

Obstacle Height N/A 

Obstacle Distance N/A 

Air Conditioning ON 

Reverse Thrust YES 

Compute Takeoff Performance. For the purposes of this training event assume a 

Special Departure Procedure (SDP) is available requiring a 2.50 Min Climb rate with no 

obstacle depicted and a 10,000 Max LOP. The MTOGW exceeds given gross weight of 

495,000 lbs. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 4 

FIQ-E845-IG 1-34-7 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 4 

FIQ-E845-IG 1-34-8 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 4 

FIQ-E845-IG 1-34-9 01 JUL 13 

2. Given 

Gross Weight 290,000 

Takeoff CG 26.0% 

OAT 20° C 

Dew Point T

Anti-ice OFF 

Pressure Altitude +33’ 

Wind Direction 150°

Wind Velocity 10 

Runway Heading 180°

Runway Length 10,500 

RCR 23 

RSC 0 

Slope 0 

Field Elevation 45’ 

 Climb Gradient 2.5%

Obstacle Height N/A 

Obstacle Distance N/A 

Air Conditioning ON 

Reverse Thrust YES 

Compute Takeoff Performance. For the purposes of this training event assume a 

Special Departure Procedure (SDP) is available requiring a 2.50 Min Climb rate 

with no obstacle depicted and a 10,500 Max LOP. The MTOGW exceeds given 

gross weight of 290,000 lbs. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 4 

FIQ-E845-IG 1-34-10 01 JUL 13 

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KC-10 Aircrew Training System 

Initial Qualification Course

CH 4 

FIQ-E845-IG 1-34-11 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 4 

FIQ-E845-IG 1-34-12 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-1 01 JUL 13 

KC-10 Aircraft Orientation 

Instructional Format

I. Purpose - This lesson provides an instructor-guided orientation to a KC-10 

aircraft. It is scheduled to follow immediately after the systems academic lessons 

and prior to normal procedures instruction. The guided tour will familiarize the 

student with the general features of the aircraft, emphasize specific components 

of concern to each crew position, and will demonstrate the Flight Engineer’s 

Exterior/Interior Initial Inspection. Additionally, the student will perform 

procedures related to the cockpit windows, seats, and cabin doors. 

II. Duration - 4.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. KC-10 Aircraft 

B. Instructor's Abbreviated KC-10 Aircraft Orientation Guide 

V. Student Preparation/Review

A. The student should be prepared to describe and demonstrate operation of 

selected aircraft equipment. The following material should be reviewed as 

required prior to the tour. 

1. T.O. 1C-10(K)A-1 

a. Section I, System Description (as required) 

b. Section IV, Normal Procedures 

(1) FE’s Exterior/Interior Initial Inspection 

VI. Instructor Preparation

A. Review Reference Materials 

B. Review Instructor's Expanded Aircraft Orientation Guide 

C. Coordinate visit to the aircraft 

1. Ensure someone will be present with a restricted area badge during 

field trip. 

2. Ensure pickup time confirmed with Transportation personnel. 

3. Request electrical power, external or APU. 

4. Ensure hearing protection is available for all instructors and 

students. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-2 01 JUL 13 

Objectives

Demonstrate Proficiency - During this training mission, the student is expected to 

practice and demonstrate proficiency on the following procedures:

1. Operate the clearview windows. 

2. Operate the crew seats. 

3. Operate the cabin doors. 

Profile

1. Flight Engineer’s Exterior Inspection 

2. Interior Familiarization 

 a. Cockpit 

 b. Cabin/Cargo Compartment 

 c. ARO Compartment 

3. Wheel Well components (Time Permitting) 

Instructor Presentation

1. Introduce the instructors for each crew specialty that will be guiding the tour. 

2. Explain the purpose of the tour; general familiarization with an operational KC-10 

as well as some limited hands-on instruction. 

3. Ensure that the aircraft is left in the same condition as it was found. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-3 01 JUL 13 

Instructor's Expanded KC-10 Aircraft Orientation Guide

AIRCRAFT EXTERIOR

FE Exterior Inspection Point out and discuss: 

Initial safety inspection: 

• Wheel Chocks 

• Landing Gear Doors 

• Flight Control Surfaces 

• APU Inlet/Exhaust Areas 

• Boom and Drogue (WARP if equipped) 

• Pitot & Inlet Covers 

1. NOSE SECTION 

• Pack Inlet and Exit Doors 

• L Angle of Attack Sensor 

• Pitot Tubes 

• Windshield Wipers 

• Skin and Radome 

• R Angle of Attack Sensor 

• TAT Tube 

2. NOSE GEAR AND WHEEL WELL 

• Tires 

• Linkage (engaged) 

• Gear Safety Pin 

• Steering Bypass Pin 

• Landing/Taxi Lights 

• General Condition of Wheel Well and 

Bulkhead Door Closed 

• Leaks 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-4 01 JUL 13 

AIRCRAFT EXTERIOR

FE Exterior Inspection 

(continued)

3. RIGHT FORWARD FUSELAGE 

 • Fwd Passenger Door 

 • Landing Light 

 • Static Ports 

 • Mid Passenger Door 

 • Cabin Pressure Relief Valves (door flush) 

 • Skin (all panels closed and fastened) 

 • Wing and Turnoff Lights 

4. RIGHT WING AND FUSELAGE 

 • Inboard Slat 

 • Fuel Level Sticks and Panels 

 • Engine 3 (panels closed and fastened) 

 • Ground Wires (Removed) 

 • Outboard Slat 

 • Fuel Vent 

 • Wing Air Refueling Pod (if installed) 

 a. Panels closed and fastened. 

 b. RAT cover removed. 

 c. Strake on outboard side of POD. 

 d. Hose and basket stowed. 

 e. Light assembly retaining clip installed. 

 f. Retract crank removed. 

 g. Check for fuel leaks/POD damage. 

 • Wing Tip and Lights 

 • Outboard Aileron and Trailing Edge 

 • Fuel Dump 

 • Outboard Flap 

 • Inboard Aileron 

 • Inboard Flap 

5. RIGHT LANDING GEAR 

• Tires 

• Strut 

• Gear and Wheel Well Area 

• Ground Lock Pin 

• Leaks 

• Brakes
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-5 01 JUL 13 

AIRCRAFT EXTERIOR

FE Exterior Inspection 

(continued)

6. CENTER GEAR 

 • Tires 

 • Strut 

 • Strut Press Gage Normal 

 • Linkage (engage) 

 • Gear Safety Pin 

 • General Condition of Wheel Well 

 • Brakes 

7. CAC SHROUD, FWD TANK, and AFT TANK 

LEAK SENSE DRAINS 

• Coordination with ground crew/maintenance 

8. RIGHT AFT FUSELAGE 

 • Right Aft Exit Door 

 • Fuselage Skin (all panels closed/fastened) 

 • APU Compartment Door 

 • APU Inlet Doors (closed and clear if not 

operating) 

 • APU Exhaust Area Clear 

 • Boom and ARO Station Windows 

9. EMPENNAGE AND CONTROL SURFACES 

 • All Fixed and Movable Control Surfaces 

(panels closed and fastened) 

 • Elevator Surfaces (both inboard fasteners 

secured) 

 • Tail Cone 

 • Engine 2 (panels closed and fastened) 

 • Fan Exhaust Thrust Reversers 

 • Rudder Surfaces 

 • Boom and Drogue Area 

 • Leaks 

10. LEFT AFT FUSELAGE 

 • Inspection Same as Right Aft Fuselage 

(except Exit Door) 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-6 01 JUL 13 

AIRCRAFT EXTERIOR

FE Exterior Inspection 

(continued)

11. LEFT LANDING GEAR 

 • Inspection Same as Right Landing Gear 

• APU Ground Control Panel 

12. LEFT WING AND ENGINE 

• Inspection Same as Right Wing and Engine, 

to include WARP POD if installed 

13. LEFT FORWARD FUSELAGE 

• Inspection Same as Right Forward Fuselage 

• Outflow Valves (full open) 

• Ground Pneumatic Connectors 

• Oxygen Blowout Disc (normal) 

• Water/Oxygen Service Panel Closed 

• Avionic Venturi Discharge Clear 

• Cargo Door and Vent Valve (flush and 

closed) 

Avionics Compartment 

(access through Nosewheel 

compartment)

1. Access Hatch and Light switch 

2. Ram Air Valve Tee Handle 

3. General Equipment location 

4. Secure Radio (KY-58) 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-7 01 JUL 13 

COCKPIT

Pilot and Copilot's Position Overhead Panel, Instrument Panel, Pedestal and 

Consoles: 

1. Emphasize the Pilot positions are 

approximately 15 feet off the ground and 25 

feet forward of the nose gear. 

Pilot's Seat: 

1. Demonstrate the power seat controls for 

positioning the seat vertically, horizontally, and 

fully aft and outboard (exit). 

Demonstrate same using the manual 

vertical/horizontal control handles. 

2. Demonstrate seat alignment markings for 

proper individual vertical and horizontal seat 

position sighting. 

3. Student occupies seat and correctly operates 

the controls.

Clearview Windows and Visors 1. Demonstrate operation of windows and show 

correct position for visor when opening 

window. 

2. Show location of Emergency Escape Ropes. 

3. Student demonstrates correct operation of the 

windows including opening, closing, and 

latching. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-8 01 JUL 13 

COCKPIT

Flight Engineer’s Station Audio Panel 

1. Configure and demonstrate operation of the 

audio panel for flight and service interphone 

and radio transmission using hot mike and foot 

switch. 

2. Show location of maintenance jack switch. 

3. Explain if power is not on the aircraft 

emergency power can be used for radio 

operation. Show location of Emergency Power 

Switch. 

4. Point out overhead speakers and volume 

control 

Flight Engineer's Seat 

1. Demonstrate seat controls for positioning the 

seat vertically, horizontally, and facing 

outboard or forward. 

2. Student occupies the seat and correctly 

operates the controls to position the seat 

vertically, horizontally, and facing outboard and 

forward. 

Emergency Equipment 

1. Quick Don Oxygen Mask 

 • Location 

 • Operation 

 • Re-Stowing 

2. Smoke Goggles 

3. ARO/Additional Crewmember O2 Shutoff 

Upper Panel 

1. Potable Water gage

Cockpit Lights 1. Show location and operate FE’s interior flood 

and work-table lights, the cockpit dome light, 

and map light. 

2. Explain operation of lights when using battery 

power vs. AC power.

Observer’s Seat 1. Demonstrate use of the fold-down observer 

seat, pointing out location of life vest.

Cockpit Door 1. Demonstrate operation of smoke screen and 

blowout panel. Show removal and installation.
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-9 01 JUL 13 

CABIN/CARGO COMPARTMENT

Lavatory 1. Show location of lavatory water shutoff valve, 

oxygen bottle, and drop-out mask panel. 

2. Demonstrate door locking / unlocking panel.

Galley 1. Show components and operation of 

refrigerator/ freezer, ovens, Hot Cup, coffee 

maker, and Hot Jug. 

2. Show location of compartment for first aid, fire 

extinguisher, food trays, and APU & External 

Power switches.

Cargo Compartment Lighting 

Console

1. Overview of which lights are controlled.

Cabin Doors 

(Instructor Demonstration)

1. Demonstrate free-fall and normal operation of 

FWD cabin doors using exterior controls. 

2. Operate door using interior controls 

3. Explain slide arming procedures and point out 

indicators. 

4. Explain pneumatic operation and show location 

of pressure gage. 

5. Explain slide/raft low pressure indicator light 

and demonstrate system test. 

6. Demonstrate door 2L/R and 4R operation and 

point out differences from 1L/R in operation of 

controls. Include location of escape rope at 

door 4R.

Cabin Doors 

(Student Performance)

1. Student demonstrates the correct normal 

operation of door 1L/R using exterior controls, 

and explains emergency operation. Instructor 

monitors student knowledge and performance. 

Instruct as required. 

2. Student demonstrates the correct normal 

operation of door 2L/R using interior controls, 

and explains emergency operation. Instructor 

monitors student knowledge and performance. 

Instruct as required.
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-10 01 JUL 13 

CABIN/CARGO COMPARTMENT 

AR Receptacle Shutoff Valve 1. Show location and explain that it is manually 

operated and used to provide pressure to the 

UARRSI. 

2. Explain purpose is to prevent Skydrol leaks in 

cockpit during normal cruise and whenever not 

receiving fuel.

Cargo Door/Hydraulic Control 

Panel

1. Show location and explain operation.

Emergency Equipment Panels 1. Show location forward, aft, and in ARO Station 

as field trip progresses. 

2. Point out items provided on each panel.

Crew Entry/Egress Ladder 1. Show location and point out different 

components.

Nose Gear Inspection Tubes 1. Show location at station 565. 

2. Demonstrate use.

Passenger Oxygen Generators 

and Drop-Out Masks

1. Show location. 

2. Explain Auto and Manual operation.

Emergency Passenger Oxygen 

System 

1. Show location. 

2. Explain operation. 

Aircrew Bunks 1. Show locations. 

2. Point out location of portable oxygen bottles.

Forward (Lower Area) 

Compartment 

1. Show location.

Environmental Curtain 1. Point out both locations 

a. Side panels remain installed at both 

locations. 

b. Center panel is relocated and can be rolled 

up for cargo loading or offloading 

operations.

Z - Lavatory 1. Show location and plumbing connections.

Cargo Door 1. Show location and explain operation 

a. Vent Door operation 

b. Over centered mechanisms 

c. Lockpins
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-11 01 JUL 13 

CABIN/CARGO COMPARTMENT 

Cargo System Control Pendant 

Panel

1. Point out location.

Powered Roller System 1. Explain eight rollers: 

a. They raise up to move the pallet and then 

retract below the Omnidirectional rollers 

when de-energized. 

b. They are used to load and offload laterally 

and assist in rotating oversize cargo, such 

as “coupled pallets”. 

c. The in/out switches control direction of 

rotation of the three rows of rollers. 

d. Right channel rollers can be cut out (switch 

on control panel) so powered rollers can 

still be used for left side if pallets are on 

right side.

Center Accessory 

Compartment

1. Show location, Station 1120. 

2. Show location of: 

a. Batteries 

b. Battery charger 

c. 1-2, 1-3 Isolation Valves 

d. AR Master Valve 

e. APU Start Circuit Breakers 

f. Anti-Skid Control Box 

g. Pneumatic Controllers 

h. Pneumatic Manifold Fault Indicator

Cryogenic Vent 1. Show location, Station 1149. 

2. Explain purpose.

AR Receiver Valve Manual 

Override Handle

1. Show location, Station 1145. 

2. Explain used to manually open AR master fuel 

valve.

Main Gear Door Indicators/ 

Viewing Ports

1. Show location at Station 1427. 

2. Point out light switch.

Main Gear Indicator 1. Show location on top of wing. 

a. Up - Gear is down. 

b. Down - gear is up.

AR Isolation Valve 1. Show location, Station 1330. 

2. Show override handle.
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-12 01 JUL 13 

CABIN/CARGO COMPARTMENT 

Aft Cargo Compartment 1. Show location of ELTs. 

2. Show location of Cockpit Voice Recorder & 

Digital Flight Data Recorder.

Portable Ladder 

(Stair Extender)

1. Locate and point out components. 

2. Point out use is for doors 2L/R.

ARO COMPARTMENT

Incandescent and Aft Cargo 

Lights

1. Point out switches: top of ladder, just under floor 

level. 

2. Show functions. 

3. Point out Incandescent switch also on left side 

of panel at center BO ARO position.

Boom/Drogue Valve and Dual 

Bypass Valves

1. Show location inside small door by ladder on 

sidewall and through floor panel at door 4R. 

2. Point out both manual handles for bypass 

valves and associated cannon plug disconnect.

LEFT AND RIGHT WHEEL WELLS

(If time is available, open left and right Main Wheel Well doors and show components)

Right Main Wheel Well 1. Auxiliary Pumps 

2. Landing Gear Sequencing Valve 

3. Center Gear Sequencing and Manual Control 

Valves 

4. #3 Hydraulic Reservoir and Accumulator 

5. Anti-skid Control Valves 

6. Bogie Trim Cylinder

Center Gear Wheel Well 1. 1-3/2-3 Reversible Motor Pumps 

2. Auxiliary Reservoir

Left Main Wheel Well 1. Hydraulic Reservoir Fill Hand Pump 

2. #1 Hydraulic Reservoir & Accumulator 

3. Alternate Ground Refueling Station 

4. Anti-skid Control Valves 

5. Bogie Trim Cylinder

LEAVING AIRCRAFT

Leaving Aircraft 1. Ensure all equipment is restored to same 

position you found it and aircraft is in good 

condition.
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-A841-IG 1-35-13 01 JUL 13 

Instructor’s Abbreviated KC-10 Aircraft Orientation 

Guide

AIRCRAFT EXTERIOR

Initial Safety Inspection 

 Nose Section 

 Nose Gear and Wheel Well 

 Right Forward Fuselage 

 Right Wing and Fuselage 

 Right Landing Gear 

 Center Gear 

 CAC Shroud, Fwd Tank, and Aft 

Tank Leak Sense Drains 

 Right Aft Fuselage 

 Empennage and Control Surfaces 

 Left Aft Fuselage 

 Left Landing Gear 

 Left Wing and Engine 

 Left Forward Fuselage 

 Avionics Compartment 

COCKPIT

Pilot's & Copilot's Position 

* Seat Operation 

* Clearview Windows and Visors 

* Flight Engineer’s Station 

 Lighting 

 Observer’s Seat 

 Door 

CARGO COMPARTMENT

 Lavatory 

 Galley 

 Cargo Compartment Lighting 

* Cabin Doors 

 AR Receptacle Shutoff Valve 

 Cargo Door/Hydraulic Control Panel 

 Emergency Equipment Panels 

 Crew Entry/Egress Ladder 

 Nose Gear Inspection Tubes 

 Passenger Oxygen Generator/Mask 

 Aircrew Bunks 

 Forward (Lower Area) Compartment 

Cargo Barrier Net 

 Environmental Curtain 

CARGO COMPARTMENT (Continued)

 Z Lavatory 

 Cargo Door 

 Cargo System Control Pendant 

 Powered Rollers 

 Center Accessory Compartment 

 Cryogenic Vent 

 AR Rec Valve Man Override Handle 

Main Gear Door Indicators/Viewing 

Ports 

Main Gear Indicators 

A/R Isolation Valve 

 Aft Cargo Compartment 

 Portable Ladder 

ARO COMPARTMENT

 Cargo Lights 

 Boom/Drogue Valve 

 Bypass Valves 

LEFT/RIGHT MAIN WHEEL WELLS

(Time permitting) 

INSTRUCTOR NOTE

* Student Performance Item 
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Cargo/Passenger Operations

Instructional Format

I. Purpose - The purpose of this briefing is to help the student better understand 

the capabilities and limitations of the aircraft and crew relating to cargo load 

planning, cargo loading and offloading, and the transport of hazardous cargo. A 

Boom Operator Instructor presents the lesson. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1 - Flight Manual 

B. T.O. 1C-10(K)A-5 - Basic Weight Checklist and Loading Data 

C. T.O. 1C-10(K)A-9 - Cargo Loading Manual 

IV. Equipment and Materials

A. Cargo/Passenger Operations Instructor Guide 

B. Classroom Presentation System 

C. Whiteboard, markers and erasers 

D. Cargo Load Trainer 

V. Student Preparation and Review 

A. None. 

VI. Instructor Preparation 

A. The Instructor Lecture Text is designed to assist you in preparing for this 

class. 

B. Coordinate a visit to a BBQ or BRF Cargo Load class to observe student 

activity involved with placing cargo in the cargo compartment. 
KC-10 Aircrew Training System 

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Cargo/Passenger Operations

Instructor Lecture Text

E-FRAME 1: CARGO/PASSENGER OPERATIONS

I. INTRODUCTION 

A. Instructor Introduction 

 Introduce yourself to the class. Briefly relate your flying and instructor 

experience. 

B. Purpose Statement 

This briefing is to help you better understand the capabilities and limitations of 

your aircraft and crew relating to cargo load planning, cargo loading and 

unloading, and the transport of hazardous cargo. 

1. Attention 

Good crew coordination and resource management are essential to 

accomplishing the varied missions of the KC-10. In-depth knowledge and 

understanding of the responsibilities of your specific crew position, as well 

as an understanding of the responsibilities of the other members of your 

crew is required. Each crewmember must rely on the others to 

accomplish their duties effectively and safely. 

2. Motivation 

This briefing provides an overview of aircraft configurations and crew 

capabilities for carrying cargo and passengers. The Boom Operator is 

directly responsible for carrying out these duties; however, it is the Aircraft 

Commander’s ultimate responsibility to understand what is being done in 

the "Back" of the aircraft. 

II. PRESENTATION 

E-FRAME 2: CARGO/PASSENGER CARRYING CAPABILITIES

A. Cargo/Passenger Carrying Capabilities 
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This briefing introduces the capabilities of the KC-10 to handle cargo and 

passengers in support of its worldwide missions. As Boom Operators, we are 

responsible for planning the cargo load configuration; monitor the loading and 

offloading of the aircraft and supervising the passengers. In addition, we must 

know the procedures for handling hazardous cargo. You must be familiar with 

what we are doing in the "Back of the aircraft" and with the coordination required 

to successfully accomplish the mission. 

E-FRAME 3: KC-10 CONFIGURATIONS 

1. KC-10 Basic Configurations 

The KC-10 was developed from the DC-10 series 30 civilian aircraft. It is 

designed to ferry receiver aircraft while transporting their support 

personnel and equipment. The KC-10 can also be refueled in flight, 

further increasing its capabilities. For mission flexibility, the KC-10 can 

assume a variety of configurations. These are commonly divided into 

three general categories: all cargo, mixed cargo/6 to 20-personnel or 

mixed cargo/75-personnel configurations. 

E-FRAME 4: ALL CARGO CONFIGURATIONS

a. All Cargo 

 The all cargo configuration can be arranged for 25 or 27 pallets. 

E-FRAME 5: CARGO/PASSENGER CONFIGURATION (Mixed 25/6)

This cargo-passenger configuration consists of 25 pallets, and seating for 6 additional 

crewmembers. To provide seating for the 6 crewmembers, the pallets on the right side 

of the aircraft are placed lengthwise in the cargo compartment, and the first 11 pallets 

on the left side are placed laterally as shown here. The cargo-loading manual contains 

detailed information concerning the various configurations for cargo and personnel

E-FRAME 6: CARGO/PASSENGER CONFIGURATION (Mixed 23/16)

b. Cargo/Passenger 

This configuration, one the most commonly used, consists of 23 

pallet positions and seating for 16 passengers. The configuration 

may\ be modified to carry 20 passengers by adding 2 seats on 

either side behind the seats shown here. However, this imposes a 

2100-pound limit on each pallet due to reduced space available for 

cargo net expansion. 

E-FRAME 7: KC-10 PASSENGER ACCOMMODATIONS
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2. KC-10 Passenger Accommodations 

For the comfort of the passengers, particularly the duty passengers who 

will probably be beginning a work shift upon arrival at their deployed 

location, the KC-10 has relatively civilized passenger accommodations. 

E-FRAME 8: INCREASED ACCOMMODATION UNIT

a. Increased Accommodation Unit (IAU) 

The Increased Accommodation Unit, commonly referred to as the 

IAU, increases the passenger and extra crewmember seating 

capacity to a total of 75. 

E-FRAME 9: PALLETIZED SEATS

44 of these seats are mounted on four seat pallets. 

E-FRAME 10: ADDITIONAL STOWAGE

The IAU also provides additional stowage space. The stowage 

compartment is mounted on the right side of the airplane, just 

forward of seat pallet number two right. 

E-FRAME 11: Z-LAV

With the increased number of personnel that can be carried with 

the IAU, an additional comfort station is provided. We refer to it as 

the “Z-LAV“ and it provides all the comforts of the permanent 

lavatory located forward. It is installed on the left side of the 

airplane, just forward of the cargo door. 

E-FRAME 12: ENVIRONMENTAL CURTAIN

b. Environmental Curtain 

An environmental curtain establishes the aft end of the passenger 

compartment and serves as a smoke and sound barrier. The 

curtain consists of six panels fastened to the ceiling and sidewalls 

by slide fasteners and Velcro strips. The environmental curtain 

may be installed at one of two locations, depending on aircraft 

configuration. 

E-FRAME 13: CARGO/PASSENGER CONFIGURATION (Mixed 17/75)

The “expanded configuration” provides for 17 pallets and 75 seats 

by adding the IAU. 
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E-FRAME 14: MIXED CARGO/PERSONNEL/PATIENT SUPPORT 

There are two Patient Support Configurations based on the mixed 

Cargo/75 Personnel Configuration. Patient Support Pallet (PSP) 

Configuration 1 (Code H) replaces pallet positions 2R & 3R with 1 

PSP with 6 litters in 2R and a blank 463L pallet in position 3R. 

Patient Support Pallet (PSP) Configuration 2 (Code I) is 1 PSP with 

6 litters in 2R and 1 PSP with 3 litters in pallet position 3R. 

E-FRAME 15: KC-10 CARGO HANDLING EQUIPMENT 

3. KC-10 Cargo Handling Equipment 

As with other aspects of its mission, the KC-10 uses specialized 

equipment for carrying cargo. This cargo equipment includes pallets, 

coupled pallets, cargo restraints, a barrier net, and rollers. 

E-FRAME 16: PALLETS

a. Pallets 

The primary means of transporting cargo is the palletized method. 

The KC-10 can accommodate up to twenty-seven 88 X 108 inch 

pallets. The pallets are rated for 10,000 lbs, however their loads 

are limited to 5400 lb, 6500 lb, and 10,000 lb depending on the 

location in the aircraft. 

E-FRAME 17: COMPARTMENTS

b. Compartments 

Letters and station numbers on the sidewalls identify 

compartments. Double letters on the left wall are for lateral pallet 

loading. Pallet numbers are located on the floor. Yellow decals 

identify longitudinal, or lengthwise, pallet positions. White decals, 

on the left side only, show lateral pallet positions. 

E-FRAME 18: COUPLED PALLETS

c. Coupled Pallets 

To accommodate large cargo items, pallets can be coupled 

together using two “one inch couplers” attached to the pallet rings. 

E-FRAME 19: RESTRAINTS

d. Restraints 
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Cargo in the KC-10 can be restrained with various types of 

equipment. Using a top net and two side nets provides the 

maximum restraint for a single pallet load weighing up to 10,000 

lbs. The “actual” amount of restraint provided by straps or chains is 

determined by a mathematical ratio method formula. 

E-FRAME 20: BARRIER NET

e. Barrier Net 

As an added safety feature, a cargo barrier net is installed to 

provide protection in the event of extreme deceleration forces. It is 

rated for nine G’s of restraint for cargo loads up to 175,000 lbs. 

E-FRAME 21: OMNI-DIRECTIONAL ROLLERS

f. Omni-directional Rollers 

Pallets are supported in the doorway area by omni-directional 

castered rollers. The casters swivel and permit loaded pallets to be 

moved in any direction. The rollers are contained in seven panels 

and two outboard conveyor assemblies. 

E-FRAME 22: POWERED ROLLERS

g. Powered Rollers 

These eight powered rollers assist during loading and offloading 

operations. When energized, the rollers elevate to move the pallet 

laterally or rotate it for longitudinal alignment. When de-energized, 

the rollers automatically retract. 

E-FRAME 23: POWERED ROLLERS CONTROL PANEL

h. Powered Rollers Control Panel 

The control panel located at the forward edge of the cargo door 

provides power for the rollers. The cargo door must be open to 

operate the powered rollers. A pendant, attached to the control 

panel by a 24-foot cord, allows freedom of movement to operate 

the rollers while closely observing pallet positioning. The pendant 

is stowed beneath the control panel. 

E-FRAME 24: LONGITUDINAL ROLLERS

i. Roller Conveyors 
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The manually operated longitudinal roller conveyor assemblies 

consist of rollers mounted in channels along both sides, and down 

the center of the floor. They may be located forward and aft of the 

omni-directional panels, or only aft, depending on aircraft 

configuration. 

E-FRAME 25: KC-10 CARGO LOAD PLANNING CONSIDERATIONS

4. KC-10 Cargo Load Planning Considerations 

These are the Boom Operator’s “dash 9" cargo operations responsibilities. 

They are completed each time a KC-10 cargo mission is flown. 

E-FRAME 26: CARGO SIZE/CONTOUR

a. Cargo Size/Contour 

Each item of cargo must be contoured to fit safely within the 

curvature of the fuselage. 

E-FRAME 27: CARGO GROSS WEIGHT

b. Cargo Gross Weight 

Each item of cargo must be within the maximum gross weight for its 

loaded position. 

E-FRAME 28: CONCENTRATED LOADS

c. Concentrated Loads 

A concentrated load is a large amount of weight covering a small 

contact area. The areas of contact are commonly called "skids" or 

"contact points", and must be checked to ensure no limits are 

exceeded. 

Vehicle axles are another form of concentrated load that must be 

checked prior to loading. 

E-FRAME 29: AIRCRAFT TIPPING - 40% MAC

d. Cargo Load/Unload Aft Limit 

The center of balance of the aircraft must be computed for each 

item of cargo loaded or unloaded. Items of cargo loaded behind 

the main landing gear quickly bring the center of balance aft and 

can result in the aircraft “tipping on its tail.” 

E-FRAME 30: AIRCRAFT TIPPING - 44% MAC
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A “tipping analysis” is computed to ensure that the center of 

balance always remains forward of 40% MAC. The aircraft will tip 

at 44% MAC. 

E-FRAME 31: LATERAL UNBALANCE

e. Lateral Unbalance 

The KC-10's “wide body” design allows side-by-side pallet loading. 

Just as there are lateral fuel balance limits, there are also cargo 

lateral balance limits. The Boom Operator ensures that lateral 

cargo weight differences are within limits. 

E-FRAME 32: ZONE LIMITATIONS

f. Zone Load Limitations 

One of the principal additions to the DC-10-30 commercial freighter 

basic airframe, for the KC-10 conversion, was the addition of 

forward and aft body fuel tanks. Zone load limitation calculations 

are completed to ensure that the amount of body tank fuel and 

cargo loaded do not exceed the allowable weights by fuselage 

station. The airframe does not differentiate by type of weight; 

additional fuel means less cargo. Careful planning can optimize 

this weight capability and satisfy fuselage limitations. 

E-FRAME 33: OTHER CONSIDERATIONS

g. Other Considerations 

The KC-10 Boom Operator must also compute, as required, factors 

such as pounds per linear foot loading (PLF), required restraint, 

and nose-strut compression during loading operations. Restraint 

calculation and placement for “rolling stock” (wheeled vehicles) 

generally takes a significant amount of time due to the vertical 

restraint limitation of the aircraft. 

E-FRAME 34: HAZARDOUS CARGO

5. Hazardous Cargo 

When loading hazardous cargo, the load plan must consider the 

compatibility of the various hazardous materials, and the proximity of 

hazardous materials to passengers. 

E-FRAME 35: CARGO OFFLOADING
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6. Cargo Off-loading 

Cargo off-loading is essentially the reverse of cargo loading. Inflight, after 

the landing fuel is determined, the boom operator normally accomplishes 

the offload tipping analysis. The analysis uses the landing fuel weight and 

fuel distribution when determining the sequence in which the aircraft is 

offloaded. 

E-FRAME 36: CARGO LOAD MODEL

7. Cargo Load Model 

The purpose of the KC-10 Cargo Load Model is to enable Boom 

Operators to visualize the assembly of various types of cargo loads in the 

aircraft. It is a scale model of the cargo compartment and cargo handling 

system. 

Boom Operators plan a variety of loads, then assemble scale models of 

rolling stock and pallets. 

The planned cargo is placed in the CLM in accordance with TO 1C10(K)A-9, Cargo Load Manual. 

INSTRUCTOR NOTE: After the lesson review, visit the CLM to observe a cargo load 

and discuss various subjects associated with cargo and passengers. 

I. REVIEW 

E-FRAME 37: SUMMARY 

A. Summary 

Suggested discussion questions to ensure student understanding of the cargo 

and passenger carrying capabilities of the KC-10, and the responsibilities of the 

Boom Operator. 

1. Describe the all/cargo and cargo/passenger configurations.

2. What is the difference between the 23 pallet and 25 pallet 

configurations?

3. Describe the components of the IAU, when it is installed.

4. When cargo is being loaded, what are some of the things the Boom 

Operator must consider to properly load the aircraft?

5. Describe the impact of the fuel load, when loading cargo. 

6. Describe "skids" and "contact points".

7. Describe some of the items to consider when loading Hazardous 

Cargo.
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8. Why does the Boom Operator accomplish an offload tipping 

analysis before landing?

B. Remotivation 

I hope the information presented here enhances your understanding of what’s 

happening behind the cockpit door. Because of the varied missions and aircraft 

configurations of the KC-10, it is important for the entire crew to understand the 

capabilities and limitations of the aircraft and crew, relating to cargo loading and 

unloading. You don’t want to be involved in a situation similar to the Fed Ex DC10 sitting on its tail, or the DC-8 accident at Miami caused by shifting cargo. 

C. Closure 

Are there any questions? If not, that completes the presentation. Thank you for 

your attention. 

E-FRAME 38: THE END
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E846-IG 1-37-1 01 JUL 13 

Performance Workshop III 

MTOGW TOLD Card

Lesson Introduction 

I. Purpose - The purpose of this workshop is to provide you an opportunity to 

practice completing a Max Takeoff Gross Weight TOLD card. Be sure you have 

completed the prerequisite workbooks and CBT lessons prior to the workshop. 

Your instructor will present the workshop exercises and provide appropriate 

guidance if you have any questions. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II consists of the workshop exercises to be completed. 

II. Duration - 3.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data

IV. Equipment and Materials

A. Classroom 

B. T.O. 1C-10(K)A-1-1 

C. Performance Workshop III - MTOGW TOLD Card Instructor Guide 

D. AF IMT 4089, KC-10 TOLD Card Worksheet 

V. Student Preparation/Review

A. Introduction to KC-10 Takeoff Performance Workbook 

B. Takeoff and Landing Data Workbook 

C. Introduction to KC-10 Takeoff Performance CBT Lesson 

D. Takeoff Performance Charts CBT Lesson 

E. KC-10 Takeoff and Emergency Return Data Computation CBT Lesson 

F. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 
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VI. Instructor Preparation 

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Takeoff Performance Workbook 

C. Takeoff Performance Charts CBT Lesson 

D. Takeoff and Landing Data Workbook 

E. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 
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Objective

1. Complete a KC-10 Maximum Takeoff Gross Weight Takeoff and Landing Data 

(TOLD) Card. 
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Initial Qualification Course 

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FIQ-E846-IG 1-37-4 01 JUL 13 

Part I

A Maximum Takeoff Gross Weight (MTOGW) TOLD Card is computed based on the 

maximum weight at which the aircraft can take off under given conditions. These 

conditions pertain to environmental, runway, or field condition factors. 

As previously demonstrated, the MTOGW block of the TOLD Card is completed for all 

takeoffs. Remember, reduced thrust procedures do not apply when computing a 

maximum takeoff gross weight TOLD Card. Therefore, any blocks pertaining to the 

assumed temperature receive a check (√) mark. 

The Air Force Flight Standards 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 possible and miss any obstacles should an engine fail 

during takeoff. Special Departure Procedure information is found at 

“http://www.jeppesen.com/wlcs/index.jsp” on the internet. 

Jeppesen analyzes terrain and obstacle data against aircraft specific performance data 

to determine the best engine out departure and takeoff weight for each runway at a 

given location. The Jeppesen website user name and password will change 

occasionally; please contact your wing DOV for the current information. Once logged 

into the website, click on OPS DATA, which will take you to the SORT and aircraft 

selection menus. 

A User Guide that can be viewed or downloaded is also available below the Ops Data 

menu. Please review this guide as soon as possible. Only bases that have approved 

procedures are listed on the Jeppesen website. This website should be checked during 

mission planning. If an approved procedure is available, it must be briefed 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. 

Figure 3 is an example of SDP TOLD information and Figures 4 and 5 are examples of 

SDP departure plates found on the website. More information is available from your 

instructor during the TOLD card workshop. If a SDP is available for the runway being 

used, it should be followed exactly in order to avoid obstacles.

The following pages will provide you an understanding of Special Departure Procedures 

(SDP). 
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Figure 1. Airfield Analysis Data 1.

 

The FAA expects all aircraft to climb at a rate of at least 200 ft/nm (30:1) with all engines 

operating. The top line represents this. 

The middle line represents 152 ft/nm (40:1) or a 2.5% net climb gradient. When an 

instrument runway is TERPS and an obstacle penetrates this line, a Departure Procedure 

or SID identifies the obstacle or requires a turn or increased climb rate. Air Force requires 

most military aircraft to be able to clear all obstacles in the event of an engine failure. 

Identifying the proper obstacles is the hard part. 

Because of the climbout and clean up procedures, at times the KC-10 actually operates 

below a 2.5% climb gradient. In this case actual obstacles may exist and may not be 

readily identified. 

Jeppesen airfield analysis identifies all obstacles that penetrate the bottom line out to 

approximately 30 nautical miles. After that, it’s up to you to avoid obstacles. 
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Figure 2. Airfield Analysis Data 2.

The SDP is aircraft specific. Takeoff and climb performance procedures are examined 

against the specific runway obstacle data to determine the best route. Straight ahead is 

examined first with alternate routes later if it would be impossible to use the straightahead course. The route selected will apply technical manual procedures and provide 

clearance over all obstacles for the first 30 miles in the event you lose an engine at V1. 

After going to the correct website, Figures 4-7c, 4-7d, and 4-7e are examples of the 

TOLD data pages and departure plate information found on the site. The plate depicts 

both Dry and Wet data with Dry data being used most by crewmembers and the Wet 

being use by mission planners. 

Jeppesen, using the ICAO criteria, also covers a greater width for obstacle 

consideration along the planned flight route than required by FAA. 
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Figure 3. SDP TOLD Information.

1 

2 

3 

4 

 5 

 7 

 6 8 

9 

FOR TRAINING USE ONLY 
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Using the SDP TOLD information is fairly easy. The sheet has systems information as 

well as airfield data. Below is a description of the some of the information on the sheet. 

Items on Figure 3: 

Item 1 Systems settings and airfield data are usually found at the top of the page. 

Item 2 Runway 6 – Dry with a TURN is the runway identified, the wet entries are 

usually used by mission planners and not normally used by the aircrews. 

Item 3 This is the outside air temperature is in Centigrade. 

Item 4 This is the maximum takeoff weight that should not be exceeded. This is a 

planning guideline. 

Item 5 The max liftoff point is the point that the airplane lifts off if it loses an engine at 

V1. Simply stated, it is the field length plus the lineup distance. Cutbacks have 

already been considered for obstacles or screen heights. You must subtract 

the runway alignment distance from this max liftoff point number. Enter this 

number in your RWY AVAIL block. If E-TOLD is used just enter this number. 

Item 6 This is the number used for the obstacle height in AGL. Enter this number in 

the OBST HT block. Again if E-TOLD is used this number needs to be in MSL 

HT. You must add field elevation to this number and to than its MSL. 

Item 7 The runway slope is identified here and is used. This is your actual slope for 

this runway. This is the number that is entered in the SLOPE block on your 

TOLD worksheet. If using E-TOLD, remember that a zero has to be put in front 

of the dismal point. 

Item 8 This is the number used in the TOLD data for corrected obstacle distance. This 

number is your obstacle distance and is entered in the OBST DIST block. This 

is also entered in E-TOLD in the very same manner. 

Item 9 This number is not used. The number is obtained from T.O. 1C-10(K)A-1-1 and 

should be greater or equal to the number on the SDP TOLD sheet. If the 

number is less than the SDP sheet, a mistake has occurred and the climb 

gradient data must be recomputed. 

Figure 4 is an example of a Special Departure Plate with only written instructions and 

Figure 5 is a Special Engine Failure Procedure plate. 
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Figure 4. Special Procedure Plate.

FOR TRAINING USE ONLY 
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Figure 5. Special Engine Failure Procedure.

FOR TRAINING USE ONLY 
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CH 3 

FIQ-E846-IG 1-37-11 01 JUL 13 

Part II 

WORKSHOP EXERCISES

1. GIVEN: 

Gross Weight Maximum Gross Weight for Takeoff (To be computed) 

Takeoff CG 23.0% 

OAT 5° C 

Dew Point 4° C 

Anti-ice ON 

Pressure Altitude +120°

Wind Direction 130°

Wind Velocity 5 G 10 

Runway Heading 230°

Runway Length 11,100'

RCR 12 Reported 

RSC 0 

Slope 0 

Field Elevation 93′

Obstacle Height N/A 

Obstacle Distance N/A 

Air Conditioning OFF 

Reverse Thrust YES 

Compute Takeoff Performance. For the purposes of this training event assume a 

Special Departure Procedure (SDP) is available requiring a 2.50 Min Climb rate with no 

obstacle depicted and a 11,100 Max LOP. The SDP MTOGW is 590,000 lbs for given 

conditions. 
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 FIQ-E847-IG 1-38-1 01 JUL 13 

Performance Workshop IV 

V1=VMCG TOLD Card

Instructional Format 

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice completing a TOLD Card for V1=VMCG. The student should 

have reviewed the Introduction to KC-10 Takeoff Performance and the Takeoff 

and Landing Data Workbooks and CBT Lessons prior to attending this workshop 

period. The instructor will present the workshop exercises for the students to 

complete, and give the appropriate guidance when questions arise from the 

student. Once again, this is intended to be a workshop, and not simply an 

instructor lecture. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II consists of the workshop exercises to be completed and solutions. 

II. Duration - 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials

A. Classroom 

B. T.O. 1C-10(K)A-1-1 

C. Performance Workshop IV - V1=VMCG TOLD Card Instructor Guide 

D. AF IMT 4089, KC-10 TOLD Card Worksheet 

V. Student Preparation/Review

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Takeoff Performance Workbook 

C. Takeoff Performance Charts CBT Lesson 

D. Takeoff and Landing Data Workbook 

E. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 
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VI. Instructor Preparation

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Takeoff Performance Workbook 

C. Takeoff Performance Charts CBT Lesson 

D. Takeoff and Landing Data Workbook 

E. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 
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Objective 

1. Complete a KC-10 Takeoff and Landing Data (TOLD) Card when V1 equals 

VMCG. 
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Part I

When V1 = VMCG, the aircraft's takeoff gross weight (TOGW) is limited to a maximum 

weight that allows the aircraft to stop in the available runway after experiencing engine 

failure at V1. 

When computing the Takeoff Data for a V1 = VMCG condition, it may be necessary to 

reduce TOGW. If this is the case, determine the maximum allowable weight (MAW) for 

the given runway available. Remember, use the optimum takeoff flap setting when 

computing MAW, except when an RSC is used for TOLD planning use 25° flaps only. 

The MAW is the MTOGW. 

When runway cutback procedures are used for obstacle clearance, use the original 

(Full) runway available to determine MAW when V1 = VMCG. When determining MAW 

and SDP procedures are used, use the (Full) runway available to determine MAW, not 

the listed MAX liftoff point. Using the MAX liftoff point distance could result in a 

significantly lower MAW value. 

If V1 equals VMCG, then VR MIN must be computed and compared to VR. If VR is less than 

VR MIN, increase VR to equal VR MIN. Do not forget to increase V2 by the same increment. 
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Part II

WORKSHOP EXERCISES

1. GIVEN: 

Gross Weight 550,000 

Takeoff CG 23.0% 

OAT 5° C 

Dew Point T

Anti-ice ON 

Pressure Altitude +30’ 

Wind Direction CALM 

Wind Velocity 0 

Runway heading 130°

Runway Length 12,100 

RCR WET 

RSC .15 Reported (Standing water) 

Slope .8 DN 

Field Elevation 82’ 

Obstacle Height N/A 

Obstacle Distance N/A 

Air Conditioning ON 

Reverse Thrust YES 

NOTE

If the desired takeoff gross weight of 550,000 lbs is not permitted, 

compute the MTOGW for the given conditions. 

Compute Takeoff Performance. For the purposes of this training event assume a 

Special Departure Procedure (SDP) is available requiring a 2.50 Min Climb rate with no 

obstacle depicted and a 12,100 Max LOP. The SDP MTOGW exceeds the computed 

takeoff MTOGW. 
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FMS-800 Flight Management System

Instructional Format

I. Purpose – The purpose of this briefing is to help the student better understand the 

basic functions and major components of the FMS-800 Flight Management System. 

A flight engineer instructor presents the lesson. 

II. Duration – 4.0 hours 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. FMS page flow diagrams 

IV. Equipment and Materials

A. FMS-800 Instructor Guide and E-Frame Set 

B. Classroom Presentation System 

C. Whiteboard, markers and erasers 

D. Flight Emulation Trainer 

V. Student Preparation and Review 

A. None 

VI. Instructor Preparation 

A. The Instructor Lecture Text and Instructor Lecture Outline are designed to 

assist you in presenting this lecture. A suggested lecture text is included. It 

is not intended to be read aloud to the students. Its function is to provide you 

with a representative format for presenting the main topics in the Instructor 

Lecture Outline. The outline is a brief list of major topics to be covered. Its 

function is to provide you with a topical and visual aid notation for use in 

class. 
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Objectives

At the completion of this lesson, you will be able to: 

1. Describe the basic functions and components of the KC-10 Flight Management 

System (FMS) 

2. Match FMS Control Display Unit (CDU) controls to respective functions 

3. Describe characteristics of select FMS pages 

4. Describe the characteristics of the Data and Direct-To functions 
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FMS-800 Flight Management System

Instructor Lecture Text

E-FRAME 1: FMS-800 FLIGHT MANAGEMENT SYSTEM REVIEW 

I. INTRODUCTION 

A. Instructor Introduction 

Introduce yourself to the class. Briefly relate your flying and instructor 

experience. 

B. Purpose Statement 

Welcome to this review of the FMS-800 Flight Management System, more 

commonly referred to as the FMS. As a KC-10 flight engineer, you are 

responsible for using the FMS to accomplish preflight and postflight tasks 

and to assist the pilots with FMS-related in-flight duties as needed. This 

requires a functional understanding of the FMS and ability to operate the 

system. 

1. Attention 

The FMS, global positioning system (GPS), and inertial navigation system 

(INS) continuously compute and provide aircraft position and flight guidance 

data anywhere in the world. FMS and GPS functions are integrated in a 

control display unit (CDU) which also provides the FMS user interface. The 

FMS consists of three individual CDUs that operate together to function as a 

single system. Three individual INSs are also installed in the KC-10. INS is 

separate from FMS but requires the FMS CDUs for functional control and 

monitoring. The FMS CDUs also provide functional control for the tactical air 

navigation (TACAN) and automatic direction finder (ADF) navigation radios. 

2. Motivation 

FMS user data is complex system of control and monitoring information 

presented in display page format on the CDU screen. FMS pages consist of 

functionally-grouped data arranged according to specific formatting and 

organizational rules. You manage the FMS by using the CDU keypad to 

select the FMS pages and manipulate the data on these pages. 

Your duties require you to use the CDUs to preflight the FMS, align the INSs, 

manage the TACAN and ADF radios, and monitor the operating status and 
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malfunctions of the FMS and systems integrated with the FMS. You will also 

use the CDUs to manage specific flight plan data as requested by the pilots. 

E-FRAME 2: OBJECTIVES 

C. Objectives 

1. Describe the basic functions and components of the KC-10 Flight 

Management System (FMS). 

2. Match FMS Control Display Unit (CDU) controls to respective 

functions. 

3. Describe characteristics of select FMS pages. 

4. Describe the characteristics of the Data and Direct-To functions. 

II. PRESENTATION 

E-FRAME 3: FMS REVIEW 

A. Lesson Structure 

1. Part 1 – FMS Basic Functions and Components 

Part 1 provides brief descriptions of the basic purpose, functions, 

capabilities, and physical components of the FMS and integrated 

systems and components. INS component control and integration 

with the FMS is addressed. FMS data cartridges and databases, and 

terminology related to the FMS and INS are also addressed. 

2. Part 2 – FMS-800 User Basics 

Part 2 addresses the FMS user interface, specifically the FMS pages 

and the CDU push buttons. FMS page format, content, and 

organizational structure is discussed as well as FMS data entry and 

input procedures. 

3. Part 3 – FMS Page Characteristics 

Content and selection of specified FMS pages are discussed, 

specifically the top-level pages and the related CDU function keys. 

The DATA and DIR function keys and related pages are also 

discussed. 
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4. Part 4 – FET Exercises 

The instructor guides the student in using the appropriate sections of 

T.O. 1C-10(K)A-1, Flight Manual, and the FMS emulation trainer to 

perform selected FMS procedures. 

E-FRAME 4: PART 1 – FMS BASIC FUNCTIONS AND COMPONENTS 

B. Part 1 – FMS Basic Functions and Components Overview 

This part of the lesson looks at the physical and data components of the FMS 

and FMS integration. The physical components include the CDUs, GPS, 

BSIUs, INS, 1553B data bus, data loader, data cartridge, databases, 

cryptographic key load panels, EHSI, INS selector switch, and FMS heading 

switch. 

E-FRAME 5: FMS-800 OVERVIEW

1. FMS General Description, System Requirements, and Capability 

The FMS-800 flight management system (FMS) computes aircraft 

position and flight path guidance worldwide. The system determines 

position data autonomously; i.e., without the need for ground-based 

navigation aids (NAVAIDS). The FMS also provides functional control 

for the: 

 • Global positioning system (GPS) 

 • Inertial navigation units (INUs) 

 • Tactical air navigation (TACAN) radios 

 • Automatic direction finder (ADF) navigation radios 

E-FRAME 6: FMS-800 OVERVIEW-1

2. Functional Requirements 

a. Inputs and Memory – The FMS-800 utilizes 

 • User inputs 

 • Internal memory and external databases 

 • GPS and INU position and velocity inputs 

 • Central air data computer (CADC) inputs 

b. Operating System – FMS software controls all system 

functions. 

E-FRAME 7: FMS CAPABILITIES 
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3. Basic Capabilities 

a. Navigation Data – The FMS generates continuous navigation 

data such as present position, groundspeed, desired track, 

distance and time to waypoint, wind speed and direction, and 

other pertinent information required for navigation. Internal 

databases and programmed flight plans provide holding 

patterns, non-precision approach capabilities, and mission 

flight patterns, including air refueling orbit and rendezvous 

patterns.

b. Mission Plans – Up to 40 complete mission flight plans can be 

loaded into the FMS from a Personal Computer Memory Card 

International Association (PCMCIA) card. The PCMCIA card is 

hereafter referred to as the data cartridge. The crew can also 

use the CDU keypad to generate or modify mission plans.

c. Flight Path Guidance– FMS guidance may be used to fly 

published airways, direct routing, non-precision GPS 

approaches, as well as various mission flight patterns. 

E-FRAME 8: FMS COMPONENTS 

4. Basic Components 

The primary FMS components in the KC-10 are: 

• Three separate control display units (CDU) mounted on the 

center consoles in the cockpit 

• Two bus subsystem interface units (BSIU) located in the 

avionics bay 

• One data loader and two GPS key load panels (KYK-13) 

mounted on the flight engineer panel 

E-FRAME 9: CDU 

5. Basic CDU Description 

a. Central Component – The CDU is the central control and 

processing component of the FMS. Each CDU contains a GPS 

receiver-processor module and internal memory.

b. FMS User Interface and Functional Control – The CDU 

keyboard and display screen provide the primary user interface 

to the FMS.
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c. Integrated Systems Functional Control – The CDUs provide 

functional control of the TACAN and ADF navigation radios. 

This eliminates the need for dedicated control heads for these 

radios. The CDUs also provide INU functional control. INU 

control is discussed in more detail later.

d. CDU Position Designations – CDU 1 is the pilot CDU, CDU 2 is 

the copilot CDU, and CDU 3 is the FE CDU.

E-FRAME 10: CDU CONFIGURATION

6. CDU Installation Position and Input Configurations 

All three CDUs are physically identical and interchangeable. Aircraft 

wiring at each position sets the configuration and inputs for the CDU 

installed in that position. 

a. Position 1 is configured for 

 • CADC 1 

 • Key load panel 1 

 • GPS antenna 1, GPS enabled 

 • INU 1 and INU 3 available (external switching) 

b. Position 2 is configured for 

 • CADC 2 

 • Key load panel 2 

 • GPS antenna 2, GPS enabled 

 • INU 2 and INU 3 available (external switching) 

c. Position 3 is configured for 

 • GPS not enabled 

 • INU 3 

E-FRAME 11: CDU POWER

7. CDU Power Switches 

CDU power is controlled by three toggle switches on the FMS 

POWER CONTROL panel located to the right of the fire handles on 

the overhead panel. 
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E-FRAME 12: THE SYSTEM

8. FMS System Coordination 

a. CDU Coordination – “The FMS” is usually not just a single 

CDU/BSIU pair working alone. In normal operation, all three 

CDUs and the two BSIUs work together as an integrated 

system with one CDU coordinating the operations.

b. CDU Inputs – It is important to remember that flight plan or 

system inputs made on any CDU affect the entire system.

E-FRAME 13: FMS SYSTEM INTERFACES

9. Systems Integration 

a. Systems Interface Wiring – Each CDU integrates with external 

systems and interfaced units via dedicated wiring and MILSTD1553B data bus wiring in the associated electrical 

connector.

b. Flight Guidance Signals – When selected, the FMS provides 

horizontal and vertical flight guidance signals to the attitude 

direction indicators (ADIs) and the electronic horizontal 

situation indicators (EHSIs). 

c. FGS Coupling – FMS steering signals can be coupled to the 

flight guidance system (FGS). This allows the FMS to 

command the autopilot to follow the FMS-generated lateral 

flight path. The FGS does not use FMS vertical guidance. 

E-FRAME 14: MIL-STD-1553B DATA BUS

10. Data Bus Description 

The MIL-STD-1553B multiplexed serial digital data bus is the primary 

means of control message and data transfer between the CDUs, 

BSIUs, and data loader. The bus may commonly be referred to as 

“the 1553 bus” or “the 1553B bus.” 

E-FRAME 15: 1553 BUS CONTROL

11. Bus Controller and Remote Terminals 

a. Bus Controller/Remote Terminal – Each CDU operates on the 

1553 bus either as a bus controller or as a remote 
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terminal/backup bus controller.

b. Bus Control – Any CDU has all of the required resources to 

completely operate the entire FMS system. Only one CDU 

can control the 1553 bus at any given time. For example, if 

CDU 1 is the bus controller then CDU 2 and CDU 3 are remote 

terminals. The CDU controlling the bus performs all guidance 

computations, builds all page displays, communicates with all 

connected external equipment, and performs all other 

computations required to support FMS operation.

c. Remote Terminals – The remote terminal CDUs process 

keystrokes and display pages built by the bus controller CDU 

and perform continuous built-in-test (CBIT) with the additional 

free processor time. The BSIUs are always remote terminals.

E-FRAME 16: BUS SPLIT SWITCH

12. Bus Split Switch Function 

a. Switch Description – The FMS BUS SPLIT switch is located on 

the pilots' overhead panel. It is a guarded push button used to 

separate the FMS into independently-operating No. 1 and No. 

2 systems in the event of bus malfunction or system-wide 

failure. The normal position is unlatched and dark. The switch 

latches in and illuminates amber when pressed. Pressing the 

switch again unlatches the switch and turns off the light.

b. Bus Split Operation – When the 1553 bus is split, CDU 1 and 

CDU 2 act as a bus controller for each respective side. CDU 3 

is assigned to the copilot side when the bus is split.

E-FRAME 17: BSIUs 

13. BSIU Functions 

a. The BSIUs allow the FMS to communicate with other aircraft 

components and systems that do not communicate with the 

MIL-STD-1553B data bus. These include: 

(1) Flight instruments 

• ADIs 

 • EHSIs 

(2) Automatic Flight Guidance Systems 
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• Autopilot 

 • Flight director 

(3) Navigation Radios 

 • TACAN and ADF 

b. The BSIUs also perform the processing for the INU/GPS 

integrated navigation solution. 

E-FRAME 18: DATA LOADER

14. Data Loader 

a. Cartridge Slots – The data loader is located on the Flight 

Engineer’s panel and has two data cartridge slots: A and B. 

The lower slot is the A slot and the upper slot is the B slot. A 

data cartridge can be plugged into either slot and two data 

cartridges may be installed simultaneously. 

b. Split Bus Operation – The data loader is only available through 

CDU 1 when the 1553 bus is split.

E-FRAME 19: KEY LOAD PANELS

15. Key Load Panels 

The KYK-13 INTERFACE key load panels are used to load 

cryptographic keys into the GPS receivers. GPS 1 key load panel is 

connected to CDU 1 and GPS 2 key load panel is connected to CDU 

2. Each key load panel communicates with its respective CDU via 

dedicated lines. 

E-FRAME 20: GPS

16. GPS Components 

a. Primary Sensor – GPS is the primary navigation sensor for the 

FMS. 

b. Components – The GPS components are the receiverprocessor module in each CDU and the external GPS 

antennas.

c. GPS Antennas – Two GPS antennas are mounted on the top 

of the airplane. GPS antenna 1 is connected to CDU 1 and 
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GPS antenna 2 is connected to CDU 2. 

d. GPS 3 – CDU 3 is not connected to an antenna. The GPS 

module in CDU 3 is not enabled and cannot be selected as 

an active or alternate sensor.

E-FRAME 21: GPS CONTROL 

17. GPS Control Options 

a. Active Unit/Alternate Unit – Only one of the two enabled GPS 

modules can be active at a time. The active unit provides GPS 

navigation data for the steering solution; the other enabled unit 

is always on and ready as alternate.

b. Manual Switching – If the active GPS fails, the other GPS must 

be manually selected as active; there is no automatic 

switching. The crew controls which GPS is the active unit by 

toggling the selections on the navigation configuration 1 (nav 

config 1) FMS page. FMS pages are discussed later.

c. GPS Velocity and Altitude Aid – INU velocity and CADC 

altitude measurements may be used to “aid” (refine) GPScomputed velocity and altitude. GPS AID can be toggled 

between INU 1 and INU 2 and between ADC 1 and ADC 2.

d. GPS Power – Except for the GPS module in CDU 3, GPS 

power is on anytime the host CDU is powered.

E-FRAME 22: INERTIAL NAVIGATION SYSTEM (INS/INU)

18. INS/INU Components 

a. INS – An inertial navigation system (INS) provides position and 

velocity information to the FMS for navigation.

b. LTN-72 – Three separate Litton LTN-72 INSs are installed on 

the KC-10. Each LTN-72 INS consists of a:

 • Mode selector unit (MSU) 

 • Inertial navigation unit (INU) 

 • Battery unit (BU) 

c. Component Locations 

• The three MSUs are on the forward overhead panel.
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• The three INUs and three BUs are in the avionics 

compartment. 

d. INU – Like the GPS modules, the INUs are primary navigation 

sensors that provide continuous navigation data to the FMS.

e. 

E-FRAME 23: INS/INU CONTROL

19. Inertial Navigation System and Unit Control 

a. INS Control – INS refers to the overall system. Power and 

operating mode selection for each INS (system) is controlled 

by the associated MSU. 

b. INU Control - INU refers only to the inertial sensor unit. INU 

(unit) functional control is provided by the FMS, accessed 

through the CDUs. Each CDU controls only one INU at a time. 

E-FRAME 24: MODE SELECTOR UNIT (MSU)

20. MSU 

Each MSU controls power and mode of operation to the associated 

INS (1, 2, 3). Operational modes are standby (STBY), ALIGN, 

navigation (NAV), and attitude reference (ATT REF). 

 • STBY powers-up the INS in standby mode for entering present 

position. Aircraft movement does not affect the system in 

STBY. 

 • ALIGN is selected after entering position coordinates. The 

system enters automatic alignment and turns on the READY 

NAV annunciator when ready to navigate. Except for normal 

loading and servicing bumps and vibrations, the airplane must 

not be moved prior to READY NAV. 

 • NAV is the normal in-flight position. NAV must be selected 

before moving the aircraft. 

 • ATT REF is used when only attitude and heading signals are 

necessary. This mode requires realignment of the INUs on the 

ground before the NAV mode can be used again. 

E-FRAME 25: MSU ANNUNCIATOR LIGHTS (READY NAV)

21. READY NAV Light 

The READY NAV light comes on when the alignment is complete with 

the mode selector at ALIGN, and remains illuminated until NAV is 

selected. The light extinguishes when NAV is selected. 
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E-FRAME 26: MSU ANNUNCIATOR LIGHTS (BATT) 

22. BATT Light 

The BATT (battery) light comes on when primary power has been lost, 

the INU has been operating on its backup battery, and the voltage has 

become too low to sustain INU operation. The INU automatically 

shuts down when this occurs. 

E-FRAME 27: INS OUTPUTS

23. INS Outputs 

In addition to providing navigation data to the FMS, the INUs provide 

attitude reference signals to: 

• ADIs and EHSIs 

• Remote Compass System 

• Automatic Flight Guidance System 

• Autothrottles 

• Weather Radar System 

E-FRAME 28: INS SELECTOR SWITCH

24. INU Output Assignments 

The INS selector switch selects the pilot’s and the copilot’s INU 

assignment for ADI, ATS, compass, and weather radar inputs. 

• NORM = Pilot (CAPT) input from INU 1 and copilot (F/O) input 

from INU 2. 

• CAPT ON AUX = Pilot input from INU 3 (copilot normal). 

• F/O ON AUX = Copilot input from INU 3 (pilot normal). 

E-FRAME 29: FMS MULTI-SENSOR CAPABILITIES

25. FMS Sensor options 

a. Sensor Configurations – The FMS can compute position and 

flight path using INU data only, FMS data only, or both INU and 

GPS. The optimum configuration is the integrated INU/GPS 

mode. When in INU/GPS mode, the FMS mixes data from the 

selected INU and GPS sensors to provide the best computed 

position. The BSIU performs this integration.

b. Position Error – The FMS weighs GPS and INU sensor data to 
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take advantage of the complementary characteristics of the 

sensors. INU position error grows over time, but is gradual and 

predictable. GPS position error does not grow over time, but 

may be temporarily degraded or interrupted.

c. Weighted Solutions – The weighted INU and GPS combination 

provides an integrated navigation solution with the good shortterm, autonomous characteristics of the INU and the long-term 

stability of GPS.

E-FRAME 30: NAVIGATION SOURCE SELECTIONS

26. INS and GPS Selection Options 

a. Power-Up Default – With the INS selector switch in NORM the 

power-up default selections are INU1/GPS for the pilot (No. 1 

CDU) and INU2/GPS for the copilot (No. 2 CDU).

b. INS NORM – With the INS select switch set to NORM the pilot 

can select INU1, GPS, or INU1/GPS and the copilot can select 

INU2, GPS, or INU2/GPS 

c. INS CAPT ON AUX – With the INS selector switch set to CAPT 

ON AUX the pilot can select INU3, GPS, or INU3/GPS 

d. INS F/O ON AUX – With the INS selector switch set to F/O ON 

AUX, the copilot can select INU3, GPS, or INU3/GPS.

e. Active GPS Selection – Recall that the active GPS selection is 

made using the FMS navigation configuration page 1 and is 

independent of external switching. Also keep in mind that No. 

3 CDU is always connected to INU 3 and the GPS is not 

enabled. 

E-FRAME 31: DESIGNATED PILOT

27. Steering Solution for Default Startup Initialization and Autopilot 

a. Designated Pilot – The term “designated pilot” refers to which 

steering solution the FMS provides to drive the autopilot, when 

connected. This also determines which steering solution the 

FMS uses for default startup initialization. The options are pilot 

or copilot. The selection is made with the autopilot switches: 

AP 1 ON selects the pilot solution; AP 2 ON selects the copilot 

solution. If neither autopilot is on, the FMS defaults to PILOT 

designated. For example, with the INU selector switch set to 
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NORM, GPS 1 active, and the AP switches set to AP1 ON and 

AP 2 OFF, or both OFF, then INU 1/GPS 1 is the active 

steering solution. 

b. FMS Steering Calculations – Designated pilot determines 

which steering solution is used for the flight plan waypoint 

advance, turn anticipation calculation, markpoint function, 

lateral capture functions, and default startup initialization. The 

designated pilot selection is displayed on the nav config 1 FMS 

page. Recall that this FMS page is also used to select the 

active GPS. 

E-FRAME 32: DATA CARTRIDGE 

28. Databases and Mission Data 

a. Stored on Data Cartridge – The FMS utilizes database and 

mission data stored on the data cartridge. This data includes: 

 • An International Civil Aviation Organization (ICAO) 

database 

 • A user-defined waypoint database 

 • Programmed flight plans 

 • Current worldwide magnetic variation tables 

b. GPS Almanac Data – The data cartridge can also store GPS 

almanac data to reduce GPS cold start time. When present, 

this data automatically uploads into GPS at system start-up. 

E-FRAME 33: ICAO DATABASE

29. Database Characteristics 

a. ICAO Database – The ICAO database contains up to 120,000 

waypoints and waypoint identifiers. It is document-controlled 

by effectivity date.

b. Waypoint – A waypoint is a LAT/LONG position coordinate that 

identifies the location of a defined position such as a navigation 

aid, airport, airway intersection, or ramp parking spot.

c. Waypoint Identifier – Some waypoints have an assigned 

alphanumeric identifier (ID), some do not. When assigned, a 

waypoint ID consists of two to five alphanumeric characters.

d. Database Access – The FMS can access the ICAO database 
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from the data cartridge at any time as needed during operation. 

For example, when a SID or STAR is selected, the FMS recalls 

the SID/STAR from the ICAO database.

E-FRAME 34: MISSION DATA

30. Mission Data Management 

a. Mission Planning – The data cartridge is preloaded with 

mission data during mission planning. Mission data includes 

up to 40 separate complete flight plans based on mission 

requirements.

b. Data Transfer – Mission data can be transferred from the data 

cartridge to the CDUs for use in flight.

c. User-Waypoint Database – Up to 200 waypoints can be stored 

in a user-defined waypoint database and transferred to the 

CDUs for use in flight. 

d. Data Management – Once stored in the CDUs, mission data 

can be manipulated and edited by the crew.

E-FRAME 35: ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)

31. EHSI 

a. Graphical Display – The EHSI can display a FMS flight plan in 

graphical form from waypoint-to-waypoint. It also displays 

FMS annunciation line messages (discussed later). 

b. FMS Selected as Navigation Source – To display FMS 

horizontal and vertical situation data on the EHSIs, the pilots 

must use the respective EHSI NAV selector knob to select 

FMS 1 as the navigation source for EHSI 1 and FMS 2 as the 

navigation source for EHSI 2. Cross-side selection is not 

available. These selections connect the EHSI course arrow 

(desired track), CDI (crosstrack deviation), TO/ FROM pointer, 

vertical deviation indicator, and waypoint alert to the FMS flight 

instrument outputs.
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E-FRAME 36: FMS HEADING SWITCH

32. FMS Heading Switch Setting Function 

The FMS HEADING switch setting commands the FMS to calculate 

heading references either to true north or magnetic north. This switch 

also selects either true or magnetic north as the reference for EHSI 

heading and course. 

E-FRAME 37: FMS HEADING SWITCH (TRUE SELECTED)

33. FMS Heading Switch Set to TRUE 

a. When set to MAG there is no heading reference annunciation 

adjacent to the lubber line and the space is blank 

b. With the FMS HEADING switch set to TRUE, the associated 

INS provides the true heading reference for the EHSI. 

c. A TRU annunciation left of the lubber line indicates true 

selected. 

E-FRAME 38: FMS HEADING SWITCH (MAG SELECTED) 

34. FMS Heading Switch Set to MAG 

a. With the switch set to MAG the respective remote compass 

system provides the magnetic heading reference for the EHSI. 

b. When set to MAG there is no heading reference annunciation 

adjacent to the lubber line and the space is blank. 

c. MAG is the normal setting 

E-FRAME 39: PART 2 – FMS-800 USER BASICS 

C. Part 2 – FMS-800 User Basics Overview 

The FMS data pages and the CDU push button keys are the primary 

interfaces used to view data, input data, clear data, and manage FMS 

functions. You also use these pages and keys to manage the TACAN and 

ADF navigation radios and the INUs. 

The ability to properly interpret the FMS pages and efficiently use the CDU 

keys is essential to using the FMS. Another essential skill is the ability to 

locate specific FMS pages and move from page to page. 
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E-FRAME 40: FMS PAGE OVERVIEW 

1. General FMS Page Description 

a. The FMS-800 CDU screen presents data in “page” format. 

Each page is a functionally-ordered set of data and control 

content that is generated by the FMS and other systems 

integrated with the FMS. 

b. Unless otherwise stated, the term “page” may represent “CDU 

display,” “FMS display,” or “FMS page;” i.e., the CDU screen 

displays pages generated by the FMS. 

c. Pages display alphanumeric characters and a limited set of 

standardized symbols. These pages do not provide complex 

graphics such as maps or diagrams. All content appears in 

green monochrome. 

d. The FMS operating system software and stored data determine 

the specific functions and content for each page. 

E-FRAME 41: PAGE FORMAT 

2. Page Content Arrangement 

a. Page content is arranged into eight individual lines (rows) with 

up to 22 characters per line. 

• Line 1—Data line 1 

 • Line 2—Page title line 

 • Line 3—Data line 2 

 • Line 4—Information line 

 • Line 5—Data line 3 

 • Line 6—Annunciation line 

 • Line 7—Data line 4 

 • Line 8—Scratchpad line 

b. Each line may be segmented into a single field or multiple 

fields with different properties defined for each field. Individual 

lines may be blank on some pages. 
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E-FRAME 42: PAGE TITLE

3. FMS-Assigned Descriptive Page Title 

a. Descriptive Titles –The FMS assigns a unique descriptive title 

to each page. This title appears in lowercase text on the page 

title line (line 2). Some examples are: 

• index 1 

• flpn 

• intercept a 

b. There are literally dozens of different page titles and title 

variations. 

E-FRAME 43: CDU LINE SELECT KEYS 

4. LS Key Functional Description 

a. Line select (LS) keys are the push buttons on either side of the 

CDU screen. LS keys are numbered from top to bottom as 

LS1 through LS4 on the left and as LS5 through LS8 on the 

right. The data lines on each page always align with the LS 

keys. 

b. The left and right fields on each data line determine the 

functionality of each LS key. These change from page to page. 

To accomplish this, the FMS assigns the functionality in the left 

field on each data line to each adjacent left-side LS key. 

Likewise, the functionality in the right field on each data line is 

assigned to each adjacent right-side LS key. 

E-FRAME 44: LS KEY FUNCTIONALITY 

5. Field-Defined Functions 

a. If the left or right field in a data line contains a prompt or 

function, pressing the adjacent LS key executes that prompt or 

function. 

b. If the field contains data, pressing the adjacent LS key 

performs some action on that data, such as copy, input, 

confirm, erase, or cancel. 

c. If the field is blank, the adjacent LS key is inactive. 
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d. This provides a great deal of flexibility and keeps the number of 

assigned keys on the CDU to a minimum. 

E-FRAME 45: SCROLL ARROWS AND ARROW KEYS 

6. Arrow Symbols and Keys 

a. Arrow Symbols – An arrow symbol in the scratchpad line 

indicates that scrolling is enabled. The arrow symbol may be 

comprised of one, two, three, or four arrowheads (scroll 

arrows). 

b. Left/Right Scroll Arrows – Left and/or right scroll arrows 

indicate that lateral scrolling is enabled.

c. Up/Down Scroll Arrows – Up and/or down scroll arrows 

indicate that vertical scrolling is enabled. 

d. Active Arrow Keys – Each scroll arrow on the symbol indicates 

which keypad arrow key is active. If a left-pointing arrowhead 

is displayed, then the left arrow key is active. If both an up and 

a down arrowhead are present, then the up and down arrow 

keys are active, and so on. 

E-FRAME 46: SCROLLING 

7. Types of Scrolling

a. Two Types – There are two types of scrolling: page scrolling 

and line scrolling. Page content determines which type of 

scrolling is enabled. 

b. Page Scrolling – With page scrolling enabled, a different page 

appears when you press an active arrow key. 

c. Line Scrolling – With line scrolling enabled, pressing an active 

arrow key keeps the same page displayed but the contents of 

the data lines scroll in the direction of the arrow. 

d. Scrolling Increments – Momentarily pressing an active arrow 

key advances the scrolling by a single increment. Pressing 

and holding an active arrow key causes the scrolling to 

continue until the key is released. 
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E-FRAME 47: PAGE PROMPTS 

8. Page Prompt Identification and Use 

When a left or right field on a data line contains an outward-pointing 

arrow accompanied with a page title label in uppercase letters, this is 

a page prompt. Pressing a LS key adjacent to a page prompt selects 

that page and changes the FMS display to the selected page. 

E-FRAME 48: PAGE FUNCTIONALITY

9. FMS Page Functions 

When you select a page, the FMS accesses the specific data and 

functions that appear on that page. To accomplish this, the FMS will 

perform any or all of the following: 

• Retrieve stored data 

• Compute new data 

• Provide options or selections 

• Enable specific functions 

• Request user-input data 

• Request user response

E-FRAME 49: PAGE CONTENT 

10. FMS Page Content 

 Page content may include any of the following: 

 • Actual performance data 

 • Data computed by the FMS 

 • Data entry fields 

 • Data retrieved from FMS databases 

 • Integrated systems data (INU, GPS, TACAN, ADF) 

 • Links to additional or expanded data 

 • Links to other pages (page prompts) 

 • Measured data 

 • System messages 

 • Toggle options for functions or settings 

E-FRAME 50: PAGE HIERARCHY

11. Basic Hierarchical Structure

a. Pages are organized in a standardized hierarchical structure. 
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The basic levels are: 

• Top-level pages 

• Branch pages (grouped at same functional level) 

• Sub-pages (nested and/or sequentially-numbered) 

b. This structure provides a straightforward, logical organization 

for the large number of pages. Some memorization is required 

to locate a specific page, but this structure simplifies the task. 

E-FRAME 51: PAGE SETS

12. Page Set Organization 

Many of the pages are grouped into functionally-related sets. Page 

sets are organized so that continuation of the set may be 

accomplished by using page prompts (branching), vertical scrolling, 

lateral scrolling, or some combination of these. 

E-FRAME 52: PAGE SELECTION OVERVIEW

13. Select a Page and Move Between Pages 

a. Generally, the best way to locate a specific page is to select 

the appropriate top-level page and then proceed from there. 

You will learn shortcuts as you gain experience with the 

system; but, if you get lost you can always start at the top level 

and then systematically work across and/or down. 

b. To select a page perform any of the following as needed: 

• Press a keyboard function key that corresponds to the 

appropriate top-level page. 

• Press an enabled keypad arrow key (up, down, left, 

right) to scroll to the desired page. 

• Press an LS key adjacent to the desired page prompt. 

• Continue until you find the desired page. 

E-FRAME 53: TOP-LEVEL PAGE FUNCTION KEYS 

14. Key Descriptions 

a. Each top-level page is a portal to pages or page groups that 

are closely related by function and category. 

b. Pressing any top-level page function key changes the FMS 
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display to the associated top-level page, regardless of what 

page is currently displayed. The top-level page function keys 

are: 

• DIR—Flight plan direct-to function 

• EDIT—Flight plan edit 

• FPLN—Flight plan sequence 

• IDX—Index 

• INAV—INU/GPS 

• MSN—Mission 

• NAV—Navigation radio control 

• PSN—Position 

• STAT—Status 

• STR—Steering 

c. The CLR, DATA, and MARK function keys perform specific 

functions and do not select top-level pages. The COM, IFF, 

and M3 keys are disabled in the KC-10. 

E-FRAME 54: TOP LEVEL PAGES

15. Top Level Page Selection 

a. Selection Rules – Most top-level pages consist of a closelyintegrated set of pages. Depending on page content and 

structure, the exact top-level page that appears when you 

press the associated function key depends on specific rules. 

b. Index Pages – For example, the index page consists of two 

separate pages: index 1 and index 2. Pressing the IDX 

function key always selects the index 1 page. You can then 

vertically scroll to the index 2 page. 

E-FRAME 55: TOP LEVEL PAGES (CONDITIONAL)

16. Conditional Rules 

Selection of some top-level pages is conditional. For example, there 

are two top-level position pages: pilot position (plt psn) and copilot 

position (copilot psn). When you press the PSN function key, 

whichever of these two pages was last displayed is the one that will 

appear. You can then laterally scroll to the other position page. 
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E-FRAME 56: TOP LEVEL PAGE FUNCTION KEY RULES

17. Conditional Rules 

Here are the conditional rules for the top-level page function keys. 

• IDX, EDIT—Always selects the first page in the set 

• INAV, NAV, PSN, STR—Selects the last-viewed page in the 

respective page set 

• FPLN—Selects the flight plan page to the active waypoint 

• DIR—Selects the flight plan page and enables the direct-to 

function: DIR TO [ ] appears on top line of page 

• MSN—Selects the top-level mission page 

• STAT—Selects the top-level FMS status page 

E-FRAME 57: DATA LINES

18. Data Line Description 

a. Page lines 1, 3, 5, and 7 are the data lines. Each data line 

may contain a single functionality or multiple functionalities, 

depending on how many fields are defined on the line. 

b. Some fields are active and some are not. An active functional 

field enables a predefined function. An active mode field 

provides selectable functional or operational mode options. An 

active data field enables data copy, input, and edit. A nonactive field contains a fixed label or non-editable data. 

E-FRAME 58: DATA LINE CONTENT

19. Data Line Content 

A data line may contain multiple items, depending on the fields that 

are defined on the line. A data line may contain any the following:

• Computed data (TTG, ETA, ETE, ATA, wind etc.) 

• Executable functions 

• Fixed or variable data 

• Frequencies 

• Headings, labels 

• LAT/LONG position coordinates 

• Measured data (temperature) 

• Page prompts 

• Performance data (speed, distance, altitude, time) 

• Toggle options 
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• Waypoint sequence numbers and waypoint ID labels 

E-FRAME 59: MANIPULATING DATA 

20. Using the FMS 

a. Active Fields – Active fields exist only in the data lines and in 

the scratchpad. Let’s focus on the data lines for now. 

b. Controlling the FMS – Manipulating the functions and data in 

the active fields is the primary method of controlling the FMS 

and the systems integrated with the FMS. This is how you 

“tell” the FMS what you want it to do. 

c. Commanding a Function – Pressing a LS key adjacent to an 

active field in a data line commands the FMS to perform the 

action defined by the field. These functions include: 

• Execute defined function 

• Toggle selectable options 

• Copy, transfer, input data 

E-FRAME 60: FIELDS AND SYMBOLS

21. Field Formatting 

a. Field Definition – The FMS defines the functionality of each 

field in each line. You can identify these functionalities by the 

symbols and data format in each field. Let’s look at some 

examples that appear in the data lines. 

b. Non-Active Fields – Title line, information line, annunciation 

line, and scratchpad symbols will be discussed separately. 

E-FRAME 61: BRACKETS AND DASHES

22. Bracket Characteristics 

Brackets define an active field where data can be input or changed. 

• If the field is blank, data input is optional. 

• If the field contains dashes, input is required. 

• If the field already contains data, inputting properly-formatted 

new data overwrites the existing data. 
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E-FRAME 62: ASTERISK 

23. Asterisk Symbol 

The asterisk has different meanings and functions depending on the 

content of the selected page. Some examples are: 

• Indicates that the associated value or identifier is fixed or has 

been entered 

• Indicates that an input value is too large or out of range for its 

selected field 

• Other specialized functions on the flight plan, legs, steering, 

and VNAV pages

E-FRAME 63: CHECKMARK

24. Checkmark Symbol 

A checkmark (√) adjacent to a label that identifies an LRU indicates 

that the associated unit has reported a failure and the detailed status 

page has not been selected since the failure. Selecting the detailed 

status page for the LRU clears the checkmark, even if the failure has 

not been cleared. We’ll see more about this later. 

E-FRAME 64: COLON

25. Colon Symbol 

a. A colon (:) next to an upper-case label indicates that a mode 

function or toggle selection option is available. If the 

scratchpad is blank, each successive press on the adjacent 

line LS key sequentially toggles the through the available mode 

or function options. If the scratchpad is not blank, pressing the 

adjacent LS key does not toggle through the selections. The 

CDU responds to operator entries within one second, so all you 

have to do to select a mode or option is to toggle to the 

selection and then stop. 

b. Colon-enabled functions are similar to, but different from, the 

inward-pointing arrow selection functions. We’ll see those 

later. 
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E-FRAME 65: INWARD-POINTING ARROWS

26. Inward-Pointing Arrow Functions 

Inward-pointing arrow functions differ from colon functions in that each 

function performs a specific action as opposed to selection of different 

functional options. Depending on the page, an inward-pointing arrow 

may indicate any of the following: 

• Executable function 

• Selectable navigation procedure 

• Frequency recall/toggle (switches back and forth between two 

settings) 

• Reset 

E-FRAME 66: INWARD-POINTING ARROW (ON-OFF)

27. Executable Function 

When an inward-pointing arrow indicates an executable function, 

pressing the adjacent LS key commands the FMS to execute that 

function (ex: OFF, ON). 

E-FRAME 67: INWARD-POINTING ARROW (SELECT)

28. Navigation Procedure 

When an inward-pointing arrow indicates a selectable navigation 

procedure, pressing the adjacent LS key commands the FMS to load 

the selected navigation procedure into the flight plan. 

E-FRAME 68: INWARD-POINTING ARROW (RADIO PAGES)

29. Frequency Toggle 

On a radio page, when an inward-pointing arrow points to RECALL, 

pressing the adjacent LS key changes the frequency or channel in the 

data field on the same line from the current setting to the previous 

setting. Basically, this just toggles back-and-forth between two 

different frequency settings. 
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E-FRAME 69: INWARD-POINTING ARROW (STATUS PAGES)

30. Fault Count Reset 

a. On a status page, if an inward-pointing arrow points to a field 

that contains FAILS and a number, pressing the adjacent LS 

key resets the number to a predefined value, usually 0. 

b. This action does not correct the problem(s) that caused the 

fault(s). 

E-FRAME 70: OUTWARD-POINTING ARROWS (WAYPOINT PAGES)

31. Detail/Expanded Data 

a. Detail Page/Expanded Data Page - An outward-pointing arrow 

unaccompanied by an adjacent page title indicates a prompt to 

an expanded data (detail) page. 

b. Flight Plan Page Detail Prompt - On a flight plan (flt pln) or 

waypoint (waypoint) list page, pressing the LS key adjacent to 

an outward-pointing arrow on the same line as a waypoint 

selects the detail page for that waypoint. 

E-FRAME 71: OUTWARD-POINTING ARROWS (STATUS PAGES) 

32. Status Detail 

a. Status Page – On a status page, pressing the LS key adjacent 

to an outward-pointing arrow selects the status detail page for 

the LRU listed in the adjacent field. 

b. RTN Prompt – When an outward-pointing arrow is adjacent to 

a RTN prompt, pressing the adjacent LS key “returns” the 

previously viewed page to the display. 

E-FRAME 72: DEGREES AND DEGREES TRUE

33. Degree (°) and True (T) Symbols 

a. The degree symbol (°) indicates that the reference is degrees 

magnetic. 

b. When (°) is accompanied with a subscripted T (T) the reference 

is degrees True. 
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E-FRAME 73: WAYPOINT SEQUENCE NUMBERS AND WAYPOINT IDENTIFIERS

34. Waypoint Numbering and ID 

a. Waypoint Numbering – Flight plan waypoints are numbered 

sequentially from 01 to 99 with 00 (stationary starting position) 

as the initial history (passed) waypoint. Note that the active 

waypoint always appears on data line 1, below the two 

downward-pointing arrows.

b. Labeled/Unlabeled Waypoints – An unlabeled waypoint is 

identified by LAT/LONG position coordinates next to the 

sequence number. 

E-FRAME 74: PAGE TITLE LINE

35. Page Line 2, Page Title Line 

a. Page Title – When present, the page title appears in lowercase 

letters on the page title line (line 2). 

b. Title Line Additions – Depending on page content, the page 

title line may also include any of the following in addition to the 

page title: 

• Number of pages in a set (ex: 1, 2 or 01/02, 02/02, etc.) 

• Course indicator (two downward or upward-pointing 

arrows) 

• Navigation source(s) selected 

• ATA/ETA annunciations 

• Procedure annunciations: dir/to/sids/man 

• Approach identifiers (faf/rwy/gps/visual) 

• Selected runway identifier (ex: RW09) 

• Selected airport identifier (ex: KSUU) 

• Numbers related to duplicate waypoint identifiers 

• CDU status (GO/NGO/TST/---) 

c. Checkmark – If the FMS cannot interface with a radio (i.e., 

LRU failure, data bus failure, etc.), a checkmark (√) appears on 

the title line of all pages associated with that radio. 

E-FRAME 75: INFORMATION LINE

36. Page Line 4, Information Line 

a. Information Line – The information line (line 4) contains FMS-
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generated data. You cannot edit this data; however, some 

data-line inputs or functions will indirectly update this data. 

When present, the information line may include any of the 

following: 

• Actual data—Position coordinates, speed, distance, 

bearing 

• Computed data—Computed course, computed 

maximum bank angle, etc. 

• Labels—DA /MO/YR, UTC, 

• Information notes—APPR RAIM AVAILABLE, MODE 

ALIGN, NO INU DATA, √VERSION 

• Course targets—Relative range, bearing, leg to be 

intercepted 

• Requests—SELECT, MODIFY 

• Dashes (-----)—Indicate that data is missing or cannot 

be computed due to insufficient data 

b. More Combinations – This is not a comprehensive list. There 

are numerous possible combinations 

E-FRAME 76: ANNUNCIATION LINE

37. Page Line 6, Annunciation Line 

a. Annunciation Messages – Line 6 is the annunciation line. 

When an annunciation message is present it displays in 

lowercase between chevron brackets (<< annunciation >>). 

Annunciations appear on all CDUs simultaneously. Some 

annunciation messages blink; some do not. 

b. UTC Display/Remove – The start 1 psn/time page includes a 

UTC DISPLAY selection option. When selected, the UTC 

appears on the annunciation line on all CDU pages when there 

are no messages. 

c. Message Queuing – More than one annunciation message 

may exist at one time. If there is more than one annunciation 

message, only the highest-priority message displays. The 

other messages store in a wrap-around queue in priority order 

from highest to lowest. A + symbol appears to the right of the 

displayed message when multiple messages are present. 
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E-FRAME 77: EHSI MSG ANNUNCIATION

38. MSG Annunciation 

Some annunciation messages are accompanied by a MSG 

annunciation on the EHSI. The EHSI MSG annunciation clears when 

the annunciation message on the CDU page is cleared. 

E-FRAME 78: CLEARING ANNUNCIATIONS

39. Acknowledging and Clearing Annunciation Messages 

a. Removing Annunciations – Annunciations are removed from 

the queue in two ways: automatically by the system when the 

condition causing the message activation is eliminated and by 

pressing the CLR function key with an empty scratchpad. 

b. CLR Function Key – Pressing the CLR key when the 

scratchpad is empty acknowledges and clears the displayed 

annunciation message and then displays the next one in the 

queue. 

c. Check (√) Status Message – A √status annunciation indicates 

that a failure has occurred in a system or unit that is integrated 

with the FMS. You can clear this annunciation by selecting the 

status page or by pressing the CLR key when the scratchpad is 

empty. 

d. Non-Clearable Annunciations – Some annunciations are not 

clearable. When a non-clearable annunciation is displayed, 

pressing the CLR key acknowledges the annunciation, moves 

it to the end of the queue, and then displays the next 

annunciation in the queue. 

e. New Annunciations – New annunciations enter the queue in 

priority order and cause the + to flash to indicate the presence 

of an unacknowledged annunciation. 

E-FRAME 79: SCRATCHPAD LINE

40. Page Line 8, Scratchpad Line 

Line 8 is the scratchpad line. The first space in this line is reserved for 

scroll arrows. The rest of the line is an active field that accepts data 

entry and displays automated scratchpad messages. The active field 

is enclosed by a bracket [ ] at each end. 
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E-FRAME 80: SCRATCHPAD CONTENT

41. Scratchpad Content 

The scratchpad may include any of the following: 

• Data manually-entered using the keypad 

• Data copied from an active field on a data line 

• Automatically-generated scratchpad messages 

E-FRAME 81: ENTER AND INPUT 

42. Distinction Between Enter and Input 

a. “Enter” means to put data into (populate) the scratchpad. 

b. “Input” means to transfer data from the scratchpad into the 

FMS. 

c. Generally, to input data into the FMS, enter it into the 

scratchpad and then transfer it to the appropriate active data 

field on the same page or on another page. It may be 

necessary to confirm the data transfer to complete the input 

d. You can enter data into the scratchpad with any page selected. 

Once entered, the data remains in the scratchpad regardless of 

which page is selected or how many times the pages are 

changed. This feature lets you enter data into the scratchpad, 

select another page, and then use the carried-over scratchpad 

data on the new page. If the scratchpad contains an 

automated message, the message carries-over from page to 

page. Data remains in the scratchpad until cleared or input 

into the FMS. 

E-FRAME 82: MANUAL DATA ENTRY 

43. Manually Populate the Scratchpad 

a. Alphanumeric Keys – When the scratchpad is empty, pressing 

any alphanumeric key (A-Z, 0-9), the decimal point/period (.) 

key, the dash key (-) or the forward-slash key (/) populates the 

scratchpad. The data fills in from left to right as you press 

each key. 

b. Formatting Rules – Manually entered data must follow specific 

formatting rules for each field. This formatting is very 

unforgiving. 
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E-FRAME 83: COPYING AND TRANSFERRING DATA 

44. Copy and Input 

a. Copy – Most enterable data can be copied in its original form 

from an active data field to the scratchpad. To do this, ensure 

that the scratchpad is empty and then press the LS key 

adjacent to the desired active data field. This copies the 

selected field data into the scratchpad. This does not erase 

the data from the field. 

b. Transfer/Input – You can transfer (input) the scratchpad data to 

a different active data field on the same page or on a different 

page. With data in the scratchpad, pressing the LS key 

adjacent to an active data field inputs the data into the field and 

clears the scratchpad. 

E-FRAME 84: CONFIRMATION 

45. Confirm if Prompted 

a. Functions that involve erasing internal FMS data and execution 

of certain other procedures require confirmation before 

execution. This is indicated by a CONFIRM XXX message in 

the scratchpad, where XXX is a message unique to the item 

that requires confirmation. 

b. To clear a CONFIRM XXX message, press the LS key 

adjacent to the selection to confirm and execute the selection, 

or press the CLR function key prior to confirmation to cancel 

the function. 

c. CLR will not undo or cancel a function after confirmation. 

E-FRAME 85: COPY AND TRANSFER 

46. Things to remember 

a. When the scratchpad contains data in a format that is 

compatible to an active data field, pressing the LS key adjacent 

to that field overwrites the existing data in the field with the 

data from the scratchpad. 

b. If scratchpad data is not compatible with a selected active data 

field, the FMS will not accept it and automatically generates a 

scratchpad message. 
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c. Inserting a waypoint automatically moves succeeding 

waypoints down the list. 

d. If an active field contains a function or option, pressing the 

adjacent LS key will execute the function or option, not copy or 

input the data. 

e. In summary, you can copy data from an active field on a data 

line to the scratchpad and then input (paste) the scratchpad 

data into another active data field. Copying does not delete or 

erase data but pasting does overwrite data. 

E-FRAME 86: ENTER, INPUT, CONFIRM 

47. To enter data into the scratchpad 

a. Use the CDU keypad to manually populate the scratchpad. 

or 

b. Copy existing data from an active data active field to the 

scratchpad. 

E-FRAME 87: ENTER, INPUT, CONFIRM 

48. Input data Into the FMS. 

a. With properly-formatted data in the scratchpad, press the LS 

key adjacent to the active field on the data line where you want 

to input the data. 

b. The scratchpad will automatically clear if the FMS accepts the 

data. 

E-FRAME 88: ENTER, INPUT, CONFIRM 

49. Confirm the input. 

a. If prompted to confirm the input, press the associated LS key 

again to confirm. Pressing the CLR function key before 

confirming will cancel the operation. 

b. If the FMS accepts the input, the scratchpad automatically 

clears. If not, the FMS will generate a scratchpad message. 

c. Remember that CLR will not undo or cancel a function or data 

input after confirmation. 
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E-FRAME 89: SCRATCHPAD MESSAGE 

50. Automated Scratchpad Message 

a. An automated scratchpad message appears when: 

• You attempt to input improperly-formatted data. 

• A function or selection requires confirmation. 

• The FMS is unable to accept or modify data. 

• The FMS requests a specific user response or action. 

• The FMS requests user-input data. 

b. A scratchpad message appears only on the CDU that 

generates the message. Unlike annunciation messages, only 

one scratchpad message will exist at a time. 

c. Depending on content and function, a scratchpad message 

may remain on steady or blink, alternating between the 

message and the entered data. 

E-FRAME 90: CLEARING THE SCRATCHPAD 

51. Things to Remember 

a. When the scratchpad contains a message, pressing the CLR 

function key clears the message. 

b. If the scratchpad is blinking alternately between message and 

data, momentarily pressing the CLR key deletes the message 

and then displays non-blinking data. 

c. When the scratchpad contains data, momentarily pressing the 

CLR key deletes the last (rightmost) character of the data. 

Successive momentary key presses sequentially deletes one 

character at a time, last-to-first. 

d. Pressing and holding the CLR key clears all of the data from 

scratchpad. 

e. Clearing the scratchpad does not delete the scroll arrows or 

the field brackets. 

f. Remember that the scratchpad automatically clears when the 

FMS accepts the data input. 
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E-FRAME 91: USING THE SCRATCHPAD TO CLEAR AN ACTIVE FIELD 

52. Enter and Input a Minus Sign. 

You can delete the data in many of the active data fields by entering a 

minus sign (-) in the scratchpad and then pressing the LS key 

adjacent the desired field. In some cases, this causes the field to 

revert to a default value (e.g., wind to 360°/0). 

E-FRAME 92: PART 3 – FMS PAGE CHARACTERISTICS 

D. Part 3 – FMS Page Characteristics Overview 

The ability to locate specific FMS pages and move from page to page is 

fundamental to using the FMS. This can be very confusing and it is easy to 

get lost in the maze of pages unless you understand the fundamentals of 

how to maneuver around the page structure. In this part of the lesson we will 

look at the pages most often used by the flight engineer. We will also 

specifically look at the DATA function and the Direct-To function. 

E-FRAME 93: FMS PAGE SET OVERVIEW 

1. Overview of Lesson Part 3 

a. This discussion is limited to the basic characteristics of the 

following pages and page sets only: 

• Index (IDX) 

• Position (PSN) 

• Integrated Navigation (INAV) 

• Status (STAT) 

• Navigation Radio (NAV) 

• Steering (STR) 

• Flight Plan (FPLN) 

• Flight Plan Edit (EDIT) 

• Mission (MSN) 

b. The function of the DATA function key and the direct (DIR) 

function key are also discussed. 

E-FRAME 94: PAGE NOTES 

2. Preamble 

a. Unless noted otherwise, the information on each FMS page 

applies only to the CDU on which the page actually appears 
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(host CDU); i.e., if you are using CDU 1 and select a GPS 

page, then the information on that page applies only to the 

GPS in CDU 1, likewise with CDU 2. 

b. There are innumerable possible variations on many of the FMS 

pages. The examples that follow are only representative 

samples. As you use the FMS emulation trainer (FET), keep in 

mind that many of the pages shown on the FET will be similar 

to but different from these examples. 

E-FRAME 95: INDEX PAGES 

3. Index1 and Index2 Selection 

a. Index Pages – There are two index pages: index1 and index2. 

Pressing the IDX function key selects the index1 page. You 

can vertical scroll to index2 if needed. 

b. Index Page Content – The index pages consist entirely of page 

prompts to frequently-used page sets that are not assigned to 

dedicated function keys. Recall that pressing the LS key 

adjacent to any page prompt selects that page and changes 

the display to that page. 

c. CDU 1 Used for Examples – For this selection and the 

following selections, assume that you are using CDU 1. 

E-FRAME 96: INDEX1 PAGE 

4. Index1 Page Content 

The Index 1 page prompts are: 

• START—Normal preflight start-up/initialization procedures 

• DLDR LD/SV—Data loader load/save options 

• NAV CONFIG—Active GPS selection and navigation systems 

configurations 

• GPS SA/AS—GPS selective availability/anti-spoof functions 

• TIMERS—Three independent stopwatch lap counters 

• POWER—On/off control of TACAN and ADF radios 

• TEST—Initiated built-in test (IBIT) results for FMS and access 

to individual LRU detailed test pages 

• LOCK/ZERO—FMS system lock and data zeroize options 
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E-FRAME 97: INDEX2 PAGE 

5. Index2 Page Content 

The Index 2 page prompts are: 

• MODEL—FMS mission simulation options 

E-FRAME 98: POSITION PAGES 

6. Position Page Selection 

a. PSN Pages – There are two top-level position (PSN) pages: 

pilot psn and copilot psn 

b. PSN Function Key – Pressing the PSN function key selects the 

last-viewed PSN page. 

c. Lateral Scroll – If the position page that appears isn’t the one 

you want, lateral scroll to the other page. 

E-FRAME 99: PILOT PSN, COPILOT PSN PAGES 

7. Pilot Position and Copilot Position Page Content 

a. Steering Solution – The selected steering solution determines 

the position data sources. Air data comes from CADC 1 or 

CADC 2 as selected on the navigation configuration page. 

b. Selected Sources – The selected navigation sources are 

indicated on the page title line. Any automatic downgrading of 

the navigation source is annunciated by status and validity 

symbols. Refer to the Dash 1, Part 14 for a list of these 

indications and their meanings. 

c. PSN Page Data – Primary data that appears on these pages 

are: 

• Present position as determined by selected navigation 

source solution 

• Wind—Always in degrees true 

• Ground track (TRK)—Magnetic or true (T) depending on 

FMS heading switch position 

• Magnetic variation (VAR) at present position 

• Ground speed (GS) and true airspeed (TAS) 

• Static air temperature (SAT) 
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E-FRAME 100: INAV PAGES 

8. Position Page Selections 

a. Navigation Source – Each navigation source (whether selected 

for pilot/copilot steering or not) has its own top-level integrated 

navigation (INAV) page to display its current position and 

navigation status. 

b. Seven Different Nav Solutions – There are seven different toplevel inav pages, one for each navigation source solution. 

Pressing the INAV function key selects the last-viewed inav 

page. Lateral scroll as necessary to select the inav solution 

page you want. 

E-FRAME 101: GPS SATELLITE DATA AND RAIM 

9. Satellite Data Page and RAIM Prediction Page 

a. GPS Satellite Data Page – Pressing the LS key adjacent to the 

SATS page prompt on the GPS INAV page selects the satellite 

data page. 

b. RAIM Prediction Page – Pressing the LS key adjacent to the 

receiver autonomous integrity monitoring (RAIM) page prompt 

on the GPS INAV page selects the RAIM prediction page. The 

RAIM page allows the crew to obtain a prediction of whether 

RAIM will be available for a GPS approach at a specific 

location and time and provides RAIM function on/off. 

c. RTN Page Prompt – Pressing the LS key at the RTN prompt 

on the satellite data and RAIM prediction pages returns the 

display to the INAV page. 

E-FRAME 102: INU1(2,3) INAV PAGE 

10. INUx INAV Page Content 

The INU1, INU2, and INU3 INAV pages show present position from 

the respective INU, along with the alignment circular error probable 

(ALN CEP). The current alignment mode (NAV, ALIGN, or INU FAIL) 

is also displayed. Dashes are displayed if the INU is not 

communicating with the CDU; i.e., the unit is not powered or the 

interface has failed. The DIFF readout shows the difference between 

the INU position and the designated pilot-selected steering solution. 
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E-FRAME 103: INU1(2,3) CONTROL PAGE 

11. INUx Control Page 

Pressing the LS key at the INU CONTROL page prompt selects the 

INU Control page. This page is used to control INU initialization and 

alignment functions and provides access to alignment status and 

action/malfunction code information. Each INU is controlled locally by 

its respective CDU: i.e., CDU 1 provides exclusive control/display for 

INU 1. 

E-FRAME 104: STATUS PAGES 

12. Status Page Selection 

a. Status Pages – There are three top-level status (STAT) pages: 

fms status, nav sensor status, and nav radio status. 

b. Top-Level Status Page Selection – Pressing the STAT function 

key selects the top-level fms status page. From there, you can 

vertical scroll to the top-level nav sensor status and nav radio 

status pages. 

E-FRAME 105: LRU DETAILED STATUS PAGES 

13. Detailed Status Pages 

a. Detailed Status Page Availability – A detailed status page is 

available for each LRU. Detailed status pages provide 

expanded results both for the LRU itself and the MIL-STD1553B data bus status for each LRU on the bus. 

b. Detailed Status Page Selection – Detailed status pages are 

selected from the top-level pages. 

E-FRAME 106: CHECK STATUS 

14. Check Status Function 

a. Continuous Monitoring – The FMS continuously monitors the 

status of each of the LRUs interfaces with the FMS that have 

continuous built-in-test (CBIT) capability. 

b. Status Summary – The bus controller CDU monitors the status 

of these LRUs and displays a status summary. When an LRU 

reports a failure with its internal CBIT routines, a <<√status>> 
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annunciation appears on the annunciation line, regardless of 

which page is displayed, and a MSG annunciator displays on 

the EHSI. 

c. Check Status Message – The <<√status>> annunciation 

message and the EHSI MSG annunciation both clear when the 

fms status page is selected after the annunciation message 

first appears, but the checkmark remains adjacent to the label 

of the failed unit. 

E-FRAME 107: STATUS SYMBOLS 

15. Status Symbol Summary 

a. Symbols – Here is a summary of the status symbols. 

• GO—Unit is fully functional 

• NGO—NO GO, failed, not fully functional 

• NGO-A, NGO-B—Bus A or Bus-B failed 

• NGO-T—Terminal failure 

• Dashes (---)—No data, missing data 

• Checkmark (√)—LRU failure reported and the detailed 

status page has not been accessed since the failure 

b. AFMSS – AFMSS --- will always show on the fms status page 

since there is no AFMSS port installed in the aircraft. 

E-FRAME 108: FMS STATUS PAGE 

16. FMS Status Page 

a. Select Detailed Status Page – Pressing the LS key adjacent to 

an outward-pointing arrow selects the detailed status page for 

the listed item. 

b. No Check Status Message – Notice that there is not a 

<<√status>> message in the annunciation line on the fms 

status page. Remember that this message clears when this 

page is selected after the √status annunciation message first 

appears. 
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E-FRAME 109: CDU STATUS (SELECT) 

17. CDU Detailed Status Pages 

a. Select Detailed Status Page – Pressing the LS key at each 

CDU prompt on the fms status page selects the associated cdu 

status page. 

b. Software Version Number – The FMS operating software 

version (VSN) number appears on each cdu status page. 

These are checked during preflight. 

c. Check all Three CDUs – All three cdu status pages can be 

checked from any CDU. 

E-FRAME 110: CDU STATUS PAGE 

18. CDU Detailed Status Page Content 

a. Version Number Match – The version number in each CDU 

must exactly match the current published version; however, the 

three digit suffix may be a higher number (-016, -017, etc.) 

indicating a later version. KC10 must be specified at the end of 

the version number. 

b. RT/BC MODE – Note that RT MODE or BC MODE appears on 

data line 4. This shows that the CDU associated with the 

selected page is functioning as either a remote terminal or as 

the bus controller. 

c. Select the Nav Sensor Status Page – To get to the nav sensor 

status page from a cdu status page you can either press the 

LS key at RTN to return to the fms status page and then 

vertical scroll to the nav sensor status page, or press the STAT 

function key and then proceed from there. 

E-FRAME 111: NAV SENSOR STATUS PAGE 

19. Nav Sensor Status Page Content 

a. Detail Page Prompts – Here is the nav sensor status page with 

a couple of detailed status page examples. Notice that the 

entire content of this page consists of prompts to CADC and 

GPS detail pages. 

b. GPS 3 No Data – Notice the dashes at GPS3. Since the GPS 
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installed in CDU 3 is not enabled there is no data for GPS 3. 

c. Select the Nav Radio Status Page – Remember that to get to 

the nav radio status page from any of the detailed status pages 

you can press the LS key at RTN or the STAT function key and 

then vertical scroll. 

E-FRAME 112: NAV RADIO STATUS PAGE 

20. Nav Radio Status Page Content 

a. TACAN Status – The nav radio status page shows the overall 

status of the TACAN 1 (TCN1) and TACAN 2 (TCN2) radios 

and provides page prompts to the detailed status page for each 

TACAN. 

b. No ADF Status – The ADF radio is not CBIT capable and does 

not appear on this page. 

c. FAILS Reset – Notice that TACAN 1 has experienced 28 fails. 

These could have occurred for any number of reasons, but GO 

indicates that the unit is fully functional. Pressing the LS key at 

the FAILS prompt clears the failures and resets the counter to 

0. This does not correct the malfunction(s) that may have 

caused the failures 

d. Alert Monitoring ON/OFF – Also notice the ALERT:ON label on 

data line 1. Status monitoring may be disabled for any LRU on 

its individual status page if intermittent failures are causing 

nuisance alerts. To turn status monitoring off, press the LS key 

adjacent to ALERT to toggle the selection to OFF. 

E-FRAME 113: NAV RADIO CONTROL PAGES 

21. Nav Radio Control Page Content 

a. Nav Control Pages – There are two top-level navigation radio 

(NAV) control pages: 

 • nav radio1 

 • nav radio2 

b. Nav Control Page Selection – The NAV function key selects 

the last-viewed nav page. If the page that appears isn’t the 

one you want, lateral scroll to the other page. 
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E-FRAME 114: NAV RADIO1(2) PAGES 

22. Nav Radio1(2) Page Content 

a. Control from any CDU – The FMS provides control of the ADF 

and TACAN navigation radios from any CDU. 

b. Controls for the ADF radios: 

• ADF frequency selection 

• ADF mode selection 

• ADF aural identification tone 

c. Controls for the TACAN radios: 

• TACAN channel selection (manual) 

• TACAN channel selection (paired VOR) 

• TACAN receiver mode selection 

E-FRAME 115: STEERING PAGES 

23. Four Top-Level Steering Pages 

a. Steering Page Selection – There are four top-level steering 

(str) pages: pilot str (lateral), pilot vnav str (vertical), copilot str, 

and copilot vnav str. Pressing the STR function key selects the 

last-viewed page of this set. If the page that appears isn’t the 

one you want, lateral or vertical scroll to the desired page. 

b. Flight Engineer Steering Page Selection – The steering pages 

are mostly used by the pilots to manage navigation options and 

user inputs. The primary steering pages of interest for the 

flight engineer are the vnav str pages. 

E-FRAME 116: BAROSET 

24. Barometric Altimeter Setting on vnav str 

a. BAROSET – Both the pilot vnav str and the copilot vnav str 

pages allow you to set the barometric altimeter setting 

(BAROSET) for the associated CADC: pilot, CADC 1; copilot, 

CADC 2. 

b. Enter Barometric Altitude Setting – To accomplish this, enter 

the appropriate barometric altitude setting in the scratchpad 

and then input the entry by pressing the LS key adjacent to the 
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BAROSET prompt. Entries can be made in either inches of 

mercury format or millibar format. Numbers only are used; do 

not enter unit of measurement. 

c. Baroset Limits – Baroset input are limited to 28.10 inches 

through 31.00 inches inclusive or 951.62 millibars through 

1049.83 millibars inclusive. 

E-FRAME 117: FLIGHT PLAN PAGES 

25. Flight Plan and Direct-To 

a. FPLN – The FPLN function key selects the active flight plan 

(fpln) page. 

b. DIR – The DIR function key also selects the active flight plan 

page but with the direct-to function enabled. 

(1) It is very important for all crewmembers to understand 

that any modification of the active flight plan from any 

CDU may result in an instantaneous or delayed flight path 

change if the autopilot is engaged and coupled to the 

FMS. 

Pilots and flight engineers must ensure that any action 

performed on any CDU will not cause an undesired flight 

path departure 

c. Waypoint List – The flight plan is a list of up to 60 waypoints 

stored in order to be flown and a history list of up to 39 passed 

waypoints. 

E-FRAME 118: MISSION PAGE 

26. Mission Page and Oceanic Page 

a. MSN Function Key – Pressing the mission (MSN) function key 

selects the mission page. The single prompt on this top-level 

page provides access to the oceanic reporting page. 

b. Oceanic Reporting – In oceanic flight mode, the FMS 

generates an oceanic flight position report and trip log to 

simplify the task of relaying position reports. The oceanic page 

shows each active flight plan waypoint in sequence with the 

respective estimated time of arrival (ETA) or actual time of 

arrival (ATA) listed for each waypoint. 
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c. Passed/History Waypoints – The FMS records the ATA when a 

waypoint is passed. To view the trip log of waypoint passage 

times, scroll the list upward to view the history waypoints and 

ATAs. If waypoints have been bypassed as a result of direct-to 

operation, dashes show for the arrival times. Remember that 

the pound sign (#) adjacent to a waypoint sequence number 

indicates a passed waypoint. 

E-FRAME 119: FMS DATA PAGES 

27. FMS Data Calculations 

a. FMS Data Function – Data calculations can be made for 

waypoints in the active, alternate, or oceanic flight plans. With 

a flight plan page selected, pressing the DATA function key 

enters, “DATA FOR?” in the scratchpad. This enables the 

FMS data function. 

b. From-To and Ident Pages – The FMS data function provides 

access to two additional pages of information on any valid 

waypoint in the active or alternate flight plans The FMS data 

pages are the from-to data page and the ident data page. 

c. Valid Waypoint – A valid waypoint is one that is stored in the 

user-waypoint database or in the ICAO database. 

E-FRAME 120: FROM-TO DATA 

28. From-To Data Function 

a. From-To Page Selection – With DATA FOR? in the scratchpad, 

pressing the LS key at any waypoint sets that waypoint as the 

TO waypoint and selects the from-to data page. 

b. FROM-TO Waypoints – On the from-to data page the TO 

(selected) waypoint appears in data line 2 and the FROM 

(previous) waypoint appears in data line 1. 

E-FRAME 121: FROM-TO DATA (LEG, WAYPOINT) 

29. From-To Data Function 

a. LEG and WAYPOINT Options – Data line 4 on the from-to data 

page has two toggle options: LEG and WAYPOINT. With LEG 

selected, vertical scrolling increments or decrements both the 
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TO waypoint in data line 1 and the FROM waypoint in data line 

2. With WAYPOINT selected, vertical scrolling sequentially 

increments or decrements the TO waypoint only while the 

FROM waypoint remains unchanged. 

b. Add New TO Waypoint – You can also enter a valid waypoint 

identifier in the scratchpad and then input this as the new TO 

waypoint. 

E-FRAME 122: FROM-TO OPTIONS 

30. From-To Available Options 

a. Available Options – The FROM-TO data options are FROM 

• Any active flight plan waypoint TO next succeeding flight 

plan waypoint. 

• Any flight plan waypoint DIRECT-TO any other flight plan 

waypoint. 

• Any flight plan waypoint DIRECT-TO a not-flight plan 

waypoint. 

• Aircraft present position (PPSN) DIRECT-TO any flight 

plan waypoint. 

• Aircraft PPSN DIRECT-TO any non-flight plan waypoint. 

• Aircraft PPSN TO any flight plan waypoint on the flight 

plan route. 

b. Selecting the Options – The options are selected by toggling 

through the selections on data line 1. 

E-FRAME 123: PART 4 – FET EXERCISES 

E. Part 4 – FET Exercises Overview 

This part of the lesson requires that you perform instructor-guided FMS 

exercises. 

E-FRAME 124: INSTRUCTOR-GUIDED FET EXERCISES 

1. Instructor-Guided FET Exercises 

 Accomplish selected FMS exercises. You will be using: 

• TO 1C-10(K)A-1 

• FET 
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E-FRAME 125: SUMMARY 

2. Lesson Summary 

We have covered 

• Descriptions of the basic functions and components of the 

KC-10 Flight Management System (FMS). 

• FMS Control Display Unit (CDU) controls and functions. 

• FMS page selection and page characteristics. 

• Basic characteristics of the DATA and DIRECT-TO 

functions. 

• Selected FMS exercises 

III. SUMMARY/REVIEW 

A. This review has covered:

1. Descriptions of the basic functions and components of the KC-10 

Flight Management System (FMS) 

2. FMS Control Display Unit (CDU) controls and functions 

3. FMS page selection and page characteristics 

4. Basic characteristics of the DATA and DIRECT-TO functions 

5. Selected FMS Procedures 

D. Summary 

Using the FMS is an essential duty of the flight engineer. The FMS can be 

daunting at first but becomes less mysterious and complex as familiarity with 

the system grows. It is unlikely that you will ever have to make in-flight 

modifications to flight plans, insert departure or approach procedures, or 

adjust orbit patterns, however, you need to be thoroughly familiar with your 

assigned duties of FMS preflight and INS management. 

Keep in mind that while it is easy to get lost trying to work your way through 

the maze of FMS pages, you can always start at the top-level pages and 

work from there. Fortunately, the checklists provide some guidance to 

locating the appropriate pages. You must be familiar, however, with the FMS 

terminology and page features to be able to follow this guidance. 

E-FRAME 126: THE END 
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APPENDIX A 

FMS EXERCISE 

Procedure

Pre-Departure 

1 Activate the FET by entering KWRI in the ‘Airport’ box and selecting OK. 

2 Set MSUs to STBY 

3 

Verify the FMS software version by pressing the STAT key to access the 

status page. Select CDU1 (LS5) and check that the software version 

number (VSN) is 613-9466-011 KC10. The three-digit suffix must be -011 

or higher (-012, -013...) and KC10 must be specified. The FET software 

version may display as “XXXX...”. 

4 

Select IDX, START and then observe the ‘start 1 psn/time’ page for 

position, date, and time. 

KWRI - N40°00.935 W074°35.502 

Using the CLR key, clear all of the data displayed on the annunciation line. 

 Check that WGS-84 datum is displayed on the start 1 page. 

5 

Observe the scroll symbol (↕) located to the left of the scratchpad, 

indicating more pages are available. Scroll to the ‘start 2 nav/init’ page. 

There is usually no need to initialize the GPS, except if maintenance has 

been performed on the system. Assume you do need to initialize for 

today’s mission. Press LS1 and note the arrow changes to an asterisk. 

After the GPS is initialized, the asterisk reverts to an arrow. This may take 

a few minutes, so continue with next step. 

6 Press the INAV function key to access the ‘inav’ pages. 

7 

Next, access the ‘inu1 control’ page. Scroll the ‘inav’ page until INU 

CONTROL displays next to LS4. Select INU CONTROL to access the 

‘inu1 control’ page. 

8 

Activate the POSITION mode (LS2), and note the display change. Ensure 

that 72. 33o 0.1o is displayed. 

Type latitude N4000.9 in the scratchpad and press ENTER (LS6). 

Type longitude W07435.5 in the scratchpad and press ENTER (LS6). 

To clear the data and re-enter (if necessary), press CLEAR (LS3). 

To clear the scratchpad, press and hold the CLR key. 
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Procedure

9 

Set the INU1 MSU to ALIGN in the simulation control window (in the 

aircraft, all three selectors will be set to ALIGN). Now change the display 

on the information line by pressing DTK-STS (LS1). Note status counts 

down from 90 to 02 (In the aircraft, the READY-NAV light will also 

illuminate at 02). 

10 

Access the ‘start 3 database’ page. Select IDX, START (LS1), and then 

scroll to ‘start 3 database’ page. Here, verify the effectivity date of the 

stored ICAO database(s): DB A and/or DB B. If a database is not 

available, the effectivity date will be dashed. During initialization of the 

FMS you are required to select one of the available databases by pressing 

the adjacent LS key. Once selected, the arrow pointing to that database 

will change to an asterisk until the other database is selected. Select DB B 

KC-10. 

11 

Scroll to ‘start 4 mission’ page. On this page, select the mission data to 

be used from either MSN A or MSN B data cartridge. During initialization of 

the FMS, you are required to select one of the available missions by 

pressing the adjacent LS key. Once selected, the arrow pointing to that 

database will change to an asterisk until the other database is selected. 

Select MSN A fltplan.cr. 

12 

Scroll to the ‘start 5 fpln/load’ page. From this page, you can access the 

catalog, load an alternate flight plan, replace the active flight plan, and load 

or erase flight data. 

13 While on the ‘start 5 fpln/load’ page, display the alternate flight plan 

catalog using ALTN CATLG (LS6). 

14 

Select a flight plan (McGuire1) by pressing the appropriate line select key. 

 Replace the current flight plan using FPLN REPLACE (LS7) and confirm 

(LS7 again). This is now your alternate flight plan in the CDU. 

15 Power-up all navigation equipment. Select IDX, POWER (LS6) to access 

the ‘master power’ page and then LS5 to turn on the equipment. 

16 

Configure TACAN and ADF. 

Select NAV to access ‘nav radio 1’ page. 

Scroll right to access ‘nav radio 2’ page. 

nav radio 1 page - ADF – 396, TCN1 – 43X. 

nav radio 2 page - ADF - 396, TCN2 - 85Y, MODE - BCNINV.

17 Set INU1 MSU to NAV on the FET control panel. (In the aircraft, this step 

is accomplished for all three MSUs during the Before Start checklist.). 

18 Access the position page (PSN) to monitor for windshear during takeoff. 
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Procedure

INSTRUCTOR PERFORMS FOLLOWING ACTIONS 

Select these options on the FET control panel: 320 mile scale, 10X

acceleration, A/C centered on map, Auto on A/C. Select RUN to begin 

mission. 

Climb 

19 Compare data on the pilot and copilot PSN and STR pages, and the FPLN

page. 

Enroute 

20 

After passing waypoint 05, select 10x acceleration and determine your ETA 

to the ARCP for AR-313-N, N33°49 W094°25 (WPT 12) using remote 

ranging. 

Press the DATA function key. Next, press the LS key next to N33°49 

W094°25. Toggle LS1 to PPSN VIA FPLN. On the ‘from-to data’ page, 

find your ETA to the ARCP next to LS 8. To return to the flight plan page, 

press the FPLN function key. 

21 

After passing waypoint 07: 

a. Determine time and distance from present position direct to 

waypoint 14. 

Press the DATA function key. Next, press the LS key next to adjacent to 

waypoint 14. Toggle LS1 to PPSN DIRECT. On the ‘from-to data’ page, 

find your time and distance to waypoint 14 on line five. 

b. Determine time and distance from present position to waypoint 

14 via flight plan. 

Toggle LS1 to PPSN VIA FPLN. On the ‘from-to data’ page, find your 

time and distance to waypoint 14 on line five. ETE and ETA calculations 

VIA FPLN may not calculate correctly. To return to the flight plan page, 

press the FPLN function key. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-M800-IG 1-39-52 01 JUL 13 

Procedure

22 

For contingency planning, the aircraft commander asks you to obtain time 

and distance to KTIK from waypoint 12. 

While on the ‘fpln’ page, press the DATA function key. Select the line 

select key next to waypoint 13. Enter KTIK in the scratchpad and enter it 

by again selecting the key next to waypoint 13. 

Notice that line three now displays KTIK and your time and distance to 

KTIK is shown on line 5. You have not altered the flight plan and KTIK will 

be gone when you return to the ‘fpln’ page. 

23 Receiver is cancelled. Recover to Garden City, Kansas (GCK) by pressing 

DIR and scrolling down to GCK. 

Descent 

24 

Set barometer (BAROSET) to 30.00. 

Press the STR selector key and vertically scroll until BAROSET is next to 

LS4. 

Enter 3000 into the scratchpad and press LS4 to insert. Note that the FMS 

automatically inserts the decimal. 

25 

Monitor the position (PSN) page for windshear during the approach and 

come to a full stop landing. The FET mode becomes 'Initialization' and 

the aircrafts stops. To close the FET, select FILE, then EXIT. 
KC-10 Aircrew Training System

Initial Qualification Course

Original 

FIQ-C016-IG 1-40-1 01 OCT 10 

Navigation Systems 

Instructional Format 

I. Purpose - The purpose of this lesson is to discuss the function and components of 

the navigation systems on the KC-10. 

II. Duration - 1.0 hour 

III. Reference Materials

 A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials 

 A. Learning Center CBT Workstation 

 B. Navigation Systems CBT Lesson 

 C. Writing Material 

V. Student Preparation/Review 

 A. T.O. 1C-10(K)A-1 

 1. Section I - Systems Description 

 a. Part 6, Flight Controls 

 (1) Ground Proximity Warning System 

 b. Part 14, Navigation and Radar 

 (1) Navigation Systems Description 

 (2) TACAN Description 

 (3) Automatic Direction Finding System Description 
KC-10 Aircrew Training System

Initial Qualification Course

Original 

FIQ-C016-IG 1-40-2 01 OCT 10 

Objectives 

1. Identify the components of the Navigation Systems. 

2. Identify the operational characteristics of the Navigation Systems. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C078-IG 1-41-1 01 OCT 10 

Introduction to the 

Flight Guidance System

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

functions, characteristics and operations of the Flight Guidance System. 

II. Duration - 0.8 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Station 

B. Introduction to the FGS CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section 1, Systems Description 

a. Part 6, Automatic Flight Description 

B. FGS Workbook (W083) 

1. Sections 1.0 through 4.0 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C078-IG 1-41-2 01 OCT 10 

Objective

1. Select the characteristics of the Flight Guidance System panel and components. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C079-IG 1-42-1 01 OCT 10 

Flight Guidance System 

Autothrottle 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

functions, characteristics and operations of the Flight Guidance System’s 

Autothrottle system. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. FGS Autothrottle CBT Lesson 

C. Writing Materials 

V. Student Preparation/Review

A. Flight Guidance System Introduction CBT Lesson 

B. T.O. 1C-10(K)A-1 

1. Section 1, Systems Description 

a. Part 6, Flight Controls/Flight Instruments/Automatic Flight 

(1) Automatic Throttle and Speed Control System 

(2) Automatic Throttle System (ATS) 

C. FGS Workbook, (W083) 

1. Section 5.0 

2. Section 6.0 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C079-IG 1-42-2 01 OCT 10 

Objectives

1. Select the operational characteristics of the FGS Autothrottle controls and 

indicators. 

2. Select the characteristics of FGS Autothrottle modes of operation. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C080-IG 1-43-1 01 OCT 10 

Flight Guidance System I 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the function, 

characteristics and operations of the Flight Guidance System’s Roll and Pitch 

systems. 

II. Duration - 1.3 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. FGS I CBT Lesson 

C. Writing Materials 

V. Student Preparation/Review

A. FGS Autothrottle CBT Lesson 

B. T.O. 1C-10(K)A-1 

1. Section 1, Systems Description 

a. Part 6, Flight Controls/Automatic Flight 

(1) Roll Mode 

(2) Pitch/Altitude Advisory System 

C. FGS Workbook, (W083) 

1. Section 5.0 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C080-IG 1-43-2 01 OCT 10 

Objectives

1. Select the operational characteristics of the FGS Roll Control Modes. 

2. Select the operational characteristics of FGS Pitch Control Modes. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C081-IG 1-44-1 01 OCT 10 

Flight Guidance System Il

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

functions, characteristics and operations of the Flight Guidance System’s Flight 

Director and Autopilot. 

II. Duration - 1.2 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. FGS II CBT Lesson 

C. Writing Materials 

V. Student Preparation/Review

A. Complete FGS I CBT Lesson 

B. T.O. 1C-10(K)A-1 

1. Section I, System Description 

a. Part 6, Automatic Flight pertaining to the Flight Director 

b. Part 6, Automatic Flight pertaining to the Autopilot 

C. FGS Workbook, (W083) 

1. Section 4.0 

2. Section 5.0 

3. Section 6.0 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C081-IG 1-44-2 01 OCT 10 

Objectives 

1. Select the operational characteristics of the Flight Director components. 

2. Select the operational characteristics of the KC-10 Autopilot components. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C082-IG 1-45-1 01 OCT 10 

Flight Guidance System 

Procedures Integration

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the student to the 

functions, characteristics, and operations of the Flight Guidance System’s 

procedures integration. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. FGS Procedures Integration CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. Complete Flight Guidance System I and II CBT Lessons 

B. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Pilot’s Interior Inspection, Cockpit Preparation and Before 

Takeoff information pertaining to Flight Guidance Usage 

b. Approach information pertaining to Flight Guidance Usage 

(1) ILS Approach & ILS Back Course Approach 

2. Section V, Mission Preparation 

a. Operating Techniques for: 

(1) Figure 5-1 Takeoff and Climb 

(2) Figure 5-2 Altitude Pre-select and Advisory 

(3) Figure 5-3 Turbulence Penetration 

(4) Figure 5-4 Descent Profile 

(5) Figure 5-5 Holding Pattern 

(6) Figure 5-6 FMS Holding Pattern 

(7) Figure 5-7 Flight Director Manual ILS Approach 

(8) Figure 5-8 Go-Around from Flight Director Approach 

(9) Figure 5-9 CMD CWS During ILS Approach - Autopilot 

Lever in CMD 

(10) Figure 5-10 Flight Guidance System Back Course 

Approach 

(11) Figure 5-11 Flight Guidance System GPS Approach 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C082-IG 1-45-2 01 OCT 10 

Objective 

1. Perform the FGS Procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C300-IG 1-46-1 01 OCT 10 

FE Exterior/Interior Initial Inspection

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

procedures used in the initial aircraft inspection, ensuring the aircraft is safe to 

establish electrical, pneumatic, and hydraulic power. It also prepares the aircraft 

for the interior and exterior preflight inspection. 

II. Duration - 1.7 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Exterior/Interior Initial Inspection CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Flight Crew Preflight and Preparation for Flight 

b. Preflight and Cockpit Preparation 

(1) FE’s Exterior/Interior Initial Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C300-IG 1-46-2 01 OCT 10 

Objectives

1. Identify the Flight Engineer’s Exterior/Interior Initial Inspection procedures. 

2. Perform the Flight Engineer’s Exterior/Interior Initial Inspection procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C302-IG 1-47-1 01 OCT 10 

FE Interior Inspection I 

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the procedures used in the 

initial aircraft inspection. This lesson is presented in three segments and 

discusses the inspection procedures for the Overhead Panel, the Pilot’s, Center, 

and Copilot’s Instrument Panels, and the Center Pedestal. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. FE Interior Inspection I CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Preflight and Cockpit Preparation 

(1) FE’s Interior Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C302-IG 1-47-2 01 OCT 10 

Objectives 

1. Identify the Interior Inspection procedures for the Pilot’s Overhead Panel. 

2. Identify the Interior procedures for the Pilot’s, Copilot’s, and Center Instrument 

Panels. 

3. Identify the Interior Inspection procedures for the Center Pedestal 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C303-IG 1-48-1 01 OCT 10 

FE Interior Inspection II

Instructional Format 

I. Purpose - This lesson continues with the Flight Engineer’s procedures followed 

in the initial aircraft inspection. The previous lesson stopped the inspection 

following the Center Pedestal. This lesson begins with the Flight Engineer’s 

Panels and continues to the end of the procedure. The steps are discussed in 

detail using the Dash-1 expanded procedures. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. FE Interior Inspection II CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Preflight and Cockpit Preparation 

(1) FE’s Interior Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C303-IG 1-48-2 01 OCT 10 

Objective 

1. Identify interior inspection procedures for the Flight Engineer’s Panels.
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C304-IG 1-49-1 01 OCT 10 

FE Interior Inspection III

Instructional Format

I. Purpose - This lesson continues with the Flight Engineer’s procedures followed 

in the initial aircraft inspection. This lesson allows the student to practice the 

entire Flight Engineer Interior Inspection. 

II. Duration - 1.0 hour 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Flight Engineer Interior Inspection III CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Preflight and Cockpit Preparation 

(1) FE’s Interior Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C304-IG 1-49-2 01 OCT 10 

Objective 

1. Perform the FE Interior Inspection Procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T304-IG 1-50-1 01 OCT 10 

FTD-304 

FE Interior Inspection

I. Purpose – The purpose of this introductory trainer is to allow practice of the 

FE’s Exterior/Interior Initial Inspection and the FE’s Interior Inspection. 

II. Duration – 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Flight Training Device 

B. T.O. 1C-10(K)A-1 

C. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. FE’s Exterior/Interior Initial Inspection 

b. FE’s Interior Inspection 

VI. Instructor Preparation 

A. Review profile 

B. Review expanded FE’s Exterior/Interior Initial Inspection 

C. Review expanded FE’s Interior Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T304-IG 1-50-2 01 OCT 10 

Objectives

Training objectives introduced and practiced during this training mission:

1. Perform Equipment Operation 

2. Perform FE’s Exterior/Interior Initial Inspection Procedures 

3. Perform FE’s Interior Inspection Procedures 

4. Perform Fuel Management and Conservation Procedures 

Profile

Instructor may vary profile to meet student needs. 

1. FE’s Exterior/Interior Initial Inspection 

2. FE’s Interior Inspection 

Mission Briefing 

1. Briefing: While in the FTD brief the procedures to be accomplished during this 

FTD period. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T304-IG 1-50-3 01 OCT 10 

ACTIVATE FTD MISSION 304 LESSON PLAN 

FLIGHT TRAINING DEVICE

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Set at Travis AFB (KSUU) Runway 21R or McGuire AFB (KWRI) Runway 06. 

Set on Heading 210° for Travis or 06° for McGuire 

ENVIRONMENTAL CONDITIONS:

Wind 210/20 for Travis and 060/20 for McGuire. 

Temp 25°C 

Altimeter 29.92 

Rough Runway 2 

THE INSTRUCTOR MAY DEMONSTRATE EACH EVENT OR GUIDE THE 

STUDENT(S) THROUGH EACH EVENT.

TRAINEE ACTIONS INSTRUCTOR NOTES

 

1. FE’s EXTERIOR/INTERIOR 

 INITIAL INSPECTION

Accomplish appropriate procedures.

 Ref: _________ 

Review procedures, demonstrate/

discuss and or assist as required. 

 

2. FE’s INTERIOR INSPECTION

 Accomplish appropriate procedures.

 Ref: _________ 

Review procedures, demonstrate and or

assist as required 

 

Note: Other normal procedures checklists may be discussed or introduced time 

permitting. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T304-IG 1-50-4 01 OCT 10 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C308-IG 1-51-1 01 OCT 10 

Engine Start Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce students to the checklists 

and procedures used for starting the engines on the KC-10. It discusses the 

Cockpit Preparation and Before Start checklists and the Engine Start 

Procedures. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Engine Start Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Preflight and Cockpit Preparation 

(1) Cockpit Preparation 

b. Engine Starting 

(1) Before Start 

(2) Starting Engines 

B. T.O. 1C-10(K)A-1CL-2 

1. Cockpit Preparation 

2. Before Start 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C308-IG 1-51-2 01 OCT 10 

Objectives 

1. Identify the Cockpit Preparation Procedures. 

2. Identify Before Start Procedures. 

3. Identify Engine Start Procedures. 
KC-10 Aircrew Training Program 

Initial Qualification Course 

Original 

FIQ-C309-IG 1-52-1 01 OCT 10 

Before Takeoff Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the Before Takeoff 

procedures. It describes the procedures from after the engines are started, using 

the Before Taxi and the Before Takeoff Checklists. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Before Takeoff Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Taxi and Takeoff 

(1) Before Taxi 

(2) Before Takeoff 

B. T.O. 1C-10K(A)-1CL-2 

1. Before Taxi 

2. Before Takeoff 
KC-10 Aircrew Training Program 

Initial Qualification Course 

Original 

FIQ-C309-IG 1-52-2 01 OCT 10 

Objectives

1. Identify before takeoff procedures. 

2. Perform before takeoff procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C320-IG 1-53-1 01 OCT 10 

Takeoff Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the normal takeoff 

procedures from "In position for Takeoff" with the line items completed, through 

the portion of the After Takeoff/Climb checklist accomplished immediately after 

the first power reduction before reaching 10,000 feet. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials 

A. Learning Center CBT Workstation 

B. Takeoff Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Taxi and Takeoff 

(1) Takeoff 

b. Climb and Cruise 

(1) After Takeoff/Climb 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C320-IG 1-53-2 01 OCT 10 

Objective

1. Identify Takeoff Procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C330-IG 1-54-1 01 OCT 10 

Climb/Cruise Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the Climb/Cruise 

Procedures. The lesson discusses the procedures after the aircraft is cleaned up 

and climbing to altitude. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Climb/Cruise Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. After Takeoff/Climb 

b. Climb Information 

c. Cruise Information 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C330-IG 1-54-2 01 OCT 10 

Objective

1. Identify the climb/cruise procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C351-IG 1-55-1 01 OCT 10 

Descent Procedures 

Instructional Format 

I. Purpose - The purpose of this lesson is to introduce the KC-10 Descent 

Checklist and descent profiles. It covers the descent down to ten thousand feet. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Descent Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Descent and Landing 

(1) Descent Information 

(2) Descent 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C351-IG 1-55-2 01 OCT 10 

Objectives

1. Identify the descent procedures. 

2. Perform the descent procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C352-IG 1-56-1 01 OCT 10 

Approach Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to the 

Approach Checklist, Downwind Checklist and Approach Procedures. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Approach Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Descent and Landing 

(1) Approach Information 

(2) Approach 

(3) Before Landing Information 

(4) Before Landing 

b. After Landing and Parking 

(1) Downwind 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C352-IG 1-56-2 01 OCT 10 

Objectives 

1. Identify the approach procedures. 

2. Perform the approach procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C361-IG 1-57-1 01 OCT 10 

Landing/Missed Approach 

Procedures

Instructional Format

I. Purpose - The purpose of this lesson is to discuss the landing procedures, 

including Landing and Missed Approach. The lesson covers from being lined up 

on final approach through touchdown and braking. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Landing and Missed Approach Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Descent and Landing 

(1) Before Landing Information 

(2) Before Landing 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C361-IG 1-57-2 01 OCT 10 

Objective

1. Identify Landing/Missed Approach Procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C371-IG 1-58-1 01 OCT 10 

After Landing Procedures 

Instructional Format

I. Purpose - This lesson introduces students to the checklists and procedures 

used after a normal landing. 

II. Duration - 0.5 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. After Landing Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. After Landing 

b. Parking-Engine Shutdown 

c. Leaving Aircraft 
KC-10 Aircrew Training System 

Initial Qualification Course 

Original 

FIQ-C371-IG 1-58-2 01 OCT 10 

Objectives

1. Identify After Landing Procedures. 

2. Perform After Landing Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T305-IG 1-59-1 01 OCT 10 

FTD-305 

FE Interior Inspection

I. Purpose – The purpose of this FTD mission is for continued practice of the 

FE’s Exterior/Interior Initial Inspection and the FE’s Interior Inspection.

II. Duration – 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Flight Training Device 

B. T.O. 1C-10(K)A-1 

C. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. FE’s Exterior/Interior Initial Inspection 

b. FE’s Interior Inspection 

VI. Instructor Preparation 

A. Review profile 

B. Review FE’s Exterior/Interior Initial Inspection 

C. Review FE’s Interior Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T305-IG 1-59-2 01 OCT 10 

Objectives

Training objectives practiced during this training mission:

1. Perform Equipment Operation 

2. Perform FE’s Exterior/Interior Initial Inspection Procedures 

3. Perform FE’s Interior Inspection Procedures 

4. Perform Fuel Management and Conservation Procedures 

Profile

Instructor may vary profile to meet student needs. 

1. FE’s Exterior/Interior Initial Inspection 

2. FE’s Interior Inspection 

Mission Briefing 

1. Briefing: While in the FTD brief the procedures to be accomplished during this 

FTD period. 

Note: Other normal procedures checklists may be discussed or introduced time 

permitting.
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T305-IG 1-59-3 01 OCT 10 

ACTIVATE FTD MISSION 305 LESSON PLAN

FLIGHT TRAINING DEVICE

FTD SETUP INFORMATION

Clear all malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Set at Travis AFB (KSUU) Runway 21R or McGuire AFB (KWRI) Runway 06. 

Set on Heading 210°



for Travis or 06° for McGuire 

ENV CONDITIONS:

Wind 210/20 for Travis and 060/20 for McGuire. 

Temp 25°C 

Altimeter 29.92 

Rough Runway 2 

THE INSTRUCTOR MAY DEMONSTRATE EACH EVENT OR GUIDE THE 

STUDENT(S) THROUGH EACH EVENT.

TRAINEE ACTIONS INSTRUCTOR NOTES

 

 1. FE’s EXTERIOR/INTERIOR 

 INITIAL INSPECTION

Accomplish appropriate procedures.

 Ref: _________ 

Review procedures, demonstrate/

discuss and or assist as required. 

 

 2. FE’s INTERIOR INSPECTION

 Accomplish appropriate procedures.

 Ref: _________ 

Review procedures, demonstrate and or

assist as required. 

 

Other normal procedures checklists may be discussed or introduced and graded 

time permitting. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T305-IG 1-59-4 01 OCT 10 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-1 01 OCT 10

FTD-306 

Normal Procedures 

I. Purpose – The purpose of this trainer is to allow practice of normal procedures 

for FE’s Exterior/Interior Initial Inspection, FE’s Interior Inspection, starting 

engines, taxi, takeoff, climb, cruise, descent, approach, landing, after landing, 

and leaving the aircraft.

II. Duration – 2.0 hours

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials 

A. Flight Training Device 

B. TOLD Card provided in FTD 

C. DoD FLIP (Terminal), High and Low Altitude U.S., Volumes 3 or 21 

D. T.O. 1C-10(K)A-1 

E. T.O. 1C-10(K)A-1-1 

F. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures (Through Climb and Cruise) 

2. Section V, Part 2, Operating Techniques (Takeoff and Climb) 

B. Student must have the following CBT lessons completed: 

1. Engine Start Procedures 

2. Before Takeoff Procedures 

3. Takeoff Procedures 

4. Climb/Cruise Procedures 

5. Descent Procedures 

6. Approach Procedures 

7. Landing/Missed Approach Procedures 

8. After Landing Procedures 

VI. Instructor Preparation 

A. Review Profile and applicable briefing items. 

B. Review expanded guide for each procedure. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-2 01 OCT 10

Objectives

Training objectives introduced and practiced during this training mission:

1. Perform Checklist Procedures and Use 

2. Perform Cockpit Preparation Procedures 

3. Perform Before Start Procedures 

4. Perform Starting Engines Procedures 

5. Perform Before Taxi Procedures 

6. Perform Before Takeoff Procedures 

7. Perform Takeoff Duties 

8. Perform After Takeoff/Climb Procedures 

9. Perform Cruise Procedures 

10. Perform Descent Procedures 

11. Perform Approach Procedures 

12. Perform Missed Approach Procedures 

13. Perform Downwind Procedures 

14. Perform Before Landing Procedures 

15. Perform Landing Full Stop (Reverse Thrust) Procedures 

16. Perform After Landing Procedures 

17. Perform Parking – Engine Shutdown Procedures 

18. Perform Leaving Aircraft Procedures 

Training objectives previously introduced that will be practiced during this 

training mission: 

1. Perform Equipment Operation 

2. Perform FE’s Exterior/Interior Initial Inspection 

3. Perform FE’s Interior Inspection 

4. Perform Fuel Management and Conservation Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-3 01 OCT 10

Profile

1. FE’s Exterior/Interior Initial Inspection 

2. FE’s Interior Inspection 

3. Cockpit Preparation 

4. Before Start 

5. Starting Engines 

6. Before Taxi 

7. Before Takeoff 

8. Takeoff 

9. After Takeoff/Climb 

10. Cruise 

11. Descent Checklist 

12. Descent 

13. Approach Checklist 

14. Approach 

15. Before Landing Checklist 

16. Missed Approach 

17. Downwind Checklist 

18. Approach 

19. Landing 

20. After Landing Checklist 

21. Parking – Engine Shutdown Checklist 

22. Leaving Aircraft Checklist 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-4 01 OCT 10

Mission Briefing 

A. Specialty Briefing and Instructional Period 

1. This is a flight engineer FTD for practicing normal procedures and 

checklists. Required pilot actions will be accomplished by the instructor. 

2. Instructor Briefs: 

a. FE’s Exterior/Interior Initial Inspection 

b. FE’s Interior Inspection 

c. TOLD Card as Required 

d. Cockpit Preparation Checklist 

e. Engine Start Checklist 

(1) Before Start 

(2) Starting Engines 

f. Taxi and Takeoff Procedures 

g. After Takeoff/Climb/Cruise Procedures 

h. Descent Procedures 

i. Approach Procedures 

j. Missed Approach Procedures 

k. Downwind Procedures 

l. Landing Procedures 

m. After Landing Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-5 01 OCT 10

ACTIVATE FTD MISSION 306 LESSON PLAN 

FLIGHT TRAINING DEVICE 

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load: 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Set Travis AFB (KSUU), Runway 21R or McGuire AFB (KWRI), Runway 06 

Set Heading 210° for Travis or 060° for McGuire 

ENV CONDITIONS: 

Wind: 210/20 for Travis and 060/20 for McGuire. 

Temp: 15°C 

Altimeter: 29.92 

Rough Runway: 2 

TRAINEE ACTIONS INSTRUCTOR NOTES 

1. FE’s EXTERIOR/INTERIOR 

INITIAL INSPECTION 

2. FE’s INTERIOR INSPECTION 

Focus is more on introducing the Normal 

Procedures that will be experienced in the 

first crew FTD. Instructors may advance the 

student through the Interior Inspection as 

required. 

______________ ATIS _____________ 

“This is _______ AFB information ALPHA 

1400Z. The weather is better than 5000 

and 5, temperature 15°C, dewpoint 10°C, 

wind ___ at ____, altimeter 29.92, 

pressure altitude ________. ILS runway 

_____ in use. Advise you have ALPHA 

on initial contact.” 

3. COCKPIT PREPARATION

Accomplish appropriate procedures.

Set Speed and Altimeter Bugs. 

Set Flap T.O. Selector. 

 

Ref: _________ 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-6 01 OCT 10

TRAINEE ACTIONS INSTRUCTOR NOTES 

4. BEFORE START

Accomplish the procedure. 

 

Ref: _________ 

 

5. STARTING ENGINES 

“______ Ground, OPEC 11 Heavy, 

ready to start engines.” 

 Ref: _________ 

Review Normal Start Procedures: 

* Calls: 

 - Ready to Start 

 - Fuel Lever On 

 - EGT 

* Clock Started 

In preparation for crew events in T601, 

the FE Instructor plays the role of pilots 

and ATC as required. 

________ GND _________

“OPEC 11 Heavy, ______ Ground. 

OPEC 11 Heavy cleared to start, call 

prior to taxi.” 

6. BEFORE TAXI

Accomplish appropriate 

procedures. 

“______ Ground, OPEC 11

Heavy, ready to taxi.” 

“OPEC 11 Heavy, ready to copy.”

 

Ref: _________ 

Review Normal Taxi Procedures 

“OPEC 11 Heavy, _______ Ground. 

OPEC 11 Heavy, taxi runway ___. 

Altimeter 29.92. Clearance is available 

upon request.” 

“OPEC 11 Heavy is cleared to ______

AFB, as filed. Maintain 5000’. Expect FL 

230 ten minutes after takeoff. Maintain 

runway heading after takeoff. Departure 

Control frequency ______ or ______,

Squawk 2231.” 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-7 01 OCT 10

TRAINEE ACTIONS INSTRUCTOR NOTES 

7. BEFORE TAKEOFF

Accomplish appropriate 

procedures. 

 Set Flaps/Slats

 

Ref: _________ 

Review Normal Procedures: 

* NAVAIDs Properly Set 

* Heading/Course Set 

* TO/GA Depressed 

* Altitude Set and Armed 

* FMAs Checked 

* Bank Angle Limit at 15°

* Pneumatic System 

* Radar 

* IFF 

* Hi-Int/Landing Lights 

* Annunciator Panels 

* Call When Complete 

“________ Tower, OPEC 11

Heavy, holding short runway 

________.” 

 Discuss timing of “above the line” and 

“below the line” items. 

_____________ TWR ______________

“OPEC 11 Heavy, wind ____ at 20 

knots, you are cleared for takeoff on 

runway ________. Contact Departure 

Control on ________or _________.” 

 

8. TAKEOFF

 Accomplish appropriate 

procedures. 

 Ref: _________ 

Review Normal Procedures: 

* Smooth Throttle Advance 

ATS Engaged 

FGS and FMAs 

Airspeed Calls 

Both Hands on Yoke after V1 Call 

Rotation Rate 

Positive Climb Indications 

Flap and Slat Retraction Speeds 

* Bank Angle Limits and Protection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-8 01 OCT 10

TRAINEE ACTIONS INSTRUCTOR NOTES 

9. AFTER TAKEOFF/CLIMB

 Accomplish appropriate 

procedure. 

__________ DEPT CONT __________

“OPEC 11 Heavy, ________ Departure 

Control, radar contact. Climb and 

maintain 5,000’. Cleared direct to 

_________.” 

“OPEC 11 Heavy, contact Center on 

________ or ________.” 

_____________ CTR ______________

OPEC 11 Heavy, _______Center, radar

contact, climb and maintain FL 230. 

Cleared 50 NM radius _____ until 

_______ UTC.” 

10. CRUISE

Accomplish appropriate 

procedure. 

 Ref: _________ 

 Review Cruise Procedures: 

 * FGS Programming 

 * MCR Set 

 * HEFOE Check (Hyd, Elec, Fuel, Oil, 

Eng) 

 

11. DESCENT CHECKLIST Ref: _________ 

 

 _____________ ATIS _____________

“___________ Information BRAVO 

_____Z. Measured Ceiling 800', broken, 

visibility 5, temperature 25°C, dewpoint 

20°C, wind ____ at 20, pressure altitude 

+_____'. Runway ____. RCR 23. 

Expect ILS approach.” 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-9 01 OCT 10

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

12. DESCENT

 Accomplish appropriate 

procedures.

 Ref: _________ 

 Review Normal Descent Procedures: 

 * Altitude Calls 

 * Speed Schedules 

 * FGS Procedures 

 * Descent Rates 

 * Deceleration and Configuration 

 _____________ CTR _______________

“OPEC 11 Heavy, __________ Center. 

Turn right/left _______°. Descend and 

maintain 10,000'. Report passing 

12,000'. Altimeter 29.92.” 

 

13. APPROACH CHECKLIST 

Initiate at 14,000'. 

 Accomplish Approach checklist.

 Ref: _________ 

 “OPEC 11 Heavy, ___________ Center. 

Contact ______________ Approach on 

____________. Good day.” 

___________ APP CONT ___________

“OPEC 11, Heavy ______________

Approach. Radar contact. Turn left/right 

______°. Descend and maintain 3,000'. 

Expect radar vectors to the ILS runway 

_____ at ___________.” 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-10 01 OCT 10

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

14. APPROACH

 Accomplish appropriate 

procedures.

 Ref: _________ 

 FGS Procedures 

 Aircraft Configuration 

 * Call for the next Flap/Slat position 

prior to passing VMM for the present 

configuration. 

 * Call for the “Before Landing” 

checklist when the Glide Slope 

becomes active. 

 * Configure for Landing. Gear Down, 

Flaps and Slats 35/EXT. 

 PROVIDE VECTORS AS 

REQUIRED TO ESTABLISH A DOG 

LEG TO FINAL.

 “OPEC 11 Heavy, ________ Approach. 

Cleared for ILS low approach. After

completion, climb to 2000' on runway 

heading. Maintain this frequency.” 

 

15. BEFORE LANDING CHECKLIST

 Accomplish Before Landing 

Checklist.

 Ref: _________ 

 Review Normal Procedures 

 * Set up for missed approach 

- Heading/Altitude 

- Bank angle limit - 15°

 

16. MISSED APPROACH 

Accomplish appropriate procedures.

 

Ref: _________ 

Review Normal Procedures 

* FGS Procedures 

* Configuration 

* Speeds 

* Required Calls 

“OPEC 11 Heavy, radar contact. Turn 

left/right _____°, maintain 2,000'.” 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-11 01 OCT 10

TRAINEE ACTIONS INSTRUCTOR NOTES 

17. DOWNWIND CHECKLIST 

Accomplish Downwind Checklist.

Ref: _________ 

PROVIDE VECTORS AS REQUIRED

18. APPROACH 

Accomplish appropriate procedures.

Ref: _________ 

19. LANDING 

Accomplish appropriate procedures.

WHEN ALTITUDE IS ZERO FEET, 

PLACE ALL THROTTLES IN 

REVERSE

Ref: _________ 

20. AFTER LANDING CHECKLIST 

Accomplish After Landing Checklist.

Ref: _________ 

21. PARKING – ENGINE SHUTDOWN 

CHECKLIST

Accomplish Parking – Engine 

Shutdown Checklist. 

Ref: _________ 

22. LEAVING AIRCRAFT CHECKLIST 

Accomplish Leaving Aircraft Checklist.

Ref: _________ 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T306-IG 1-60-12 01 OCT 10

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-1 01 JUL 13

FTD Mission 1 

I. Purpose – The purpose of this FTD mission is to allow practice of normal 

procedures for starting engines, taxi, takeoff, climb, cruise, enroute descent, 

approach, landing, after landing, and leaving the aircraft. Student A will be in the 

left seat for this FTD. 

II. Duration – 3.5 hours

A. 1.0 hour pre-brief 

B. 2.0 hours FTD 

C. 0.5 hour debrief 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials 

A. Flight Training Device 

B. Briefing Room 

C. TOLD Card provided in device 

D. DOD FLIP (Terminal), High and Low Altitude U.S., Volumes 3 or 21 

E. T.O. 1C-10(K)A-1 

F. T.O. 1C-10(K)A-1-1 

G. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures (Through Leaving Aircraft) 

2. Section V, Part 2, Operating Techniques (Takeoff and Climb) 

B. Each student must have the following CBT lessons completed: 

1. Engine Start Procedures 

2. Before Takeoff Procedures 

3. Takeoff Procedures 

4. Climb/Cruise Procedures 

5. Descent Procedures 

6. Approach Procedures 

7. Landing/Missed Approach Procedures 

8. After Landing Procedures 

VI. Instructor Preparation 

A. Review Profile and applicable briefing items 

B. Review expanded guide for each procedure 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-2 01 JUL 13

Pilot Objectives

Training objectives introduced and practiced during this training mission:

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Judgment/Compliance 

3. Demonstrate Safety Consciousness 

4. Demonstrate Regulation, Directive Knowledge and Use 

5. Perform General Navigation 

6. Perform Mission Planning and Briefing 

7. Perform Crew Coordination 

8. Demonstrate Performance Knowledge and Use 

9. Perform Fuel Management and Conservation 

10. Perform Radar Operation 

11. Perform Communications 

12. Perform Missed Approach (Auto) Procedures 

13. Perform Landing 

14. Perform Landing, Full Stop (Reverse Thrust) Procedures 

Training objectives previously introduced that will be practiced during this 

training mission:

1. Perform Checklist Procedures and Use 

2. Perform Equipment Operation 

3. Perform Cockpit Preparation Procedures 

4. Perform Before Start Procedures 

5. Perform Starting Engines Procedures 

6. Perform Before Taxi Procedures 

7. Perform Before Takeoff Procedures 

8. Perform Left Seat Takeoff 

9. Perform Takeoff, Initial 

10. Perform Pilot Not Flying (PNF) Takeoff and Climb Duties 

11. Perform After Takeoff/Climb Procedures 

12. Perform Cruise Procedures 

13. Perform Descent Procedures 

14. Perform Enroute Descent Procedures 

15. Perform Approach Procedures 

16. Perform ILS Coupled Approach Procedures 

17. Perform Before Landing Procedures 

18. Perform Downwind Procedures 

19. Perform After Landing Procedures 

20. Perform Parking – Engine Shutdown Procedures 

21. Perform Leaving Aircraft Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-3 01 JUL 13

Flight Engineer Objectives

Training objectives introduced and practiced during this training mission:

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Regulation, Directive Knowledge and Use 

3. Demonstrate Judgment/Compliance 

4. Demonstrate Safety Consciousness 

5. Perform General Navigation 

6. Perform Crew Coordination 

7. Demonstrate Performance Knowledge and Use 

8. Perform FMS Operation 

9. Perform Communications 

10. Perform Mission Planning and Briefing 

Training objectives previously introduced that will be practiced during this 

training mission:

1. Perform Equipment Operation 

2. Perform Checklist Procedures and Use 

3. Perform Cockpit Preparation Procedures 

4. Perform Before Start Procedures 

5. Perform Starting Engines Procedures 

6. Perform Before Taxi Procedures 

7. Perform Before Takeoff Procedures 

8. Perform Fuel Management and Conservation Procedures 

9. Perform FE Takeoff Duties 

10. Perform After Takeoff/Climb Procedures 

11. Perform Cruise Procedures 

12. Perform Descent Procedures 

13. Perform Approach Procedures 

14. Perform Instrument Approach Procedures 

15. Perform Missed Approach Procedures 

16. Perform Landing, Full Stop (Reverse Thrust) Procedures 

17. Perform Before Landing Procedures 

18. Perform Downwind Procedures 

19. Perform After Landing Procedures 

20. Perform Parking – Engine Shutdown Procedures 

21. Perform Leaving Aircraft Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-4 01 JUL 13

Profile

1. Cockpit Preparation 

2. Before Start 

3. Starting Engines 

4. Before Taxi 

5. Before Takeoff 

6. Takeoff, Initial 

7. After Takeoff/Climb 

8. Cruise 

9. Descent Checklist 

10. Enroute Descent 

11. Approach Checklist 

12. ILS Coupled Approach 

13. Before Landing Checklist 

14. Auto Missed Approach 

15. Downwind Checklist 

16. ILS Coupled Approach 

17. Landing, Full Stop (Reverse Thrust) 

18. After Landing Checklist 

19. Parking – Engine Shutdown Checklist 

20. Leaving Aircraft Checklist 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-5 01 JUL 13

Mission Briefing 

1. Mission Overview: Briefed by the Instructors 

2. Specialty Briefing and Instructional Period 

a. This is a FTD for Pilots and Flight Engineers. All required crew 

coordination will be accomplished by the appropriate crewmember. 

b. Instructor Briefs: 

(1) TOLD Card as Required 

(2) Cockpit Preparation Checklist 

(3) Engine Start Checklist 

a. Before Start 

b. Start Engine 

(4) Taxi and Takeoff Procedures and Techniques 

(5) After Takeoff/Climb/Cruise Procedures and Techniques 

(6) Descent Procedures and Techniques 

(7) Approach Procedures and Techniques 

(8) Missed Approach Procedures and Techniques 

(9) Downwind Procedures 

(10) Landing Procedures and Techniques 

(11) After Landing Procedures 

3. Crew Briefing: Pilot student A will accomplish the briefing. The crew will be 

briefed IAW Section V of the Flight Manual. The items covered will be the 

normal procedures from cockpit preparation to after landing. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-6 01 JUL 13

ACTIVATE FTD MISSION 601 LESSON PLAN 

FLIGHT TRAINING DEVICE 

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load: 150.0 Takeoff 

Gross Wt: 400.0 Takeoff 

Set Travis AFB (KSUU), Runway 21R or McGuire AFB (KWRI), Runway 06. 

Set Heading 210° for Travis or 060° for McGuire 

ENVIRONMENTAL CONDITIONS: 

Wind: 210/20 for Travis and 060/20 for McGuire. 

Temp: 15°C 

Altimeter: 29.92 

Rough Runway: 2 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

ATIS_______/________ 

“This is _______AFB Information 

ALPHA 1400Z. The weather is better 

than 5000 and 5, temperature 15°C, 

dewpoint 10°C, wind _____ at _____, 

altimeter 29.92, pressure altitude 

________. ILS runway _____ in use. 

Advise you have ALPHA on initial 

contact.” 

 

1. COCKPIT PREPARATION

Accomplish appropriate procedures. 

Ref: _________ 

Ensure crew verifies correct N1 setting

Ensure crew calculates correct 

acceleration height 

 

2. BEFORE START 

Accomplish the appropriate 

procedures. 

Ref: _________ 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-7 01 JUL 13

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

3. STARTING ENGINES

“______ Ground, OPEC 11 ready to 

start engines.” 

Ref: _________ 

Review Normal Start Procedures: 

* Calls: 

 – Ready to Start (FE) 

 – Fuel Lever On (Pilot) 

 – EGT (Pilot) 

* Clock Started 

GND ______/_______

“OPEC 11 Heavy, ______ Ground, 

cleared to start, call prior to taxi.” 

 

4. BEFORE TAXI

Accomplish appropriate procedures. 

“______ Ground, OPEC 11. Ready to 

taxi.” 

“Crew should obtain IFR clearance”

Ref: _________ 

Review Normal Taxi Procedures 

“OPEC 11 Heavy, _______ Ground. 

OPEC 11 Heavy, taxi Runway ___. 

hold short.” 

“OPEC 11 Heavy is cleared to ______ 

AFB, as filed. Maintain 5000 feet. 

Expect FL 230 ten minutes after 

takeoff. Maintain Runway heading 

after takeoff. Departure Control 

frequency ______ or ______, Squawk 

2231.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-8 01 JUL 13

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

5. BEFORE TAKEOFF

Accomplish appropriate procedures. 

Crew briefing – topics from Section 

V as desired by instructor 

Ref: _________ 

Review Normal Procedures: 

* Nav Aids Properly Set 

* Heading/Course Set 

* TOGA Depressed 

* Altitude Set & Armed 

* FMAs Checked 

* Bank Angle Limit 

* Pneumatic System 

* Radar 

* IFF 

* Hi-Int/Landing Lights 

* Annunciator Panels 

 

“_______ Tower, OPEC 11, holding 

short runway ____.”

TWR ______/_______ 

“OPEC 11 Heavy, Wind ____ at 20 

knots, you are cleared for takeoff on 

runway _____. Contact Departure 

Control on ______ or ______ Squawk 

2231.” 

 

6. TAKEOFF, INITIAL

 Accomplish appropriate 

 procedures.

(A-L) Ref: _________ 

Review Normal Procedures: 

* Smooth Throttle Advance to 

approximately flight idle then target 

N1 

* ATS Engaged 

* FGS and FMAs 

* Airspeed Calls 

* Rotation Rate 

* Positive Climb Indications 

* Flap and Slat Retraction Speeds 

* Bank Angle Limits and Protection 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-9 01 JUL 13

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

7. AFTER TAKEOFF/CLIMB

 Accomplish appropriate procedure.

DEPT CONT ______/______

“OPEC 11 Heavy, ________ Departure 

Control, radar contact. Climb and 

maintain 5000 feet. Cleared direct to 

_________.” 

“OPEC 11 Heavy, contact Center on 

______ or ______.” 

CTR _______/________

“OPEC 11 Heavy, _______ Center, 

radar contact, climb and maintain 

FL 230. Cleared 50 NM radius _____ 

until _______ UTC.” 

 

8. CRUISE

Accomplish appropriate procedure.

Ref: _________ 

Review Cruise Procedures: 

* FGS Programming 

* MCR Set 

* HEFOE Check (Hyd, Elec, Fuel, Oil, 

Eng) 

 

9. DESCENT CHECKLIST Ref: _________ 

 ATIS ______/________

“_______ Information BRAVO _____Z. 

Measured Ceiling 800 feet, broken, 

visibility 5, temperature 25°C, dewpoint 

20°C, wind ____ at 20, pressure 

altitude +____ feet. Runway ____ in 

use. RCR 23. Expect ILS approach. 

Advise you have BRAVO on initial 

contact.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-10 01 JUL 13

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

10. ENROUTE DESCENT

 Accomplish appropriate procedures.

Ref: _________ 

Review Normal Descent Procedures: 

* Altitude Calls 

* Speed Schedules 

* FGS Procedures 

* Descent Rates 

* Deceleration and Configuration 

CTR _______/________

“OPEC 11 Heavy, ________ Center. 

Turn right/left _______°. Descend and 

maintain 10,000 feet. Report passing 

12,000 feet. Altimeter 29.92.” 

 

11. APPROACH CHECKLIST 

 Initiate below 14,000 feet. 

 Accomplish Approach checklist.

Ref: _________ 

“OPEC 11 Heavy, ________ Center. 

Contact ______ Approach on _______. 

Good day.” 

APP CONT ______/______

“OPEC 11 Heavy, ________ Approach. 

Radar contact. Turn left/right ______°. 

Descend and maintain 3000 feet. 

Expect radar vectors to the ILS runway 

____ at ___________.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-11 01 JUL 13

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

12. ILS COUPLED APPROACH

 Accomplish appropriate procedures.

(A-L) Ref: _________ 

FGS Procedures 

Aircraft Configuration – review typical 

techniques for configuring 

* Call for the “Before Landing” 

checklist when gear extension is 

desired. 

“OPEC 11 Heavy, ________ Approach. 

Cleared for ILS low approach. After 

completion climb to 3000 feet on 

runway heading. Maintain this 

frequency.” 

 

13. BEFORE LANDING CHECKLIST

 Accomplish Before Landing Checklist.

Ref: _________ 

Review Normal Procedures 

* Set up for missed approach 

– Heading selector set for missed 

approach heading and bank angle 

selector to 15 deg 

 

14. AUTO MISSED APPROACH 

Accomplish appropriate procedures.

(A-L) Ref: _________ 

Review Normal Procedures 

* FGS Procedures 

* Configuration 

* Speeds 

* Required Calls 

“OPEC 11 Heavy, radar contact. Turn 

left/right ___°, maintain 3000 feet.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T601-IG 1-61-12 01 JUL 13

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

15. DOWNWIND CHECKLIST 

Accomplish Downwind Checklist.

Ref: _________ 

Provide vectors as required. 

 

16. ILS COUPLED APPROACH 

Accomplish appropriate procedures.

(A-L) Ref: _________ 

 

17. LANDING, FULL STOP (REVERSE 

THRUST) 

Accomplish appropriate procedures.

(A-L) Ref: _________ 

Ensure proper thrust reverser operation.

 

18. AFTER LANDING CHECKLIST 

Accomplish After Landing Checklist.

Ref: _________ 

After clearing runway. 

 

19. PARKING – ENGINE SHUTDOWN 

CHECKLIST

Accomplish Parking – Engine 

Shutdown checklist.

Ref: _________ 

 

20. LEAVING AIRCRAFT CHECKLIST 

Accomplish Leaving Aircraft Checklist.

Ref: _________ 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E852-IG 1-62-1 01 JUL 13 

Terminal Instrument Procedures 

(TERPS)

Instructional Format

I. Purpose - The purpose of this lesson is to help the student better understand the 

capabilities and limitations of the aircraft and crew relating to Terminal Instrument 

Procedures (TERPS). A Flight Engineer Instructor presents this lesson. 

II. Duration - 4.0 hours 

III. Reference Materials 

A. Aeronautical Information Manual, Chapters 1 and 2 

B. DOD Flight Information Publication, Airport Diagrams - SIDS & STARS 

C. DOD Flight Information Publication, High Altitude 

D. DOD Flight Information Publication, Low Altitude 

IV. Equipment and Materials

A. Classroom Presentation System 

B. Dry Erase Board 

V. Student Preparation and Review 

A. Read “Crew Duties”, T.O. 1C-10(K)A-1, Section V, Crew Duties 

Description 

B. Complete TERPS Workbook (W853) 

VI. Instructor Preparation 

The Instructor Lecture Text and Instructor Lecture Outline are designed to assist you 

in presenting this lecture. A suggested lecture text is included. It is not intended to 

be read aloud to the students. Its function is to provide you with a representative 

format for presenting the main topics in the Instructor Lecture Outline. The outline is 

a brief list of major topics to be covered. Its function is to provide you with a topical 

and visual aid notation for use in class. 
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Objectives

1. Locate and identify approach and arrival components and symbols. 

2. Locate and identify departure and arrival procedures using SIDS and STARS. 

3. Locate and identify Instrument Approach Procedures. 

4. Locate and identify IAF to FAF Procedures. 

5. Locate and identify Final Approach Procedures. 

6. Use the RMI and DME to determine aircraft position.
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Terminal Instrument Procedures 

(TERPS)

Instructor Lecture Text

E-FRAME 1: TERPS 

I. INTRODUCTION 

A. Instructor Introduction 

Introduce yourself to the class. Briefly relate your flying and instructor experience. 

B. Purpose Statement 

Welcome to this class on Terminal Instrument Procedures, or TERPS. As a Flight 

Engineer on the KC-10, an essential part of your job is to monitor departure, 

enroute, and approach procedure deviations from the briefed procedures. The 

approach plates in this lesson are for “Training Use Only” and may not be the most 

current. 

1. Attention 

As KC-10 crewmembers we spend a lot of time preparing for events we 

never expect to happen. We practice “worst case” scenarios, or “killer items” 

in the vernacular of our trade. When you read media coverage of an aircraft 

accident or study a National Transportation Safety Board’s final report, you 

can usually see that any crewmember aboard the aircraft could have 

detected errors and should have been assertive enough to insist on 

corrective action. 

2. Motivation 

You will never be required to fly an instrument approach. However, it is 

important that you be able to detect deviations from the briefed procedure 

and determine if equipment is set correctly. You must become familiar with 

the terminology, definitions, and symbols used, and be able to correctly 

interpret the charts associated with terminal instrument procedures. 

While the Pilot will actually fly the approach, it is important that all 

crewmembers remain alert and aware of events. The majority of aircraft 

accidents are not caused by the failure of an aircraft component or system. 

Instead, they happen when one or more members of the aircrew are diverted 

from the situation and unaware of the aircraft position. 
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E-FRAME 2: OBJECTIVES 

C. Objectives 

At the completion of this lesson, you should be able to: 

1. Locate and identify approach plate components and symbols. 

2. Locate and identify departure and arrival procedures using SIDS 

and STARS. 

3. Locate and identify Instrument Approach Procedures. 

4. Locate and identify IAF to FAF Procedures. 

5. Locate and identify Final Approach Procedures. 

6. Use the RMI and DME to determine aircraft position. 

II. PRESENTATION 

E-FRAME 3: APPROACH BOOKS 

A. Approach Books 

The Department of Defense, Geospacial-Intelligence Agency (NGA) issues 

approach, and other flight information publications, for High Altitude, Low Altitude, 

and Standard Instrument Departures (SIDs) and Standard Terminal Arrivals 

(STARs). Both military and civilian airports are included. 

In the front of each approach book is a list of general information and abbreviations, 

a table of contents, an explanation of approach and landing minima, a meter 

conversion chart, and legend pages identifying chart symbols used for both arrival to 

and departure from the airport. 

E-FRAME 4: LOW ALTITUDE 

1. Low Altitude 

Low altitude books are published in 22 volumes, usually several states in a 

volume, depending upon the number of airports in the area. These books are 

also issued every eight weeks with the effective date on the front cover. 

Approach plates use a 10 or 20-mile plan view circle. A symbol legend is in 

the front section of the book. 
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E-FRAME 5: HIGH ALTITUDE

2. High Altitude 

The high altitude books are published in three volumes -- one for each 

geographical region in the United States. The hashed border on the cover 

easily distinguishes these books. They are issued every eight weeks. The 

effective date is on the front cover. Approach plates usually contain a 20-

mile plan view circle. Symbol legends used in the charts are in the front 

section of the book. 

E-FRAME 6: APPROACH VOLUME

3. Choosing the Approach Volume 

The pilot will have chosen the type of approach to fly when planning the 

mission. It is particularly important that crewmembers use the same 

approach plates volume, identified by the effective date, and the same page 

during the briefing. The front cover of each book shows a map of the 

geographical area covered. 

E-FRAME 7: APPROACH PLATE 

4. Approach Name 

In addition to the airport name and location, the type of approach or 

departure appears at the top and bottom of each page. Approaches are 

named for the radio navigational aid or aids providing final approach 

guidance and the runway to which the final approach course is aligned. 

When a letter such as A, B, or C follows the name of the approach, the 

approach is designed for circling minimums only. 

Where more than one approach using the same final approach guidance is 

developed to the same runway, each runway/navigational aid combination 

will be identified with an alphabetical suffix beginning at the end of the 

alphabet; e.g. ILS Z RWY 28L (first procedure), ILS Y RWY 28L (second 

procedure), ILS X RWY 28L (third procedure), etc. Suffixes will be used in 

reverse alphabetical order, beginning with “Z.”

E-FRAME 8: APPROACH PLATE DATA 

5. Approach Plate Data 

The approach plate is divided into four main sections -- the plan view, profile 

view, airport sketch, and a minima section containing approach minimums for 

each type of aircraft. 

Each published approach is designed to take the aircraft from the enroute or 
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feeder station to the initial approach fix, from there to the final approach fix, 

and ultimately to a safe landing. Decision height and minimum descent 

altitude are included. 

Because of the complexity and the amount of data presented on these 

plates, we will continue this presentation by breaking down the plates to a 

manageable size. For clarity, some data contained on the chart may have 

been ignored or edited. 

E-FRAME 9: PLAN VIEW 

6. Plan View 

The plan view is usually the largest block on the approach plate. It shows the 

track of the approach as though viewed from directly overhead and is always 

oriented to north. The upper most part of the approach plate also includes a 

briefing strip with information relevant to that approach. 

E-FRAME 10: RADIO FREQUENCIES

a. Radio Frequencies 

Ground control, tower, and other frequencies associated with the 

airport appear directly below the approach name. 

E-FRAME 11: SAFE ALTITUDES

b. Minimum Safe Altitude 

The minimum safe altitude, or MSA, appears in a small circle on the 

approach plate. The MSA guarantees a 1,000-foot clearance of all 

obstacles within 25 nautical miles of the navigation facility or NAVAID 

if so depicted upon which the approach is based. Sometimes the 

circle is divided into sectors or quadrants, indicating different minimum 

safe altitudes for direction of approach. 

c. Emergency Safe Altitude 

High altitude approach plates list an emergency safe altitude at the 

lower left. The emergency safe altitude provides a 1,000-foot 

clearance in non-mountainous terrain and 2,000 foot clearance in 

mountainous terrain within 100 nautical miles from the navigation 

facility. 
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E-FRAME 12: OBSTACLES

d. Obstacles 

Points of higher elevation and obstacles along the approach course 

are clearly defined. 

E-FRAME 13: IMPORTANT NOTES

e. Restrictions, Warnings, and Cautions 

Warnings or cautions appear on many approach plates, and are not 

always labeled “warning” or “caution”. All restricted areas are clearly 

identified. If a particular navigational aid is required for the approach, it 

is listed; for example, TACAN REQUIRED, GROUND RADAR 

REQUIRED, DME REQUIRED. 

E-FRAME 14: 10 NM DISTANCE CIRCLE

f. 10 NM Distance Circle 

The solid-line inner circle on the plan view indicates 10 nautical miles 

from the terminal NAVAID on low altitude approach plates. 

Everything within this circle is depicted to scale unless otherwise 

indicated. 

E-FRAME 15: 20 NM DISTANCE CIRCLE

g. 20 NM Distance Circle 

The solid-line circle indicates 20 nautical miles on high altitude 

approach plates, if drawn to scale. 

E-FRAME 16: ENROUTE/FEEDER FACILITIES

h. Enroute Facilities 

A dashed outer circle on the plan view is associated with TACAN or 

VORTAC NAVAIDS, called “enroute facilities”. From each NAVAID, 

an arrow depicts the terminal routing to the IAF. Each routing is 

annotated with a minimum enroute altitude, the course, and the 

distance to the IAF. These appear more often on high altitude 

approach plates, where an enroute descent enables an aircraft to 

transition from the high altitude on course to the IAF or final approach 

fix. 
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i. Feeder Facilities 

Feeder facilities, illustrated by an inner dashed circle, are basically the 

same as enroute facilities except they are associated with low altitude. 

E-FRAME 17: NAVIGATION AIDS 

j. Navigation Aids 

Each primary navigational aid has condensed coded information in a 

box near the symbol. An underline under the frequency indicates that 

no voice is transmitted. Coordinate values are also provided. Let’s 

briefly review some of the symbols associated with NAVAIDS. 

(1) Tactical Air Navigation (TACAN) 

The theoretical and technical principles of operation of TACAN 

equipment are different from those of VOR; however, the end 

result, as far as the navigating pilot is concerned, is the same. 

TACAN ground equipment consists of either a fixed or mobile 

transmitting unit. The airborne unit in conjunction with the 

ground unit reduces the transmitted signal to a visual 

presentation of both azimuth and distance information. TACAN 

operates in the ultra high frequency (UHF) band of frequencies. 

The system presently has a total of 252 channels available and 

is identified by two sets of channel numbers from 1 to 126, with 

suffixes ''X'' or ''Y'' for discrimination between the sets. 

(2) Very High Frequency Omnirange (VOR) 

VORs operate within the 108.0 to 117.95 MHz, or very high 

frequency (VHF) and have a power output necessary to 

provide coverage within their assigned operational service 

volume. The equipment is subject to line-of-sight restriction, 

and its range varies proportionally to the altitude of the 

receiving equipment. Most VORs are equipped for voice 

transmission. VORs without voice capability are indicated on 

enroute and sectional charts by underlining the VOR frequency 

or by the designation "VORW" in the IFR Supplement. Since a 

large portion of the frequencies available on the VOR control 

panel may overlap the VHF communication frequency band, 

you may use the VOR receiver as a VHF communications 

receiver. 
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(3) VHF Omni-Directional Range/Tactical Air Navigation 

(VORTAC). 

A VORTAC is a facility consisting of two components, VOR 

and TACAN, which provides three individual services: VOR 

azimuth, TACAN azimuth, and TACAN distance (DME) at one 

site. Although consisting of more than one component, 

incorporating more than one operational frequency, and using 

more than one antenna system, a VORTAC is considered to be 

a unified navigation aid. Both components of a VORTAC 

operate simultaneously and provide the three services at all 

times. 

(4) Distance Measuring Equipment (DME)

In the operation of DME, paired pulses at a specific spacing 

are sent out from the aircraft and are received at the ground 

station. The ground station then transmits paired pulses back 

to the aircraft at the same pulse spacing but on a different 

frequency. The time required for the round trip of this signal 

exchange is measured in the airborne DME unit and is 

translated into distance in nautical miles from the aircraft to the 

ground station. 

(5) Instrument Landing System (ILS) 

The ILS is designed to provide an approach path for exact 

alignment and descent of an aircraft on final approach to a 

runway. The ground equipment consists of two highly 

directional transmitting systems, and along the approach, three 

(or fewer) marker beacons. The directional transmitters are 

known as the localizer and glide slope transmitters.

(6) Marker Beacon 

Marker beacons serve to identify a particular location in space 

on the approach to an instrument runway. This is done by 

means of a 75-MHz transmitter that transmits a directional 

signal to be received by aircraft flying overhead. These 

markers are generally used in conjunction with en route 

NAVAIDs and ILS as point designators.

(7) Localizer Type Directional Aid (LDA) 

The LDA is of comparable utility and accuracy to a localizer but 

is not always aligned with the centerline of the runway. TERPS 
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requires the Localizer (LOC) signal alignment within 3° of the 

runway alignment. If the alignment exceeds 3°, the LOC will be 

identified as an LDA. Once designated as an LDA, the 

maximum angle of convergence of the final approach course 

and the extended runway centerline is 30°. The signal 

accuracy of the LDA is the same as a LOC; however the LDA 

course alignment will be greater than 3°, not to exceed 30°. 

Straight-in minima can be published only where alignment 

conforms to the straight-in criteria specified in AFJMAN 11-226 

(TERPS). Circling minima are published where this alignment 

exceeds straight-in criteria. The LDA is usually considered a 

non-precision approach; however, in some installations with a 

glide slope, a decision height will be published. If a decision 

height is published, it can be flown just like an ILS approach.

(8) Simplified Directional Facility (SDF)

The SDF provides a final approach course that is similar to that 

of the ILS localizer and LDA. However, the SDF may have a 

wider course width of 6° or 12°. It does not provide glide slope 

information. A clear understanding of the ILS localizer and the 

additional factors listed below completely describe the 

operational characteristics and use of the SDF. 

(9) Non-Directional Beacon (NDB) 

NDB is a low, medium, or ultra high frequency radio beacon 

that transmits nondirectional signals whereby an aircraft 

properly equipped can automatically determine and display 

bearing to any radio station within its frequency and sensitivity 

range. These facilities normally operate on frequencies 

between 190 and 1750 kHz or 275-287 MHz and transmit a 

continuous carrier keyed to provide identification except during 

voice transmission. 

(10) Global Positioning System (GPS) 

GPS is a space based navigation system that has the 

capability to provide highly accurate three-dimensional 

position, velocity, and time to an infinite number of equipped 

users anywhere on or near the Earth. The typical GPS 

integrated system will provide: position, velocity, time, altitude, 

steering information, groundspeed and ground track error, 

heading, and variation. GPS also provides a constant monitor 

of system status and accuracy, and the built-in test circuitry 

provides self-tests that diagnose most system failures. The 

airborne GPS receiver may accept inputs from other aircraft 
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systems, such as INS, altimeter, Central Air Data Computer 

(CADC), attitude gyro, and compass systems that improve 

GPS accuracy and reliability. GPS may also be integrated into 

a multi-sensor navigation system combining GPS information 

with other sources such as an Inertial Reference Unit (IRU) or 

DME/DME Area Navigation (RNAV) equipment. 

E-FRAME 18: PROFILE VIEW

7. Profile View 

An observer standing to one side of the airport would see the movement of 

aircraft as presented in the profile view. This allows you to view the approach 

in three dimensions by showing the effect of altitude changes. Situational 

awareness is maintained by mentally following the aircraft on both the plan 

view and profile view simultaneously. 

E-FRAME 19: ALTITUDES

a. Altitudes 

Four types of altitude entries are used in profile views. These are 

mandatory, minimum, maximum, and recommended altitudes. These 

legends appear on the charts legend page in the front of all approach 

plate books. 

E-FRAME 20: TRANSITION LEVEL/ALTITUDE

b. Transition Level/Transition Altitude 

Transition level, labeled TLV, and transition altitude, labeled TA, 

appear in overseas DoD charts. They usually appear in the profile 

view of high altitude approach plates, and in the plan view of SIDS 

and STARS. 

E-FRAME 21: QNE/QNH 

These indicate when the crew will change the altimeter to normal 

enroute QNE, 29.92, or QNH, mean sea level. These are critical items 

since outside the continental United States transition flight levels vary. 

Transition level in the United States is always FL180. 

E-FRAME 22: MINIMA SECTION

8. Minima Section 

The minima section of the approach plate appears in the lower corner 
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opposite the airport sketch. It has several lines of information listing 

the various types of approaches that may be flown to the airport. 

During the pilot’s briefing and the actual approach, all crewmembers 

should crosscheck the minimums for the procedure and to make sure 

that altimeter and radio altimeter bugs are set correctly. 

E-FRAME 23: AIRCRAFT CATEGORY

a. Aircraft Category 

Aircraft approach category is based on 1.3 times the stalling speed in 

the landing configuration at maximum certificated gross landing 

weight. An aircraft can fly an IAP only for its own category or higher, 

unless otherwise authorized by AF Instruction or MAJCOM directives. 

If it is necessary to maneuver at speeds in excess of the upper limit of 

a speed range for a category, the minimums for the next higher 

category should be used. The categories are as follows:

Category A - Speed less than 91 knots. 

Category B - Speed 91 knots or more but less than 121 knots. 

Category C - Speed 121 knots or more but less than 141 knots. 

Category D - Speed 141 knots or more but less than 166 knots. 

Category E - Speed 166 knots or more. 

E-FRAME 24: KC-10 CATEGORY

b. KC-10 Minimums 

The KC-10 is a Category D aircraft. However, if the instrument final 

approach is flown at 166 knots or more, the Category E minima must 

be used. This could also apply to the KC-10 during emergency 

overweight approach and landing, abnormal configuration approach 

and landing, increased approach speed due to wind, or circling 

approach with 22o/EXT minimum maneuver speed of 166 knots or 

more. 

E-FRAME 25: FINAL APPROACH GUIDENCE

c. Types of Final Approach Guidance 

There are numerous different types of final approach guidance that 

can be categorized in a number of different ways. For the purposes of 

this chapter, final approach guidance will be categorized as follows:

Non-Radar Approaches. These are approaches that do not require 

radar vectoring or radar services on final approach. Non-radar 
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approaches can be further subdivided among those that provide 

electronic glide path guidance and those that do not provide electronic 

glide path guidance.

Radar Approaches. These are approaches that require radar 

vectoring on final approach. There are two types PAR and ASR.

Procedures with a Visual Component. Sometimes it is not possible to 

construct an instrument procedure that meets all requirements. 

Incorporating a visual component into an instrument procedure is an 

acceptable alternative. There are four types of approaches that fall 

into this category: visual approach, contact approach, IAP with a 

visual segment, and a charted visual flight procedure.

Other Specialized Procedures. These are specialized subsets of 

particular approach types listed above. There are four approaches 

that fall into this category: converging approaches, ILS/PRM, SOIA, 

and TLS. All require specialized training and crew qualifications 

except converging approaches.

E-FRAME 26: CIRCLING APPROACH 

(1) Circling Approach 

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 landing situation is different 

because of the variables of ceiling visibility, wind direction and 

velocity, obstructions, final approach course alignment, aircraft 

performance, cockpit visibility, and controller instructions. The 

circling MDA and weather minima to be used are those for the 

runway to which the instrument approach is flown (this is not 

always the landing runway). The circling minima listed on IAPs 

apply to nonradar nonprecision approaches (LOC, VOR, 

TACAN, etc.). Circling procedures and techniques are not 

compatible with precision approach criteria, and under normal 

circumstances, should not be attempted. Since the pilot in 

terms of a DH and not a specific point along the final approach 

course determines the MAP associated with the precision 

approach, 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.
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E-FRAME 27: APPROACH MINIMUMS

d. Approach Minimums 

(1) Decision Height (DH) 

Decision height applies only to precision approaches – 

Instrument Landing System (ILS) and Precision Approach 

Radar (PAR). It is the minimum height above Mean Sea Level 

(MSL) where a missed approach is initiated if visual reference 

to the runway has not been established or the aircraft is not in 

position for a normal landing. 

(2) RNAV/GPS Decision Altitude (DA) 

DA replaces the term Decision Height (DH) as a step towards 

harmonization with ICAO terminology. The published descent 

profile is flown to the DA, where a missed approach will be 

initiated if visual references for landing are not established. 

Obstacle clearance criteria accounts for a momentary descent 

below DA while transitioning to the missed approach.

(3) Runway Visual Range (RVR) 

The runway visibility range is the distance a pilot should see 

down the runway measured in hundreds of feet. RVR is a 

horizontal measure used to determine field conditions for 

straight-in approaches. 

(4) Minimum Descent Altitude (MDA) 

Minimum descent altitudes are associated with non-precision 

straight-in, or circling approaches -- LOC, ASR, TAC, VOR, 

and NDB. Descent will not continue below this height unless 

visual reference has been established with the runway and the 

aircraft is in position for a normal landing. 

(5) Height Above Touchdown (HAT) 

Height above touchdown, or HAT, is the height of the DH or 

MDA above ground level or the highest runway elevation in the 

touchdown zone, in feet. HAT is published as part of all 

straight-in approach minima. 
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(6) Height Above Airport (HAA) 

Height above airport is published for all circling approaches, in 

feet. This is the height of the MDA above the published airport 

elevation. 

(7) Ceilings 

The published ceiling, in parentheses on the approach plate, is 

feet above the published airport elevation. It can be equal to 

or greater than the height of the associated decision height or 

minimum descent altitude. 

E-FRAME 28: AIRPORT SKETCH

9. Airport Sketch 

The airport sketch of the approach plate shows the airport layout, runway 

dimensions, obstacles, elevations, and approach lighting systems. 

a. Elevation 

Field elevation appears in the upper left corner of the airport sketch 

block. This is the highest point on the usable landing surface. TDZE, 

or touchdown elevation is also shown on the sketch as well as the 

heights of all obstacles, including the tower. 

b. Runway Information 

Length and width of the runway are printed alongside each runway 

depicted. If the runway is not level and the gradient is 0.3% or above, 

the percent of slope also appears alongside the runway. 

c. Timing Information 

If timing information is associated with the approach (to establish the 

missed approach point, for example), a timing chart will appear below 

the airport sketch or below the profile view. 

E-FRAME 29: RUNWAY LIGHT SYSTEMS

d. Runway Light Systems 

Types of airport lighting with position identification are provided in the 

airport sketch. These include: 
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(1) REIL - Runway End Identifier Lights 

REILS are installed at many airfields to provide rapid and 

positive identification of the approach end of a particular 

runway. Two synchronized flashing lights, one on each side of 

the runway threshold facing the approach area identify the end 

of the runway. 

(2) HIRL/MIRL/LIRL - High, Medium, and Low Intensity 

Runway Edge Light Systems 

These are elevated bi-directional lights classified according to 

intensity, which extend the length of the runway. Runway edge 

lights are white. On instrument runways, yellow replaces white 

on the last 2000 feet or half the runway length, whichever is 

less, to form a caution zone for landings. Lights at the ends of 

the runway emit green outward from the runway end and red 

inward from the runway end. 

(3) TDZ - Touchdown Zone Lighting 

Two rows of high intensity light bars, arranged on both sides of 

the runway centerline, extend from the threshold of the runway 

3000 feet inward. 

(4) CL - Centerline Lighting 

A straight line of lights located along the runway centerline. 

These lights display alternate red and white in the 3000 to 

1000 foot section of the runway. The last 1000 feet displays all 

red lights. 

E-FRAME 30: APPROACH LIGHT SYSTEMS

e. Approach Light Systems 

Approach lights are the basic means to transition from instrument 

flight to visual flight for a landing. Symbols for approach lights are 

located near the approach end of each runway and are circled. 

(1) Approach Light Systems - ALS 

Operational requirements at the airport dictate the 

sophistication and configuration of the lighting system for a 

particular runway. Configurations discussed in this lesson are 

identified as ALSF-1 (A-1), ALSF-2 (A), MALS/SSAL (A-4), and 

MALSR (A-5). On the approach plate airport sketch, the 

circled letter “A” with a number indicates the particular format 
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or the system in use.

E-FRAME 31: ALSF-1 (A-1)

(a) ALSF-1 (A-1) 

Different formats have different light configurations. For 

example, A-1 starts 2400 to 3000 feet from the 

beginning of the runway, with high intensity white bar 

lights along the runway and sequenced flashing lights 

along the centerline. Red bar lights appear toward the 

end of the runway with a solid line of green lights at the 

end. 

E-FRAME 32: ALSF-2 (A)

(b) ALSF-2 (A-2) 

A-2 is similar to A-1 but has more red and green lights 

in the last 1000 feet. 

E-FRAME 33: MALS/SSALS (A-4)

(c) MALS/SSALS (A-4) 

A-4 uses medium intensity lights and is associated with 

shorter runways.

E-FRAME 34: MALSR (A-5)

(d) MALSR (A-5) 

A-5 lighting systems have a series of flashing lights 

leading to the runway center line followed by a series of 

horizontal steady lights up to the runway threshold.

E-FRAME 35: PAPI

(2) PAPI – Precision Approach Path Indicator (PAPI) 

A circled “P” indicates a PAPI, or precision approach path 

indicator. The PAPI is a system of four lights arranged 

horizontally to provide visual descent guidance information 

during the approach. The lights illuminate either red or white 

depending on aircraft being position on the glide path (high or 

low). When the two left lights white, and the two right lights 

red, indicates the aircraft is on the desired approach path.
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E-FRAME 36: 2-BAR VASI

(3) VASI - Visual Approach Slope Indicator 

A circled “V” indicates a VASI, or visual approach slope 

indicator. The VASI is a system of lights arranged in bars to 

provide visual descent guidance information during the 

approach. They are visible 3 to 5 miles during the day and up 

to 20 miles or more at night. 

V-3 is associated with heavy aircraft and indicates a threshold 

crossing height to accommodate long-bodied or jumbo aircraft. 

E-FRAME 37: EXERCISE 1A

10. Lesson Exercise 1A (Plan View) 

a. What Navigation Station is the basis for the IAF? (Sacramento 

VORTAC - 237 Radial, 8.6 DME) 

b. The MSA of 5200 feet is based on what Navigational Aid? 

(TZZ - 25 NM of the Travis VOR) 

c. What is the UHF Frequency for the Tower? (254.4) 

d. Where do you hold after a missed approach to runway 21L? 

(Southwest) 

E-FRAME 38: EXERCISE 1B 

11. Lesson Exercise 1B (Profile View and Sketch) 

a. How many Precision Approaches are listed on this approach 

plate? (One- S-ILS 21L) 

b. What do the altitudes 2500 and 1800 with a solid line under the 

number indicate? (Minimum Altitude) 

c. What is the altitude at the IAF? (1800 Feet) 

d. What Category is the KC-10 Aircraft? (D) 

e. What type of lighting system is available for RWY 21L? (A2) 

f. What RVR is required for the ILS to RWY 21L? (24) 

E-FRAME 39: PROCEDURES 

B. PROCEDURES 

Departure and Terminal Arrival 

Instrument Approaches 

IAF to FAF 

Final Approach 

Missed Approach 
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RMI/DME Navigation 

E-FRAME 40: DEPARTURE AND TERMINAL ARRIVAL 

1. Departure and Terminal Arrival 

Standard instrument departures (SIDs) and standard terminal arrivals 

(STARs) are published in three volumes -- Western, Central, and Eastern 

United States -- every eight weeks, although some SIDs may be included 

with the regular approach plates. 

These books are similar to the approach plate volumes in general layout. 

Each contains legend pages and a table of contents. IFR takeoff minimums 

and departure procedures are listed separately for easy reference. The back 

cover contains a table for ground speed, climb or descent angle, and climb or 

descent gradient in feet per nautical mile. 

E-FRAME 41: STANDARD INSTRUMENT DEPARTURE 

a. Standard Instrument Departure (SID) 

Standard instrument departures (SIDs) are located in the approach 

plate books on separate pages. A SID routing page contains a great 

deal of information including notice of any special equipment required. 

This page is similar to the approach plan view in that the SID and 

airport are identified at the top and bottom of the page. It also contains 

a block of required frequencies. 

(1) Obstacles 

When using a SID plate, you must refer to the airport plan view 

for runway definition and obstacles that may not be apparent 

on the SID. 

(2) Ground Speed/ Required Climb Rate 

Ground speed and the required climb rate for each runway 

used for the SID are shown in a table on the SID plate when 

published in the approach plate book. Otherwise, refer to the 

table in the back cover. 

(3) Transitions 

Transition waypoints for the SID are clearly defined, with the 

routing for each. Be sure that these waypoints are included in 

the flight plan. 
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(4) Cautions and Warnings 

To ensure a safe departure, note any cautions or warnings that 

may be on this page. 

E-FRAME 42: DEPARTURE ROUTE DESCRIPTION

b. Departure Route 

(1) Departure Routing Description 

In addition to the graphic illustration of transitions and routings 

for the SID, the plate also contains a text description of the 

departure route. Each runway to be used and each transition is 

described in detail. 

(2) Trouble T 

On US Government charts, the symbol of a white “T” on a 

black inverted triangle, or the “Trouble T,” meaning trouble for 

departing aircraft. The presence of the “Trouble T” indicates 

you need to consult the separate listing in the front of the 

approach plated titled “IFR Takeoff Minimums and (Obstacle) 

Departure Procedures.”

E-FRAME 43: SPECIAL DEPARTURE PROCEDURES (SDP) 

c. Special Departure Procedures (SDP)

The Air Force Flight Standards Agency (AFFSA) has contracted with 

Jeppesen to provide safe engine out departure procedures for bases 

used by the KC-10 providing the maximum takeoff weight possible, 

and miss any obstacles should an engine fail during takeoff. SDP 

information is found at “http://www.jeppesen.com/wlcs/index.jsp” on 

the internet. 

Jeppesen analyzes terrain and obstacle data against aircraft specific 

performance data to determine the best engine out departure and 

takeoff weight for each runway at a given location. The login user 

name for the website is “usafsdp” and the password is “aircrews”, all 

in lower case. Be sure to check with your instructor and/or squadron 

as the login and password are changed occasionally. Once logged 

into the website, click on OPS DATA which will take you to the SORT 

and aircraft selection menus. 

A User Guide can be viewed or downloaded on the website directly 
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below the airport drop down menu. Only bases that have approved 

procedures are listed on the Jeppesen website. This website should 

be checked during mission planning. If an approved procedure is 

available, it must be briefed and used if an engine failure occurs on 

takeoff. TOLD and/or SDP departure plate information can be found 

on the website. The data has been approved by the Air Force for 

TOLD computations. 

E-FRAME 44: SDP PLANNING DATA SHEET 

d. SDP planning data sheet. 

Each base that has an approved SDP will have TOLD data that has 

been approved by AMC. This is an example of the information 

available. If there is a “T” behind the runway number, there is a turn 

procedure included for that runway. Some bases will have turns and 

others will not. The currency of the sheet is located in the upper left 

corner of the sheet. Also found in the top section is ACFT and system 

information. 

E-FRAME 45: SDP ENGINE FAILURE DEPARTURE PROCEDURE PLATE 

e. Engine Failure Departure Procedure Plate. 

The departure plate provides specific runway turn information that 

must be used and briefed should an engine fail. Not all bases have 

turn procedures. 

E-FRAME 46: SDP SPECIAL ENGINE FAILURE PROCEDURE 

f. Special Engine Failure Procedure.

Another type of SDP procedure is the “Special Engine Failure 

Procedure” plate. You may see this instead of the departure plate 

seen on the previous slide. 

E-FRAME 47: FEEDER FACILITY ROUTING 

2. Terminal Arrival 

a. Feeder Facility Routing 

As mentioned earlier, enroute and feeder facilities are identified on 

approach plates. These are designed to take the aircraft from the 

enroute structure to the initial approach fix, or to some point dictated 

by operational requirements. 
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(1) Radial/Distance from NAVAID 

The fix or point is sometimes identified by the radial and 

distance from a specific NAVAID. In the case of feeder 

facilities, the point-to-point has been computed for the pilot so 

that by simply proceeding along the radial for the specified 

distance, the aircraft will arrive over the desired fix or point. 

(2) Monitoring the Course 

When the aircraft is established on a feeder course, you can 

use the RMI and DME to monitor aircraft position. Remember, 

the tail of the bearing pointer is the aircraft position from the 

NAVAID. When you read the number under the tail of the 

bearing pointer, you are reading the present radial from the 

facility. If the aircraft is established on course outbound from 

the station, this radial should be very nearly the same as the 

aircraft heading. 

E-FRAME 48: STANDARD TERMINAL ARRIVAL (STAR)

b. Standard Terminal Arrival (STAR) 

Published standard terminal arrivals (STARs) provide transition from 

an enroute NAVAID to an outer fix, initial approach fix, and arrival 

waypoint in the terminal area. The page layout is similar to that of a 

SID. A STAR is usually named for the initial fix or NAVAID. 

(1) Transition Points 

Transition points along the route are Waypoints, Geographical 

Locations or Lat/Long Coordinates. 

(2) Routing 

Routing, altitude and distance are defined for the course. 

Course, Radial, Altitude and DME are provided. 

E-FRAME 49: LESSON EXERCISE 2A 

3. Lesson Exercise 2A 

a. What is the height of the controlling obstacle for this departure 

using RW 19? (Single obstruction at 52 feet.) 

b. Radial R226 will intercept SMYRNA. What is the course to 
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track? (046) 

c. What is the distance from PENSY to LARRI? (52 NM) 

E-FRAME 50: LESSON EXERCISE 2B

4. Lesson Exercise 2B 

a. How much of a delay would you expect if the radar is 

inoperative? (15 Minutes) 

b. What radial would you track to fly the inbound course to the 

McGuire VORTAC? (R-063) 

c. During a missed approach, at what DME from GXU would you 

turn left to CYN to hold? (6 DME) 

E-FRAME 51: LESSON EXERCISE 2C

5. Lesson Exercise 2C

a. What is the distance from the Seattle VORTAC to AAIRE? (54 

DME) 

b. The NAVAID VICTORIA symbol is a VOR with a square box 

around it. What does the box signify? (This VOR is DME 

equipped.) 

c. All the NAVAIDS on this plate have a solid line beneath the 

station frequency. TCM, frequency 109.6 is not underlined. 

What does this indicate? (The solid line means no voice 

transmitted on this frequency) 

E-FRAME 52: INSTRUMENT APPROACHES

C. Instrument Approaches 

Initial Approach 

High Penetrations 

Procedure Turns 

Holding Pattern in Lieu of Procedure Turns 

Procedure Tracks 

E-FRAME 53: INITIAL APPROACH

1. Initial Approach 
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As you approach your destination, the pilot will choose the type of approach 

desired for the transition from the high altitude environment to the terminal 

environment. This should be accomplished well in advance of the descent so 

that all attention can be focused on accomplishing a safe approach and 

landing. 

a. A Radar Approach may consist of monitoring and radar vectors 

to the final approach and landing. 

b. If Radar is not available, the pilot can fly the complete 

published approach without further directions from ATC. 

c. If Radar is required, there will be a bold “RADAR REQUIRED” 

on the PLAN VIEW. 

E-FRAME 54: HIGH PENETRATION 

2. High Penetration 

Contained within the High Altitude series of approach plates, the penetration 

enables the aircraft to transition from the high altitude structure to the 

terminal area. It places the aircraft to a position that will align it with the 

inbound course to the Final Approach Fix (FAF). 

These approaches can employ radials, arcs, courses, procedure turns and 

fly-off restrictions. 

Special restrictions, cautions or warnings are usually provided in plain text 

within the plan view. 

Minimum, mandatory and recommended altitudes, along with the DME from 

the station, are provided in the profile view. 

E-FRAME 55: PROCEDURE TURN

3. Procedure Turn 

If a procedure turn is required, it will be depicted as a heavy black line with a 

bend and a single barb. The barb indicates the maneuvering side of the final 

approach course. 

E-FRAME 56: HOLDING PATTERN IN LIEU OF PT.

4. Holding Pattern in Lieu of Procedure Turn 

 
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At times, the facility may depict a holding pattern that will descend the 

aircraft, allow time to configure for landing, and align the aircraft with the final 

approach course. 

These patterns are depicted on the plan view. They are similar to the 

standard holding pattern except they are usually longer and are depicted by a 

heavy black line. Both radial and course are provided along with the DME. 

E-FRAME 57: PROCEDURE TRACK

5. Procedure Track 

Like the penetration, the Procedure Track is used to place the aircraft at a 

position to intercept the final approach course prior to the final approach fix. 

Procedure Tracks are depicted as a heavy black line with directional arrows. 

It may use a combination of arcs, radials or courses. Again, the purpose is to 

align the aircraft with the final approach course. 

To fly an arc, the pilot will place the station on the wing tip and maintain a 

constant DME until crossing a radial or NAVAID. 

E-FRAME 58: LESSON EXERCISE 3

6. Lesson Exercise 3 

a. Illustration A: From top to bottom, what types of tracks are 

depicted? (Procedure Track; Missed Approach; Visual Flight 

Path) 

b. Illustration B: From top to bottom, what types of holding 

patterns are depicted? (Holding in Lieu of Procedure Turn; 

Arrival Holding Pattern; Missed Approach Pattern) 

c. Illustration C: What does the heavy black line with a singlebarb 

indicate? (Procedure Turn) 

E-FRAME 59: IAF TO FINAL APPROACH

D. IAF to Final Approach Fix 

E-FRAME 60: INITIAL APPROACH FIX 

1. Initial Approach Fix 

Using one or more of the procedures discussed in the previous segment, the 
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aircraft will have arrived at a geographical location that is depicted on the 

plan view as the Initial Approach Fix or IAF. 

The IAF may be a NAVAID or merely a point in space on a radial at a 

specified DME. The purpose of the IAF is to place the aircraft in a position to 

intercept the final approach fix in a manner that will permit a successful 

landing or missed approach, if conditions warrant. 

If traffic is very light, the controller will sometimes provide radar vectors to 

intercept the final approach course outside the FAF where the aircraft can 

proceed to a landing. However, if the pilot is cleared for a specific published 

approach, the approach must be flown as published in order to guarantee 

cleared airspace 

E-FRAME 61: DESCENT PROCEDURES

2. Descent Procedures 

During the approach briefing, the pilot will state the altitude at which the 

aircraft will depart the IAF for the FAF. 

The briefing should include any restrictions or unusual aspects of the 

approach. It is important to remember that as the aircraft proceeds along the 

final approach course, it will be descending below the Minimum Safe Altitude 

for the area. Failure to observe the altitude restrictions, whether Mandatory, 

Minimum, Maximum, or Recommended will negate the guaranteed terrain 

clearance. 

Usually, the altitude of the initial approach fix will be a “minimum” altitude, but 

occasionally it will be a “hard” or mandatory altitude. 

From the IAF to the FAF and on to landing, the approach becomes more 

critical. The majority of Class A accidents happen during this phase of flight. 

Each crewmember must be in the loop. Any one person on the flight deck 

could have prevented the accident in Bosnia. They simply were not flying the 

approach as published, nor could they have with the equipment available on 

the aircraft.

E-FRAME 62: LESSON EXERCISE 4

a. Where is the IAF located for this approach? (Sacramento 

VORTAC) 

b. What is the Minimum Sector Altitude at the IAF? (3100 Ft.) 

c. At what point and altitude would you expect a right turn to 
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intercept the localizer? (10.1 DME from the SAC IAF at a 

minimum altitude of 2600 Ft) 

d. Where is the holding pattern for the missed approach located? 

 (LANEE outer marker) 

E-FRAME 63: FINAL APPROACH 

E. Final Approach 

Radar Approach 

Non-Radar Approach 

Procedures with a Visual Component 

Other Specialized Procedures 

E-FRAME 64: RADAR APPROACH

1. Radar Approach 

These are approaches that require radar vectoring on final approach. There 

are two types PAR and ASR.

E-FRAME 65: NON-RADAR APPROACH

2. Non-Radar Approach 

These are approaches that do not require radar vectoring or radar services 

on final approach. Non-radar approaches can be further subdivided among 

those that provide electronic glide path guidance and those that do not 

provide electronic glide path guidance. Most runways provide a VASI system 

that is coincident with the VDP. The MAP will always be after the VDP. 

However if the VDP is missed, the chances of acquiring the runway for a 

successful landing is doubtful.

E-FRAME 66: PROCEDURES WITH A VISUAL COMPONENT

3. Procedures with a Visual Component 

Sometimes it is not possible to construct an instrument procedure that meets 

all requirements. Incorporating a visual component into an instrument 

procedure is an acceptable alternative. There are four types of approaches 

that fall into this category: visual approach, contact approach, IAP with a 

visual segment, and a charted visual flight procedure.

E-FRAME 67: OTHER SPECIALIZED PROCEDURES

4. Other Specialized Procedures 
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These are specialized subsets of particular approach types listed above. 

There are four approaches that fall into this category: converging 

approaches, ILS/PRM, SOIA, and TLS. All require specialized training and 

crew qualifications except converging approaches.

E-FRAME 68: PRECISION APPROACH

5. Precision Approach 

The precision approach provides the pilot with precise course, glideslope, 

and range information Precision approach data, Instrument Landing System 

(ILS) or Precision Approach Radar (PAR) on the approach plate, provides a 

vertical flight path where the navigation facility is precisely aligned with the 

runway centerline. Ground equipment consists of two highly directional 

transmitting system and marker beacons along the approach. 

The directional transmitters are known as the localizer and glide slope 

transmitters. These signals are displayed on the aircraft control panel.

E-FRAME 69: NON-PRECISION APPROACH

6. Non-Precision Approach 

The non-precision approach entry (LOC or TAC, for example) provides 

course and range data only. A glideslope is not used. 

E-FRAME 70: RNAV/ GPS APPROACH

7. RNAV/GPS Approach 

Another non-precision approach is the RNAV (GPS) approach. GPS is a US 

satellite-based radio navigational positioning and time transfer system 

operated by the Department of Defense (DOD). The system provides highly 

accurate position and voice information and precise time on a continuous 

global basis to an unlimited number of properly equipped users. The system 

is unaffected by weather and provides a worldwide common grid reference 

system based on earth-fixed coordinate system. For its Earth Model, GPS 

uses the World Geodetic System of 1984 (WGS-84). 

E-FRAME 71: CIRCLING APPROACH

8. Circling Approach 

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 

landing situation is different because of the variables of ceiling visibility, wind 
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direction and velocity, obstructions, final approach course alignment, aircraft 

performance, cockpit visibility, and controller instructions. The circling MDA 

and weather minima to be used are those for the runway to which the 

instrument approach is flown (this is not always the landing runway). The 

circling minima listed on IAPs apply to nonradar nonprecision approaches 

(LOC, VOR, TACAN, etc.). Circling procedures and techniques are not 

compatible with precision approach criteria, and under normal circumstances, 

should not be attempted. Since the pilot in terms of a DH and not a specific 

point along the final approach course determines the MAP associated with 

the precision approach, 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.

E-FRAME 72: MISSED APPROACH

9. Missed Approach 

The missed approach point for a nonprecision straight-in approach is located 

along the final approach course and no farther from the FAF than the runway 

threshold (or over an on-airport navigation facility for a no-FAF procedure 

and some selected FAF procedures). The missed approach point for any 

precision approach is the point at which the decision height is reached. This 

is normally the point depicted on the IAP as the start of a climbing dashed 

line. When the missed approach is initiated prior to the MAP, proceed to the 

MAP along the final approach course and then via the route and altitudes 

specified in the published missed approach departure instruction. The 

missed approach must be initiated no later than the missed approach point 

(MAP) or you may be below the missed approach obstacle clearance surface 

or outside the missed approach obstacle clearance area.

E-FRAME 73: LESSON EXERCISE 5

10. Lesson Exercise 5 

a. What type of approach is the S-ILS 15? (Precision) 

b. What are the DH, RVR and HAT? (366'; 24; and 200) 

c. What is the glide slope intercept altitude? (1800 Ft) 

d. What type of approach is the S-LOC 15? (Non Precision) 

e. What are the ILS ceiling and visibility requirements for the KC10? (200-1/2) 

f. What are the minimums for a circling approach? (720/2 Miles) 
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g. During a missed approach, what altitude would the pilot climb 

to? (3000 Ft) 

E-FRAME 74: RMI/DME NAVIGATION

F. RMI/DME Navigation 

E-FRAME 75: RADIO MAGNETIC INDICATOR

1. Radio Magnetic Indicator 

You listen to the approach briefing, make sure that everything is set as 

required by the approach, but how do you monitor the approach if you don’t 

know where you are in relation to the NAVAID? Answer: You Can’t! 

Use of the RMI/DME information is an acquired skill learned through 

exposure and repeated practice. 

We’ll consider the bearing pointer to have three segments: The Head, The 

Pivot, and The Tail. The KC-10 has two bearing pointers; however, for our 

discussion, one has been removed for clarity. 

E-FRAME 76: UPPER/LOWER LUBBER LINE

a. Upper/Lower Lubber Line 

Draw a vertical mental line through the center of the RMI from top to 

bottom. This is called the LUBBER LINE. It is further divided into the 

UPPER and LOWER LUBBER LINES. 

The aircraft heading is always read from the index at the top of the 

UPPER LUBBER LINE. The NAVAID, a TACAN, VOR, or NDB will 

always be represented by the pivot of the bearing pointer. The tail of 

the pointer will always represent the aircraft’s position. The head of 

the pointer represents the direction TO the station. 

E-FRAME 77: RMI SITUATIONAL AWARENESS

b. RMI Situational Awareness 

The aircraft’s relative position from the station is always represented 

on the tail of the pointer. However, the direction the aircraft is flying is 

always parallel to the UPPER LUBBER LINE. Put a different way, the 

position of the head of the pointer, relative to the LUBBER LINE (left 

or right) tells you which way to turn to fly directly to the station. If the 

head of the pointer was already under the UPPER LUBBER LINE (or 
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pointing straight up), no turn would be necessary since the station 

would be directly in front of the aircraft. 

Note that no mention has yet been made of compass heading. It is 

possible for a pilot to fly directly point to point to a station using only 

the bearing pointer. The aircraft would be maneuvered to keep the 

head of the pointer under the UPPER LUBBER LINE. 

E-FRAME 78: RMI/DME

2. RMI/DME 

Now, we add the compass card. Using this, along with the DME, it is 

possible to determine the general position of the aircraft relative to the 

approach NAVAID. 

Assume you are flying a radar vector of 360 degrees (0 on the compass 

card) as depicted by the graphic on screen. 

Remember that the pivot of the bearing pointer represents the TACAN 

Station. The tail is the aircraft and the 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 degree radial due West of the TACAN. Adding DME to the 

picture you know the aircraft is 10 NM from the station on the 270-degree 

radial. 

E-FRAME 79: RMI OVER PLAN VIEW

3. RMI Over Plan View 

If you mentally superimpose the RMI over the plan view of the approach 

plate, you can determine is the aircraft is positioned as briefed. 

As the aircraft moves on the northbound heading, the tail of the bearing 

pointer will follow its movement and the bearing pointer will pivot accordingly 

(i.e., the aircraft drags the tail of the bearing pointer as it flies). 

E-FRAME 80: RADIAL vs. COURSE

4. Radial vs. Course 

A radial is a magnetic bearing extending from a navigation station. You will 

recall that we used the pivot of the bearing pointer as the Selected NAVAID 

Facility. When we use this procedure to determine the aircraft position 

relative to the station, the compass card of the RMI is a representation of 

these radials or magnetic bearing from the NAVAID. 
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Since we used the tail of the bearing pointer to determine our position in 

relation to the station, we can say that the tail of the bearing pointer tells us 

which radial the aircraft is on. 

When selecting a desired course to be flown, you must first determine if the 

course will take the airplane TO or FROM the selected NAVAID. 

E-FRAME 81: AWAY FROM STATION

a. Away from Station 

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. Note 

that the aircraft is heading 0 degrees (North). The tail of the bearing 

pointer is also on 0 degrees, the aircraft heading. The Head of the 

bearing pointer is on 180 on the RMI compass card 

The aircraft is flying away FROM the station. The course is the same 

as the radial. 

E-FRAME 82: TOWARD THE STATION

b. Toward The Station 

Now the aircraft is heading 0, or Due North. The head of the bearing 

pointer is also on 0 on the RMI compass card. The tail of the pointer 

is on 180. The aircraft is flying TO the station. 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-

degree radial, the inbound course to the station is 0 (the reciprocal of 

the 180-degree radial). 

Adding or subtracting 180 from the radial that the aircraft is inbound 

on will result in the aircraft’s course. Through the proper interpretation 

of radials, and the inbound and outbound courses, you can keep your 

situational awareness in relation to an approach procedure. 

E-FRAME 83: LESSON EXERCISE 6

5. Lesson Exercise 6 

a. Using the on-screen presentation, list the radial and relative 

aircraft position in relation to the station. (20 Miles at 210°

Radial, 10 Miles at 270° Radial, 15 miles at 300° Radial, and 

20 miles at 150° Radial). 
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E-FRAME 84: SUMMARY/REVIEW

III. SUMMARY/REVIEW 

A. You have: 

1. Located and identified approach plate components and symbols. 

2. Located and identified departure and arrival procedures using SIDS 

and STARS. 

3. Located and identified Instrument Approach Procedures. 

4. Located and identified IAF to FAF Procedures. 

5. Located and identified Final Approach Procedures. 

6. Used the RMI and DME to determine aircraft position. 

E-FRAME 85: CONCLUSION

B. Conclusion 

As KC-10 crewmembers, we spend a lot of time preparing for events we 

never expect to happen. We practice “worst case” scenarios, or “killer items” 

in the vernacular of our trade. When you read media coverage of an 

aircraft accident or study a National Transportation Safety Board’s final 

report, you can usually see that any crewmember aboard the aircraft 

could have detected errors and should have been assertive enough to 

insist on corrective action.

You will never be required to fly an instrument approach. However, it is 

important that you be able to detect deviations from the briefed procedure 

and determine if equipment is set correctly. You must become familiar with 

the terminology, definitions, and symbols used, and be able to correctly 

interpret the charts associated with terminal instrument procedures. 

While the pilot will actually fly the approach, it is important that all 

crewmembers remain alert and aware of events. The majority of aircraft 

accidents are not caused by the failure of an aircraft component or 

system. Instead, they happen when one or more members of the 

aircrew are diverted from the situation and unaware of the aircraft 

position. 

E-FRAME 86: THE END
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FTD Mission 2 

I. Purpose – The purpose of this FTD mission is to allow practice of normal 

procedures for starting engines, taxi, takeoff, climb, cruise, enroute descent, 

approach, landing, after landing, and leaving the aircraft. Student B will be in the 

left seat for this FTD.

II. Duration – 3.5 hours

A. 1.0 hour pre-brief 

B. 2.0 hours FTD 

C. 0.5 hour debrief 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials 

A. Flight Training Device 

B. Briefing Room 

C. TOLD Card provided in device 

D. DOD FLIP (Terminal), High and Low Altitude U.S., Volumes 3 or 21 

E. T.O. 1C-10(K)A-1 

F. T.O. 1C-10(K)A-1-1 

G. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures (Through Climb and Cruise) 

2. Section V, Part 2, Operating Techniques (Takeoff and Climb) 

B. Each student must have the following CBT lessons completed: 

1. Engine Start Procedures 

2. Before Takeoff Procedures 

3. Takeoff Procedures 

4. Climb/Cruise Procedures 

5. Descent Procedures 

6. Approach Procedures 

7. Landing/Missed Approach Procedures 

8. After Landing Procedures 

VI. Instructor Preparation 

A. Review Profile and applicable briefing items 

B. Review expanded guide for each procedure 
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Pilot Objectives

Training objectives previously introduced that will be practiced during this 

training mission:

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Judgment/Compliance 

3. Demonstrate Safety Consciousness 

4. Demonstrate Regulation, Directive Knowledge and Use 

5. Perform General Navigation 

6. Perform Mission Planning and Briefing 

7. Perform Crew Coordination 

8. Demonstrate Performance Knowledge and Use 

9. Perform Fuel Management and Conservation 

10. Perform Radar Operation 

11. Perform Communications 

12. Perform Missed Approach (Auto) Procedures 

13. Perform Landing 

14. Perform Landing, Full Stop (Reverse Thrust) 

15. Perform Checklist Procedures and Use 

16. Perform Equipment Operation 

17. Perform Cockpit Preparation Procedures 

18. Perform Before Start Procedures 

19. Perform Starting Engines Procedures 

20. Perform Before Taxi Procedures 

21. Perform Before Takeoff Procedures 

22. Perform Left Seat Takeoff 

23. Perform Takeoff, Initial 

24. Perform Pilot Not Flying (PNF) Takeoff and Climb Duties 

25. Perform After Takeoff/Climb Procedures 

26. Perform Cruise Procedures 

27. Perform Descent Procedures 

28. Perform Enroute Descent Procedures 

29. Perform Approach Procedures 

30. Perform ILS Coupled Approach Procedures 

31. Perform Before Landing Procedures 

32. Perform Downwind Procedures 

33. Perform After Landing Procedures 

34. Perform Parking – Engine Shutdown Procedures 

35. Perform Leaving Aircraft Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-3 01 JUL 13

Flight Engineer Objectives

Training objectives previously introduced that will be practiced during this 

training mission:

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Regulation, Directive Knowledge and Use 

3. Perform General Navigation 

4. Perform Crew Coordination 

5. Demonstrate Performance Knowledge and Use 

6. Perform FMS Operation 

7. Perform Communications 

8. Perform Mission Planning and Briefing 

9. Demonstrate Judgment/Compliance 

10. Demonstrate Safety Consciousness 

11. Perform Equipment Operation 

12. Perform Checklist Procedures and Use 

13. Perform Cockpit Preparation Procedures 

14. Perform Before Start Procedures 

15. Perform Starting Engines Procedures 

16. Perform Before Taxi Procedures 

17. Perform Before Takeoff Procedures 

18. Perform Fuel Management and Conservation Procedures 

19. Perform FE Takeoff Duties 

20. Perform After Takeoff/Climb Procedures 

21. Perform Cruise Procedures 

22. Perform Descent Procedures 

23. Perform Approach Procedures 

24. Perform Landing, Full Stop (Reverse Thrust) Procedures 

25. Perform Before Landing Procedures 

26. Perform Downwind Procedures 

27. Perform After Landing Procedures 

28. Perform Parking – Engine Shutdown Procedures 

29. Perform Leaving Aircraft Procedures 

30. Perform Instrument Approach Procedures 

31. Perform Missed Approach Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-4 01 JUL 13

Profile

1. Cockpit Preparation 

2. Before Start 

3. Starting Engines 

4. Before Taxi 

5. Before Takeoff 

6. Takeoff, Initial 

7. After Takeoff/Climb 

8. Cruise 

9. Descent Checklist 

10. Enroute Descent 

11. Approach Checklist 

12. ILS Coupled Approach 

13. Before Landing Checklist 

14. Auto Missed Approach 

15. Downwind Checklist 

16. ILS Coupled Approach 

17. Landing, Full Stop (Reverse Thrust) 

18. After Landing Checklist 

19. Parking – Engine Shutdown Checklist 

20. Leaving Aircraft Checklist 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-5 01 JUL 13

Mission Briefing 

1. Mission Overview: Briefed by the Instructors 

2. Specialty Briefing and Instructional Period 

a. This is an FTD for Pilots and Flight Engineers. All required crew 

coordination will be accomplished by the appropriate crewmember. 

b. Instructor Briefs: 

(1) TOLD Card as required 

(2) Cockpit Preparation Checklist 

(3) Engine Start Checklist 

a. Before Start 

b. Start Engine 

(4) Taxi and Takeoff Procedures and Techniques 

(5) After Takeoff/Climb/Cruise Procedures and Techniques 

(6) Descent Procedures and Techniques 

(7) Approach Procedures and Techniques 

(8) Missed Approach Procedures and Techniques 

(9) Downwind Procedures 

(10) Landing Procedures and Techniques 

(11) After Landing Procedures 

3. Crew Briefing: Pilot student B will accomplish the briefing. The crew will be 

briefed IAW Section V of the Flight Manual. The items covered will be the normal 

procedures from cockpit preparation to after landing. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-6 01 JUL 13

ACTIVATE FTD MISSION 602 LESSON PLAN 

FLIGHT TRAINING DEVICE 

FTD SETUP INFORMATION

Clear All Malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load: 150.0 Takeoff 

Gross Wt: 400.0 Takeoff 

Set Travis AFB (KSUU), Runway 21R or McGuire AFB (KWRI), Runway 06 

Set Heading 210° for Travis or 060° for McGuire 

ENVIRONMENTAL CONDITIONS: 

Wind: 210/20 for Travis and 060/20 for McGuire. 

Temp: 15°C 

Altimeter: 29.92 

Rough Runway: 2 

TRAINEE ACTION INSTRUCTOR NOTES 

 

ATIS______/_______ 

“This is _______AFB Information 

ALPHA 1400Z. The weather is 

better than 5,000 and 5, 

temperature 15°C, dewpoint 10°C, 

wind ___ at ____, altimeter 29.92, 

pressure altitude ________. ILS 

Runway _____ in use. Advise you 

have ALPHA on initial contact.” 

 

1. COCKPIT PREPARATION

Accomplish appropriate procedures.

Set Speed and Altimeter Bugs. 

Set Flap Takeoff Selector. 

Ref: _________ 

Introduce a non-fixed-flap scenario. 

2. BEFORE START

Accomplish the appropriate 

procedures. 

Ref: _________ 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-7 01 JUL 13

TRAINEE ACTION INSTRUCTOR NOTES 

 

3. STARTING ENGINES 

“______ Ground, OPEC 11 ready 

to start engines.” 

Ref: _________ 

Review Normal Start Procedures: 

* Calls: 

 – Ready to Start 

 – Fuel Lever On 

 – EGT 

* Clock Started 

 GND ______/______ 

“OPEC 11 Heavy, ______ Ground, 

cleared to start, call prior to taxi.” 

 

4. BEFORE TAXI

Accomplish appropriate procedures.

“______ Ground, OPEC 11. Ready 

to taxi.” 

“OPEC 11 Ready to copy” 

Ref: _________ 

Review Normal Taxi Procedures 

“OPEC 11, _______ Ground. OPEC 11 

Heavy, taxi runway ____. Altimeter 

29.92. Clearance is available upon 

request.” 

“OPEC 11 Heavy is cleared to______ 

AFB, as filed. Maintain 5000 feet. Expect 

FL 230 ten minutes after takeoff. Maintain 

Runway heading after takeoff. Departure 

Control frequency ______ or ______,

Squawk 2231.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-8 01 JUL 13

TRAINEE ACTION INSTRUCTOR NOTES 

 

5. BEFORE TAKEOFF

Accomplish appropriate procedures.

Set Flaps/Slats 

Ref: _________ 

Review Normal Procedures: 

 * Nav Aids Properly Set 

 * Heading/Course Set 

 * TOGA Depressed 

 * Altitude Set & Armed 

 * FMAs Checked 

 * Bank Angle Limit 

 * Pneumatic System 

 * Radar 

 * IFF 

 * Hi-Int/Landing Lights 

 * Annunciator Panels 

“_______ Tower, OPEC 11, holding 

short runway ____.” 

TWR ________/________

“OPEC 11 Heavy, Wind ______ at 20 

knots, you are cleared for takeoff on 

Runway ______. Contact Departure 

Control on ______or ______ Squawk 

2231.” 

6. TAKEOFF, INITIAL

Accomplish appropriate 

 procedures. 

(B-L) Ref: _________ 

Review Normal Procedures: 

* Smooth Throttle Advance 

* ATS Engaged 

* FGS and FMAs 

* Airspeed Calls 

* Rotation Rate 

* Positive Climb Indications 

* Flap and Slat Retraction Speeds 

* Bank Angle Limits and Protection 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-9 01 JUL 13

TRAINEE ACTION INSTRUCTOR NOTES 

 

7. AFTER TAKEOFF/CLIMB

 Accomplish appropriate procedure. 

DEPT CONT ______/______

“OPEC 11 Heavy, ________ Departure 

Control, radar contact. Climb and 

maintain 5000 feet. Cleared direct to 

_________.” 

“OPEC 11 Heavy, contact Center on 

_____ or _____.” 

CTR _______/_______

OPEC 11 Heavy, _______Center, radar 

contact, climb and maintain 

FL 230. Cleared 50 NM radius _____ 

until _______ UTC.” 

8. CRUISE

Accomplish appropriate procedure. 

Ref: _________ 

Review Cruise Procedures: 

* FGS Programming 

* MCR Set 

* HEFOE Check (Hyd, Elec, Fuel, Oil, 

Eng) 

9. DESCENT CHECKLIST Ref: _________ 

 ATIS _______/________

“________ Information BRAVO _____Z. 

Measured Ceiling 800 feet, broken, 

visibility 5, temperature 25°C, dewpoint 

20EC, wind _______ at 20, pressure 

altitude +___ feet. Runway ____. RCR 

23. Expect ILS approach. Advise you 

have BRAVO on initial contact.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-10 01 JUL 13

TRAINEE ACTION INSTRUCTOR NOTES 

 

10. ENROUTE DESCENT

Accomplish appropriate procedures 

Ref: _________ 

Review Normal Descent Procedures: 

* Altitude Calls 

* Speed Schedules 

* FGS Procedures 

* Descent Rates 

* Deceleration and Configuration 

CTR _______/________

“OPEC 11 Heavy, __________ Center. 

Turn right/left _______°. Descend and 

maintain 10,000 feet. Report passing 

12,000 feet. ___________ Altimeter 

29.92.” 

11. APPROACH CHECKLIST

Initiate at 14,000 feet. 

Accomplish Approach checklist.

Ref: _________ 

“OPEC 11 Heavy, ___________ Center. 

Contact ______________ Approach on 

____________, Good day.” 

 APP CONT _______/_______ 

“OPEC 11, ______________ Approach. 

Radar contact. Turn left/right ______°. 

Descend and maintain 3000 feet. Expect 

radar vectors to the ILS runway ____ at 

___________.” 

 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-11 01 JUL 13

TRAINEE ACTION INSTRUCTOR NOTES 

 

12. ILS COUPLED APPROACH

Accomplish appropriate procedures.

(B-L) Ref: _________ 

FGS Procedures 

Aircraft Configuration 

* Call for the next Flap/Slat position 

prior to passing Vmm for the present 

configuration. 

* Call for the “Before Landing” checklist 

when the Glideslope becomes active. 

* Configure for Landing. Gear Down, 

Flaps and Slats 35/EXT. 

Provide vectors as required to establish a 

dog leg to final. 

“OPEC 11 Heavy, ________ Approach. 

Cleared for ILS low approach. After 

completion climb to 2000 feet on runway 

heading. Maintain this frequency.” 

13. BEFORE LANDING CHECKLIST

Accomplish Before Landing 

Checklist. 

Ref: _________ 

Review Normal Procedures 

* Set up for missed approach 

* Heading/Altitude 

* Bank angle limit – 15°

14. AUTO MISSED APPROACH 

Accomplish appropriate procedures.

(B-L) Ref: _________ 

Review Normal Procedures 

* FGS Procedures 

* Configuration 

* Speeds 

* Required Calls 

“OPEC 11 Heavy, radar contact. Turn 

left/right ___°, maintain 2000 feet.” 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T602-IG 1-63-12 01 JUL 13

TRAINEE ACTION INSTRUCTOR NOTES 

 

15. DOWNWIND CHECKLIST 

 Accomplish Downwind Checklist. 

 Ref: _________ 

 Provide vectors as required.

16. ILS COUPLED APPROACH 

 Accomplish appropriate procedures.

(B-L) Ref: _________ 

17. LANDING, FULL STOP 

(REVERSE THRUST) 

 Accomplish appropriate procedures.

(B-L) Ref: _________ 

18. AFTER LANDING CHECKLIST 

 Accomplish After landing Checklist.

Ref: _________ 

19. PARKING – ENGINE SHUTDOWN 

CHECKLIST

Accomplish Parking – Engine 

Shutdown checklist. 

Ref: _________ 

20. LEAVING AIRCRAFT CHECKLIST 

 Accomplish Leaving Aircraft 

Checklist.

Ref: _________ 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-1 01 JUL 13 

Performance Workshop V 

(Climb/Cruise/Holding/Air Refueling/Descent) 

Flight Planning Workshop 

(Computerized/Manual) 

Instructional Format

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice computing Inflight Data and verify the fuel calculations of a 

computer flight plan. The student should have completed the assigned 

workbooks prior to attending this workshop period. Climb, Cruise, Holding, Air 

Refueling, and Descent Performance Data along with computerized flight 

planning exercises are covered in this lesson. The lesson will be presented in 

three segments. Segment One is the Performance Workshop, Segment Two is 

Computerized Flight Planning Workshop, and Segment Three is the Flight 

Engineer Worksheet (AF IMT 4091). Segments One and Two are divided into 

two parts. Part One describes the topics to be covered by the workshop 

exercises, and Part Two consists of the workshop exercises to be completed and 

their solutions. Segment Three explains blocks on the Flight Engineer 

Worksheet. The instructor will present the workshop exercises for the students 

to complete, and give the appropriate guidance when student questions arise. 

Once again, this is intended to be a workshop, and not simply a lecture. 

II. Duration – 3.5 hours

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Performance Manual 

C. Introduction to KC-10 Performance Workbook 

D. Exercise Text 

E. AFI 11-2KC-10V3 

IV. Equipment and Materials

A. T.O. 1C-10(K)A-1 

B. T.O. 1C-10(K)A1-1 

C. Computerized Flight Plan Sample Mission 

D. KC-10 Flight Plan and Fuel Log AF IMT 4090 

E. KC-10 Mission Data Worksheet AF IMT 4091 

F. DOD Information Publication – AR-621 Information Page 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-2 01 JUL 13 

V. Student Preparation/Review

A. Prior to this lesson the student should have completed the following 

workbooks. 

1. Climb, Cruise, and Holding Data 

2. KC-10 Air Refueling Performance 

3. Descent, Approach and Landing Data 

4. Flight Plan Mission Forms 

B. T.O. 1C-10(K)A-1-1 Review 

1. Section IV Climb 

2. Section V Cruise 

3. Section VI Holding 

4. Section VII Air Refueling 

5. Section VIII Descent 

C. Review AFI 11-2KC-10V3, Chapters 6, 8, 12, 14 

D. Read accompanying exercise text 

VI. Instructor Preparation

A. Review the following workbooks 

1. Climb, Cruise, and Holding Data 

2. KC-10 Air Refueling Performance 

3. Descent, Approach and Landing Data 

4. Introduction to KC-10 Performance 

B. T.O. 1C-10(K)A-1-1 Review 

1. Section IV - Climb 

2. Section V - Cruise 

3. Section VI - Holding 

4. Section VII - Air Refueling 

5. Section VIII - Descent 

C. Review AFI 11-2KC-10V3, Chapters 6, 8, 12, 14 

D. Review Workshop Exercises 

E. Review included sample computer and manual flight plan 

Objectives 

1. Using the KC-10 Flight Manuals: Compute Climb, Cruise, Holding, Air Refueling, 

and Decent Performance Data. 

2. Verify computer flight plan fuel burn using the KC-10 Performance Manual and 

the standard fuel planning values in AFI 11-2KC10V3, Chapter 14. 

3. Given a Mission Data AF IMT 4091 complete the form using AFI 11- 2KC10V3, 

Chapters 12 & 14. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-3 01 JUL 13 

Segment One – Part I 

Climb

The climb charts provide information necessary for planning aircraft climb performance. 

For three engine climbs, you can use either maximum climb thrust, or perform a derated 

climb using maximum cruise thrust. Two engine climbs will be performed at maximum 

continuous thrust. A derated climb allows you to operate the engines at a lower thrust 

setting, but requires more time in the climb, thus requiring more fuel (This is not used). 

N1 Setting charts are provided to calculate the climb power setting at the beginning of 

Section IV in the performance manual. 

After calculating the climb power setting, the time, distance, and fuel required to climb 

are calculated from the respective charts. Just like the N1 Setting charts, Time to Climb, 

Distance to Climb, and Fuel to Climb charts are provided for three engine climb thrust, 

derated, and two engine climbs. Procedures for using all charts are the same. 

Remember from the workbook that you enter the chart with the starting gross weight, 

move up to the start of climb altitude, and then parallel the fuel burn lines to the end of 

climb altitude. Don’t forget to note the beginning climb values before following the 

guidelines up to the end of climb altitude. After extracting necessary data from the 

charts, do the math (i.e. starting altitude values vs. ending altitude values) to determine 

time, fuel and distance to climb. 

Climb time, distance, and fuel can also be computed from the tab data charts provided. 

However, since these charts are based on a standard day and no winds, they require 

extensive interpolation to compute accurate data. This is their primary disadvantage. 

Charts are provided to compute three-engine and two-engine service ceilings. For any 

configuration other than clean, enter the chart with the aircraft's drag index (obtained 

from Figure 1-14, Drag Index Table or Table 14.1 AFI 11-2KC-10V3) to determine the 

service ceiling. The Effect of Drag Index charts are used to adjust the fuel, distance, 

and time required to climb when the aircraft's drag index is more than zero. 

Cruise

Several cruise profile options are available for mission planning and execution. A cruise 

climb profile may be the most efficient but its use can be inhibited by Air Traffic Control 

(ATC) restraints. A step cruise profile may be the second most efficient but, again, ATC 

restraints can make it difficult to use. The step cruise profile is normally planned for 

each mission, however, be prepared to use the constant speed/Mach cruise flown at a 

constant altitude if ATC requires. 

No matter what type of cruise is performed, step cruise, cruise climb, constant 

speed/Mach cruise, etc., the required data can be obtained from the specific range chart 

for the specific altitude being flown. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-4 01 JUL 13 

The basic Three Engines and Two Engine Specific Range charts are based on a clean 

configuration and standard day temperature, with an N1 adjustment factor for nonstandard temperatures. Separate charts are provided for slats and flaps extended (flap 

Data is located in Section XII, Supplemental Performance); these charts are here in the 

case you may have to ferry an airplane with the devices in a fixed position. 

Another set of cruise performance charts in Section V of the KC-10-1-1 are the 

Integrated Range and Time charts. These charts can be used to determine the cruise 

range and time for a given fuel consumption, or to determine the fuel required to cruise 

a given range. 

You also have Optimum Altitude Cruise Performance charts that can be used to 

determine the speed, altitude, and specific range for optimum cruise performance 

versus gross weight. Enter the chart with a given gross weight and read up to the 99% 

or 100% max NM/1,000 lbs. to obtain the specific range, speed, and altitude from the 

appropriate chart. We in the KC-10 use 99%; the faster speed offsets the loss of 1% in 

range. 

Holding

Holding is a maneuver that keeps an aircraft within a specified airspace while awaiting 

clearance from ATC or during air refueling operations. The bank angle used during 

holding imposes a load factor on the aircraft requiring an increase in thrust. This 

additional load factor is known as an increase in aircraft effective weight. 

The information obtained from the Holding charts in Section VI of the Performance 

Manual includes the holding speed, target N1 power setting, and the total fuel flow in 

pounds per hour. The holding speed is defined as the minimum fuel flow speed. This 

speed could be less than 1.5 VS (1.4 VS slats extended) but is always well above the 

1.2g buffet onset speed. All the charts are based on standard day temperatures but 

include adjustment factors for temperatures above standard day. For each degree of 

temperature above standard day increase the N1 RPM by .20 % and the fuel flow by 35 

lbs per hour. 

When varying airspeed according to bank angle to improve endurance, you can obtain a 

more accurate account of fuel use by averaging the fuel flow for 0° bank and fuel flow at 

the required bank angle. An increase in drag index results in an increased fuel flow, 

which decreases endurance. When holding with a drag index greater than zero, obtain 

a fuel flow correction factor from the Effect of Drag Index on holding chart to compute a 

more accurate fuel flow. 

Air Refueling

Since one of the missions of the KC-10 is that of an air refueling tanker (with receiver 

capability), it is important to understand performance parameters associated with air 

refueling. The charts in Section VII are used to determine fuel consumption, airspeeds, 

and formatting capability during air refueling operations. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-5 01 JUL 13 

When refueling at low airspeeds, such as with C-130's or A-10's, a minimum air 

refueling speed must be computed using the appropriate Cruise Buffet-Onset Boundary 

chart in Section I of the Performance Manual. 

Three charts are provided: one for a clean configuration, one for slats extended, and 

one for slats/flaps extended. Remember that, this is the slowest acceptable safe speed 

at which the aircraft can fly to accomplish air refueling. The KC-10 will not be flown with 

a minimum air refueling speed of less than 180 knots as per the Flight Manual section III 

Limitations. 

If the tanker arrives at the A/R track ahead of the receiver it may become necessary to 

orbit (tankers will make every effort to arrive at the ARCP 15 minutes prior to the ARCT, 

as per T.O. 1C-10(K)A-1 page 8.2-4). If so, A/R orbit airspeed and fuel consumption 

should be computed. Enter the chart with the gross weight and pressure altitude. 

Where the two intersect is the orbit-indicated airspeed, target N1 RPM, and total fuel 

flow. The first A/R Orbit chart works for all aircraft except the A-10. 

Formatting Capability charts are used to determine the maximum gross weight at which 

the KC-10 receiver can maintain position in the tanker downwash. The initial and final 

receiver weights cannot exceed the computed formatting capabilities. The second 

receiver weight is the End Air Refueling (EA/R) gross weight. Again the receiver weights 

cannot exceed the computed formatting capability. If it appears the receiver EA/R weight 

may cause a problem, further computations on fuel consumption during air refueling can 

be accomplished to determine a more accurate EA/R weight. 

Descent

The descent charts found in the Performance Manual are used to determine the time, 

distance and fuel required for a particular descent. The desired airspeed and rate of 

descent versus distance flown while descending will dictate the type of descent profile 

used. A long-range descent can be used when there is plenty of time to get down. 

When using this profile, a descent Rate of 275 ft per NM is achieved. An enroute 

descent of 300 ft per NM provides a faster descent. Both of these descent profiles are 

accomplished in the clean configuration. During a penetration descent the speed 

brakes are deployed and landing gear extended when the aircraft descends through 

20,000 ft MSL. 

Descent rates are as follows: 

Idle Thrust: 300 feet per NM 

Speed Brakes: 150 feet per NM 

Landing Gear: 150 feet per NM 

Slats: 150 feet per NM 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-6 01 JUL 13 

Segment One – Part II

Workshop Exercises

For the following exercises, use the appropriate charts in Section IV and Section I of the 

Performance Manual. 

Climb

1. Conditions: TAT = 15o

C 

 Pressure Altitude = 3,000 ft 

 Find Maximum Cruise Thrust 94.7% 

2. Conditions: TAT = -8oC 

 Pressure Altitude = 5,000 ft 

 Engine and Wing Anti-ice ON 

 Find Three Engine Climb Power 97.1% 

3. Conditions: TAT = -4oC 

 Pressure Altitude = 15,000 ft 

 Engine and Wing Anti-ice ON (#2 Engine Inoperative) 

 Find Two Engine Climb Power 101.3% 

 Conditions for Items 4 - 6: 

 Gross Weight = 510,000 lbs 

 Start of Climb = Sea Level 

 Climb to FL 330 

 Temp Dev = -5o

C

 Wind = 45 knot headwind 

Maximum Climb Thrust 

4. Compute Fuel to Climb 12,100 lbs 

5. Compute Distance to Climb 118 NM 

6. Compute Time to Climb 19.3 minutes 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-7 01 JUL 13 

 Conditions for Items 7 - 10: 

 Gross Weight = 525,000 lbs 

 Start of Climb =10,000 ft MSL 

 Start of Climb KIAS = 250 

 Climb to Service Ceiling 

 Temp Dev = 0o

 Wind = 15 Knot tailwind 

 Wing Air Refueling Pods Installed with Hose and Drogue Retracted 

7. Compute Service Ceiling 35,200 ft MSL 

8. Compute Fuel to Climb 14,200 lbs 

9. Compute Distance to Climb 230 NM 

10. Compute Time to Climb 28 minutes 

Cruise 

11. Compute the optimum altitude for an aircraft weighing 540,000 lbs. 

 29,500 ft MSL 

12. Find the Max Endurance Speed for a 510,000 lb aircraft cruising at FL 330. 

 280 KIAS 

13. Compute Long Range Cruise Speed and Mach for a 410,000 lb aircraft at FL 310. 

 301 KIAS, .81 Mach 

14. Compute Two Engine Optimum Altitude for a 360,000 lb aircraft. 

 33,500 ft MSL 

15. Compute N1 RPM for Long-Range Cruise for an aircraft weighing 430,000 lbs at FL 

310. 

 94.4% 

16. Compute Long Range Cruise NM/1,000 lb. for an aircraft weighing 375,000 lbs at 

 FL 200 with slats extended. 17.5 NM/1,000 lb 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-8 01 JUL 13 

Holding 

Using the following information, compute holding data for the listed conditions: 

 Gross Weight = 407,000 lbs 

 Altitude = 25,000 ft MSL 

 Bank Angle = 20o

 SAT = -30o

C 

Find three engine holding data in a clean configuration. 

17. Airspeed 252 KIAS 

18. N1 RPM 88.8% 

19. Fuel Flow 16,160 lbs/hr

Find three engine holding data in a clean configuration with 0o bank. 

20. Airspeed 243 KIAS 

21. N1 RPM 87.4% 

22. Fuel Flow 15,320 lbs/hr 

Find two engine holding data in a clean configuration with 20o bank. 

23. Airspeed 250 KIAS 

24. N1 RPM 100.9% 

25. Fuel Flow 17,140 lbs/hr 

Compute corrected Fuel Flow for holding with three engines, using 20o bank, with Wing 

Pods installed. 

26. Drag Index 10.0 

27. Fuel Flow Factor 1.025 

28. Corrected FF 16,564 lbs/hr 

Refueling

29. Your aircraft, weighing 515,000 lbs with a CG of 26.5%, is scheduled to refuel an 

A-10 at FL 190. Compute the minimum air refueling airspeed for (0°/RET) and 

slats (0°/EXT) configurations. 

 0°/RET 247 KIAS 

 0°/EXT 210 KIAS 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-9 01 JUL 13 

30. Your aircraft is scheduled to refuel a C-5B at FL 270 on AR track 312. You arrive 

at the ARCP 20 minutes ahead of the receiver. The tanker weighs 505,000 lbs The 

OAT is -28o

C. Compute orbit speed, N1 power setting, and total fuel consumption 

during the 20-minute orbit. 

 Orbit Speed 294 KIAS 

 N1 Power 98.6% 

 Fuel Consumption 375 lbs/min or 7,500 lbs 

31. Given the following conditions, determine the maximum weight formatting 

capability of a KC-10A Receiver/KC-135 Tanker: 

 Temp deviation = +15o C 

Receiver UARRSI and Light Reflector Doors Open and Enhanced A/R 

lighting installed 

Tanker Gross weight = 265,000 lbs 

Fuel offload = 48,000 lbs 

 Initial 579,320 lbs 

 EA/R 588,320 lbs 

32. Compute receiver and tanker fuel data during air refueling using the following 

information: 

 KC-10 Receiver initial gross weight = 322,000 lbs 

KC-10 Tanker initial gross weight = 590,000 lbs 

Altitude = 20,000 ft MSL 

Fuel Offload = 80,000 lbs 

Temperature = standard day 

Air Refueling Time = 50 minutes (ARCP to EA/R Time) 

No. 2 Engine Inoperative (Receiver) 

Air Refueling Airspeed =290 KIAS 

 Receiver Instantaneous Fuel Burn 351 lbs/min 

 Average Tanker Weight 550,000 lbs 

 Receiver Fuel Consumed 17,550 lbs 

 Receiver Net Fuel Onload 62,450 lbs 

 Receiver EA/R Gross Weight 384,450 lbs 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-10 01 JUL 13 

 Receiver Average Weight 353,225 lbs 

 Receiver Average Fuel Burn 370 lbs/min 

 Receiver Fuel Burn During A/R 18,500 lbs 

 Tanker NM/1,000 lb. 17.1 

 Tanker Fuel Burn 18,860 lbs (Refer to Student Workbook 

W837, section 4 for computation example) 

Descent

Compute the fuel, distance and time for three descent profiles using the following 

conditions: 

 Beginning Altitude = 35,000 ft MSL 

 Ending Altitude = 5,000 ft MSL 

 Winds = 25 Knot Headwind 

 Wing A/R Pods and Enhanced A/R Lighting Installed 

Long Range Descent 

33. Fuel 1301 lbs 

34. Distance 95 NM 

35. Time 18 minutes 

Enroute Descent 

36. Fuel 1118 lbs 

37. Distance 92 NM 

38. Time 15 minutes 

Penetration Descent 

39. Fuel 737 lbs 

40. Distance 63 NM 

41. Time 12 minutes 
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Segment Two – Part I 

Computerized Flight Planning Workshop 

Flight Plan Familiarization 

KC-10 computer flight plan products are derived from two separate programs (PFPS 

and ACFP). Local mission computer flight plans are generated using PFPS. Off station 

and local Close Watch missions usually use the ACFP format generated using a global 

weather database to optimize routing and fuel burn efficiency. The computer flight 

plans are obtained from TACC or from the Special Missions sections at your home 

station. 

The headers along the manually input PFPS/ACFP flight plans basically describe the 

information contained in the flight plan. 

PFPS Heading 

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ DRIFT │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

ACFP Heading 

OPTIMIZED FUEL PLAN

WP LOCID TC VAR MC DC MH ALT GS DIS TIM AD DCHG

LAT LABEL MACH TAS TDIS ATIM FREM

LONG ID CHNL/ FREQ WIND TD CAS ETA GWT

Figure 1. Flight Plan Headers 

WP# - Number of sequential navigation or action point

FIX - Navigational aid identifier used

LATITUDE/LONGITUDE - Latitude and longitude of the desired action point

TAC VOR - Frequency of Navigational aid used

REMARKS - Used to manually input action point remarks 

LEG DIST - Ground distance from the preceding waypoint 

TOT DIS - Total Ground Distance from the beginning of the flight to the current waypoint 

MC - Magnetic course from the preceding waypoint 

TC - True course from the preceding waypoint 
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ALT - Altitude in feet 

TEMP - Standard day static air temperature at desired altitude 

MACH - Mach number 

CAS - Calibrated airspeed, same as indicated airspeed for the KC-10 

TAS - True airspeed

GS - Groundspeed, derived from the manually inputted winds 

TIME - Segment time from previous waypoint

EL TIME - Accumulated time from beginning of flight plan to selected waypoint

ETA - Estimated Time of Arrival 

ATA -Actual time to selected waypoint; filled in by crew during flight to check progress 

DRAG INDEX – Drag index value from performance manual 

WINDS/DRIFT - The manually input winds used for computations and drift angle 

Note: PFPS can use global winds.

LEG FUEL - Segment fuel used from previous waypoint 

FUEL FLOW – 3 Engine fuel flow in pounds per hour

FUEL REM - Fuel remaining at the selected waypoint 

GROSS WT - Aircraft gross weight at selected waypoint

AR FUEL - Air refueling onload or offload fuel 
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The ACFP flight plan has the extra feature of a fuel summary following the flight plan 

output as follows: 

1 -ENROUTE 0633 092212 10-TAXI 001500 

2 -RESERVE 0000 012000 11-REQ D RAMP 111500 

3 -ENROUTE+RESERVE 0633 104212 12-ACTUAL RAMP ........... 

4 -ALTERNATE 0000 000000 13-UNIDENTIFIED EXTRA ........... 

5 -HOLDING 0115 012772 14-REQ D O/H DEST 027772 

6 -APP&LANDING 0015 003000 15-ENDURANCE/DEST 0237 

7 -AR ONLD/OFFL - 020000 16-TOTAL ENDURANCE 0849 

8 -IDENTIFIED EXTRA 010016 17-B/O 095212 

9 -SUBTOTAL 0803 110000 

 

NOTE: BLOCK 9 REFLECTS FOLLOWING ONLOADS/OFFLOADS. 

TOTAL FUEL ONLOAD 030000 TOTAL FUEL OFFLOAD 010000 

Figure 2. Fuel Summary 

ENROUTE - Time and fuel from start of second segment to begin descent point, 

includes transition fuel at enroute locations

RESERVE – Cat 1 reserve. This block is no longer used. 

ALTERNATE - If required, fuel for flight from missed approach point at intended 

destination, to alternate using time and fuel to alternate, or specific range charts 

HOLDING - 1 + 15 fuel for remote or island destinations; blank otherwise 

APP&LANDING – Fuel from Begin Descent Point to landing; Use 3,000 lbs if calculated 

separately from descent fuel 

AR ONLD/OFFL - Net fuel onload and offload 

IDENTIFIED EXTRA - Fuel added for unplanned contingencies 

SUBTOTAL - Total of enroute and reserve and subsequent blocks 

TAXI - 1,500 lbs 

REQ D RAMP - Required ramp fuel load; addition of all blocks 

UNIDENTIFIED EXTRA - Difference between actual and required ramp fuel, should not 

exceed 10,000 lbs 

REQ D O/H DEST - Reserve plus alternate plus holding plus approach and landing 

ENDURANCE/DEST - Planned endurance time at initial approach fix fuel 

TOTAL ENDURANCE - Total enroute plus endurance time 

B/O - Accumulated fuel burn-off for each segment from departure to destination 

Additional information specific to the parameters of ACFP flight plans is contained in 

AFI 11-2KC-10V3, Chapter 6 and 14. 
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Flight Plan Fuel Verification

 

AFI 11-2KC-10 V3, Chapter 6, states that: Computer flight plans will be verified by the 

flight crew for route definition and accuracy prior to departure. 

AFI 11-2KC-10V3, Chapter 14, also states it is the crew’s responsibility to review each 

CFP and determine if the planned values chosen by the flight planner are sufficient and 

correct for the mission. The CFP fuel calculations must be verified using T.O. 1C10(K)A-1-1. and the following fuel computation verification procedure: 

The flight engineer does this by completing the time and fuel analysis block of the AF 

Form 4091. Use sections 5 Specific Range charts or Section 10 Flight Planning Tables 

to verify the enroute portion. Confirming each and every segment on the flight plan is 

not necessary. .Note: Air refueling activities and flying at altitudes lower than figures 10-

6 through 10-11 will increase fuel required. 

1. Start engines, taxi, and APU operation. Normally 1500 lbs. When more than 

15 minutes ground operation time is anticipated, add 100 lbs for each minute in 

excess of 15 minutes, not to exceed 3,000 lbs. 

2. Takeoff. This will normally be the first line entry on a flight plan and represents 

the amount of time and fuel used from the start of takeoff roll (brake release) to 

the start of climb (2,000 ft). This is normally 2.5 minutes and 2,500 lbs of fuel. 

3. ADD number 1 (1,500 lbs) and number 2 (2,500 lbs) together so you would see 

4,000 lbs total. 

4. Enroute. Fuel for flight from start of climb segment at the departure location to 

begin descent point at destination. 

5. Climb. Initial and second segment climb will normally be shown as a separate 

line entry, while enroute climbs may be included as part of the cruise leg. For 

climbs in excess of 4,000 ft, compute the additional fuel required to climb and 

add this value to the fuel for cruise during that leg. 

6. Cruise. Fuel for cruise is calculated using specific range charts. Enter the 

chart for the proper altitude with the planned indicated air speed (IAS) or MACH 

and average gross weight. Nautical miles per 1,000 lbs of fuel divided into the 

air distance for the leg equals fuel consumption for that segment. If a chart for 

the planned altitude is not available, the chart for the next lower altitude should 

be used. 

7. Every effort should be made to plan cruise segments at the altitude and speeds 

that provide the best fuel economy. Altitudes 2,000 ft above or below optimum 

altitude, or speeds in excess of 0.02 MACH above optimum, will cause a rapid 

degradation of fuel economy. 
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8. Descents, Approach and Landing. ACFP flight plans calculate Descent, 

Approach and Landing Fuel in Block 6. CFP add fuel used from the Begin 

Descent Point to Initial Approach Fix for descent and then add 15 minutes and 

3000 pounds for approach and landing. 

 

9. Alternate (If required) Fuel for missed approach and flight from intended 

destination to alternate aerodrome. Use Time and Fuel to Alternate, or Specific 

Range charts. 

10. Transition. When transition training is scheduled, use a standard fuel 

consumption value of 18,000 lbs per hour. This includes the fuel used for 

descent and initial approach. 

11. Air Refueling. Fuel consumption during tanker refueling is normally calculated 

using the specific range charts. Enter the chart for the proper altitude with the 

planned IAS and average gross weight and determine the average nautical 

miles per pound/1,000 (NMPP/1,000). 

12. Apply the drag index values for that particular configuration. See Table 14.1 

PFPS/ACFP Drag Index Values. As a receiver, use the Fuel Consumption 

During Air Refueling charts (Chapter 7) in the performance manual. 

13. Reserve Fuel. 

Holding Fuel. Fuel for 45 minutes of holding. Compute using planned 

destination gross weight at 10,000 feet. Use the Three-Engine Holding Table 

with a 25-degree bank angle. NOTE: ACFP does not use the Three-Engine 

Holding Table to compute holding fuel. Block 18 on the 4091 will always be less 

than the holding block on the ACFP. This is authorized extra fuel and the 

difference will be entered in block 21 of the 4091. If ACFP holding fuel is less 

than block 18 on the 4091, there is an error in your ACFP. Contact your flight 

manager to resolve. 

Remote Destination. When holding is required in lieu of an alternate at a 

remote destination, carry an additional one hour and 15 minutes of holding fuel. 

A remote destination is defined as any aerodrome which, due to its unique 

geographic location, offers no suitable alternate (civil or military) within 2 hours 

flying time. When this option is used, calculate Reserve Fuel (Holding, Remote, 

and Contingency) using the Three-Engine Holding table with a 25-degree bank 

angle, planned destination gross weight, 20,000 feet MSL. 

Contingency. For missions other than local training missions, calculate 15 

minutes of contingency fuel. Local training missions are not required to carry 

contingency fuel. If contingency fuel is carried on local training missions, it 

should not exceed 15 minutes. In all cases, this fuel is to compensate for 
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unforeseen circumstances during any phase of flight (i.e. Unforecasted 

weather, launch delay, etc). Contingency fuel will not be considered reserve 

fuel since crews may burn some or all of their contingency fuel at any time 

during the mission. Compute using planned destination gross weight at 10,000 

feet. Use the Three-Engine Holding Table with a 25-degree bank angle. 

ACFP flight plans will calculate reserves and contingency fuel as holding fuel. 

ACFP will have 1+00 holding when combined 0+45 reserve and 0+15 

contingency fuel (for remote destinations ACFP will calculate 2+15 holding, 

combining 2+00 reserve and 15 minutes contingency fuel). 

Air Refueling Flight Plan Verification 

It must be clearly understood that the verification procedure described above is only 

accurate for missions that are flown at the appropriate altitudes and cruise profiles that 

the charts are based on. The charts in the performance manual (Figures 10-6 through 

10-11) are for missions that do not have planned air refueling. To verify fuel burns for 

mission flight plans that have one or more air refueling included, the following procedure 

is suggested: 

1. Verify initial takeoff and taxi fuel in segment 1 of the flight plan is the standard 

planning number of 4,000 lbs (1,500 taxi and 2,500 takeoff/acceleration). This 

fuel accounts for engine start, taxi, and climb to 2,000 ft above the airfield. 

2. Using Figure 4-5, THREE ENGINE FUEL TO CLIMB, calculate the fuel 

required to climb from 2,000 ft above the airfield to the initial level-off altitude 

shown on the flight plan. Remember to account for any drag index. The 

resulting value should be very close to the CFP climb fuel. 

3. Verify the leg fuel for the cruise and tanker A/R segments of the flight plan 

using the appropriate Specific Range charts from section 5 of the Performance 

Manual. There are several methods to calculate the leg fuel. An asterisk in the 

table below indicates the two most often used. 
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The following formulas may be used: 

*FF = TASK ÷ NMPP *F/Pd = Air distance ÷ NMPP 

FF = F/Pd ÷ Time (minutes) x 60 F/Fd = FF ÷ 60 x Time (minutes) 

D = NMPP x F/Pd F/Fd = FF ÷ TASK x Distance 

TASK = NMPP x FF NM/1,000 = D ÷ F/Fd x 1,000 

Time (minutes) = F/Pd ÷ FF x 60 NMPP = Air Distance ÷ F/Fd 

Air Distance (AD) = True Airspeed (TAS) X Ground Distance (GD) ÷ Ground Speed 

(GS) 

Table 1 - Formulas 

4. Tanker Orbit leg fuel burns can be verified using the AR Orbit table (Fig 7-1). 

 The sample flight plan has a planned rendezvous orbit at 22,000 ft after 

waypoint 5. Using Figure 7-1 and the planned gross weight, we can calculate a 

fuel flow of approximately 330 lbs per minute (Interpolation is required). 

Multiply this value by the number of minutes in the orbit segment to verify the 

leg fuel for the orbit. Orbit fuel can also be verified using the Specific Range 

charts, however, the orbit table takes into account the bank angle, so it is 

somewhat more accurate. 

5. Receiver Air Refueling leg fuel can be verified by the following method. FUEL 

CONSUMPTION DURING RECEIVER AIR REFUELING charts (Figures 7-5 

and 7-6). These charts reflect the effect of flying in the tanker’s downwash. 

The tanker’s gross weight must be known, however, and this information is not 

always available so use the maximum weights on the chart. 

6. AFI 11-2KC-10V3, Chapter 14 provides the following guidance for verifying 

descent/approach & landing fuel values. ACFP use Approach and Landing 

Block 6 for Time and Fuel calculation. CFP add fuel used from the Begin 

Descent Point to Initial Approach Fix for descent, then add 15 minutes and 

3000 pounds for approach and landing. Otherwise compute descent fuel from 

Section 8 of TO 1C-10(K)A-1-1 and then add 15 minutes and 3000 pounds for 

approach and landing. 

7. Pattern work/transition is calculated by the flight planning software using 18,000 

lbs per hour and can be verified by simply multiplying this fuel flow times the 

time shown for the transition segment. 
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Instructor Information 

The flight plan verification procedure in AFI 11-2KC-10V3 Chapter 14 provides 

information for completing the AF IMT 4091. Studying these charts, it becomes 

apparent that they are valid only for planning or verifying fuel burns for Airlift type 

missions where air refueling is not planned. The appropriate Specific Range or Air 

Refueling charts must be used to verify fuel computations on Air Refueling missions. 

There is no specific written guidance on how to do this. The procedure outlined above 

is commonly accepted by USAF instructors and has proven accurate over many years 

of use. 

The PFPS flight plan format deleted the Air Distance value from the flight plan 

segments. Nautical mile per 1,000 lbs of fuel numbers can be divided into distance 

values to obtain fuel burn, however, using this method with a ground distance is not 

recommended since the wind factor is not accounted for, and will give less-thanaccurate leg fuel burns. 

It should be stressed to the student that he or she might not have much time to verify a 

flight plan in real-world situations. One proven method to save time is to combine flight 

plan segment together. For example, the sample flight plan segments 6, 7, and 8 are all 

the same altitude and speed. Combining these together with an average gross weight 

and average NM/1,000 value would save time. The same technique could be used on 

segments 11 and 12. 
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Segment Two – Part II

The following flight plan on the following pages is to be used for this fuel burn 

verification exercise. It was developed using the PFPS program. This mission contains 

both tanker and receiver A/R, and concludes with transition/pattern work at the 

destination field. 
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Figure 3. PFPS Mission Flight Plan (Sheet 1 of 2) 
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Figure 3. PFPS Mission Flight Plan (Sheet 2 of 2)
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PFPS Flight Plan Fuel Solutions 

The following fuel computations were calculated from the Performance Manual. During 

the lesson exercise you may obtain slightly different numbers due to interpolation 

variances. 

Segment 1 – 4,000 lbs. Standard value from AFI 11-2KC-10V3 

Segment 2 through Level-off – 8,576 lbs (1548+5895+1133). Calculated from Figure 4-

5, THREE ENGINE FUEL TO CLIMB, from 2,000 ft up to 25,000 ft fuel burn is 8,300 

lbs. 

Segment 4 – Calculated from Figure 5-19, THREE ENGINE SPECIFIC RANGE, 

NM/1,000 = 21.4. Fuel burn is 5,100 lbs.

ORBIT Segment – Calculated from Figure 7-1, AR ORBIT TABLE. Fuel flow = 340 lbs 

per minute. Fuel Burn 4,950 lbs per minute. 

Segment 5, 6 and 7 – Calculated from Figure 5-19. Using the Drag Index Table Figure 

1-14 of 18.5 (Air Refueling Boom Deployed 16.5 & ARO Sighting Door Open 2.0). Next 

take this 18.5 to Effect of Drag Index On Range Figure 5-56; the effect is .935 on range. 

The average NM/1,000 value of 21.2 is corrected to 19.82. Fuel Burn for these three 

segments 7,630 lbs. Don’t forget to subtract your offload of 50,000 lbs. 

Segment 8 – Calculated from Figure 5-19. Using the NM/1,000 value of 25.0. Fuel 

Burn 1,221 lbs. 

Segments 9, 10 and 11 – Calculated using FIG 7-5, FUEL CONSUMPTION DURING 

AIR REFUELING. Assume a maximum tanker gross weight of 600,000 lbs to obtain a 

fuel flow of 390 lbs per minute. Fuel Burn is 12,090 lbs. Again don’t forget the onload 

of 50,000 lbs. 

Descent PT – Calculated using FIG 8-2, ENROUTE DESCENT. A descent from 33,000 

ft down to 3,000 ft. Fuel Burn is 1,560lbs (25,000 = 1,600, 3,000 = 400). 

SEGMENT 15 – Standard planning value of 3,000 lbs.
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Segment Three – Flight Engineer Worksheet 

Flight Engineer Worksheet 

The Flight Engineer Worksheet is used to record pertinent data during mission planning 

and all phases of flight from pre-flight through post flight activities. 

The front side of the form contains Inflight Activity and Mission Planning sections. A 

blank form is provided at the end of this lesson. 

This section will cover the entries required on the front side of the form. 

Your Unit may use a different format; however, the data contained in the form should be 

the same. 

The Flight Engineer Worksheet has two sections, Inflight Activity and Mission Planning. 

Only those sections required for the mission or through local guidance need to be 

completed. Units may supplement this with additional local guidance for NERCCs, 

Standardized Alternates, etc. Complete the Time and Fuel Analysis prior to every flight 

to verify flight plan computations. Most entries are self-explanatory. Blocks 1 through 

13 provide a worksheet to aid in completing the Time and Fuel Analysis.

Detailed information will be provided in AFI 11-2KC-10, Volume 3, Chapters 12 and 14.
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Figure 4. Inflight Activity
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Inflight Activity: Refueling Air Refueling and Tanker Air Refueling, Approaches & 

Landings 

RECEIVER AIR REFUELING information, including call sign, type of aircraft, scheduled 

onload, actual onload and number of contacts. 

TANKER AIR REFUELING information, including call sign, tail number, scheduled 

offload, actual offload and number of contacts.

LANDINGS/APPROACHES 

This block provides a tabulated table in which you record touch and go landings, missed 

approaches and full stop/taxi backs. 

Figure 5. Schedule

Most of the information required for completion of the Header for each of the refueling 

activities can be found in the locally published daily schedule shown in the example 

above. The ACTUAL entries are entered as they occur during the mission.
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Figure 6. Mission Planning 
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MISSION PLANNING 

This section satisfies the requirements of AFI 11-202V3 and AFI 11-2KC-10V3. This 

section consists of the following seven blocks: Fuel Quantities; Weights; Center of 

Gravity; CAT I Reserve Fuel; Decompression Fuel; Air Refueling Fuel; Destination 

Transition Fuel; and Time and Fuel Analysis.

FUEL QUANTITIES 

Three columns, labeled Plan, Actual, and After, make up this section and include 

provisions to record individual fuel tank quantities, total fuel quantity, and fuel totalizer 

readings for the two columns labeled ACTUAL and AFTER. 

 1. PLAN 

This column is provided for mission planning computations. Maintenance 

personnel normally service the aircraft prior to aircrew arrival. Fuel distribution, 

other than standard fuel loads, may be required due to air refueling requirements 

or cargo limitations that dictate specific offload or center of gravity requirements. 

The flight engineer, after coordinating with the boom operator, plans an optimum 

ramp fuel load, which will satisfy mission requirements. The desired fuel load 

and fuel distribution for the mission is shown in the (PLAN) column. 

2. ACTUAL 

During the preflight check of the fuel system, the flight engineer will make any 

required adjustment to the fuel tank quantities; coordinate the distribution with 

the boom operator; and enter the actual tank quantities in the (ACTUAL) column. 

3. AFTER 

This value is entered upon engine shutdown at destination and is recorded on 

the Fuel Totalizer line.
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Figure 7. Mission Planning 

(Weights) 
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WEIGHTS

Contains pertinent aircraft and fuel weights. Two columns (Plan and Actual) are 

provided to record the following weights: Operating; Cargo/Pax; Zero Fuel; Fuel; Ramp; 

Taxi and Takeoff. 

 1. PLAN 

The first three aircraft weights; Aircraft Operating Weight, Cargo/Passenger 

Weight, and Zero Fuel Weight are provided by the boom operator during mission 

planning and entered in the appropriate blocks. Ramp Weight is the Zero Fuel 

Weight plus the Fuel Weight. Taxi Fuel is a standard 1,500 pounds unless 

mission requirements dictate otherwise. Takeoff Weight is the Ramp Weight 

minus Taxi Fuel. 

 2. ACTUAL 

Operating Weight, Cargo/Passenger Weight, and Zero Fuel Weight should be the 

same values computed and entered in the Form "F" by the boom operator. 

Ramp Fuel is the same value entered in block 34 (12). The sum of these weights 

should be the same gross weight on which the TOLD data is based. 
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Figure 8. Mission Planning 

(Center of Gravity)
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CENTER OF GRAVITY % MAC 

Contains Center of Gravity % MAC information. Blocks are provided for the PLANNED 

and ACTUAL values. 

 1. PLAN 

Like the aircraft weights, the boom operator provides the planned aircraft Zero 

Fuel Weight CG value. The Flight Engineer based on fuel load, mission 

requirements, and a structural limitation computes the planned takeoff CG. 

 2. ACTUAL 

Actual zero fuel weight for cargo missions and abnormal fuel distribution for 

unusual A/R missions may cause the actual CG to differ greatly from the planned 

values. CG can be critical to takeoff performance, especially at heavy gross 

weights. Takeoff CG is based on Brake Release Gross Weight and the aft limits 

reach a very narrow band at maximum gross weight. 
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Figure 9. Mission Planning 

(Time and Fuel Analysis)
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TIME AND FUEL ANALYSIS 

This block contains time and fuel analysis. It consists of 16 lines and is used 

primarily to enter time and fuel requirements by phase of flight. Two columns 

labeled (TIME) and (FUEL) are provided and, depending upon the computation, 

one or both columns are used. The blocks parallel the fuel summary section of a 

standard CFP.

Block 14 

 Enroute. Time and fuel from brakes release to Begin Descent Point at 

destination. Includes transition fuel at enroute locations. 

Block 15 

Cat 1 Reserve. This block no longer used. 

Block 16 

Decompression Fuel. Enter fuel from Block 9, if greater then zero. 

 Decompression Fuel. Additional fuel may be needed to satisfy oxygen 

requirements. For flights where the total number of individuals on board the 

aircraft exceeds the total number of operational flight crew oxygen system 

stations, ensure there is sufficient fuel on board to allow for a loss of cabin 

pressurization from any point along the route, an emergency descent to 

10,000 feet MSL minimum, and continued flight to the nearest suitable 

emergency airfield. To compute decompression fuel, examine the intended 

route of flight and determine the point furthest from a suitable emergency 

airfield. From the flight plan determine the amount of fuel remaining on board 

the aircraft at that point. Compare that fuel remaining value with the amount 

of fuel that would be required to proceed from that furthest point, at 10,000 ft, 

to the suitable emergency airfield, execute a descent, approach and landing, 

and land with 12,000 pounds. 

Block 17 

Alternate. If required. 

Alternate. Fuel for missed approach and flight from intended destination to 

alternate aerodrome. Use Time and Fuel to alternate, or Specific Range 

charts. 

Block 18 

Holding. Enter value from Reserve Fuel Table (Holding + Remote + 

Contingency) time and fuel. 

 

Holding. Enter 45 minutes of fuel. Compute using planned destination gross 

weight at 10,000 feet. Use the Three-Engine Holding Table with a 25-degree 

bank angle. 
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Remote Destination. Since remote destination fuel may be required in lieu of 

an alternate, at remote destinations enter the additional 1+15 minutes of 

holding fuel here. Enter “zero” in Block 17 if adding fuel for a remote 

destination.

Contingency. Enter 15 minutes of fuel computed using planned destination 

gross weight at 10,000 feet. Use the Three-Engine Holding Table with a 25 

degree bank angle. 

Block 19 

Descent, Approach & Landing. Use CFP add fuel used from the Begin 

Descent Point to Initial Approach Fix for descent, then add 15 minutes and 

3000 pounds for approach and landing. Otherwise compute descent fuel from 

Section 8 of TO 1C-10(K)A-1-1, then add 15 minutes and 3000 pounds for 

approach and landing. 

Minimum Planned Fuel at Begin Descent Point. Consists of fuel required for 

descent, approach and landing, alternate/missed approach, and 

holding/minimum landing fuel. Additional fuel may be added to allow crews 

some flexibility when dealing with unplanned contingencies (e.g., late 

receivers, extra receivers, increased off loads, weather avoidance, ATC 

delays, etc.) This Identified Extra fuel should not normally exceed 10,000 

pounds. When dealing with unplanned contingencies, crews will still plan to 

touchdown with minimum landing fuel. Units may develop standard alternate 

fuel requirements for local training missions however; these fuel requirements 

will not be less than those specified in this AFI. 

Block 20 

AR On/Offload. Enter the amount from Block 12. 

Air Refueling. Scheduled offload minus scheduled onload. If scheduled 

onloads are not completed it may be impossible to complete the mission. 

Block 21 

Identified Extra. Compute as per Fuel Requirements Chapter 14. 

Block 22 

Taxi. Compute as per Fuel Requirements Chapter 14. 

Block 23 

Required Ramp Fuel Load. Add Blocks 14 thru 22. 

Required Ramp Fuel. Required ramp fuel will consist of all fuel required for 

engine start, taxi, APU operation, takeoff, enroute, enroute reserve, air 

refueling, decompression, descent, approach and landing, alternate, 

transition, holding/minimum landing. 
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Block 24 

Actual Ramp Fuel Load. Self-explanatory. 

Block 25 

Unidentified Extra. Subtract Block 23 from Block 24. If this value exceeds 

5,000 pounds, see Fuel Planning Procedures 14.3. This block should not be 

less than zero. 

Block 26 

Required Overhead Destination is the minimum planned fuel at begin 

descent. Add blocks 17, 18 and 19 then subtract contingency fuel. 

Note: ACFP does not subtract contingency fuel from required overhead. 

Block 27 

Endurance at Begin Descent Point. Block 24, minus Block 22, minus Block 

14, plus/minus Block 20, divided by 15,000 pounds per hour. 

Block 28 

Total Endurance. Block 14 plus Block 27. This value should be entered onto 

the DD Form 175 or 1801. 

Block 29 

AR Onload Endurance. Planned onload divided by 15,000 pounds per hour. 

This value should be entered onto the DD Form 175 or 1801. 

This completes the Flight Engineer Worksheet entries. During the simulator 

phase, you will use this worksheet to compute fuel requirements for specific 

missions. 

The Time and Fuel Analysis is mandatory for all missions, since it satisfies the AFI 

11-202V3 requirements. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-36 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-37 01 JUL 13 

Figure 11. Flight Engineer Worksheet (Sheet 1 of 2) 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E848-IG 1-64-38 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-1 01 JUL 13 

FTD Mission 3 

I. Purpose – The purpose of this FTD mission is to allow for hands on practice of 

a local training flight. This mission will acquaint the crew with the handling 

characteristics of the KC-10 and use of the Flight Guidance System. The primary 

emphasis on this mission will be normal procedures and proper use of checklists. 

Student A will start in the left seat with a planned seat change. 

II. Duration – 7 hours 

A. 2.0 hour pre-brief 

B. 4.0 hour FTD 

C. 1.0 hour debrief 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. AFI 11-2KC-10, Vol 3, KC-10 Operations Procedures 

IV. Equipment and Materials

A. Flight Training Device 

B. Briefing Room 

C. TOLD Card 

D. T.O. 1C-10(K)A-1 

E. T.O. 1C-10(K)A-1-1 

F. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review

A. Scenario, Profile, and applicable briefing items 

B. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Initial Inspection through Leaving Aircraft 

2. Section V, Mission Preparation 

VI. Instructor Preparation

A. Review Instructor Lesson Text 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-2 01 JUL 13 

Pilot’s Objectives

Training objectives introduced and practiced during this training mission: 

1. Perform Standard Instrument Departure (SID) Procedures 

2. Perform Full Stop Taxiback Procedures 

Training objectives previously introduced that will be practiced during this 

training mission: 

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Judgment/Compliance 

3. Demonstrate Safety Consciousness 

4. Demonstrate Regulation, Directive Knowledge, and Use 

5. Perform General Navigation 

6. Perform Mission Planning and Briefing 

7. Perform Checklist Procedures and Use 

8. Perform Crew Coordination 

9. Demonstrate Performance Knowledge and Use 

10. Perform Fuel Management and Conservation 

11. Perform Equipment Operation 

12. Perform Radar Operation 

13. Perform Communications 

14. Perform Pilot’s Interior Inspection Procedures 

15. Perform Cockpit Preparation Procedures 

16. Perform Before Start Procedures 

17. Perform Starting Engines Procedures 

18. Perform Before Taxi Procedures 

19. Perform Before Takeoff Procedures 

20. Perform Takeoff, Initial Procedures 

21. Perform Left Seat Takeoff Procedures 

22. Perform Pilot Not Flying Takeoff and Climb Duties 

23. Perform After Takeoff/Climb Procedures 

24. Perform Cruise Procedures 

25. Perform Descent Procedures 

26. Perform Enroute Descent Procedures 

27. Perform Approach Procedures 

28. Perform ILS Coupled Approach Procedures 

29. Perform Before Landing Procedures 

30. Perform Landing, Full Stop (Reverse Thrust) Procedures 

31. Perform After Landing Procedures 

32. Perform Parking – Engine Shutdown Procedures 

33. Perform Leaving Aircraft Procedures 

During this training mission, the student is expected to practice and achieve 

required proficiency level (RPL) on the following procedure: 

1. Perform Vertical “S” Maneuver 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-3 01 JUL 13 

Flight Engineer’s Objectives

Training objectives introduced and practiced during this training mission: 

1. Perform Full Stop Taxiback Procedures 

2. Compute Fuel Requirements 

Training objectives previously introduced that will be practiced during this 

training mission: 

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Judgment/Compliance 

3. Demonstrate Safety Consciousness 

4. Demonstrate Regulation, Directive Knowledge, and Use 

5. Perform General Navigation Procedures 

6. Perform Crew Coordination 

7. Demonstrate Performance Knowledge and Use 

8. Perform FMS Operation 

9. Perform Equipment Operation 

10. Perform Communications 

11. Perform Mission Planning and Briefing 

12. Perform Checklist Procedures and Use 

13. Perform FE’s Exterior/Interior Initial Inspection Procedures 

14. Perform FE’s Interior Inspection Procedures 

15. Perform Cockpit Preparation Procedures 

16. Perform Before Start Procedures 

17. Perform Starting Engines Procedures 

18. Perform Before Taxi Procedures 

19. Perform Before Takeoff Procedures 

20. Perform Fuel Management and Conservation Procedures 

21. Perform FE Takeoff Duties 

22. Perform After Takeoff/Climb Procedures 

23. Perform Cruise Procedures 

24. Perform Descent Procedures 

25. Perform Approach Procedures 

26. Perform Before Landing Procedures 

27. Perform Landing, Full Stop (Reverse Thrust) Procedures 

28. Perform After Landing Procedures 

29. Perform Parking – Engine Shutdown Procedures 

30. Perform Leaving Aircraft Procedures 

31. Perform Standard Instrument Departure Procedures 

32 Perform Vertical “S” Maneuver 

33. Perform Instrument Approach Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-4 01 JUL 13 

Scenario FTD Mission 3

This mission is a local training flight at Travis AFB. Student A will start in the left seat 

with a seat change planned to allow student B to accomplish left seat items. This 

mission will acquaint the crew with the handling characteristics of the KC-10 and the 

use of the Flight Guidance System. The primary emphasis on this mission will be 

normal procedures and the proper use of checklists. 

Profile 

1. FE’s Interior Inspection 

2. Pilot’s Interior Inspection (A-L, B-R) 

3. Cockpit Preparation (A-L, B-R) 

4. Before Start (A-L, B-R) 

5. Starting Engines (A-L, B-R) 

6. Before Taxi (A-L, B-R) 

7. Before Takeoff (A-L, B-R) 

8. Takeoff, Initial (400,000 lbs) (A-L) 

9. Standard Instrument Departure (A-L) 

10. After Takeoff/Climb/Cruise (A-L) 

11. Vertical “S” Maneuver (Alpha) (A-L, B-R) 

12. Enroute Descent (A-L) 

13. ILS Coupled Approach (A-L) 

14. Landing, Full Stop (Reverse Thrust) (A-L) 

15. Full Stop Taxiback Seat Change (B-L, A-R) 

16. Takeoff, Initial (400,000) (B-L) 

17. Standard Instrument Departure (B-L) 

18. After Takeoff/Climb/Cruise (B-L) 

19. Vertical “S” Maneuver (Alpha) (B-L, A-R) 

20. Enroute Descent (B-L) 

21. ILS Coupled Approach (B-L) 

22. Landing, Full Stop (Reverse Thrust) (B-L) 

23. After Landing (B-L, A-R) 

24. Parking – Engine Shutdown (B-L, A-R) 

25. Leaving Aircraft (B-L, A-R) 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-5 01 JUL 13 

Mission Briefing 

1. Mission Overview: Briefed by the Instructor. 

2. Specialty Briefing and Instructional Period. 

a. Instructor Pilot Briefs: 

(1) Previous training and weak areas 

(2) Planned mission activities 

(3) Selected abnormal and emergency procedures 

b. Instructor Flight Engineer Briefs: 

(1) TOLD Card as required 

(2) CG Graph and Fuel Management 

(3) Terminal Enroute Procedures 

(4) Planned mission activities 

3. Crew Briefing conducted by Aircraft Commander: 

a. Normal and Emergency Takeoff considerations 

b. Planned Instrument Approach procedures 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-6 01 JUL 13 

CURRENT CONDITIONS 

INITIAL POSITION VISUAL CONDITIONS 

 AIRPORT SELECTION VIS 10 miles 

 Travis AFB (KSUU), RWY 21R RVR 0 

SPOT 231 

N 38 15 58.50, W121 55 44.42, HDG 210 

 CLOUD BASE 0 

 CLOUD TOP 0 

AIRCRAFT CONFIGURATION 

 GROSS WEIGHT: 401,500 ENVIRONMENTAL CONDITIONS 

 CG: 28.7 % ALTIMETER: 29.88 

 ZFW: 249,900 lbs TEMP: 15°C 

 ZCG: 31.6 % WIND: 200/6 

 FUEL: 151,600 lbs 

 CARGO: 0 

 WARP: NO AIRPORT CONDITIONS 

GROUND SERVICES Rough Runway 1 

 Reset All Ground Services Dry Runway 

FTD – Parked On Ramp in Spot 231, Ready for Preflight 

Set Up For Interior Inspection Checklist 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

 ATIS: 116.4/384.9 

“Travis AFB Information ALPHA, 

______Z. The weather is better 

than 5,000 and 5, temperature 15°C, 

dew point 10°C, wind 200 at 6, 

altimeter 29.88, pressure altitude 

+ 100 feet. Expect ILS approach 

Runway 21L. Advise on initial 

contact you have Information 

ALPHA.” 

CLC DEL: 127.55/335.8 

“_____ Heavy cleared to Travis AFB, 

WAPEX-ONE Departure, Williams 

Transition, as filed. Maintain 6000; 

expect FL 190 ten minutes after 

takeoff. Departure Control frequency 

126.6 or 306.9, Squawk 2231.” 

1. FE’S INTERIOR INSPECTION Ensure the student FE clears the Pilots 

forward after completion of the forward 

inspection. 

 

2. PILOT’S INTERIOR INSPECTION 

 

3. COCKPIT PREPARATION 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-7 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

4. BEFORE START GND CON: 121.8/289.4 

“______Heavy engine start approved, 

information Alpha is current.” 

 

5. STARTING ENGINES Review normal start procedures. 

 

6. BEFORE TAXI 

 

7. BEFORE TAKEOFF 

 

8. TAKEOFF, INITIAL (A-L) "_______ Heavy wind 200 at 

6 knots, cleared for Takeoff Runway 

21R." 

Target Pitch Attitude for 400K GW is 19°

Full Power, 16° Flex. 

 

9. STANDARD INSTRUMENT 

DEPARTURE 

(A-L) 

 

10. AFTER TAKEOFF/CLIMB/CRUISE (A-L) 

 

11. VERTICAL “S” MANEUVER Practice Turns 

Vertical “S” Alpha Maneuver. (A-L; B-R) 

Allow both students to practice. 

VERTICAL “S” MANEUVERS 

The Vertical “S” maneuvers are normally accomplished using the following parameters: 

IAS: 250 knots 

Altitude: 15000 to 20,000 ft 

Vertical Speed: 1,000 fpm 

Recommend the flight director be turned off, since the V-command bars may provide 

conflicting guidance and can be distracting. 

The vertical "S" Alpha maneuver is a continuous series of rate climbs and descents 

flown on a constant heading. This mission focuses on the Alpha maneuver. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-8 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

12. ENROUTE DESCENT (A-L) Provide vectors for descent to a 

coupled ILS approach. 

 

13. ILS COUPLED APPROACH (A-L) “_____ Heavy fly heading ______, 

intercept the localizer, cleared ILS 

approach.”

 

14. LANDING, FULL STOP (REVERSE 

THRUST) 

(A-L) 

 

Pilot seat change – B – Left, A – Right 

Reset Initial Conditions 400K

 

 ATIS: 116.4 / 384.9 

“Travis AFB Information BRAVO 

_____Z. The weather is better than 

5,000 and 5, temperature 15°C, dew 

point 10°C, wind 200 at 6, altimeter 

29.88, pressure altitude +100 feet. 

Expect ILS approach Runway 21L. 

Advise on initial contact you have 

Information BRAVO.”

"_____ Heavy cleared to Travis AFB, 

WAPEX-ONE Departure, Williams 

Transition, as filed. Maintain 6,000; 

expect FL 190 ten minutes after takeoff. 

Departure Control frequency 126.6 or 

306.9, Squawk 2231.” 

 

15. FULL STOP TAXIBACK 

 

16. TAKEOFF, INITIAL (B-L) “_________ Heavy cleared for 

Takeoff.” 

Target Pitch Attitude for 400K GW is 19°

Full Power, 16° Flex. 

 

17. STANDARD INSTRUMENT 

DEPARTURE 

(B-L) 

 

18. AFTER TAKEOFF/CLIMB/CRUISE (B-L) 

 

19. VERTICAL “S” MANUEVER Practice Turns. 

Vertical “S” Maneuver Alpha. (B-L; A-R) 

Allow both students to practice. 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-9 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

20. ENROUTE DESCENT (B-L) 

APP CON” 126.6 / 291.0 

21. ILS COUPLED APPROACH (B-L) Provide vectors for ILS approach to 

Runway 21L. 

 

22. LANDING, FULL STOP (REVERSE 

THRUST) 

(B-L) 

 

23. AFTER LANDING 

 

24. PARKING – ENGINE SHUTDOWN 

 

25. LEAVING AIRCRAFT 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-10 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-11 01 JUL 13 

***THE ACCURACY OF THIS AFMSS/PFPS COMPUTER FLIGHT PLAN DEPENDS UPON THE ACCURACY *** 

*****OF THE NIMA NAVIGATIONAL DATA BASE, THE WEATHER DATA BASE, AND USER INPUT.****** 

*******************AIRCREWS ARE RESPONSIBLE FOR FUEL REQUIREMENTS ******************* 

**********************AND THE ROUTE OF FLIGHT THEY FILE AND FLY********************** 

RTE NAME:X:\Biennial Reviews\PIQ\Misc Suppor CFPS VERSION:4.2 

FLIGHT PLAN CREATED: 22 MAY 13 NIMA DAFIF EFF DATE: 2 JUL 09 

┌─────────────┬───────────────────────────────┬────────────────────────────────────────────────┐

│MISSION C/S │CLEARANCE │Takeoff Time(Z): 00:00 Oper Wt: 250000 │

│ │ │Land Time (Z) : 00:49 Cargo Wt: 0 │

├─────────────┤ │Sched Duration : +49 Ramp Fuel: 150000 │

│ACFT TYPE │ │FOB/RES : 06+22 Total GW: 400000 │

│ KC-10A │ │WARP Drag Index: 0.00 Ldg Fuel: 130752 │

│ │ │Total Dist(nm): 307.4 Climb Winds: │

│ │ │ L/O Winds: │

├─────────────┴───────────────────────────────┴────────────────────────────────────────────────│

│AR TRACK: ARCT: │

│UHF PRI: UHF SEC: │

│BCN: TACAN: │

│A/R ALT: │

│AVAIL BLK: │

├──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┤

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ DRIFT │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 1 KSUU 21R/RW │213 │ │ +15C │ │ │00+00 │396000 │ │

│ TRAVIS AFB │213 │ 1 │ 53M│ │0 │00:00 │ 4000 │ │

│N 38 15.818 W121 55.719 │227 │ 1 │ │ │0.00 │00:00 │ 146000│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 2 TEALL/W │215 │ │ +2C │N/A │ │00+02 │394612 │ │

│ TEALL │215 │ 7 │ 6568M│N/A │0 │00:02 │ 1388 │ │

│N 38 10.635 W122 03.111 │229 │ 8 │ N/A │N/A │0.00 │00:02 │ 144612│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 3 WAPEX/W │344 │ │ -14C │N/A │ │00+03 │392386 │ │

│ WAPEX │344 │ 17 │14418M│N/A │0 │00:05 │ 2226 │ │

│N 38 27.702 W122 03.973 │358 │ 25 │ N/A │N/A │0.00 │00:05 │ 142386│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .level off │349 │ │ -23C │N/A │ │00+02 │391354 │ │

│ │349 │ 11 │19000M│N/A │0 │00:06 │ 1032 │ │

│N 38 39.007 W122 03.254 │003 │ 36 │ N/A │N/A │0.00 │00:06 │ 141354│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 4 ILA/R 091X │349 │ │ -23C │325 │ │00+04 │390252 │ │

│ WILLIAMS 114.40 │349 │ 25 │19000M│425 │0 │00:10 │ 1102 │ │

│N 39 04.269 W122 01.633 │003 │ 61 │ .69 │425 │0.00 │00:10 │ 140252│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 5 FMG/R 126X │061 │ │ -23C │325 │ │00+16 │385306 │ │

│ MUSTANG 117.90 │061 │ 114 │19000M│425 │0 │00:26 │ 4946 │ │

│N 39 31.876 W119 39.364 │075 │ 175 │ .69 │425 │0.00 │00:26 │ 135306│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .descent pt │220 │ │ -23C │325 │ │00+07 │383239 │ │

│ │220 │ 48 │19000M│425 │0 │00:33 │ 2067 │ │

│N 39 03.794 W120 29.138 │234 │ 223 │ .69 │425 │0.00 │00:33 │ 133239│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 6 SAC/R 099X │220 │ │ +9C │N/A │ │00+11 │382162 │ │

│ SACRAMENTO 115.20 │220 │ 62 │ 3000M│N/A │0 │00:44 │ 1077 │ │

│N 38 26.625 W121 33.099 │234 │ 285 │ N/A │N/A │0.00 │00:44 │ 132162│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 7 SUU/T 113X │224 │ │ +15C │250 │ │00+05 │380752 │ │

│ TRAVIS │224 │ 22 │ 74M│250 │0 │00:49 │ 1410 │ │

│N 38 14.733 W121 56.704 │238 │ 307 │ .38 │250 │0.00 │00:49 │ 130752│ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 4.2
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-12 01 JUL 13 

FOR TRAINING USE ONLY 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-13 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T603-IG 1-65-14 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

PIQ/FIQ-T604-IG 1-66-1 01 JUL 13 

FTD Mission 4 

I. Purpose – The purpose of this FTD mission is to allow for hands on practice of 

a local training flight. Emphasis will be on normal procedures and use of the 

Flight Guidance System. Auto Missed Approach and Manual ILS without Flight 

Director will be introduced. Emphasis will be on flying from the left seat. 

II. Duration – 7 hours 

A. 2.0 hour pre-brief 

B. 4.0 hour FTD 

C. 1.0 hour debrief 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. AFI 11-2KC-10, Vol 3, KC-10 Operations Procedures 

IV. Equipment and Materials

A. Flight Training Device 

B. Briefing Room 

C. TOLD Card 

D. T.O. 1C-10(K)A-1 

E. T.O. 1C-10(K)A-1-1 

F. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review

A. Scenario, Profile, and applicable briefing items 

B. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. Interior Inspection through Downwind 

2. Section V, Mission Preparation 

VI. Instructor Preparation

A. Review Instructor Lesson Text 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-2 01 JUL 13 

Pilot’s Objectives

Training objectives introduced and practiced during this training mission: 

1. Perform ILS Manual Approach Procedures 

2. Perform ILS Flight Director Off Approach Procedures 

3. Perform Auto Non Precision Approach Procedures 

4. Perform Localizer Approach Procedures 

Training objectives previously introduced that will be practiced during this 

training mission:

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Judgment/Compliance 

3. Demonstrate Safety Consciousness 

4. Demonstrate Regulation, Directive Knowledge, and Use 

5. Perform General Navigation 

6. Perform Mission Planning and Briefing 

7. Perform Checklist Procedures and Use 

8. Perform Crew Coordination 

9. Demonstrate Performance Knowledge and Use 

10. Perform Fuel Management and Conservation 

11. Perform Equipment Operation 

12. Perform Radar Operation 

13. Perform Communications 

14. Perform Pilot’s Interior Inspection Procedures 

15. Perform Cockpit Preparation Procedures 

16. Perform Before Start Procedures 

17. Perform Starting Engines Procedures 

18. Perform Before Taxi Procedures 

19. Perform Before Takeoff Procedures 

20. Perform Takeoff Initial Procedures 

21. Perform Left Seat Takeoff Procedures 

22. Perform Pilot Not Flying (PNF) Takeoff and Climb Duties 

23. Perform After Takeoff/Climb Procedures 

24. Perform Cruise Procedures 

25. Perform Standard Instrument Departure (SID) Procedures 

26. Perform Descent Procedures 

27. Perform Enroute Descent Procedures 

28. Perform Missed Approach (Auto) Procedures 

29. Perform Before Landing Procedures 

30. Perform Landing 

31. Perform Landing, Full Stop (Reverse Thrust) 

32. Perform Full Stop Taxiback Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-3 01 JUL 13 

33. Perform After Landing Procedures 

34. Perform Parking-Engine Shutdown Procedures 

35. Perform Leaving Aircraft Procedures 

During this training mission, the student is expected to practice and achieve 

required proficiency level (RPL) on the following procedures:

1. Perform Vertical “S” Maneuver 

2. Perform Approach Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-4 01 JUL 13 

Flight Engineer’s Objectives

Training objectives previously introduced that will be practiced during this 

training mission: 

1. Demonstrate Airmanship/Situational Awareness 

2. Demonstrate Judgment/Compliance 

3. Demonstrate Safety Consciousness 

4. Demonstrate Regulation, Directive Knowledge, and Use 

5. Perform General Navigation Procedures 

6. Perform Crew Coordination 

7. Demonstrate Performance Knowledge and Use 

8. Perform FMS Operation 

9. Perform Equipment Operation 

10. Perform Communications 

11. Compute Fuel Requirements 

12. Perform Mission Planning and Briefing 

13. Perform Checklist Procedures and Use 

14. Perform FE’s Exterior/Interior Initial Inspection Procedures 

15. Perform FE’s Interior Inspection Procedures 

16. Perform Cockpit Preparation Procedures 

17. Perform Before Start Procedures 

18. Perform Starting Engines Procedures 

19. Perform Before Taxi Procedures 

20. Perform Before Takeoff Procedures 

21. Perform Fuel Management and Conservation Procedures 

22. Perform FE Takeoff Duties 

23. Perform After Takeoff/Climb Procedures 

24. Perform Cruise Procedures 

25. Perform Descent Procedures 

26. Perform Approach Procedures 

27. Perform Before Landing Procedures 

28. Perform Landing, Full Stop (Reverse Thrust) Procedures 

29. Perform After Landing Procedures 

30. Perform Full Stop Taxiback Procedures 

31. Perform Parking – Engine Shutdown Procedures 

32. Perform Leaving Aircraft Procedures 

33. Perform Instrument Approach Procedures 

34. Perform Missed Approach Procedures 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-5 01 JUL 13 

During this training mission, the student is expected to practice and achieve 

required proficiency level (RPL) on the following procedures:

1. Perform Standard Instrument Departure Procedures 

2 Perform Vertical “S” Maneuver 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-6 01 JUL 13 

Scenario FTD Mission 4

This mission is a local training flight at Travis AFB, emphasizing normal procedures and 

the use of the Flight Guidance System. Student B will start in the Left Seat. Plan a seat 

change to allow Student A to accomplish left seat items. Emphasis is on flying from the 

left seat. Auto Missed Approach and Manual ILS without Flight Director are introduced. 

Profile

1. FE’s Interior Inspection 

2. Pilot’s Interior Inspection (B-L, A-R) 

3. Cockpit Preparation (B-L, A-R) 

4. Before Start (B-L, A-R) 

5. Starting Engines (B-L, A-R) 

6. Before Taxi (B-L, A-R) 

7. Before Takeoff (B-L, A-R) 

8. Takeoff, Initial (400,000 lbs) (B-L) 

9. Standard Instrument Departure (B-L) 

10. After Takeoff/Climb/Cruise (B-L) 

11. Vertical “S” Maneuver (Delta) (B-L, A-R) 

12. Enroute Descent (B-L) 

13. Auto Non-Precision Localizer Approach (B-L) 

14. Auto Missed Approach (B-L) 

15. ILS Manual Approach (Flight Director Off) (B-L) 

16. Landing, Full Stop (Reverse Thrust) (B-L) 

17. Full Stop Taxiback – Seat Change (A-L, B-R) 

18. Takeoff, Initial (400,000) (A-L) 

19. Standard Instrument Departure (A- L) 

20. After Takeoff/Climb/Cruise (A-L) 

21. Vertical “S” Maneuver (Delta) (A-L, B-R) 

22. Enroute Descent (A-L) 

23. Auto Non Precision Localizer Approach (A-L) 

24. Auto Missed Approach (A-L) 

25. ILS Manual Approach (Flight Director Off) (A-L) 

26. Landing, Full Stop (Reverse Thrust) (A-L) 

27. After Landing (A-L, B-R) 

28. Parking – Engine Shutdown (A-L, B-R) 

29. Leaving Aircraft (A-L, B-R) 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-7 01 JUL 13 

Mission Briefing 

1. Mission Overview: Briefed by the Instructor. 

2. Specialty Briefing and Instructional Period. 

a. Instructor Pilot Briefs: 

(1) Previous training and weak areas 

(2) Planned mission activities 

(3) Selected abnormal and emergency procedures 

b. Instructor Flight Engineer Briefs: 

(1) TOLD Card as required 

(2) CG Graph and Fuel Management 

(3) Terminal Enroute Procedures 

(4) Planned mission activities 

3. Crew Briefing conducted by Aircraft Commander: 

a. Normal and Emergency Takeoff considerations 

b. Planned Instrument Approach procedures 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-8 01 JUL 13 

CURRENT CONDITIONS 

INITIAL POSITION VISUAL CONDITIONS 

 AIRPORT SELECTION VIS 10 miles 

 Travis AFB (KSUU), RWY 21R RVR 0 

SPOT 231 

N 38 15 58.50, W121 55 44.42, HDG 210 

 CLOUD BASE 0 

 CLOUD TOP 0 

AIRCRAFT CONFIGURATION 

 GROSS WEIGHT: 401,500 ENVIRONMENTAL CONDITIONS 

 CG: 28.7% ALTIMETER: 30.02 

 ZFW: 249,900 lbs TEMP: 15°C 

 ZCG: 31.6 % WIND: 190/12 

 FUEL: 151,600 lbs 

 CARGO 0 

 WARP: NO AIRPORT CONDITIONS 

GROUND SERVICES Rough Runway 2 

 Reset All Ground Services Dry Runway 

FTD – Parked On Ramp in Spot 231, Ready for Preflight 

Set Up For Interior Inspection Checklist 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

ATIS: 116.4/384.9 

“Travis AFB Information ALPHA 

____Z. The weather is better than 

5,000 and 5, temperature 15°C, dew 

point 10°C, wind 190 at 12, altimeter 

30.02, pressure altitude minus 29'. 

Expect ILS approach Runway 21R.. 

Advise on initial contact you have 

Information ALPHA.”

CLNC DEL: 127.55 / 335.8 

“_______ Heavy cleared to Travis AFB, 

WAPEX-ONE Departure, Williams 

Transition, as filed. Maintain 6000; 

expect FL 190 ten minutes after takeoff. 

Departure Control frequency 126.6 or 

306.9, Squawk 2231.” 

 

1. FE’S INTERIOR INSPECTION Ensure the student FE clears the Pilots 

forward when complete with the forward 

inspection. 

 

2. PILOT’S INTERIOR INSPECTION 

 

3. COCKPIT PREPARATION 

 

Turn Flight Vis Recorder On
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-9 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

4. BEFORE START GND CON: 121.8/289.4 

Ensure crew gets clearance from GND 

CON and the Crew Chief. 

 

5. STARTING ENGINES Review normal start procedures. 

 

6. BEFORE TAXI Note: Practice taxiing and include turns 

before takeoff. 

 

7. BEFORE TAKEOFF "________ Heavy wind 190 at 12 knots, 

Cleared for Takeoff, Runway 21R." 

 

8. TAKEOFF, INITIAL (B-L) 

 

9. STANDARD INSTRUMENT 

DEPARTURE 

(B-L) 

 

10. AFTER TAKEOFF/CLIMB/CRUISE (B-L) 

 

11. VERTICAL “S” MANEUVER Practice Turns 

Vertical “S” Delta Maneuver (B-L, A-R) 

Allow both students to practice. 

VERTICAL “S” MANEUVERS 

The Vertical “S” maneuvers are normally accomplished using the following parameters: 

IAS: 250 knots 

Altitude: 15,000 to 20,000 ft 

Vertical Speed: 1,000 fpm 

Recommend the flight director be turned off, since the V-command bars may provide 

conflicting guidance and can be distracting. 

This mission emphasizes the vertical “S” Delta, which is the same as the vertical “S” 

Alpha, except that a 30° bank will be established when starting the maneuver. With 

each change of vertical direction, there is a simultaneous change in the direction of turn 

using 30° of bank. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-10 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

12. ENROUTE DESCENT (B-L) Provide vectors for descent to a 

coupled LOC approach. 

 

13. AUTO NON-PRECISION 

LOCALIZER APPROACH 

(B-L) Travis App: 126.6

ATIS and WX. 

 

14. AUTO MISSED APPROACH (B-L) 

Direct a go-around. Reset for one more 

approach and auto missed approach as 

required.

 

15. ILS MANUAL APPROACH 

(FLIGHT DIRECTOR OFF) 

(B-L) Provide vectors to final or reset to 

8 NM final. 

 

16. LANDING, FULL STOP (REVERSE 

THRUST) 

(B-L) 

Pilot Seat Change (A-L, B-R) 

Reset GW to Initial Conditions, 400,000 GW

 ATIS: 116.4 / 384.9 

“Travis AFB Information BRAVO 

____Z. The weather is better than 

5,000 and 5, temperature 35°C, dew 

point 10°C, wind 190 at 12, altimeter 

30.02, pressure altitude minus 29'. 

Expect ILS approach Runway 21R. 

Advise on initial contact you have 

Information BRAVO.”

CLNC DEL: 127.55 / 335.8 

"_____ Heavy cleared to Travis AFB, 

WAPEX-ONE Departure, Williams 

Transition, as filed. Maintain 6,000, 

expect 15,000 ten minutes after takeoff. 

Departure Control frequency 126.6 or 

306.9, Squawk 2231." 

 

17. FULL STOP TAXIBACK 

 

18. TAKEOFF, INITIAL (A-L) TWR: 120.75/254.4

“________ Heavy cleared for Takeoff.” 

 

19. STANDARD INSTRUMENT 

DEPARTURE 

(A-L) 

 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-11 01 JUL 13 

TRAINEE ACTIONS INSTRUCTOR NOTES 

 

20. AFTER TAKEOFF/CLIMB/CRUISE (A-L) 

21. VERTICAL “S” MANEUVER Practice Turns 

Vertical “S” Delta Maneuver (A-L; B-R) 

Allow both students to practice. 

 

22. ENROUTE DESCENT (A-L) Provide vectors for descent to a 

coupled LOC approach. 

 

23. AUTO NON PRECISION 

LOCALIZER APPROACH 

(A-L) Travis App: 126.6 

ATIS and WX. 

 

24. AUTO MISSED APPROACH (A-L) 

Direct a go-around. Reset for one more 

approach and auto missed approach 

as required.

 

25. ILS MANUAL APPROACH 

(FLIGHT DIRECTOR OFF) 

(A-L) Provide vectors to final or reset to 8 

NM final. 

 

26. LANDING, FULL STOP (REVERSE 

THRUST) 

(A-L) 

 

27. AFTER LANDING (A-L, B-R) 

 

28. PARKING – ENGINE SHUTDOWN (A-L, B-R) 

 

29. LEAVING AIRCRAFT (A-L, B-R) 

 
KC-10 Aircrew Training System 

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THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-13 01 JUL 13 

***THE ACCURACY OF THIS AFMSS/PFPS COMPUTER FLIGHT PLAN DEPENDS UPON THE ACCURACY *** 

*****OF THE NIMA NAVIGATIONAL DATA BASE, THE WEATHER DATA BASE, AND USER INPUT.****** 

*******************AIRCREWS ARE RESPONSIBLE FOR FUEL REQUIREMENTS ******************* 

**********************AND THE ROUTE OF FLIGHT THEY FILE AND FLY********************** 

RTE NAME:X:\Biennial Reviews\PIQ\Misc Suppor CFPS VERSION:4.2 

FLIGHT PLAN CREATED: 22 MAY 13 NIMA DAFIF EFF DATE: 2 JUL 09 

┌─────────────┬───────────────────────────────┬────────────────────────────────────────────────┐

│MISSION C/S │CLEARANCE │Takeoff Time(Z): 00:00 Oper Wt: 250000 │

│ │ │Land Time (Z) : 00:57 Cargo Wt: 0 │

├─────────────┤ │Sched Duration : +57 Ramp Fuel: 150000 │

│ACFT TYPE │ │FOB/RES : 06+15 Total GW: 400000 │

│ KC-10A │ │WARP Drag Index: 0.00 Ldg Fuel: 128388 │

│ │ │Total Dist(nm): 362.2 Climb Winds: │

│ │ │ L/O Winds: │

├─────────────┴───────────────────────────────┴────────────────────────────────────────────────│

│AR TRACK: ARCT: │

│UHF PRI: UHF SEC: │

│BCN: TACAN: │

│A/R ALT: │

│AVAIL BLK: │

├──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┤

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ DRIFT │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 1 KSUU 21R/RW │213 │ │ +15C │ │ │00+00 │396000 │ │

│ TRAVIS AFB │213 │ 1 │ 53M│ │0 │00:00 │ 4000 │ │

│N 38 15.818 W121 55.719 │227 │ 1 │ │ │0.00 │00:00 │ 146000│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 2 TEALL/W │215 │ │ +2C │N/A │ │00+02 │394612 │ │

│ TEALL │215 │ 7 │ 6567M│N/A │0 │00:02 │ 1388 │ │

│N 38 10.635 W122 03.111 │229 │ 8 │ N/A │N/A │0.00 │00:02 │ 144612│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 3 WAPEX/W │344 │ │ -14C │N/A │ │00+03 │392386 │ │

│ WAPEX │344 │ 17 │14417M│N/A │0 │00:05 │ 2226 │ │

│N 38 27.702 W122 03.973 │358 │ 25 │ N/A │N/A │0.00 │00:05 │ 142386│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .level off │349 │ │ -23C │N/A │ │00+02 │391354 │ │

│ │349 │ 11 │19000M│N/A │0 │00:06 │ 1032 │ │

│N 38 39.010 W122 03.254 │003 │ 36 │ N/A │N/A │0.00 │00:06 │ 141354│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 4 ILA/R 091X │349 │ │ -23C │325 │ │00+04 │390252 │ │

│ WILLIAMS 114.40 │349 │ 25 │19000M│425 │0 │00:10 │ 1102 │ │

│N 39 04.269 W122 01.633 │003 │ 61 │ .69 │425 │0.00 │00:10 │ 140252│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 5 FMG/R 126X │061 │ │ -23C │325 │ │00+16 │385306 │ │

│ MUSTANG 117.90 │061 │ 114 │19000M│425 │0 │00:26 │ 4946 │ │

│N 39 31.876 W119 39.364 │075 │ 175 │ .69 │425 │0.00 │00:26 │ 135306│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .descent pt │202 │ │ -23C │325 │ │00+14 │380870 │ │

│ │202 │ 103 │19000M│425 │0 │00:40 │ 4436 │ │

│N 38 07.777 W120 54.811 │215 │ 278 │ .69 │425 │0.00 │00:40 │ 130870│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 6 ECA/E 107X │201 │ │ -12C │N/A │ │00+04 │380498 │ │

│ MANTECA 116.00 │201 │ 22 │13466M│N/A │0 │00:44 │ 372 │ │

│N 37 50.016 W121 10.283 │215 │ 299 │ N/A │N/A │0.00 │00:44 │ 130498│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 7 SAC/R 099X │320 │ │ +9C │N/A │ │00+08 │379793 │ │

│ SACRAMENTO 115.20 │320 │ 41 │ 3000M│N/A │0 │00:52 │ 705 │ │

│N 38 26.625 W121 33.099 │334 │ 340 │ N/A │N/A │0.00 │00:52 │ 129793│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 8 SUU/T 113X │224 │ │ +15C │250 │ │00+05 │378388 │ │

│ TRAVIS │224 │ 22 │ 74M│250 │0 │00:57 │ 1405 │ │

│N 38 14.733 W121 56.704 │238 │ 362 │ .38 │250 │0.00 │00:57 │ 128388│ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 4.2
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-14 01 JUL 13 

FOR TRAINING USE ONLY
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-15 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

PIQ/FIQ-T604-IG 1-66-16 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T307-IG 1-67-1 01 OCT 10 

FTD-307 

FE Interior Inspection

I. Purpose – The purpose of this FTD mission is to allow continued practice of 

the FE’s Exterior/Interior Initial Inspection and the FE’s Interior Inspection.

II. Duration – 2.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Flight Training Device 

B. T.O. 1C-10(K)A-1 

C. T.O. 1C-10(K)A-1CL-2 

V. Student Preparation/Review 

A. T.O. 1C-10(K)A-1 

1. Section IV, Normal Procedures 

a. FE’s Exterior/Interior Initial Inspection 

b. FE’s Interior Inspection 

VI. Instructor Preparation 

A. Review profile 

B. Review FE’s Exterior/Interior Initial Inspection 

C. Review FE’s Interior Inspection 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T307-IG 1-67-2 01 OCT 10 

Objectives

Training objectives practiced during this training mission:

1. Perform Equipment Operation 

2. Perform FE’s Exterior/Interior Initial Inspection Procedures 

3. Perform FE’s Interior Inspection Procedures 

4. Perform Fuel Management and Conservation Procedures 

Profile

Instructor may vary profile to meet student needs. 

1. FE’s Exterior/Interior Initial Inspection 

2. FE’s Interior Inspection 

Mission Briefing 

1. Briefing: While in the FTD brief the procedures to be accomplished during this 

FTD period. 

Note: Other normal procedures checklists may be discussed or introduced time 

permitting.
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T307-IG 1-67-3 01 OCT 10 

ACTIVATE FTD MISSION 307 LESSON PLAN

FLIGHT TRAINING DEVICE

FTD SETUP INFORMATION

Clear all malfunctions. 

INITIAL CONFIGURATION/CONDITIONS

CONFIGURATION:

Fuel Load 190.0 Takeoff 

Gross Wt: 440.0 Takeoff 

Set at Travis AFB (KSUU) Runway 21R or McGuire AFB (KWRI) Runway 06. 

Set on Heading 210°



for Travis or 06° for McGuire 

ENVIRONMENTAL CONDITIONS:

Wind 210/20 for Travis and 060/20 for McGuire. 

Temp 25°C 

Altimeter 29.92 

Rough Runway 2 

THE INSTRUCTOR MAY DEMONSTRATE EACH EVENT OR GUIDE THE 

STUDENTS THROUGH IT.

TRAINEE ACTIONS INSTRUCTOR NOTES

 

1. FE’s EXTERIOR/ INTERIOR 

 INITIAL INSPECTION

Accomplish appropriate procedures.

 Ref: _________ 

Review procedures, demonstrate/

discuss and or assist as required. 

 

2. FE’s INTERIOR INSPECTION

 Accomplish appropriate procedures.

 Ref: _________ 

Review procedures, demonstrate and or

assist as required 

 

Other normal procedures checklists may be discussed or introduced and graded 

time permitting. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-T307-IG 1-67-4 01 OCT 10 

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KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-1 01 JUL 13

FMS Mission Exercise (McGuire) 

Instructional Format 

I. Purpose - Only McGuire students take this FET lesson. Travis students 

take the F857 lesson, which includes a Travis scenario. This exercise allows 

the student the opportunity to practice FMS operations in a mission type 

scenario. In addition to practicing those actions that the student will normally 

accomplish such as preflight and remote ranging, this exercise provides the 

opportunity to observe and monitor certain functions of the FMS. To do this, the 

student will perform specific actions normally accomplished by the Pilots. They 

include the Direct-to function, holding, and the addition and deletion of specific 

waypoints. Remember, these actions directly affect the flight path of the aircraft.

II. Duration - 2.0 hours

III. Reference Materials 

A. FMS Mission Exercise (McGuire) Instructor Guide 

IV. Equipment and Materials 

A. Learning Center CBT Computer with FET Desktop Icon 

B. FMS Mission Exercise (McGuire) Instructor Guide 

C. FMS CDU Page Flow Diagram 

V. Instructor Preparation/Review 

A. None 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-2 01 JUL 13

Objectives 

1. Perform FMS Initialization. 

2. Perform FMS preflight tasks. 

3. Perform holding procedures. 

4. Perform data-for procedures. 

5. Perform management of active flight plan. 

6. Perform Remote Ranging. 

7. Perform Alternate flight planning. 

8. Perform FMS approach tasks. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-3 01 JUL 13

FMS Emulation Trainer (FET) 

Introduction

The Flight Management System Emulation Trainer (FET) provides the student with 

additional training prior to encountering the FMS in the simulator or aircraft. The FET is 

a part-task trainer with computer simulation emulating Control Display Unit (CDU) 

operation. A flight map and Electronic Horizontal Situation Indicator (EHSI) display 

provide a visual reference of what occurs in the physical environment during FMS 

operation. 

FET exercises reinforce procedures learned in the CBT lessons and present the student 

with self-paced activities on the Flight Management System. The Student Guide 

includes the steps that direct you through the scheduled exercise activities. If your 

student is from Travis, complete the FMS Mission Exercise (Travis) scenario. If your 

student is from McGuire, complete the McGuire scenario. This exercise profile allows 

the student to step through the scenario and check off the tasks as they are completed. 

Be sure you are available to assist the student, as necessary. The student should use 

the FMS CDU Page Flow diagram as a reference for FMS CDU operations. 

FET OVERVIEW

The FET is a desktop computer simulation of the FMS-800 CDU with fully functional 

keys. The FET allows the student to view flight progress with a flight map or an EHSI in 

the map mode. The FET will help the student to master the pages and functions of the 

FMS-800 and EHSI prior to running a full scenario or actual use in the simulator or 

aircraft. 

The FET uses a slightly different database than the aircraft and simulator. For instance, 

when the student loads a Standard Instrument Departure or Standard Terminal Arrival 

into your flight plan, the FET may have more or less waypoints than the aircraft or 

simulator database. Remember, the FET is meant to be an instructional device that 

reinforces basic functions of the FMS-800, not a complete Flight Management System. 

EMULATOR ENVIRONMENT

The FET work space is divided into CDU, flight map window (or optional EHSI map), 

and simulation control windows. 

1. CDU: All buttons are active to touch except the brightness knob. The CLEAR

key blanks the entire scratchpad if held depressed. Interaction with other aircraft 

components through the CDU, such as the GPS, is simulated at a basic level. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-4 01 JUL 13

2. FET Exit: Exiting the FET program through the File menu returns you to the 

Windows desktop. 

3. Flight Map: The aircraft can fly anywhere on or off the flight map. The flight map 

is used to display course legs, waypoints, VOR rings, and airport identifier 

symbols with 20nm rings—all of which are part of the flight plan. Points not on 

the flight plan are not shown. As the aircraft moves, it leaves a history track. 

Each of these display items can be toggled to draw, or not, through the Plot

dropdown menu. Also on the Plot menu is a choice between displaying the 

waypoint number or its name. 

4. Map Scale and Centering: The map scale is the distance from top of map to 

bottom. It can be adjusted through the simulation controls at the lower edge of 

the FET window. The default is 20nm, but can be changed by clicking the button 

for another range. 160nm is usually a good working distance. 

While running the simulation, the aircraft moves toward the edge of the window. 

Click anywhere on the flight map to center the point clicked. Pressing the 

“Center on AC” button does a one-time centering of the aircraft. Toggle the 

“Auto on AC” box to X (the default) to keep the aircraft from flying out of the map 

window. “Center on WP” places the active waypoint in the center of the map. 

5. EHSI and EHSI Control Panel: Click on the MAP/EHSI button to select the EHSI 

display. The EHSI "map" and "map-arc" modes are available and normal range 

selections are possible by moving the cursor over the Mode-Range knob on the 

EHSI Control Panel. The Cursor, Cursor Reset, Data, and NAV controls are also 

functional. 

6. INU Mode Selector Units: For start up checklist tasks, the three INU controls are 

simulated through three banks of buttons below the CDU. It is recommended to 

select each button in turn for each CDU on start up. Skipping from OFF to NAV

does not align the INUs. 

MACHINE STATES

The “state” of the FET is reported in a small window just below the CDU, to the left of 

the simulated mission time. The state of the machine depends on factors such as the 

Freeze/Run buttons below the CDU. 

1. Initialization. The FET starts up and remains in the Initialization state until Run

is selected. During initialization, the CDU is fully functional and the aircraft is 

considered to be on the ground. The ‘Initialization’ state is reached again when 

the aircraft passes the last waypoint in the flight plan. 

2. Run. Selecting the Run button activates the aircraft on the flight map. It is 

considered immediately airborne. You can control the rate at which time passes 

during RUN by selecting an acceleration factor in the lower left of the FET work 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-5 01 JUL 13

space. Be careful of the higher acceleration factors—it is easy to get behind the 

aircraft and miss timely performance of the FET mission tasks. 

3. Freeze. During Freeze, CDU control is frozen and the mission stops, but the 

flight map operates in the normal manner. To examine various CDU pages while 

frozen, you need to toggle back to Run to select another page. The Start 1 LS2 

FREEZE selection has nothing to do with the FET Freeze state. 

CONTROLLING THE AIRCRAFT

1. Flight Director: All aircraft control is managed through the CDU FMS 800 pages. 

The autopilot is engaged, and “FMS Track” is your selected flight mode. 

2. Fuel Expenditure: You cannot directly control airspeed, altitude or bank angle 

(set at 25E, variable during patterns), but you never run out of fuel. 

OPERATIONAL TIPS

1. If the student is just practicing, the GPS does not need initialization nor do the 

INUs need aligning for the FET to operate. 

2. Whatever is entered on the initial position page becomes the default for the next 

person who uses the FET. 

3. When using the FET map, the cursor position can be used to do quick and dirty 

remote ranging by holding the right button down while the cursor is on the map. 

As the student slides the cursor around, a range circle appears on the map. 

Corresponding range and bearing readouts appear in the “Cursor Position” 

window below. 

4. A flight plan the student built or modified can be copied waypoint by waypoint 

through the scratchpad and inserted into the alternate flight plan for saving. 

5. If the student builds an alternate flight plan, he/she can save it to the catalog and 

reload it at a later session. Only flight plans 09 through 40 can be saved. 

6. Winds entered for each waypoint become “active” when that waypoint is active. 

Crosswind/tailwind is reported on the position page. 

7. Acceleration of the mission time affects all CDU pages and the mission clock. 

While using the FET, the student can actually control the passage of time, but 

only in the forward direction. 

8. Freely change the map scale as you fly holding patterns, approaches, etc.. 

9. Do not forget the Clear History selection on the Plot menu, which erases your 

aircraft’s track from the flight map. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-6 01 JUL 13

10. The Mag/True toggle buttons below the Freeze/Run buttons are provided in case 

a scenario requires the reference to be switched. 

11. To shortcut your way back to the Initialization state, perform a DIR to the last 

flight plan waypoint. If the student wants this to occur where you started, copy 

the ‘00' coordinates to the last waypoint before DIR To. 

START UP

To run the FET on a Learning Center computer, use the following steps: 

1. Log into the computer with your ID and Password. 

2. Double click on the FET shortcut icon located on the computer desktop. 

3. Click OK after entering the desired airfield identifier. 

4. You are now ready to begin training on the FET. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-7 01 JUL 13

Mission (McGuire) Scenario 

Higher Headquarters Directed (HHD) mission from McGuire AFB to Denver 

International Airport, CO. Tanker and receiver refueling will be conducted enroute. 

Receiver refueling will be conducted on AR-203-SW and tanker refueling on AR-313-N. 

T PROCEDURE

Scenario 

Study Guide 

Reference

PRE-DEPARTURE 

Check Initial Position coordinates (N40°00.935 W074°35.502). 1 

MSUs - Standby 2 

FMS Initialization. 

a. Verify FMS Software Version. 

b. Verify position, time, date, and GPS reference datum. 

c. Clear all messages on annunciation line. 

d. Initialize GPS. 

3 

MSUs - Align 

a. Enter Initial Position coordinates (N40°00.9 W074°35.6) 

b. Select ALIGN (MSUs 1, 2, & 3) 

c. Press DTK-STS, observe countdown. 

d. Select ICAO database. (DB B KC-10)

4 

RADIO MASTER POWER - ON. 5 

Configure TACAN and ADF. 

a. Nav radio page 1 - ADF - 396.9, TCN1 - 43X. 

b. Nav radio page 2 - ADF - 396.9, TCN2 - 85Y, mode – 

BCNINV.

6 

Load and edit the MCGUIRE1 alternate flight plan. 

a. Load the MCGUIRE1 flight plan. 

b. Edit alternate flight plan. Delete AR-203-SW, add AR-111-W

c. Add RVIP and NAV checkpoint. 

d. Replace the current flight plan. 

e. Add the Point Pleasant departure to the flight plan. 

f. Renumber the flight plan. 

7 

Check flight plan waypoints for accuracy. Compare waypoints to 

Figure 6 and the Waypoint List. 8 

MSUs - NAV 9 

Access Position page to monitor for windshear during takeoff. 10 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-8 01 JUL 13

T PROCEDURE

Scenario 

Study Guide 

Reference

Press RUN on the FET Control Panel to begin mission. 11 

CLIMB 

Compare data on Pilot PSN, Copilot PSN, STR, and FPLN pages. 12 

After HTO, 'FREEZE' the FET and compare display with Figure 8, 

then press RUN. 13 

ENROUTE 

Tanker is late, prepare to HOLD at RVIP 

a. Attach hold at RVIP. 

b. Monitor Hold Entry wpt 04 hold page. 

14 

Refueling is canceled. Proceed direct to N37°00°W088°28° (wpt 05) 15 

After passing wpt 05, determine ETA to the RVCP for AR-313-N, 

N33°49°W094°25° (WPT 10), using remote ranging. 16 

After passing wpt 06, determine time to go, bearing, and distance 

to the active waypoint using the STR function key. 17 

After passing waypoint 07: 

a. Determine time and distance from present position direct to 

wpt 10. 

b. Determine time and distance from present position to wpt 10

via flight plan.

18 

Determine time and distance to KTIK from wpt 12. 19 

Receiver is canceled. Recover at Tinker AFB. 

a. Add MLC, TUL & KTIK to flight plan. 

b. Renumber the flight plan. 

c. Delete all waypoints after KTIK. 

20 

DESCENT 

Add SWO as IAF at KTIK. 21 

APPROACH 

Set Baroset to 30.00. 22 

Monitor the Position page for windshear during the approach and 

come to a full stop landing. The FET mode becomes 

'Initialization' and the aircrafts stops. 

23 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-9 01 JUL 13

Mission (McGuire) Mission Data

THE ACCURACY OF THIS AFMSS/PFPS COMPUTER FLIGHT PLAN DEPENDS UPON THE ACCURACY OF THE NIMA NAVIGATIONAL 

DATA BASE, THE WEATHER DATA BASE, AND USER INPUT. AIRCREWS ARE RESPONSIBLE FOR FUEL REQUIREMENTS AND 

RTE NAME:E:\PFPS\data\Routes\FET1M.rte CFPS VERSION:3.2 

FLIGHT PLAN CREATED: 1 MAR 1 NIMA DAFIF EFF DATE:28 DEC 0 

┌─────────────┬───────────────────────────────┬────────────────────────────────────────────────┐

│MISSION C/S │CLEARANCE │Takeoff Time(Z): 23:26 Oper Wt: 250000 │

│ │ │Land Time (Z) : 07:08 Cargo Wt: 0 │

├─────────────┤ │Sched Duration : 07+39 Ramp Fuel: 200000 │

│ACFT TYPE │ │FOB/RES : 06+22 Total GW: 450000 │

│ KC-10A │ │WARP Drag Index: 0.00 Ldg Fuel: 70235 │

│ │ │Total Dist(nm): 2153.8 Climb Winds:270/035 │

│ │ │ L/O Winds:040/010 │

├─────────────┴───────────────────────────────┴────────────────────────────────────────────────│

│AR TRACK: AR313 N ARCT: 03:45 │

│UHF PRI: 352.6 UHF SEC: 260.2 │

│BCN: 2/1 N/A TACAN: 50/113 │

│A/R ALT: 8000 MSL │

│AVAIL BLK: Between FL180 & FL220 │

├──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┤

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ DRIFT │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 1 KWRI/A │360 │ │ +15C │ │ │00+03 │446000 │ │

│ MC GUIRE AFB │360 │ 8 │ 133M│ │0 │23:26 │ 4000 │ │

│N 40 00.9 W074 35.6 │347 │ 8 │ │ │0.00 │00:00 │ 196000│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 2 GXU/R058005 043X │145 │ │ +3C │254 │040/010 │00+02 │445552 │ │

│ MC GUIRE 110.6 │143 │ 7 │ 6000M│277 │-2 │23:31 │ 448 │ │

│N 40 04.0 W074 31.0 │132 │ 15 │ .43 │277 │0.00 │00:02 │ 195552│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 3 DIXIE/W │096 │ │ +3C │254 │040/010 │00+04 │444490 │ │

│ DIXIE │094 │ 16 │ 6000M│277 │-1 │23:35 │ 1062 │ │

│N 40 05.9 W074 09.8 │083 │ 32 │ .43 │269 │0.00 │00:05 │ 194490│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 4 GAMBY/W │125 │ │ +3C │254 │040/010 │00+03 │443558 │ │

│ GAMBY │123 │ 15 │ 6000M│277 │-2 │23:38 │ 932 │ │

│N 40 00.4 W073 52.1 │112 │ 46 │ .43 │273 │0.00 │00:08 │ 193558│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 5 MANTA/W │126 │ │ +3C │254 │040/010 │00+04 │442521 │ │

│ MANTA │124 │ 16 │ 6000M│277 │-2 │23:41 │ 1037 │ │

│N 39 54.1 W073 32.5 │112 │ 62 │ .43 │273 │0.00 │00:12 │ 192521│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .level off │056 │ │ -37C │N/A │250/050 │00+09 │436318 │ │

│ │052 │ 66 │26000M│N/A │-4 │23:51 │ 6203 │ │

│N 40 43.0 W072 33.9 │042 │ 129 │ N/A │N/A │0.00 │00:21 │ 186318│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 6 HTO/R 083X │057 │ │ -37C │325 │250/050 │00+02 │435686 │ │

│ HAMPTON 113.6 │054 │ 17 │26000M│472 │-3 │23:53 │ 632 │ │

│N 40 55.1 W072 19.0 │043 │ 145 │ .79 │516 │0.00 │00:23 │ 185686│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 7 CSN/R 110X │258 │ │ -37C │325 │250/050 │00+41 │422249 │ │

│ CASANOVA 116.3 │259 │ 291 │26000M│472 │1 │00:34 │ 13437 │ │

│N 38 38.5 W077 51.9 │244 │ 436 │ .79 │422 │0.00 │01:05 │ 172249│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 8 HVQ/R210040 121X │267 │ │ -37C │325 │250/050 │00+30 │412686 │ │

│ CHARLESTON 117.4 │266 │ 210 │26000M│472 │-1 │01:04 │ 9563 │ │

│N 37 45.3 W082 09.1 │257 │ 646 │ .79 │422 │0.00 │01:34 │ 162686│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 9 IIU/R123085 095X │261 │ │ -38C │325 │250/050 │00+14 │408364 │ │

│ LOUISVILLE 114.8 │260 │ 97 │27000M│479 │0 │01:17 │ 4322 │ │

│N 37 18.1 W084 06.3 │254 │ 743 │ .80 │429 │44.00 │01:48 │ 158364│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│10 BNA/R055065 088X │252 │ │ -40C │290 │250/050 │00+12 │404420 │ │

│ NASHVILLE 114.1 │252 │ 79 │28000M│438 │0 │01:29 │ 3944 │ │

│N 36 47.1 W085 36.5 │247 │ 821 │ .74 │388 │44.00 │02:00 │ 154420│ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 3.2 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-10 01 JUL 13

┌──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┐

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│11 BNA/R271042 088X │251 │ │ -40C │290 │250/050 │00+16 │399332 │ │

│ NASHVILLE 114.1 │251 │ 102 │28000M│438 │0 │01:45 │ 5088 │ │

│N 36 07.3 W087 32.9 │248 │ 923 │ .74 │388 │44.00 │02:16 │ 149332│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│12 MEM/R046044 122X │249 │ │ -40C │290 │250/050 │00+15 │394677 │ │

│ MEMPHIS 117.5 │250 │ 94 │28000M│438 │0 │02:00 │ 4655 │ │

│N 35 30.9 W089 19.6 │248 │ 1017 │ .74 │388 │0.00 │02:30 │ 144677│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .onload │248 │ │ -40C │290 │250/050 │00+00 │424677 │ │

│ 30000 lbs │248 │ 0 │28000M│438 │0 │02:00 │ 0 │ │

│N 35 30.9 W089 19.6 │248 │ 1017 │ .74 │388 │0.00 │02:30 │ 174677│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│13 AEX/R 108X │213 │ │ -37C │325 │250/050 │00+42 │411229 │ │

│ ALEXANDRIA 116.1 │217 │ 301 │26000M│472 │4 │02:42 │ 13448 │ │

│N 31 15.4 W092 30.0 │213 │ 1318 │ .79 │431 │0.00 │03:12 │ 161229│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .descent pt │317 │ │ -37C │325 │250/050 │00+03 │410218 │ │

│ │312 │ 24 │26000M│472 │-6 │02:45 │ 1011 │ │

│N 31 33.8 W092 48.0 │320 │ 1342 │ .79 │452 │0.00 │03:15 │ 160218│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│14 AR313N IP 121X │317 │ │ -1C │N/A │250/050 │00+10 │409442 │ │

│ KEIC/R147030 117.4 │313 │ 59 │ 8000M│N/A │-4 │02:55 │ 776 │ │

│N 32 19.0 W093 33.0 │320 │ 1401 │ N/A │N/A │0.00 │03:26 │ 159442│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│15 AR313N CP 121X │331 │ │ -1C │275 │250/050 │00+20 │403407 │ │

│ KEIC/R327070 117.4 │322 │ 100 │ 8000M│308 │-9 │03:15 │ 6035 │ │

│N 33 49.2 W094 25.4 │334 │ 1501 │ .48 │299 │18.50 │03:46 │ 153407│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .orbit 121X │150 │ │ -1C │275 │250/050 │00+30 │394886 │ │

│ 117.4 │160 │ 0 │ 8000M│308 │9 │03:45 │ 8521 │ │

│N 33 49.2 W094 25.4 │154 │ 1501 │ .48 │299 │18.50 │04:16 │ 144886│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│16 AR313N NC 091X │331 │ │ -1C │200 │250/050 │00+24 │387542 │ │

│ KTUL/R147070 114.4 │318 │ 87 │ 8000M│225 │-13 │04:09 │ 7344 │ │

│N 35 08.2 W095 11.2 │335 │ 1589 │ .35 │214 │18.50 │04:40 │ 137542│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│17 AR313N EX 091X │331 │ │ -1C │200 │250/050 │00+28 │379177 │ │

│ KTUL/R327030 114.4 │318 │ 100 │ 8000M│225 │-13 │04:37 │ 8365 │ │

│N 36 39.0 W096 03.0 │335 │ 1689 │ .35 │215 │0.00 │05:08 │ 129177│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .offload │331 │ │ -1C │200 │250/050 │00+00 │359177 │ │

│ 20000 lbs │318 │ 0 │ 8000M│225 │-13 │04:37 │ 0 │ │

│N 36 39.0 W096 03.0 │335 │ 1689 │ .35 │215 │0.00 │05:08 │ 109177│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .level off │285 │ │ -27C │N/A │250/050 │00+04 │356097 │ │

│ │285 │ 29 │21000M│N/A │0 │04:42 │ 3080 │ │

│N 36 48.9 W096 36.7 │290 │ 1718 │ N/A │N/A │0.00 │05:12 │ 106097│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│18 GCK/R 080X │285 │ │ -27C │250 │250/050 │00+41 │346797 │ │

│ GARDEN CITY 113.3 │279 │ 208 │21000M│341 │-5 │05:23 │ 9300 │ │

│N 37 55.1 W100 43.5 │290 │ 1925 │ .56 │301 │0.00 │05:54 │ 96797 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│19 RYLIE/W │288 │ │ -27C │250 │250/050 │00+11 │344260 │ │

│ RYLIE │282 │ 58 │21000M│341 │-6 │05:35 │ 2537 │ │

│N 38 20.2 W101 49.7 │296 │ 1983 │ .56 │305 │0.00 │06:05 │ 94260 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│20 SELLS/W │287 │ │ -27C │250 │250/050 │00+14 │341226 │ │

│ SELLS │281 │ 70 │21000M│341 │-6 │05:48 │ 3034 │ │

│N 38 49.6 W103 10.1 │295 │ 2053 │ .56 │304 │0.00 │06:19 │ 91226 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│21 PRAGG/W │305 │ │ -25C │250 │250/050 │00+02 │340888 │ │

│ PRAGG │297 │ 8 │20000M│336 │-8 │05:50 │ 338 │ │

│N 38 55.0 W103 17.4 │314 │ 2061 │ .55 │311 │0.00 │06:20 │ 90888 │ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 3.2 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-11 01 JUL 13

┌──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┐

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│22 KIPPY/W │304 │ │ -25C │250 │250/050 │00+03 │340319 │ │

│ KIPPY │297 │ 13 │20000M│336 │-8 │05:52 │ 569 │ │

│N 39 04.3 W103 29.8 │314 │ 2074 │ .55 │311 │0.00 │06:23 │ 90319 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│23 CLEVE/W │304 │ │ -25C │250 │250/050 │00+05 │339307 │ │

│ CLEVE │296 │ 24 │20000M│336 │-8 │05:57 │ 1012 │ │

│N 39 20.7 W103 51.9 │314 │ 2098 │ .55 │311 │0.00 │06:28 │ 89307 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│24 DANDD/W │304 │ │ -23C │250 │250/050 │00+01 │339105 │ │

│ DANDD │296 │ 5 │19000M│331 │-8 │05:58 │ 202 │ │

│N 39 23.9 W103 56.3 │313 │ 2102 │ .54 │305 │0.00 │06:29 │ 89105 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│25 HOKER/W │304 │ │ -7C │250 │010/010 │00+07 │337443 │ │

│ HOKER │305 │ 34 │11000M│293 │2 │06:05 │ 1662 │ │

│N 39 47.3 W104 28.5 │313 │ 2136 │ .46 │287 │0.00 │06:36 │ 87443 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│26 DVV/R 094X │303 │ │ -7C │250 │010/010 │00+02 │336986 │ │

│ MILE HIGH 114.7 │305 │ 9 │11000M│293 │2 │06:07 │ 457 │ │

│N 39 53.7 W104 37.5 │313 │ 2146 │ .46 │287 │0.00 │06:38 │ 86986 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│27 DEN/E 126X │189 │ │ -7C │222 │010/010 │00+01 │336735 │ │

│ DENVER 117.9 │189 │ 5 │11000M│261 │0 │06:08 │ 251 │ │

│N 39 48.8 W104 39.6 │199 │ 2151 │ .41 │271 │0.00 │06:39 │ 86735 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .delay 126X │189 │ │ -7C │222 │010/010 │00+45 │323235 │ │

│ 117.9 │189 │ 0 │11000M│261 │0 │06:53 │ 13500 │ │

│N 39 48.8 W104 39.6 │199 │ 2151 │ .41 │271 │0.00 │07:24 │ 73235 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│28 KDEN/A │344 │ │ +4C │ │010/010 │00+15 │320235 │ │

│ DENVER INTL │344 │ 3 │ 5431M│ │1 │07:08 │ 3000 │ │

│N 39 51.5 W104 40.0 │354 │ 2154 │ │ │0.00 │07:39 │ 70235 │ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 3.2 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-12 01 JUL 13
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-13 01 JUL 13
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-14 01 JUL 13

FLIGHT PROFILE 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-15 01 JUL 13

Mission (McGuire) Scenario Study Guide 

PRE-DEPARTURE 

1. Check Initial Position coordinates. 

 a. Verify/enter airport waypoint KWRI. 

 OR

b. Verify/enter N40°00.935 W074°35.502 in Lat/Long window. 

2. MSUs - STBY 

 a. Select STBY on MSU 1, 2, and 3. 

3. FMS - initialization. 

a. Verify FMS Software version – “XXXXXXXXXXXXX.” 

b. Verify position, time, date and GPS reference datum. If initial position 

coordinates are incorrect, re-enter the coordinates using scratchpad and LS1 or 

LS5. 

NOTE: Items 1-7 are tasks that will normally be accomplished by either the 

Pilots or Flight Engineers prior to the "Before Start” checklist. They do not 

occur in the same sequence as described in your tech order, but are arranged 

to allow practice moving from one page to another. Accomplish all tasks 

regardless of crew position to gain familiarity with CDU operations. 

< Press STAT function key. 

< Select CDU3 GOÆ (LS7). 

< Verify VSN XXXXXXXXXXXXXXX. 

LSteps

LSteps < Press IDX function key. 

< Select START (LS1). 

Figure 1. Start 1 Position/Time Page

[N40°00.935 W074°35.502]

 start 1 psn / time 

→ FREEZE UTC DISPLAY ←

DA/MO/YR UTC 

[01/ 05/ 01] [1022 : 35] 

<< √ inu1 >> 

WGS-84 

3 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-16 01 JUL 13

c. Review/clear all annunciation line messages. Press CLR key until all messages 

are cleared. 

d. Access the Start 2 page (scroll vertical) and initialize the GPS (LS1). 

4. MSUs - ALIGN 

a. Enter Initial Position coordinates on INU1 Control page. 

 b. Select ALIGN (MSUs 1, 2, and 3). 

 c. Press DTK-STS (LS1) to observe the beginning of status countdown on line 4. 

 d. Return to the start pages and select the appropriate ICAO database cartridge. 

INAV

INU 3

INAV

INU 2

INAV

INU 1

INAV

INU

CONTROL

PAGE

UPDATE

PAGE

< Access INU1 INAV page (---1). 

< Scroll laterally to INU Control page.

Press LS4 INU CONTROL 

< Press LS2 (adjacent to POSITION). 

< Enter initial position latitude in the 

 scratchpad (N4000.9). 

< Press the line select key adjacent to 

ENTER (LS6). 

< Enter initial position longitude in the 

 scratchpad (W07435.6). 

< Press the line select key adjacent to 

 ENTER (LS6).

< Clear the scratchpad before continuing. 

LSteps

Figure 2. INU Control Page Access

< Press IDX function key. 

< Press LS1, START. 

< Vertical scroll to “start 3 database”. 

< Select DB B KC-10 as the ICAO 

 database. 

< Vertical scroll to “start 4 mission”. 

< Select MSN A for the mission data 

 cartridge to be used. 

LSteps

NOTE: In the aircraft this procedure is normally performed on all three CDUs 

and their associated INUs. Only CDU 2 can enter present position into INU 2, 

and only CDU 3 can set INU 3. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-17 01 JUL 13

5. RADIO MASTER POWER - ON 

6. Configure TACAN and ADF. 

 a. Access Navigation Radio page 1 (NAV Function Key). 

 (1) Tune ADF1 to 396.9 (LS5). 

 (2) Change mode (LS6) to ANT and back to ADF. 

 (3) Set TACAN1 to 43X (LS7). 

 (4) Verify TR mode (LS8). 

(5) Copy ADF1 frequency into scratchpad (LS5). 

 b. Access Navigation Radio Page 2 (lateral scroll). 

 (1) Paste ADF1 frequency (396.9) into ADF2 (LS5). 

 (2) Change mode (LS6) to ANT and back to ADF. 

 (3) Set TACAN2 to 85Y (LS7). 

 (4) Set mode to BCNINV. 

7. Due to weather in the area, refueling in AR-203-SW is canceled. Refueling will now 

take place in AR-111-W. Edit the alternate flight plan by deleting AR-203-SW from 

the MCGUIRE1 flight plan and adding AR-111-W. 

a. Access Start 5 Flight Plan/Load. 

LStep < Access Master Power page through IDX.

< Select POWER LS6. 

< Turn on all navigation radios with LS5. 

NOTE: In the aircraft, you continue to update the TACAN and ADF for navigation 

backup. Because of time constraints, this is not done with the FET. You may, 

however, enter new TACAN channels and ADF frequencies as time permits. 

LStep < Press IDX function key. 

< Press LS1 

< Vertical scroll to “start 5 fpln/load”. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-18 01 JUL 13

INDEX 1

IDX

START1

PSN/TIME

START 2

NAV/INIT

START 3

DATABASE

START 4

MISSION

START 5

FPLN/LOAD

 b. Access Alternate Flight Plan Catalog (ALTN CATLG) page on LS6. SELECT 

 ALTN LOAD appears in scratchpad. 

 c. Select MCGUIRE1 (LS3). After load, compare your CDU to sample display in 

figure 4. 

Figure 3. Start 5 Flight Plan/Load Page Access 

Figure 4. Start 5 Flight Plan/Load Page 

 

 start 5 fpln/load 

[MCGUIRE1] ALTN CATLG→ 

fltplan.cr 

→ERASE FPLN REPLACE←

→ERASE FLT/DATA LOAD←

 3 [ ]
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-19 01 JUL 13

d. Change AR-203-SW to AR-111-W by editing the Alternate Flight Plan. 

e. Delete AR-203-SW. Use Minus key and LS key next to each waypoint.) 

RVIP N37°44 W082°09 (wpt 04)

RVCP N37°18 W084°06 (wpt 05)

CK PT N36°47 W085°37 (wpt 06)

CK PT N36°28 W086°36 (wpt 07)

CK PT N36°09 W087°33 (wpt 08)

EAR N35°33 W089°18 (wpt 09)

f. Add AR-111-W (RVCP and EAR point) after CSN. 

g. Add N36°56 W086°23 (RVIP) as wpt 04 and NAV checkpoint N36°50 W090°11 as 

waypoint 06 (Figure 5). 

< Press EDIT function key. 

< Press LS1 (ALTN FPLN). 

< Select LS4 (WAYPOINTS). 

LSteps

NOTE: After deleting RVIP (wpt 04), the RVCP (wpt 05) will move up to become 

waypoint 04. 

LSteps < Type AR-111-W in scratchpad. 

< Press the line select key after CSN. 

< RVCP and EAR appear in waypoints 

 list after CSN. 

Figure 5. Alternate Flight Plan Page 

03 CSN →

altn fpln wpts 

04 N36°56 W086°23 →

05 N37°00 W088°28 P →

06 N36°50 W090°11 →

 [ ] ↔
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-20 01 JUL 13

h. REPLACE current flight plan with alternate flight plan and confirm. 

 i. Add the Point Pleasant (PTPL4) departure to the flight plan. 

j. Renumber flight plan. 

LSteps < Press EDIT function key. 

< Press LS1 (ALTN FPLN). 

< Select LS3 (REPLACE FPLN) and 

 confirm LS3. 

< Press EDIT function key. 

< Select LS6 (SIDS). 

< Type KWRI in scratchpad. 

< Press LS1 to access SIDS. 

< Press LS3 for PTPL4. 

< Select LS7 for RW24. 

< Press LS5 to select transition. 

< Press LS4 to select HTO. 

< Press LS7 to insert flight plan. 

< Press LS3 to insert SID before HTO. 

< Removed (DISCONTINUITY 02) by 

 entering a minus (-) in scratchpad and 

 pressing the LS3. 

< Scroll down to wpt 05 (HTO). 

< Remove HTO by entering minus (-) in 

 scratchpad and pressing the line select 

 key adjacent to HTO. 

LSteps

NOTE: The SID points are added based on the FMS 800 database stored in the 

cartridge. A DISCONTINUITY appears whenever a SID is inserted. The 

discontinuity is shown in the flight plan with its associated waypoint number. 

< Press EDIT function key. 

< Scroll to fpln edit 2 page. 

< Press LS5. 

< Press LS5 again to confirm 

renumbering of flight plan. 

LSteps

NOTE: The navigation database is updated often 

and is affected by NOTAMS. If the desired SID is 

not available, skip this step and realize waypoint 

numbering may not correspond with the figures 

in this lesson. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-21 01 JUL 13

8. Check flight plan waypoints for accuracy. 

WAYPOINT LIST 

04 N36°56 W086°23 09 N32°19 W093°33 

05 N37°00 W088°28 10 N33°49 W094°25 

06 N36°50 W090°11 11 N35°08 W095°11 

07 N36°33 W092°12 12 N36°39 W096°03 

08 AEX 13 GCK 

LSteps < Press FPLN function key. 

< Scroll through waypoints. 

< Compare waypoints to Figure 6 and 

 Waypoint List, realizing waypoints 

 may not correspond if the SID did 

not load. 

Figure 6. Flight Plan (First Page) 

CRS [216] ° [OFFST] AUTO: 

↓ ↓ fpln 

01 N40°01 W074°36 →

075/118nm 

02 HTO →

03 CSN →

↓ [ ]
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-22 01 JUL 13

NOTE: The following item is accomplished during the “Before Start” checklist. 

9. MSUs to NAV

a. Access the INU1 Control page (Check status at 02.) 

b. Note status goes to 01. 

10. Access Position page to monitor for windshear during takeoff (PSN Key). 

11. Press RUN on the FET Control Panel to begin the mission. 

CLIMB 

12. During climb out, compare data on the Pilot and Copilot Position (PSN), Steer 

(STR), and Flight Plan (FPLN) pages. 

LSteps < Press INAV function key. 

< Access INU1 INAV page (---1). 

< Press LS4 (INU Control). 

< Set INU1, 2, and 3 to NAV.

NOTE: The following item is accomplished during the “Before Takeoff” checklist. 

Figure 7. Position Page 

NOTE: Autopilot 1 is in CMD and FMS TRACK is annunciated in the FMAs as soon 

as airborne. 

N40°00.933 W074°35.617 

INU1/GPS pilot psn 

TRK 013° VAR W13°

GS 000 TAS 000 

WIND 360°T/0 ↓0 0←

SAT +15° C 

→[ ]
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-23 01 JUL 13

13. After the aircraft crosses HTO and tracks to wpt 03, Press FPLN, FREEZE the FET 

and compare your display with Figure 8, then press RUN. 

 

ENROUTE 

14. Tanker is late; prepare to HOLD at RVIP. 

a. Attach hold at the RVIP, N36°56 W086°23 (left turn, 11⁄2-minute legs). 

EDIT

FPLN

EDIT 1

HOLD

NOTE: Your course and distance information may differ slightly depending on 

when the 'freeze' was initiated. Experiment with the accelerator factors and scale 

while enroute to the RVIP (wpt 04). You may leave these in any mode you desire. 

Figure 8. Flight Plan Page 

< Access Hold page (EDIT, LS5.) 

< Change to LEFT turn (LS2). 

< Change pattern length to 11⁄2 min legs. 

Insert 130 (minutes and seconds) in the

 scratchpad and press LS3. 

< Press LS8 to insert hold in the flight plan. 

The CDU automatically displays Flight Plan

 page.) 

< Press line select key at right or left of 

N36o56 W086o23. 

LSteps

Figure 9. Hold Page Access 

CRS[256]° [OFFST] AUTO: 

↓ ↓ fpln 

03 CSN →

 270°/404nm 

04 N36°56 W086°23 →

05 N37°00 W088°28 →

3 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-24 01 JUL 13

b. Monitor holding entry from the Waypoint 4 Hold page. 

15. Receiver is canceled. Proceed direct N37°00 W088°28 (wpt 05/RVCP). 

16. When passing wpt 05, determine the ETA via the flight plan at the RVCP for AR313-N, N33°49 W094°25 (wpt 10), using remote ranging. 

17. After passing waypoint 06, determine the time to go (TTG), bearing and distance to 

the active waypoint (wpt 07) using the STR function key. 

LSteps < Press FLPN Function Key. 

< Press H (LS6). 

< Press H again (LS6) to display the Hold 

< Press DIR Function Key. 

< Press line select key adjacent to 

 N37o00 W088o28. 

LSteps

< Press DATA Function Key. 

< Press line select key adjacent to 

N33o49 W094o25 (waypoint 10). 

< Toggle LS1 to PPSN VIA FPLN. 

LSteps

Figure 10. Present Position Via Flight Plan 

NOTE: The ETA reflects the projected time of arrival at the RVCP along the 

flight plan path. In the aircraft, check the ETA against the RVCT. 

:PPSN VIA FPLN 

 from-to data 

 10 N33°49 W094°25 →

N33°49.000 094°24.983 

666nm ETE 2:38.1 

 

 ETA 1356:48 

↔ [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-25 01 JUL 13

18. After passing waypoint 07: 

a. Determine the time and distance from present position direct to waypoint 10. 

Figure 11. Pilot Steer Page 

LSteps < Press FPLN Function Key. 

< Press DATA Function Key. 

< Select N33°49 W094°25.

< Toggle LS1 to PPSN Direct. 

Figure 12. Present Position Direct

NOTE: You will see the ETE count DOWN if 'data for' PPSN DIRECT is performed 

with wpt 09 ahead of you. Once past wpt 10 on the way to wpt 07, the ETE will 

count UP. 

:INU1 / GPS CMD GS: - - - 

↓ to ↓ pilot str 

N36°33 W092°12 ETA 2323 

DTK 259° TTG 0:21:55 

TRK 259° 259 / 92.4 

XTK R0.00nm DA: L0.00° 

0 [ ] 

:PPSN DIRECT 

 from-to data 

10 [N33°49 W094°25] 

N33°49.000 W094°24.983 

212° / 191nm ETE 0:45.4 

 

 ETA 1356:48 

↔ [ ]
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-26 01 JUL 13

c. Determine the time and distance from present position to waypoint 10 via the 

flight plan. 

19. The Command Post notifies you that after refueling you are directed to Tinker AFB. 

The Pilot requests time and distance from wpt 12 (EAR) to KTIK. 

L < Toggle LS1 to PPSN VIA FPLN. Step

Figure 13. PPSN VIA FPLN 

LSteps < Press FPLN function key. 

< Press DATA function key. 

< Scroll to and select wpt 13. 

 then 

< Type KTIK in scratchpad. 

< Press line select key next to wpt 13. 

Figure 14. From-to Data 

:PPSN VIA FPLN 

 from-to data 

10 [N33°49 W094°25] 

N33°49.000 W094°24.983 

493nm ETE 1:57.1 

 

 ETA 1356:41 

↔ [ ]

:12 N42°34 W120°49 

 from-to data 

 [KTIK ] 

N35°24.884 W097°23.193 

215°/96.2nm ETE 0:22.8 

 

 ETA 1503:34 

↔ [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-27 01 JUL 13

20. Receiver is canceled. You are to recover at KTIK via McAlester (MLC) and Tulsa 

(TUL). 

 a. Add MLC, TUL, and KTIK to the flight plan after waypoint 09. 

b. Renumber the flight plan. 

c. Delete all waypoints after KTIK.

< Press FPLN. 

< Enter MLC in scratchpad. 

< Insert by pressing line select key adjacent 

 to waypoint 10. 

< Select MLC VORTAC. 

< Repeat steps for TUL and KTIK.

LSteps

LSteps < Press EDIT function key. 

< Scroll to fpln edit 2 page. 

< Press LS5. 

< Press LS5 again to confirm renumbering of 

 flight plan. 

< Type minus (-) in scratchpad. 

< Press line select key next to point to be 

 deleted. 

LSteps

Figure 15. Modified Flight Plan 

10 MLC →

11 TUL → 

12 KTIK → 

 *END 

3 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-28 01 JUL 13

DESCENT 

21. Add SWO as Initial Approach Fix for Tinker AFB. 

APPROACH 

22. Set Baroset to 30.00. 

LSteps < Type SWO in scratchpad. 

< Press line select key next to KTIK. 

< Select key at LS1. 

Figure 16. Selecting the Fix 

Figure 17. Adding the Fix 

LSteps < Press STR function key. 

< Scroll to VNAV STR page. 

< Type 30.00 in scratchpad. 

< Select LS4. 

← SWO-KZ-VOR-DME 108.40 

 select 01-02 / 02 

N36°1327.4 W097°0452.5 

← SWO-KZ-FIX 

N36°1327.4 W097°0452.5 

3 [SWO ] 

11 TUL →

 fpln 

11A SWO →

12 KTIK →

 *END 

3 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-29 01 JUL 13

23. Monitor the Position page for windshear during the approach and come to a full 

stop landing. The FET mode becomes 'Initialization' and the aircraft stops. 

Figure 18. Set Baroset 

Mission Complete 

20000ft 

↓ to ↓ pilot vnav str 

BAROSET [30.00] in: 

3 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-F856-IG 1-68-30 01 JUL 13

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-1 01 JUL 13 

FMS Mission Exercise (Travis) 

Instructional Format 

I. Purpose - Only Travis students take this FET lesson. McGuire students 

take the F856 lesson, which includes a McGuire scenario. This exercise 

allows the student the opportunity to practice with the FMS operations in a 

mission type scenario. In addition to practicing those actions that the student will 

normally accomplish, such as preflight and remote ranging, this exercise 

provides the opportunity to observe and monitor certain functions of the FMS. To 

do this, the student will perform specific actions normally accomplished by the 

Pilots. They include the Direct-to function, holding, and the addition and deletion 

of specific waypoints. Remember, these actions directly affect the flight path of 

the aircraft. 

II. Duration - 2.0 hours

III. Reference Materials

A. FMS Mission Exercise (Travis) Instructor Guide 

IV. Equipment and Materials 

A. Learning Center CBT Computer with FET Desktop Icon 

B. FMS Mission Exercise (Travis) Instructor Guide 

C. FMS CDU Page Flow Diagram 

V. Instructor Preparation/Review 

A. None
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-2 01 JUL 13 

Objectives 

1. Perform FMS Initialization. 

2. Perform FMS preflight tasks. 

3. Perform holding procedures. 

4. Perform data-for procedures. 

5. Perform management of active flight plan. 

6. Perform Remote Ranging. 

7. Perform Alternate flight planning. 

8. Perform FMS approach tasks. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-3 01 JUL 13 

FMS Emulation Trainer (FET) 

Introduction

The Flight Management System Emulation Trainer (FET) provides the student with 

additional training prior to encountering the FMS in the simulator or aircraft. The FET is 

a part-task trainer with computer simulation emulating Control Display Unit (CDU) 

operation. A flight map and Electronic Horizontal Situation Indicator (EHSI) display 

provide a visual reference of what occurs in the physical environment during FMS 

operation. 

FET exercises reinforce procedures learned in the CBT lessons and presents the 

student with self-paced activities on the Flight Management System. The Student 

Guide includes the steps that direct you through the scheduled exercise activities. If 

your student is from Travis, complete the FMS Mission Exercise (Travis) scenario. If 

your student is from McGuire, complete the McGuire scenario. This exercise profile 

allows the student to step through the scenario and check off the tasks as they are 

completed. Be sure you are available to assist the student, as necessary. The student 

should use the FMS CDU Page Flow diagram as a reference for FMS CDU operations. 

FET OVERVIEW

The FET is a desktop computer simulation of the FMS-800 CDU with fully functional 

keys. The FET allows the student to view flight progress with a flight map or an EHSI in 

the map mode. The FET will help the student to master the pages and functions of the 

FMS-800 and EHSI prior to running a full scenario or actual use in the simulator or 

aircraft. 

The FET uses a slightly different database than the aircraft and simulator. For instance, 

when the student loads a Standard Instrument Departure or Standard Terminal Arrival 

into the flight plan, the FET may have more or less waypoints than the aircraft or 

simulator database. Remember, the FET is meant to be an instructional device that 

reinforces basic functions of the FMS-800, not a complete Flight Management System. 

EMULATOR ENVIRONMENT

The FET work space is divided into CDU, flight map window (or optional EHSI map), 

and simulation control windows. 

1. CDU: All buttons are active to touch except the brightness knob. The CLEAR

key blanks the entire scratchpad if held depressed. Interaction with other aircraft 

components through the CDU, such as the GPS, is simulated at a basic level. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-4 01 JUL 13 

2. FET Exit: Exiting the FET program through the File menu returns you to the 

Windows desktop. 

3. Flight Map: The aircraft can fly anywhere on or off the flight map. The flight map 

is used to display course legs, waypoints, VOR rings, and airport identifier 

symbols with 20nm rings—all of which are part of the flight plan. Points not on 

the flight plan are not shown. As the aircraft moves, it leaves a history track. 

Each of these display items can be toggled to draw, or not, through the Plot

dropdown menu. Also on the Plot menu is a choice between displaying the 

waypoint number or its name. 

4. Map Scale and Centering: The map scale is the distance from top of map to 

bottom. It can be adjusted through the simulation controls at the lower edge of 

the FET window. The default is 20nm, but can be changed by clicking the button 

for another range. 160nm is usually a good working distance. 

While running the simulation, the aircraft moves toward the edge of the window. 

Click anywhere on the flight map to center the point clicked. Pressing the 

“Center on AC” button does a one-time centering of the aircraft. Toggle the 

“Auto on AC” box to X (the default) to keep the aircraft from flying out of the map 

window. “Center on WP” places the active waypoint in the center of the map. 

5. EHSI and EHSI Control Panel: Click on the MAP/EHSI button to select the EHSI 

display. The EHSI "map" and "map-arc" modes are available and normal range 

selections are possible by moving the cursor over the Mode-Range knob on the 

EHSI Control Panel. The Cursor, Cursor Reset, Data, and NAV controls are also 

functional. 

6. INU Mode Selector Units: For start up checklist tasks, the three INU controls are 

simulated through three banks of buttons below the CDU. It is recommended to 

select each button in turn for each CDU on start up. Skipping from OFF to NAV

does not align the INUs. 

MACHINE STATES

The “state” of the FET is reported in a small window just below the CDU, to the left of 

the simulated mission time. The state of the machine depends on factors such as the 

Freeze/Run buttons below the CDU. 

1. Initialization. The FET starts up and remains in the Initialization state until Run

is selected. During initialization, the CDU is fully functional and the aircraft is 

considered to be on the ground. The ‘Initialization’ state is reached again when 

the aircraft passes the last waypoint in the flight plan. 

2. Run. Selecting the Run button activates the aircraft on the flight map. It is 

considered immediately airborne. You can control the rate at which time passes 

during RUN by selecting an acceleration factor in the lower left of the FET work 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-5 01 JUL 13 

space. Be careful of the higher acceleration factors—it is easy to get behind the 

aircraft and miss timely performance of the FET mission tasks. 

3. Freeze. During Freeze, CDU control is frozen and the mission stops, but the 

flight map operates in the normal manner. To examine various CDU pages while 

frozen, you need to toggle back to Run to select another page. The Start 1 LS2 

FREEZE selection has nothing to do with the FET Freeze state. 

CONTROLLING THE AIRCRAFT

1. Flight Director: All aircraft control is managed through the CDU FMS 800 pages. 

The autopilot is engaged, and “FMS Track” is your selected flight mode. 

2. Fuel Expenditure: You cannot directly control airspeed, altitude or bank angle 

(set at 25E, variable during patterns), but you never run out of fuel. 

OPERATIONAL TIPS

1. If the student is just practicing, the GPS does not need initialization nor do the 

INUs need aligning for the FET to operate. 

2. Whatever is entered on the initial position page becomes the default for the next 

person who uses the FET. 

3. When using the FET map, the cursor position can be used to do quick and dirty 

remote ranging by holding the right button down while the cursor is on the map. 

As the student slides the cursor around, a range circle appears on the map. 

Corresponding range and bearing readouts appear in the “Cursor Position” 

window below. 

4. A flight plan the student built or modified can be copied waypoint by waypoint 

through the scratchpad and inserted into the alternate flight plan for saving. 

5. If the student builds an alternate flight plan, he/she can save it to the catalog and 

reload it at a later session. Only flight plans 09 through 40 can be saved. 

6. Winds entered for each waypoint become “active” when that waypoint is active. 

Crosswind/tailwind is reported on the position page. 

7. Acceleration of the mission time affects all CDU pages and the mission clock. 

While using the FET, the student can actually control the passage of time, but 

only in the forward direction. 

8. Freely change the map scale as you fly holding patterns, approaches, etc.. 

9. Do not forget the Clear History selection on the Plot menu, which erases your 

aircraft’s track from the flight map. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-6 01 JUL 13 

10. The Mag/True toggle buttons below the Freeze/Run buttons are provided in case 

a scenario requires the reference to be switched. 

11. To shortcut the way back to the Initialization state, perform a DIR to the last 

flight plan waypoint. If the student wants this to occur where he/she started, copy 

the ‘00' coordinates to the last waypoint before DIR To. 

START UP

To run the FET on a Learning Center computer, use the following steps: 

1. Log into the computer with your ID and Password. 

2. Double click on the FET shortcut icon located on the computer desktop. 

3. Click OK after entering the desired airfield identifier. 

4. You are now ready to begin training on the FET. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-7 01 JUL 13 

Mission (Travis) Scenario 

Higher Headquarters Directed (HHD) mission from Travis AFB to San Francisco 

International Airport, CA. An Tanker Anchor Pattern (AR-645) is included in the flight 

plan, but the orbit will not be flown. Receiver air refueling will be conducted on AR-8B. 

T PROCEDURE

Scenario 

Study Guide 

Reference

PRE-DEPARTURE 

Check Initial Position coordinates (N38°15.761W121°55.648). 1 

MSUs - Standby 2 

FMS Initialization. 

a. Verify FMS Software Version. 

b. Verify position, time, date, and GPS reference datum. 

c. Clear all messages on annunciation line. 

d. Initialize GPS. 

3 

MSUs - Align 

a. Enter Initial Position coordinates (N38°15.8 W121°55.6) 

b. Select ALIGN (MSUs 1, 2, & 3) 

c. Press DTK-STS, observe countdown. 

d. Select ICAO database. (DB B KC-10)

4 

RADIO MASTER POWER - ON. 5 

Configure TACAN and ADF. 

a. Nav radio page 1 - ADF - 400, TCN1 - 113X. 

b. Nav radio page 2 - ADF - 400, TCN2 - 94Y, mode - 

BCNINV. 

6 

Load and edit the TRAVIS1 alternate flight plan. 

a. Load the TRAVIS1 flight plan. 

b. Edit alternate flight plan. Delete AR-8B, add AR-7B. 

c. Add RVIP and NAV checkpoint. 

d. Replace the current flight plan. 

e. Add the TEALL1 departure to the flight plan. 

f. Renumber the flight plan. 

7 

Check flight plan waypoints for accuracy. Compare waypoints to 

Figure 6 and the Waypoint List. 8 

MSUs - NAV 9 

Access Position page to monitor for windshear during takeoff. 10 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-8 01 JUL 13 

 PROCEDURE 

Scenario 

Study Guide 

Reference

Press RUN on the FET Control Panel to begin mission. 11 

CLIMB 

Compare data on Pilot PSN, Copilot PSN, STR, and FPLN pages. 12 

After ILA, 'FREEZE' the FET and compare display with Figure 8, 

then press RUN. 13 

ENROUTE 

Tanker is late, prepare to HOLD at RVIP 

a. Attach hold at RVIP. 

b. Monitor Hold Entry wpt 04 hold page. 

14 

Refueling is canceled. Proceed direct to N40°44 W120°48 (wpt 06) 15 

After passing wpt 06, determine ETA to the RVCP for AR-645, 

N42°34 W120°49° (WPT 10), using remote ranging. 16 

After passing wpt 07, determine time to go, bearing, and distance 

to the active waypoint using the STR function key. 17 

After passing waypoint 07: 

a. Determine time and distance from present position direct to 

wpt 09. 

b. Determine time and distance from present position to wpt 

09 via flight plan.

18 

Determine time and distance to KTCM from wpt 14. 19 

Receiver is canceled. Recover at McChord AFB. 

a. Add DSD, BTG, & KTCM to flight plan. 

b. Renumber the flight plan. 

c. Delete all waypoints after KTCM.

20 

DESCENT 

Add TOU as IAF at KTCM. 21 

APPROACH 

Set Baroset to 30.00. 22 

Monitor the Position page for windshear during the approach and 

come to a full stop landing. The FET mode becomes 

'Initialization' and the aircrafts stops.

23 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-9 01 JUL 13 

Mission (Travis) Mission Data 

***THE ACCURACY OF THIS AFMSS/PFPS COMPUTER FLIGHT PLAN DEPENDS UPON THE ACCURACY *** 

*****OF THE NIMA NAVIGATIONAL DATA BASE, THE WEATHER DATA BASE, AND USER INPUT.****** 

*******************AIRCREWS ARE RESPONSIBLE FOR FUEL REQUIREMENTS ******************* 

**********************AND THE ROUTE OF FLIGHT THEY FILE AND FLY********************** 

RTE NAME:C:\FMSMSNEXERTRAVIS. CFPS VERSION:4.2 

 FLIGHT PLAN CREATED: 28 MAY 13 NIMA DAFIF EFF DATE:30 MAY 13 

┌─────────────┬───────────────────────────────┬────────────────────────────────────────────────┐

│MISSION C/S │CLEARANCE │Takeoff Time(Z): 00:00 Oper Wt: 250000 │

│ │ │Land Time (Z) : 04:00 Cargo Wt: 0 │

├─────────────┤ │Sched Duration : 03+57 Ramp Fuel: 150000 │

│ACFT TYPE │ │FOB/RES : 06+33 Total GW: 400000 │

│ KC-10A │ │WARP Drag Index: 0.00 Ldg Fuel: 72619 │

│ │ │Total Dist(nm): 1179.0 Climb Winds:260/040 │

│ │ │ L/O Winds:275/030 │

├─────────────┴───────────────────────────────┴────────────────────────────────────────────────│

│AR TRACK: AR8B, ARCT: 00:45 │

│UHF PRI: 305.5 UHF SEC: 319.5 │

│BCN: 4/1 N/A TACAN: 32/95 │

│A/R ALT: FL250 │

│AVAIL BLK: Between FL240 & FL330 │

├──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┤

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ DRIFT │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 1 KSUU/A │032 │ │ +15C │ │ │00+03 │396000 │ │

│ TRAVIS AFB │032 │ 8 │ 62M│ │0 │00:00 │ 4000 │ │

│N 38 15.77 W121 55.65 │047 │ 8 │ │ │0.00 │00:00 │ 146000│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 2 TEALL/W 113X │212 │ │ -8C │N/A │ │00+04 │393070 │ │

│ SUU/T212007 │216 │ 16 │11554M│N/A │4 │00:07 │ 2930 │ │

│N 38 10.13 W122 03.40 │227 │ 24 │ N/A │N/A │0.00 │00:04 │ 143070│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 3 ILA/R169047 091X │314 │ │ -16C │N/A │ │00+01 │392090 │ │

│ WILLIAMS 114.4 │309 │ 9 │15793M│N/A │-5 │00:08 │ 980 │ │

│N 38 17.57 W122 08.91 │330 │ 33 │ N/A │N/A │0.00 │00:05 │ 142090│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .level off │352 │ │ -35C │N/A │275/030 │00+04 │389798 │ │

│ │347 │ 28 │25000M│N/A │-4 │00:12 │ 2292 │ │

│N 38 45.08 W122 04.64 │007 │ 61 │ N/A │N/A │0.00 │00:09 │ 139798│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 4 ILA/R 091X │351 │ │ -35C │325 │275/030 │00+03 │389021 │ │

│ WILLIAMS 114.4 │348 │ 19 │25000M│465 │-4 │00:14 │ 777 │ │

│N 39 04.27 W122 01.63 │007 │ 80 │ .77 │465 │0.00 │00:11 │ 139021│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 5 AR8B IP 104X │286 │ │ -35C │290 │280/045 │00+12 │385858 │ │

│ KRBL/R227059 115.7 │283 │ 73 │25000M│418 │-2 │00:26 │ 3163 │ │

│N 39 42.00 W123 23.00 │301 │ 153 │ .69 │376 │0.00 │00:23 │ 135858│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .auto delay 104X │285 │ │ -35C │325 │280/045 │00+04 │384591 │ │

│ 115.7 │283 │ 0 │25000M│465 │-2 │00:30 │ 1267 │ │

│N 39 42.00 W123 23.00 │301 │ 153 │ .77 │423 │0.00 │00:27 │ 134591│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 6 AR8B CP 083X │333 │ │ -37C │290 │280/050 │00+15 │380634 │ │

│ KOED/R191079 113.6 │327 │ 100 │26000M│425 │-6 │00:45 │ 3957 │ │

│N 41 20.00 W123 48.00 │349 │ 253 │ .71 │404 │44.00 │00:42 │ 130634│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 7 AR8B NC 083X │343 │ │ -37C │290 │280/050 │00+10 │377643 │ │

│ KOED/R247040 113.6 │337 │ 66 │26000M│425 │-7 │00:55 │ 2991 │ │

│N 42 26.00 W123 48.00 │360 │ 319 │ .71 │413 │44.00 │00:52 │ 127643│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 8 AR8B EX 076X │343 │ │ -37C │290 │280/050 │00+15 │373091 │ │

│ KEUG/R250025 112.9 │336 │ 101 │26000M│425 │-7 │01:09 │ 4552 │ │

│N 44 07.00 W123 48.00 │360 │ 420 │ .71 │413 │0.00 │01:06 │ 123091│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .onload │342 │ │ -37C │290 │280/050 │00+00 │378091 │ │

│ 5000 lbs │336 │ 0 │26000M│425 │-7 │01:09 │ 0 │ │

│N 44 07.00 W123 48.00 │360 │ 420 │ .71 │413 │0.00 │01:06 │ 128091│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ 9 AR645 IP 057X │084 │ │ -29C │275 │275/030 │00+17 │373879 │ │

│ KLKV/R319081 112.0 │084 │ 114 │22000M│380 │0 │01:26 │ 4212 │ │

│N 43 43.00 W121 14.00 │101 │ 534 │ .62 │409 │0.00 │01:23 │ 123879│ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 3.2 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-10 01 JUL 13 

┌──────────────────────────┬────┬────────┬──────┬────┬────────┬────────┬───────┬───────────────┐

│WP# FIX TAC │ MC │DISTANCE│ TEMP │CAS │ WIND │LEG TIME│ GR WT.│ │

│ REMARKS VOR │ MH │ LEG │ ALT │TAS │ │ ETA │LEGFUEL│ │

│ LATITUDE LONGITUDE │ TC │ TOTAL │ MACH │ GS │DRAG IND│ACC TIME│FUEL RM│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│10 AR645 AN 057X │148 │ │ -29C │275 │275/030 │00+11 │371114 │ │

│ KLKV/R271015 112.0 │152 │ 71 │22000M│380 │4 │01:37 │ 2765 │ │

│N 42 34.00 W120 49.00 │165 │ 605 │ .62 │389 │18.50 │01:34 │ 121114│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .orbit 057X │150 │ │ -29C │275 │275/030 │00+30 │363548 │ │

│ 112.0 │154 │ 0 │22000M│380 │4 │02:07 │ 7566 │ │

│N 42 34.00 W120 49.00 │166 │ 605 │ .62 │369 │18.50 │02:04 │ 113548│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│11 AR645 AP 057X │059 │ │ -29C │310 │275/030 │00+03 │362758 │ │

│ KLKV/R010011 112.0 │057 │ 20 │22000M│425 │-1 │02:10 │ 790 │ │

│N 42 39.00 W120 23.00 │075 │ 625 │ .70 │453 │18.50 │02:07 │ 112758│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│12 AR645 AP 057X │329 │ │ -29C │310 │275/030 │00+07 │360560 │ │

│ KLKV/R335059 112.0 │326 │ 51 │22000M│425 │-4 │02:17 │ 2198 │ │

│N 43 28.00 W120 40.00 │346 │ 676 │ .70 │414 │18.50 │02:14 │ 110560│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│13 AR645 AP 057X │239 │ │ -29C │310 │275/030 │00+03 │359639 │ │

│ KLKV/R315060 112.0 │240 │ 20 │22000M│425 │1 │02:20 │ 921 │ │

│N 43 23.00 W121 07.00 │256 │ 696 │ .70 │397 │18.50 │02:17 │ 109639│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .auto delay 057X │239 │ │ -29C │310 │275/030 │00+08 │357232 │ │

│ 112.0 │240 │ 0 │22000M│425 │1 │02:28 │ 2407 │ │

│N 43 23.00 W121 07.00 │256 │ 696 │ .70 │397 │18.50 │02:25 │ 107232│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│14 AR645 EX 057X │148 │ │ -29C │310 │275/030 │00+07 │355140 │ │

│ KLKV/R271015 112.0 │152 │ 51 │22000M│425 │4 │02:35 │ 2092 │ │

│N 42 34.00 W120 49.00 │165 │ 747 │ .70 │435 │0.00 │02:32 │ 105140│ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .offload │148 │ │ -29C │310 │275/030 │00+00 │345140 │ │

│ 10000 lbs │152 │ 0 │22000M│425 │4 │02:35 │ 0 │ │

│N 42 34.00 W120 49.00 │165 │ 747 │ .70 │435 │0.00 │02:32 │ 95140 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│15 FMG/R 126X │147 │ │ -29C │330 │275/030 │00+25 │337700 │ │

│ MUSTANG 117.9 │151 │ 189 │22000M│451 │4 │03:00 │ 7440 │ │

│N 39 31.88 W119 39.36 │163 │ 936 │ .74 │461 │0.00 │02:57 │ 87700 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│16 TROSE/W │183 │ │ -29C │330 │275/030 │00+16 │333017 │ │

│ TROSE │186 │ 115 │22000M│451 │4 │03:15 │ 4683 │ │

│N 37 41.95 W120 24.25 │198 │ 1052 │ .74 │443 │0.00 │03:12 │ 83017 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│17 MOD/E 093X │246 │ │ -21C │250 │275/030 │00+05 │331833 │ │

│ MODESTO 114.6 │247 │ 27 │18000M│326 │1 │03:21 │ 1184 │ │

│N 37 37.64 W120 57.47 │261 │ 1078 │ .53 │297 │0.00 │03:18 │ 81833 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│18 GROAN/W │247 │ │ -7C │250 │275/030 │00+04 │331006 │ │

│ GROAN │248 │ 16 │11000M│293 │1 │03:24 │ 827 │ │

│N 37 35.42 W121 17.10 │262 │ 1094 │ .46 │264 │0.00 │03:21 │ 81006 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│19 CEDES/W │247 │ │ -7C │250 │275/030 │00+04 │330148 │ │

│ CEDES │248 │ 16 │11000M│293 │1 │03:28 │ 858 │ │

│N 37 33.05 W121 37.47 │262 │ 1110 │ .46 │264 │0.00 │03:25 │ 80148 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│20 SAU/R 109X │278 │ │ +9C │250 │100/010 │00+10 │327640 │ │

│ SAUSALITO 116.2 │279 │ 46 │ 3000M│261 │1 │03:38 │ 2508 │ │

│N 37 51.32 W122 31.36 │293 │ 1157 │ .40 │271 │0.00 │03:35 │ 77640 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│21 NORMM/W 105X │193 │ │ +9C │250 │100/010 │00+02 │327014 │ │

│ SFO/E281013 115.8 │191 │ 9 │ 3000M│261 │-2 │03:40 │ 626 │ │

│N 37 43.21 W122 36.79 │208 │ 1166 │ .40 │264 │0.00 │03:37 │ 77014 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│ .auto delay 105X │193 │ │ +9C │250 │100/010 │00+05 │325619 │ │

│ 115.8 │191 │ 0 │ 3000M│261 │-2 │03:45 │ 1395 │ │

│N 37 43.21 W122 36.79 │208 │ 1166 │ .40 │264 │0.00 │03:42 │ 75619 │ │

├──────────────────────────┼────┼────────┼──────┼────┼────────┼────────┼───────┼───────────────┤

│22 KSFO/A │103 │ │ +15C │ │100/010 │00+15 │322619 │ │

│ SAN FRANCISCO │102 │ 13 │ 11M│ │-1 │04:00 │ 3000 │ │

│N 37 37.14 W122 22.49 │118 │ 1179 │ │ │0.00 │03:57 │ 72619 │ │

╘══════════════════════════╧════╧════════╧══════╧════╧════════╧════════╧═══════╧═══════════════╛

 KC-10 ATS Form 70 (27 FEB 01) - CFPS Ver 3.2 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-11 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-12 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-13 01 JUL 13 

FLIGHT PROFILE 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-14 01 JUL 13 

Mission (Travis) Scenario Study Guide 

PRE-DEPARTURE 

1. Check Initial Position coordinates. 

 a. Verify/enter airport waypoint KSUU. 

OR

b. Verify/enter N38°15.761 W121°55.648 in Lat/Long window. 

2. MSUs - STBY 

 a. Select STBY on MSU 1, 2, and 3. 

3. FMS - initialization. 

a. Verify FMS Software version – “XXXXXXXXXXXXX.” 

b. Verify position, time, date and GPS reference datum. If initial position 

coordinates are incorrect, re-enter the coordinates using scratchpad and LS1 or 

LS5. 

NOTE: Items 1-7 are tasks that will normally be accomplished by either the 

Pilots or Flight Engineer prior to the "Before Start” checklist. They do not occur 

in the same sequence as described in your tech order, but are arranged to allow 

practice moving from one page to another. Accomplish all tasks regardless of 

crew position to gain familiarity with CDU operations. 

< Press STAT function key. 

< Select CDU3 GOÆ (LS7). 

< Verify VSN XXXXXXXXXXXXXXX. 

LSteps

LSteps < Press IDX function key. 

< Select START (LS1). 

Figure 1. Start 1 Position/Time Page

[N38°15.761 W121°55.648]

start 1 psn / time 

→FREEZE UTC DISPLAY←

DA/MO/YR UTC 

[01/ 05/ 01] [1022: 35] 

<< √ inu1 >> 

WGS-84 

3 [ ]
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-15 01 JUL 13 

 c. Review/clear all annunciation line messages. Press CLR key until all messages 

are cleared. 

 d. Access the Start 2 page (scroll vertical) and initialize the GPS (LS1). 

4. MSUs - ALIGN 

a. Enter Initial Position coordinates on INU1 Control page. 

 b. Select ALIGN (MSUs 1, 2, and 3). 

 c. Press DTK-STS (LS1) to observe the beginning of status countdown on line 4. 

 d. Return to the start pages and select appropriate ICAO database cartridge. 

INAV

INU 3

INAV

INU 2

INAV

INU 1

INAV

INU

CONTROL

PAGE

UPDATE

PAGE

LSteps < Access INU1 INAV page (---1). 

< Scroll laterally to INU Control page. 

 Press LS4 INU CONTROL 

< Press LS2 (adjacent to POSITION). 

< Enter initial position latitude in the 

 scratchpad (N3815.8). 

< Press the line select key adjacent to 

ENTER (LS6). 

< Enter initial position longitude in the 

 scratchpad (W12155.6). 

< Press the line select key adjacent to 

 ENTER (LS6).

Figure 2. INU Control Page Access < Clear the scratchpad before continuing. 

< Press IDX function key. 

< Press LS1, START. 

< Vertical scroll to “start 3 database”. 

< Select DB B KC-10 as the ICAO 

 database. 

< Vertical scroll to “start 4 mission”. 

< Select MSN A for the mission data 

 cartridge to be used. 

LSteps

NOTE: In the aircraft this procedure is normally performed on all three CDUs 

and their associated INUs. Only CDU 2 can enter present position into INU 2, 

and only CDU 3 can set INU 3. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-16 01 JUL 13 

5. RADIO MASTER POWER - ON 

6. Configure TACAN and ADF. 

 a. Access Navigation Radio page 1 (NAV Function Key). 

(1) Tune ADF1 to 400 (LS5). 

(2) Change mode (LS6) to ANT and back to ADF. 

(3) Set TACAN1 to 113X (LS7). 

(4) Verify TR mode (LS8). 

(5) Copy ADF1 frequency into scratchpad (LS5). 

 b. Access Navigation Radio Page 2 (lateral scroll). 

(1) Paste ADF1 frequency (400) into ADF2 (LS5). 

(2) Change mode (LS6) to ANT and back to ADF. 

(3) Set TACAN2 to 94Y (LS7). 

(4) Set mode to BCNINV. 

7. Due to weather in the area, refueling in AR-8B is canceled. Refueling will now take 

place in AR-7B. Edit the alternate flight plan by deleting AR-8B from the TRAVIS1

flight plan and adding AR-7B. 

a. Access Start 5 Flight Plan/Load. 

LSteps < Access Master Power page through IDX

< Select POWER LS6. 

< Turn on all navigation radios with LS5 

NOTE: In the aircraft, you continue to update the TACAN and ADF for 

navigation backup. Because of time constraints, this is not done with the FET. 

You may, however, enter new TACAN channels and ADF frequencies as time 

permits. 

< Press IDX function key. 

< Press LS1 

< Vertical scroll to “start 5 fpln/load”. 

LSteps
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-17 01 JUL 13 

INDEX 1

IDX

START1

PSN/TIME

START 2

NAV/INIT

START 3

DATABASE

START 4

MISSION

START 5

FPLN/LOAD

b. Access Alternate Flight Plan Catalog (ALTN CATLG) page on LS6. SELECT 

ALTN LOAD will appear in the scratchpad. 

c. Select TRAVIS1 (LS3). After it loads, compare your CDU to sample display in 

figure 4. 

Figure 3. Start 5 Flight Plan/Load Page Access 

Figure 4. Start 5 Flight Plan/Load Page

 

 start 5 fpln / load 

[TRAVIS1 ] ALTN CATLG→

fltplan.cr 

→ERASE FPLN REPLACE←

→ERASE FLT/DATA LOAD←

3 [ ]
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-18 01 JUL 13 

d. Change AR-8B to AR-7B by editing the Alternate Flight Plan. 

e. Delete AR-8B (Use Minus key and LS key next to each waypoint.) 

RVIP N39°42 W123°23 (wpt 03) 

RVCP N41°20 W123°48 (wpt 04) 

CK PT N42°26 W123°48 (wpt 05) 

EAR N44°07 W123°48 (wpt 06) 

f. Add AR-7B (RVCP and EAR point) after ILA. 

g. Add N39°32 W120°46 (RVIP) as wpt 03 and NAV checkpoint N41°40 W120°48 

as waypoint 05 (Figure 5). 

< Press EDIT function key. 

< Press LS1 (ALTN FPLN). 

< Select LS4 (WAYPOINTS). 

LSteps

NOTE: After deleting RVIP (wpt 03), the RVCP (wpt 04) will move up to become 

waypoint 03. 

< Type AR-7B in scratchpad. 

< Press the line select key after ILA. 

< RVCP and EAR appear in waypoints 

 list after ILA. 

LSteps

Figure 5. Alternate Flight Plan Page 

02 ILA →

altn fpln wpts 

03 N39°32 W120°46 →

04 N40°44 W120°48 P→

05 N41°40 W120°48 →

3 [ ]
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-19 01 JUL 13 

 h. REPLACE current flight plan with alternate flight plan and confirm. 

i. Add the TEALL1 departure to the flight plan. 

j. Renumber flight plan. 

< Press EDIT function key. 

< Press LS1 (ALTN FPLN). 

< Select LS3 (REPLACE FPLN) and 

 confirm LS3. 

LSteps

< Press EDIT function key. 

< Select LS6 (SIDS). 

< Type KSUU in scratchpad. 

< Press LS1 to access SIDS. 

< Press LS3 for TEALL1. 

< Select LS7 for RW21R. 

< Press LS5 to select transition. 

< Press LS4 to select ILA. 

< Press LS7 to insert flight plan. 

< Press LS3 to insert SID before ILA. 

< Removed (DISCONTINUITY 03) by 

 entering a minus (-) in scratchpad and 

 pressing the LS3. 

< Scroll down to wpt 05 (ILA). 

< Remove ILA by entering minus (-) in the 

 scratchpad and pressing the line select 

 key adjacent to ILA. 

LSteps

NOTE: The SID points are added based on the FMS 800 database stored in the 

cartridge. A DISCONTINUITY appears whenever a SID is inserted. The 

discontinuity is shown in the flight plan with its associated waypoint number.

LSteps < Press EDIT function key. 

< Scroll to fpln edit 2 page. 

< Press LS5. 

< Press LS5 again to confirm 

renumbering of flight plan. 

NOTE: The navigation database is updated often 

and is affected by NOTAMS. If the desired SID is 

not available, skip this step and realize waypoint 

numbering may not correspond with the figures 

in this lesson. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-20 01 JUL 13 

8. Check flight plan waypoints for accuracy. 

 

WAYPOINT LIST

04 ILA 10 N42°34 W120°49 

05 N39°32 W120°46 11 N42°39 W120°23 

06 N40°44 W120°48 12 N43°28 W120°40 

07 N41°40 W120°48 13 N43°23 W121°07 

08 N43°20 W120°50 14 N42°34 W120°49 

09 N43°43 W121°14 15 FMG 

9. MSUs to NAV

a. Access the INU1 Control page (Check status at 02). 

< Press FPLN function key. 

< Scroll through waypoints. 

< Compare waypoints to Figure 6 and 

 Waypoint List, realizing waypoints 

 may not correspond if the SID did not 

 load. 

LSteps

Figure 6. Flight Plan (First Page)

NOTE: The following item is accomplished during the "Before Start” checklist.

CRS [325]° [OFFST] AUTO:

↓ ↓ fpln 

01 N38°18 W121°57 →

 201° / 9.3nm 

02 TEALL S→

03 SUU01 S→

3 [ ]
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-21 01 JUL 13 

 b. Note status goes to 01. 

10. Access Position page to monitor for windshear during takeoff (PSN Key). 

11 Press RUN on the FET Control Panel to begin the mission. 

CLIMB 

12. During climb out, compare data on Pilot and Copilot Position (PSN), Steer (STR), 

and Flight Plan (FPLN) pages. 

13. After the aircraft crosses ILA and tracks to wpt 04, Press FPLN, FREEZE the FET, 

and compare your display with Figure 8, then press RUN. 

< Press INAV function key. 

< Access INU1 INAV page (---1). 

< Press LS4 (INU Control). 

< Set INU1, 2, and 3 to NAV.

LSteps

NOTE: The following item is accomplished during the "Before Takeoff” checklist.

Figure 7. Position Page 

NOTE: Autopilot 1 is in CMD and FMS TRACK is annunciated in the FMAs as 

soon as airborne.

N38°15.761 W121°55.648 

INU1/GPS pilot psn 

TRK 346° VAR E14°

GS 000 TAS 000 

WND 360°T / 50 5 0 0 ←

SAT +15°C 

→[ ]
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-22 01 JUL 13 

ENROUTE

14. Tanker is late; prepare to HOLD at RVIP (wpt 04). 

a. Attach hold at the RVIP, N39°32 W120°46 (left turn, 11⁄2 minutes legs). 

 b. Monitor holding entry from the Waypoint 4 Hold page. 

NOTE: Your course and distance information may differ slightly depending on 

when the 'freeze' was initiated. Experiment with the accelerator factors and 

scale while enroute to the RVIP (wpt 04). You may leave these in any mode you 

desire. 

Figure 8. Flight Plan Page

LSteps < Access Hold page (EDIT, LS5.) 

< Change to LEFT turn (LS2). 

< Change pattern length to 11⁄2 minute legs. 

Insert 130 (minutes and seconds) in the 

scratchpad and press LS3. 

< Press LS8 to insert hold in the flight plan. 

The CDU automatically displays Flight Plan 

page.) 

< Press line select key at right or left of 

N39o32 W120o46. 

Figure 9. Hold Page Access 

< Press H (LS6). 

< Press H again (LS6) to display the 

 Hold page. 

LSteps

CRS [347]° [OFFST] AUTO: 

↓ ↓ fpln 

04 ILA →

 051°/65.5nm 

05 N39°32 W120°46 →

06 N40°44 W120°48 P→

3 [ ] 

EDIT

FPLN

EDIT 1

HOLD
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-23 01 JUL 13 

15. Refueling is canceled. Proceed direct to N40°44 W120°48 (wpt 06/RVCP). 

16. When passing wpt 06, determine the ETA via the flight plan at the RVCP for AR645 

N42°34 W120°49 (wpt 10), by using remote ranging. 

17. After passing waypoint 07, determine the time to go (TTG), bearing and distance to 

the active waypoint (wpt 08) using the STR function key. 

LSteps < Press DIR Function Key. 

< Press line select key adjacent to 

 N40o44 W120o48. 

< Press DATA Function Key. 

< Press line select key adjacent to 

N42o34W120o49 (waypoint 10). 

< Toggle LS1 to PPSN VIA FPLN. 

LSteps

Figure 10. Present Position Via Flight Plan 

NOTE: The ETA reflects the projected time of arrival at the RVCP along the 

flight plan path. In the aircraft, check the ETA against the RVCT. 

:PPSN VIA FPLN 

 from-to data 

 10 N42°34 W120°49 

N42°34.000 W120°49.000 

255nm ETE 0:46.3 

 

 ETA 1310:06 

↔ [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-24 01 JUL 13 

18. After passing waypoint 07: 

 a. Determine the time and distance from present position direct to waypoint 09. 

 

Figure 11. Pilot Steer Page 

LSteps < Press FPLN Function Key. 

< Press DATA Function Key. 

< Select waypoint 09.

< Toggle LS1 to PPSN Direct. 

Figure 12. Present Position Direct 

NOTE: You will see the ETE count DOWN if 'data for' PPSN DIRECT is performed 

with wpt 09 ahead of you. Once past wpt 09 on the way to wpt 07, the ETE will 

count UP. 

:INU1 / GPS CMD GS: - - - 

↓ to ↓ pilot str 

N43°20 W120°50 ETA 1616 

DTK 344° TTG 0:15:06 

TRK 344° 344° / 99.9 

XTK L0.00nm DA: L0.00° 

0 [ ]

:PPSN DIRECT 

 from-to data 

09 [N43°43 W121°14] 

N43°43.000 W121°14.000 

334° / 111.0nm ETE 0:16.4 

 

 ETA 1256:03 

↔ [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-25 01 JUL 13 

b. Determine the time and distance from present position to waypoint 09 via the 

flight plan. 

19. The Command Post notifies you that after refueling you are directed to McChord 

AFB. The Pilot requests time and distance from wpt 14 (Exit pt) to McChord 

(KTCM). 

LStep < Toggle LS1 to PPSN VIA FPLN.

Figure 13. PPSN VIA FPLN 

< Press FPLN function key. 

< Press DATA function key. 

< Scroll to and select wpt 14. 

 then 

< Type KTCM in scratchpad. 

< Press line select key next to wpt 14. 

LSteps

Figure 14. From-to Data 

:PPSN VIA FPLN 

 from-to data 

09 [N43°43 W121°14] 

N43°43.000 W121°14.000 

108nm ETE 0:19.7 

 

 ETA 1310:06 

↔ [ ]

:13 N43°23 W121°07 

 from-to data 

 [KTCM ] 

N47°08.261 W122°28.589 

327°/234nm ETE 0:33.1 

 ETA 1320:06 

↔ [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-26 01 JUL 13 

20. Receiver is canceled. You are to recover at KTCM via Deschutes (DSD) and Battle 

Ground (BTG). 

 a. Add DSD, BTG, and KTCM to the flight plan after wpt 08. 

b. Renumber the flight plan. 

c. Delete all waypoints after KTCM.

< Press FPLN. 

< Enter DSD in scratchpad. 

< Insert by pressing line select key adjacent 

 to waypoint 09. 

< Select DSD-KZ-VORTAC. 

< Repeat steps for BTG and KTCM.

LSteps

< Press EDIT function key. 

< Scroll to fpln edit 2 page. 

< Press LS5. 

< Press LS5 again to confirm renumbering of 

 flight plan. 

LSteps

< Type minus (-) in scratchpad. 

< Press line select key next to point to be 

 deleted. 

LSteps

Figure 15. Modified Flight Plan 

09A #DSD → 

5 5 fpln 

10 BTG → 

 348°/83.6nm 

11 KTCM → 

 *END 

 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-27 01 JUL 13 

DESCENT

21. After passing DSD, add TOU as Initial Approach Fix for McChord AFB. 

APPROACH 

22. Set the Baroset to 30.00. 

< Type TOU in scratchpad. 

< Press line select key next to KTCM. 

< Select key at LS3. 

LSteps

Figure 16. Selecting the Fix 

Figure 17. Adding the Fix 

< Press STR function key. 

< Scroll to VNAV STR page. 

< Type 30.00 in scratchpad. 

< Select LS4. 

LSteps

← TOU-KZ-VORTAC 112.20 

 select 01-02 / 04 

N48°1759.6 W124°3737.4 

←TOU-KZ-FIX →

N48°1755.6 W124°3737.4 

3 [TOU ] 

10 BTG →

 fpln 

10A TOU → 

11 KTCM → 

 *END 

3 [ ]
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-F857-IG 1-69-28 01 JUL 13 

23. Monitor the Position page for windshear during the approach and come to a full 

stop landing. The FET mode becomes 'Initialization' and the aircraft stops. 

Figure 18. Set Baroset 

MISSION COMPLETE 

20000ft 

↓ to ↓ pilot vnav str 

 

BAROSET [30.00] in: 

3 [ ] 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C505-IG 1-70-1 01 OCT 10 

Tanker Air Refueling Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the student to tanker air 

refueling procedures, including rendezvous; contact and air refueling offload, and 

post air refueling. The lesson discusses the procedures and the associated 

checklists. 

II. Duration - 1.0 hour 

III. Reference Materials 

A. T.O. 1C-10(K)A-1, Flight Manual 

B. ATP-56(B), Air-to-Air Refuelling 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Tanker Air Refueling Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1, Flight Manual 

1. Section VIII, Part 2, Rendezvous Procedures 

2. Section VIII, Part 4, Tanker Air Refueling Procedures 

(a) Tanker/Receiver Rendezvous 

(b) Tanker/Receiver Preparation For Contact 

(c) Tanker/Receiver Post Air Refueling 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C505-IG 1-70-2 01 OCT 10 

Objectives

1. Identify tanker rendezvous procedures. 

2. Identify tanker contact/post air refueling procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C504-IG 1-71-1 01 OCT 10 

Receiver Air Refueling Procedures 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce the students to the Flight 

Engineer’s duties during receiver air refueling, including the Rendezvous 

Checklist, Preparation for Contact Checklist, fuel onload, and the Post Air 

Refueling Checklist. 

II. Duration - 0.7 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. ATP-56(B), Air-to-Air Refuelling 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Receiver Air Refueling Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1, Flight Manual 

1. Section VIII, Part 2, Rendezvous Procedures 

 a. Tanker/Receiver Rendezvous 

 b. Tanker/Receiver Preparation For Contact 

 c. Tanker/Receiver Post Air Refueling 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C504-IG 1-71-2 01 OCT 10 

Objective

1. Identify receiver air refueling procedures. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-1 01 JUL 13 

Performance Workshop VI 

Approach and Landing/ 

Driftdown/ Suspected Windshear/ 

Wing Air Refueling Pods

Instructional Format 

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice completing the TOLD Card for Approach and Landing Data 

based on Normal and Abnormal Configurations, including Dual Hydraulic Failure. 

Computing data for Driftdown, Takeoff Into Suspected Windshear, and WARP 

TOLD cards are also practiced in this lesson. The student should have reviewed 

the Introduction to KC-10 Takeoff Performance and the Takeoff and Landing 

Data as well as Driftdown Workbooks and CBT Lessons prior to attending this 

workshop period. The instructor will present the workshop exercises for the 

students to complete, and give the appropriate guidance when questions arise 

from the student. Once again, this is intended to be a workshop, and not simply 

an instructor lecture. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II consists of the workshop exercises to be completed and their solutions. 

II. Duration - 6.0 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials

A. Classroom 

B. T.O. 1C-10(K)A-1-1 

C. Performance Workshop VI, TOLD Card - Approach and 

Landing/Driftdown/Suspected Windshear/Wing Air Refueling Pods 

Instructor Guide 

D. AF IMT 4089, KC-10 TOLD Card Worksheet (8) 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-2 01 JUL 13 

V. Student Preparation/Review 

A. Descent, Approach, and Landing Data 

B. Driftdown Workbook 

C. T.O. 1C-10(K)A-1 

1. Section II, Emergency Procedures 

2. Section IIA, Abnormal Procedures 

3. Section VII, Windshear/Severe Windshear 

D. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff Into Suspected Windshear/Wing Air Refueling 

Pods 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 

6. Section XI, Driftdown 

VI. Instructor Preparation

A. Descent, Approach, and Landing Data 

B. Driftdown Workbook 

C. T.O. 1C-10(K)A-1 

1. Section II, Emergency Procedures 

2. Section IIA, Abnormal Procedures 

3. Section VII, Windshear/Severe Windshear 

D. T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff Into Suspected Windshear/Wing Air Refueling 

Pods 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning 

6. Section XI Driftdown 

E. Workshop Exercises 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-3 01 JUL 13 

Objectives

1. Compute KC-10 Approach and Landing Performance Data. 

 a. Abnormal Configurations. 

 b. Dual Hydraulic Failure. 

2. Compute KC-10 Driftdown Performance Data. 

3. Compute KC-10 TOLD card data for Takeoff Into Suspected Windshear. 

4. Compute KC-10 TOLD card data for aircraft with Wing Air Refueling Pods 

installed. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-4 01 JUL 13 

Part I

APPROACH AND LANDING

The data found in the APPROACH AND LANDING Section of T.O. 1C-10(K)A-1-1 

allows the user to compute the approach and landing speeds plus the distances needed 

to stop the aircraft using a wide variety of configurations. Speeds that can be computed 

using the charts in Section IX of the 1-1 is: minimum maneuver, threshold, and 

touchdown. Landing ground roll combined with flare distance gives you the total landing 

distance needed to stop the aircraft. 

When computing the threshold speed, remember that the tab data is only good from 

Sea Level to 2000 feet. If the altitude is above the 2000-foot level, you must use the 

Threshold Speed charts to compute the threshold speed. 

An equivalent RCR should be computed if the aircraft has an inoperative stopping 

device. This, in turn, is refigured to an SDR for use in the Landing Ground Roll Chart. 

Information contained in Volume 2 of the Dash 1 provides more information in the event 

an abnormal configuration is encountered. 

DRIFTDOWN

The aircraft will begin a descent if it loses thrust on one or more engines when flying 

above the maximum service ceiling for the number of engines operating. This is known 

as a driftdown. Driftdown data can be obtained from Section V or Section XI of the 

Dash 1-1. Section V is used for two-engine operation, whereas Section XI is used for 

single engine operation. If terrain clearance becomes a factor when computing the 

driftdown data, fuel dump may be required. Remember to adhere to the NOTES at the 

top of the charts. 

TAKEOFF INTO SUSPECTED WINDSHEAR

Windshear is a rapid change of wind speed and/or direction along the flight path. The 

potential windshear danger is that it can cause a decrease in airflow over the wings 

resulting in a serious reduction of lift. Up or down drafts can also occur in a windshear 

environment. Basic windshear is defined as conditions that result in an airspeed 

change of 11 to 15 knots. A severe windshear is defined as conditions that result in 

airspeed changes greater than 15 knots, or vertical speed changes greater than 500 

feet per minute. Takeoff will not be attempted when severe windshear conditions exist 

or are forecasted. 

When windshear conditions are reported or forecast, you are directed to accomplish 

Takeoff Into Suspected Windshear procedures. To combat the effects of windshear, the 

aircraft must fly through the shear at an increased, optimum speed. When computing a 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-5 01 JUL 13 

TOLD card for takeoff into a suspected windshear, speeds for the actual gross weight

and performance-limiting weight must be computed and compared. The speeds 

computed for performance limiting weight will not exceed the speeds computed for 

actual weight by more than 20 knots. The computed performance limiting weight VR

must exceed the actual weight VR by at least 10 knots or the takeoff cannot be 

attempted. 

WING AIR REFUELING PODS

The performance data charts do not account for the additional drag created by the Wing 

Air Refueling Pods. When computing TOLD data for an aircraft with Wing Air Refueling 

Pods installed, adjustments must be made to the Runway Available prior to computing 

the Equivalent Field Length or Maximum Allowable Weight if V1=VMCG, also the 

Required Climb Gradient is increased prior to determining the Climb Gradient Limiting 

Weight. The required adjustment factors can be obtained from Section III of the Dash 

1-1. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-6 01 JUL 13 

Part II

Compute landing data for the following: 

Landing Card I

Given: 

Gross Weight 303,648 Lbs 

Oat -10° C 

Pressure Altitude +100’ 

Wind Direction 310°

Velocity 10 G 20 Knots 

Runway heading 350°

Runway Length 11,820’ 

RCR 23 

Slope .4 DN 

Flaps/slats 35°/EXT 

Anti-ice OFF 

Landing Card II

Given: 

Gross Weight 310,218 lbs 

Oat -5° C 

Pressure Altitude +2210’ 

Wind Direction 010°

Velocity 10 Knots 

Runway heading 350°

Runway Length 13,500’ 

RCR 10 

Slope 0 

Flaps/slats 0°/EXT 

Anti-ice ON 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-7 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-8 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-9 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-10 01 JUL 13 
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Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-11 01 JUL 13 

Landing Card III

Given: 

Gross Weight 338,618 lbs 

OAT 20° C 

Pressure Altitude +205’ 

Wind Direction Calm 

Velocity 0 

Runway heading 150°

Runway Length 11,150’ 

RCR 10 

Slope 0 

Flaps/slats 35°/RET 

Landing Card IV

Given: 

Gross Weight 349,112 lbs 

OAT 26° C 

Pressure Altitude +1800’ 

Wind Direction 150°

Velocity 10 G 20 Knots 

Runway heading 170°

Runway Length 11,752’ 

RCR 23 

Slope 0 

Flaps/slats 0°/RET 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-12 01 JUL 13 

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Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-13 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

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FIQ-E851-IG 1-72-14 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-15 01 JUL 13 
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Initial Qualification Course 

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FIQ-E851-IG 1-72-16 01 JUL 13 
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Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-17 01 JUL 13 

Landing Card V

Given: 

Gross Weight 290,703 Lbs 

OAT 32° C 

Pressure Altitude +50’ 

Wind Direction 130°

Velocity 15 Knots 

Runway heading 150°

Runway Length 11,758’ 

RCR 23 

Slope 0 

Flaps/slats 50°/EXT 

Anti-skid Inoperative 

Landing Card VI

Given: 

Gross Weight 285,000 Lbs 

OAT 21° C 

Pressure Altitude +3500’ 

Wind Direction 350°

Velocity 10 Knots 

Runway heading 010°

Runway Length 13,113’ 

RCR 23 

Slope 0 

Flaps/slats 35°/EXT 

2-3 Dual Hydraulic Failure 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-18 01 JUL 13 

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KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-19 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

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FIQ-E851-IG 1-72-20 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

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FIQ-E851-IG 1-72-21 01 JUL 13 
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Initial Qualification Course 

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FIQ-E851-IG 1-72-22 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-23 01 JUL 13 

SINGLE ENGINE DRIFTDOWN 

Given: 

TAT +8° C 

Flight Level FL 290 

Gross Weight 575,000 Lbs 

Temperature Std +20°

Terrain Height 4760’ AGL 

Terrain Distance 405 NM 

Wind +25 Knots (Headwind) 

Find: 

MCT Power Setting 110.0 

Initial Driftdown Speed 309 KIAS 

Terrain Height PA 4400’ 

Max Start of Driftdown Wt 442,000 lbs 

Required Fuel Dump 133,000 lbs 

Time to Terrain 85 Min 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-24 01 JUL 13 

SINGLE ENGINE DRIFTDOWN 

Given: 

TAT -12° C 

Flight level FL 310 

Gross weight 440,000 lbs 

Temperature Std 

Wind -75 knots (Tailwind) 

Drag index 10.0 

Find: 

Fuel burned 19,000 lbs + 1000 lbs = 20,000 lbs 

Bottom of driftdown 6100’ - 1250’ = 4850’ AGL 

Distance 486 NM 

Time 76 min 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-25 01 JUL 13 

SUSPECTED WIND SHEAR 

Gross Weight 463,918 lbs 

CG 18% 

OAT 29° C 

Dew Point √

Anti Ice OFF 

Pressure Altitude +200’ 

Wind Direction 190°

Velocity 20 G 30 Knots 

Runway heading 210°

Runway length 11001’ 

RCR 23 

RSC 0 

Slope 0.2 ↓

Elevation 62’ 

Obstacle Height N/A 

Obstacle Distance N/A 

Air Conditioning OFF 

Reverse Thrust Yes 

Compute a Takeoff into Suspected Windshear Told Card. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-26 01 JUL 13 

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KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-27 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-28 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-29 01 JUL 13 

WING AIR REFUELING PODS 

Given: 

Gross Weight 445,000 lbs 

CG 26.0% 

OAT 23° C 

Dew Point √

Anti Ice OFF 

Pressure Altitude 100’ 

Wind Direction 240°

Velocity 10 

Runway Heading 240°

Runway Length 10016 

RCR 23 

RSC 0 

Slope 0.3 Up 

Elevation 131' 

Obstacle Height 28 ft 

Obstacle Distance 2031 ft 

Air Conditioning ON 

Reverse Thrust YES 

Compute a TOLD Card with Wing Air Refueling Pods installed. 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-30 01 JUL 13 

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KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-31 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course 

CH 3 

FIQ-E851-IG 1-72-32 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-1 01 JUL 13 

Performance Workshop VII 

CFCC/Tire Limiting Speed/ 

Max Braking Speed 

Instructional Format 

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice completing three TOLD cards: one limited by Tire Limit 

Speed, one limited by Max Braking Speed, and one with a Configuration Change. 

The student should have reviewed the Introduction to KC-10 Takeoff 

Performance, the Takeoff and Landing Data Workbooks, and CBT Lessons prior 

to attending this workshop period. You will present the workshop exercises for 

the students to complete, and give the appropriate guidance when questions 

arise from the student. Once again, this is intended to be a workshop, and not 

simply an instructor lecture. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II contains the workshop exercises to be completed and includes solutions. 

II. Duration - 2.5 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials

A. Classroom 

B. T.O. 1C-10(K)A-1-1 

C. Performance Workshop VII, CFCC/Tire Limiting Speed/Max Braking 

Speed Instructor Guide 

D. AF IMT 4089 KC-10, TOLD Card Worksheet (3) 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-2 01 JUL 13 

V. Student Preparation/Review

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Takeoff Performance Workbook. 

C. Takeoff and Emergency Return Data Computation CBT Lesson 

D. Takeoff and Landing Data Workbook 

E. Review T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing Data 

5. Section X, Mission Planning. 

VI. Instructor Preparation

A. Review Workshop Exercises 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-3 01 JUL 13 

Objectives

1. Compute KC-10 Takeoff Data Based on Correction Factor for Configuration 

 Change. 

2. Compute KC-10 Takeoff Data Based on Tire Limit Speed. 

3. Compute KC-10 Takeoff Data Based on Maximum Brake Speed. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-4 01 JUL 13 

Part I

CORRECTION FACTOR FOR CONFIGURATION CHANGE

When a configuration change occurs in the deceleration devices of the aircraft, a 

Correction Factor Configuration Change (CFCC) must be computed. Enter the chart 

with a known RCR value, up to one of the correction lines: Center Gear Retracted, One 

Wheel Brake Inoperative, or Anti-skid Braking Inoperative. The correction line used 

depends on the configuration change. Remember, the CFCC replaces the RCR 

corrections; therefore, use only the charts labeled RCR 23 to 18. In the event the 

aircraft has more than one configuration change, use the most restrictive for 

performance computation. When computing Takeoff Performance be sure to adhere to 

the WARNINGS in Section Three of the 1C-10(K)A-1-1 pertaining to the use of 

Reduced Thrust for Takeoffs. 

TIRE LIMITING SPEED 

Tire Speed Limiting Weight (TSLW) is the weight at which the all engine liftoff speed 

equals the Tire Placard Speed. Normally TSLW will not be a limiting factor in computing 

takeoff performance. However, a combination of high pressure altitudes, high 

temperatures, long runways, and low flap settings can cause TSLW to be a limiting 

factor when computing takeoff performance. 

Tire speed is based on ground speed at the time of liftoff. Since ground speed is a 

function of true airspeed, high-pressure altitudes and temperatures cause these speeds 

to increase rapidly. This increases the possibility of TSLW becoming a factor in 

performance computation. 

After determining TSLW, compare it to TOGW. If TSLW is less than TOGW, then 

TSLW becomes the limiting factor for takeoff planning. To optimize takeoff performance 

TSLW must be plotted for various flap settings. Accomplish this by entering the TSLW 

chart with the OAT and pressure altitude, and then follow the gridlines down to the flap 

settings correction grid. Determine several TSLWs by using various flap settings (e.g., 

5°, 10°, up to 20°). Take these weights and flap settings to the Maximum Takeoff Gross 

Weight at Optimum Takeoff Flap Setting chart and plot a line from the first TSLW and 

flap setting through the last TSLW and flap setting computed. Now plot a line from the 

RALW and CGLW. The point at which the TSLW curve and CGLW curve intersects is 

the takeoff gross weight and optimum flap setting. This is the takeoff gross weight and 

flap setting that will be used to compute takeoff speeds. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-5 01 JUL 13 

MAXIMUM BRAKING SPEED

The maximum speed the aircraft can accelerate to, experience a problem, and stop in 

the remaining runway without exceeding the energy absorption capability of the brakes 

is called the Maximum Braking Speed (VMBE). Once it is determined that VMBE is a 

factor, the weight of the aircraft should be decreased until VMBE is no longer a factor. In 

most cases, reducing TOGW by 3500 lbs. for every knot that VCEF exceeds VMBE will 

satisfy VMBE limitations. After each weight reduction, recompute VCEF and VMBE and 

calculate a new V1. 

One common error in computing VMBE is the tendency to overlook Sheet 2 charts. 

These charts take into consideration any configuration changes. When computing a 

lightweight takeoff with a CFCC, remember to enter Sheet 1 with the computed 

groundspeed to compute the Max Braking Speed. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-6 01 JUL 13 

Part II

TOLD CARD I

GIVEN: 

GROSS WEIGHT 495,000 lbs 

CG 24.0% 

OAT 26° C 

DEW POINT T

ANTI ICE OFF 

PRESSURE ALTITUDE -50’ 

WINDS CALM 

RUNWAY HEADING 280°

RUNWAY LENGTH 11,475’ 

RCR 10 

RSC 0 

SLOPE 0 

FIELD ELEVATION 42 ‘ 

CLIMB GRADIENT 2.5% 

OBSTACLE HEIGHT N/A 

OBSTACLE DISTANCE N/A 

AIR CONDITION ON 

REVERSE THRUST YES 

NUMBER THREE BRAKE CAPPED 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-7 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-8 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-9 01 JUL 13 

TOLD CARD II

GIVEN: 

GROSS WEIGHT 525,000 lbs 

CG 18.0% 

OAT 25° C 

DEW POINT T

ANTI ICE OFF 

PRESSURE ALTITUDE +6040’ 

WINDS CALM 

RUNWAY HEADING 350°

RUNWAY LENGTH 13,740’ 

RCR 23 

RSC 0 

SLOPE .6 DN 

FIELD ELEVATION 6183’ 

CLIMB GRADIENT 2.5% 

OBSTACLE HEIGHT N/A 

OBSTACLE LENGTH N/A 

AIR CONDITION OFF 

REVERSE THRUST YES 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-10 01 JUL 13 

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KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-11 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

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KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-13 01 JUL 13 

TOLD CARD III

GIVEN: 

GROSS WEIGHT 415,500 lbs 

CG 8.0% 

OAT 35° C 

DEW POINT T

ANTI ICE OFF 

PRESSURE ALTITUDE +6500’ 

WINDS 350° 15G25 

RUNWAY HEADING 320°

RUNWAY LENGTH 12,300’ 

RCR 23 

RSC 0 

SLOPE 2.0 UP 

FIELD ELEVATION 6124’ 

CLIMB GRADIENT 2.5% 

OBSTACLE HEIGHT N/A 

OBSTACLE DISTANCE N/A 

AIR CONDITION ON 

REVERSE THRUST YES 

CENTER GEAR RETRACTED 

NUMBER 7 BRAKE CAPPED 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-14 01 JUL 13 

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Initial Qualification Course

CH 3 

FIQ-E849-IG 1-73-15 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

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FIQ-E849-IG 1-73-16 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-1 01 JUL 13 

Performance Workshop VIII 

Obstacle TOLD Card

Instructional Format

I. Purpose - The purpose of this workshop is to provide an opportunity for the 

student to practice completing an OBSTACLE TOLD card. The student should 

have reviewed the Introduction to KC-10 Takeoff Performance and the Takeoff 

and Landing Data Workbooks and the CBT Lessons prior to attending this 

workshop period. The instructor will present the workshop exercise for the 

students to complete, and give the appropriate guidance when questions arise 

from the student. 

Part I describes the topics that will be covered by the workshop exercises. 

Part II consists of the workshop exercises to be completed and solutions. 

II. Duration - 3.5 hours 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

B. T.O. 1C-10(K)A-1-1, Flight Manual Performance Data 

IV. Equipment and Materials

A. T.O. 1C-10(K)A-1 

B. T.O. 1C-10(K)A-1-1 

C. AF IMT 4089, KC-10 TOLD Card Worksheet 

V. Student Preparation/Review

A. Introduction to KC-10 Takeoff Performance CBT Lesson 

B. Introduction to KC-10 Performance Workbook 

C. KC-10 Takeoff and Emergency Return Data Computation CBT Lesson 

D. Takeoff and Landing Data Workbook 

E. Review T.O. 1C-10(K)A-1-1 

1. Section I, Introduction 

2. Section II, Engine Data 

3. Section III, Takeoff 

4. Section IX, Approach and Landing 

5. Section X, Mission Planning. 

VI. Instructor Preparation

 F. Review Workshop Exercise. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-2 01 JUL 13 

Objectives

1. Complete a KC-10 Obstacle Takeoff and Landing Data (TOLD) Card. 

2. Compute an All Engine Climb Gradient for each of the following cases. 

a. Prior to Pressure Height for Acceleration. 

b. After Pressure Height for Acceleration. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-3 01 JUL 13 

Part I 

OBSTACLE CLEARANCE

The Introduction to KC-10 Takeoff Performance workbook (W831) discusses the basic 

obstacle and climb segments for the KC-10. Refer to the obstacle data worksheet, and 

review the calculations required when an obstacle is present in your departure path. 

The obstacle clearance worksheet, on the reverse side of the AF IMT 4089, is divided 

into three sections. Section 1, Conditions, allows you to list the takeoff conditions 

needed to compute the obstacle clearance data. Section 2, Simplified Solution, allows 

you to perform the calculations to determine if the obstacle is going to be a factor or not. 

If the obstacle can be cleared after performing the simplified solution, no further 

obstacle clearance calculations need be performed. The third section, Optimized 

Solution, allows you to perform runway reductions to increase the obstacle distance. 

The Optimized Solution Section also contains the appropriate notes for obstacle 

clearance data calculations. The completion of the worksheet is optional but assists 

greatly in keeping the data in order when runway cutbacks are required. 

Now look at some of the calculations required. OBST HT (AGL) as described in Note 1 

is the obstacle height above Mean Sea Level minus the departure end of runway (DER) 

elevation. If the runway has no slope, or an uphill slope, use the published field 

elevation. If the runway has a downhill slope, and the departure end of runway elevation 

is not known, the DER elevation may be calculated using the formula in Note 1B. 

 Example: Runway Length 10,000'; Runway Slope 0.8%↑; 

 Field elevation 365' (MSL); Obstacle Height 435' (MSL) 

 OBST HT (AGL) = 435 - [365 - (10,000 X 0.8 / 100)] 

 OBST HT (AGL) = 150' 

150 is the obstacle height above the liftoff end of the runway and is entered in the OBST 

HT block in the Condition Section of the Obstacle Clearance Worksheet. 

The Climbout Slope correction is listed in Note 2. It is used to correct the obstacle 

height versus the obstacle distance from the liftoff end of the runway. This is calculated 

by either using the Climbout Slope Correction grid in the Performance Manual, (fig 3-9, 

Sheet 1), for an obstacle distance of up to 4,000', or by 24' for each 1% of downhill 

slope. 

 Example: Runway Slope 0.8%↓; 

 Downhill Slope Correction = 24 X 0.8% = 19' 

19' is entered in the Downhill Slope Correction blocks in both the simplified and 

optimized solution sections. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-4 01 JUL 13 

When computing the Climb Gradient Required, always use the most limiting flap 

correction. In this example, 25° flaps is the worst case, so if the flap setting is less, 

there is an additional margin of safety built into the computations. Also, the climb 

gradient depicted on the climbout flight path charts are GROSS climb gradients, not 

NET. So use the charts, the Climb Gradient Required cannot be calculated using the 

40:1 rule. If the climb gradient exceeds 9.0 a runway reduction is required to increase 

the obstacle distance, thus allowing the gradient to be lowered to 9.0. 

 Example: Obstacle Height (AGL) = 75'; Obstacle Distance = 1,000'; 

 Runway Available 10,000' 

The climb gradient exceeds 9.0. The Runway Available will have to be reduced 

750' (corrected for 250

 flaps). This would make the new Runway Available 

9,250', and the Obstacle Distance 1,750'. 

When working the optimized solution you may continue to cutback the runway until you 

either calculate a MTOGW (Maximum Takeoff Gross Weight) that equals or exceeds 

the Gross Weight, or if computing a maximum ACL (Allowable Cargo Load) weight, until 

the MTOGW starts to decrease. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-5 01 JUL 13 

Min Climb Rate 

 

Using the WAPEX-ONE as an example 

TRAVIS AFB WAPEX-ONE DEPARTURE (RWY 21R) 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-6 01 JUL 13 

This SID has a minimum climb block. 

1. Notes to the min climb rate block. 

a. TACAN is available so use the @ column to get a min climb rate of 

250ft/NM at 60 knots. 

b. Note below the min climb rate block requires the min climb out rate to be 

maintained until reaching 4100 ft. 

 

2. Go to T.O. 1-1C-10(K)A-1-1 Fig 3-8, Minimum Climb Gradient Chart. 

a. End of Restriction height (AGL) = Top of Min Climb Restriction (MSL) – 

Rwy Departure End Field Elev. For this example > 1505. 

b. Read over to 250ft/NM column and observe a min climb rate of 7.16 and a 

RWY cutback of 573 ft. from the RWY length. Add the normal 300 ft. lineup distance for total cutback distance. 

3. Calculate TOLD using the above data. 

ALL ENGINE CLIMB GRADIENT 

Charts are provided for an ALL ENGINE CLIMB GRADIENT. There are two charts, if 

the level off altitude is prior to Pressure Height for Acceleration and the other is after 

Pressure Height for Acceleration. The next chart in the performance manual will 

convert this percentage to a FT/NM, which makes it useful in our case. These charts 

are only if you have a standard instrument departure (SID) requirements or a hold down 

altitude. 

This data will not be used to determine obstacle clearance capabilities in lieu of the 

engine out climb gradient data. 

The All Engine Climb Gradient Takeoff Rated Thrust chart (figure 3-40) is used when 

the all engine climb requirement ends at or below pressure height for acceleration. It 

measures all engine climb gradient with the gear fully retracted, flaps and slats in the 

takeoff configuration, all engines operating at takeoff thrust, and climbout speed at V2 + 

10 Knots. 

The All Engine Climb Gradient, Maximum Climb Thrust Chart (figure 3-41) is normally 

used to verify the all engine climb gradient at the top of the all engine climb restriction 

but may be used at any altitude above acceleration height. When an all engine climb 

requirement ends above pressure height for acceleration the all engine climb gradient is 

measured with the flaps and slats retracted, all engines operating at maximum climb 

thrust, and climbout speed at VSR. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-7 01 JUL 13 

Given the following: 

Problem 1 

SID level off altitude of 1400’ 

Press Height for Accel. 1480’ 

Outside Air Temperature of 20°C 

Pressure Altitude SL 

Gross Weight 440,000 

Takeoff Flaps Setting 20 

Ice Protection OFF 

Climb Gradient 17.4 

Climb Gradient (FT/NM) 1065 

Problem 2 

SID level off altitude of 6000’ 

Press Height for Accel. 1480’ 

Outside Air Temperature of 20°C 

Pressure Altitude SL 

Gross Weight 440,000 

Takeoff Flaps Setting 20 

Ice Protection OFF 

Climb Gradient 14.0 

Climb Gradient (FT/NM) 855

These Climb Gradient (FT/NM) should be equal to or higher the required gradients in 

the top right corner of the SID’s. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-8 01 JUL 13 

Part II

WORKSHOP EXERCISES

1. GIVEN: 

Gross Weight Compute MTOGW 

Takeoff CG 20.0% 

OAT 20°C 

Dew Point T 

Anti-ice OFF 

Pressure Altitude +3,500' 

Wind Direction CALM 

Wind Velocity 0 

Runway heading 030° 

Runway Length 11,500' 

RCR 23 

RSC 0 

Slope 0.8% DN 

Field Elevation 3,526' at brake release/departure end unknown 

Obstacle Height 3,542' 

Obstacle Distance 3,750' 

Air Conditioning OFF 

Reverse Thrust YES 

Compute Takeoff Performance 

Instructor Note: See KC-10A Departure Planning Guide, Step C. Brief student on 

procedure. 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-9 01 JUL 13 
KC-10 Aircrew Training System 

Initial Qualification Course

CH 3 

FIQ-E850-IG 1-74-10 01 JUL 13 482.0 4.3 466.0 514.0 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C311-IG 1-75-1 01 OCT 10 

Electrical Abnormal Procedures I 

Instructional Format

I. Purpose - The purpose of this lesson is to introduce students to the Electrical 

Abnormal Checklist procedures. It discusses general procedures of the 

emergency and abnormal checklists and the electrical abnormal checklist 

procedures. 

II. Duration - 1.0 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Electrical Abnormal Procedures I CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1) 

1. Section II, Emergency Procedures 

a. Introduction 

2. Section IIA, Abnormal Procedures 

a. Introduction 

b. Electrical 

(1) APU Generator Off Lt On (AC Load Zero) 

(2) Eng Gen Off Lt On (AC Load Zero) 

(3) Gen Fail Light On (Eng or APU) 

(4) Gen Freq Hi 

(5) AC Bus Tie Isol Lt(s) On 

(6) CSD Oil Outlet Temp Hi 

(7) CSD Oil Press Lo Light On 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C311-IG 1-75-2 01 OCT 10 

Objectives

1. Identify general characteristics of emergency and abnormal procedures 

checklists. 

2. Identify the characteristics of electrical system malfunctions and their respective 

abnormal procedure. 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C322-IG 1-76-1 01 OCT 10 

Air Conditioning Abnormal Procedures 

Instructional Format 

I. Purpose - The purpose of this lesson is to discuss Air Conditioning System 

Abnormal Procedures. 

II. Duration - 0.8 hour 

III. Reference Materials

A. T.O. 1C-10(K)A-1, Flight Manual 

IV. Equipment and Materials

A. Learning Center CBT Workstation 

B. Air Conditioning Abnormal Procedures CBT Lesson 

C. Writing Material 

V. Student Preparation/Review

A. T.O. 1C-10(K)A-1 

1. Section IIA, Abnormal Procedures - Air Conditioning 

a. Avionic Flow Off Light On 

b. Center Access Compartment Flow Off Light On 

c. Duct-Avionic Compartment Overheat Light On 

d. Trim Air Inoperative 

e. INS Flow OFF Light On 

f. Pack Off Light On 

g. Ram Air Ventilation System Operation 

h. Air Cond Trim Air Pressure High Light On 
KC-10 Aircrew Training System 

Initial Qualification Course

Original 

FIQ-C322-IG 1-76-2 01 OCT 10 

Objective

1. Identify the characteristics of Air Conditioning System malfunctions and their 

respective abnormal procedures.