01 Jul 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-LEP-IG-V1 A 01 JUL 13 INSERT LATEST CHANGED PAGES.

DESTROY SUPERSEDED PAGES.

NOTE: A vertical line in the outer margin of the page indicates the portion of the text affected by the changes.

Dates of issue for original and changed pages are:

Original

. . . . 0

. . . . . 01 Oct 10
Change

. . . . 1

. . . . . 01 Jul 11
Change

. . . . 2

. . . . . 01 Jun 12
Change

. . . . 3

. . . . . 01 Jul 13

Page

No. *Change

No. Page

No. *Change

No. Page

No. *Change

No.

Title

. . . . . . . . . . . . . 3 1-28-1 – 1-28-2

. . . . . . . . 0

A

. . . . . . . . . . . . . . . 3 1-29-1 – 1-29-6

. . . . . . . . 0 1-59-1 – 1-59-4

. . . . . . . . 0

i – iv

. . . . . . . . . . . . . 0 1-30-1 – 1-30-2

. . . . . . . . 0 1-60-1 – 1-60-12

. . . . . . . 0

1-0-1 – 1-0-22

. . . . . . . 3 1-31-1 – 1-31-2

. . . . . . . . 0 1-61-1 – 1-61-12

. . . . . . . 3

1-1-1 – 1-1-18

. . . . . . . 3 1-32-1 – 1-32-2

. . . . . . . . 0 1-62-1 – 1-62-34

. . . . . . . 3

1-2-1 – 1-2-2

. . . . . . . . 0 1-33-1 – 1-33-8

. . . . . . . . 3 1-63-1 – 1-63-12

. . . . . . . 3

1-3-1 – 1-3-2

. . . . . . . . 0 1-34-1 – 1-34-12

. . . . . . . 3 1-64-1 – 1-64-38

. . . . . . . 3

1-4-1 – 1-4-2

. . . . . . . . 0 1-35-1 – 1-35-14

. . . . . . . 3 1-65-1 – 1-65-14

. . . . . . . 3

1-5-1 – 1-5-2

. . . . . . . . 0 1-36-1 – 1-36-10

. . . . . . . 3 1-66-1 – 1-66-16

. . . . . . . 3

1-6-1 – 1-6-2

. . . . . . . . 0 1-37-1 – 1-37-14

. . . . . . . 3 1-67-1 – 1-67-4

. . . . . . . . 0

1-7-1 – 1-7-2

. . . . . . . . 0 1-38 -1– 1-38-8

. . . . . . . . 3 1-68-1 – 1-68-30

. . . . . . . 3

1-8-1 – 1-8-2

. . . . . . . . 0 1-39-1 – 1-39-52

. . . . . . . 3 1-69-1 – 1-69-28

. . . . . . . 3

1-9-1 – 1-9-2

. . . . . . . . 0 1-40-1 – 1-40-2

. . . . . . . . 0 1-70-1 – 1-70-2

. . . . . . . . 0

1-10-1 – 1-10-28

. . . . . . 3 1-41-1 – 1-41-2

. . . . . . . . 0 1-71-1 – 1-71-2

. . . . . . . . 0

1-11-1 – 1-11-8

. . . . . . . 0 1-42-1 – 1-42-2

. . . . . . . . 0 1-72-1 – 1-72-32

. . . . . . . 3

1-12-1 – 1-12-2

. . . . . . . 0 1-43-1 – 1-43-2

. . . . . . . . 0 1-73-1 – 1-73-16

. . . . . . . 3

1-13-1 – 1-13-2

. . . . . . . 0 1-44-1 – 1-44-2

. . . . . . . . 0 1-74-1 – 1-74-10

. . . . . . . 3

1-14-1 – 1-14-2

. . . . . . . 0 1-45-1 – 1-45-2

. . . . . . . . 0 1-75-1 – 1-75-2

. . . . . . . . 0

1-15-1 – 1-15-2

. . . . . . . 0 1-46-1 – 1-46-2

. . . . . . . . 0 1-76-1 – 1-76-2

. . . . . . . . 0

1-16-1 – 1-16-16

. . . . . . 3 1-47-1 – 1-47-2

. . . . . . . . 0

1-17-1 – 1-17-14

. . . . . . 3 1-48-1 – 1-48-2

. . . . . . . . 0

1-18-1 – 1-18-2

. . . . . . . 0 1-49-1 – 1-49-2

. . . . . . . . 0

1-19-1 – 1-19-2

. . . . . . . 0 1-50-1 – 1-50-4

. . . . . . . . 0

1-20-1 – 1-20-2

. . . . . . . 0 1-51-1 – 1-51-2

. . . . . . . . 0

1-21-1 – 1-21-2

. . . . . . . 0 1-52-1 – 1-52-2

. . . . . . . . 0

1-22-1 – 1-22-2

. . . . . . . 0 1-53-1 – 1-53-2

. . . . . . . . 0

1-23-1 – 1-23-22

. . . . . . 3 1-54-1 – 1-54-2

. . . . . . . . 0

1-24-1 – 1-24-10

. . . . . . 3 1-55-1 – 1-55-2

. . . . . . . . 0

1-25-1 – 1-25-2

. . . . . . . 0 1-56-1 – 1-56-2

. . . . . . . . 0

1-26-1 – 1-26-2

. . . . . . . 0 1-57-1 – 1-57-2

. . . . . . . . 0

1-27-1 – 1-27-2

. . . . . . . 0 1-58-1 – 1-58-2

. . . . . . . . 0

Summary of Changes:

1. Biennial review completed.

* Zero in this column indicates an original page. 

### LIST OF EFFECTIVE PAGESKC-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 Initia l 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 1-21-1KC-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 = V MCG 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 1-47-1KC-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 1-72-1KC-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 1-76-1KC-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 in formation needed to complete the KC-10 Flight Engineer Initial Qualification Course, (FIQ) . This Introduction contains a Course Management Flow Chart, Daily Training Sc hedule, and Summary of Resources per

Student.

The course is designed for mature, responsib le and motivated crewmembers. It contains the necessary educational information and trai ning requirements to ensure that students are taught the essential skills and knowledge needed to perform their duti es in the KC-10.

Required tasks performed in the KC -10 will be taught to either fam iliarity 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 requi red 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 prerequi site 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 t hey become familiar with the CBT system and learn how to operate the equi pment. There will alwa ys be an instructor available to assist the students as they take t he CBT lessons. Every e ffort 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. Le ssons 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 recor ded on individual grade sheets. Students must demonstrate familiarity or proficien cy 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 ens ure each student receives the best quality training available. Tell the student to ask fo r help from an instruct or if they have any questions about the training received, info rmation provided, or training equipment.



### Concept of Training
The approach used in this course fully integrat es 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 c ourse 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. Perfo rmance tasks requiring skill development are trained using static aircraft, Aircraft System s Trainers (ASTs), Flight Training Devices (FTDs), and flight simulators. Students ma y keep all course books issued by the ATS

contractor.

Instruction begins with lessons on aircraft syst ems, followed by fli ght operating systems, which include the Flight Management System (F MS) and FGS. The instruction will include all aspects of flying the KC-10 from mission preparation, pre-fli ght, normal ground and flight operations, to abnormal and emergency proc edures. 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 missi on is set aside for USAF Flight Examiner

administered evaluation. T he student is evaluated on normal, air refueling, abnormal and emergency procedures for aircraft system failu res or malfunctions, and Crew Resource Management.

Additional training is provided post-eval uation on mission planning, formation and taxi procedures and tactics to reduce the student’s P hase 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, tax iing, formation flying and tactics prior to arriving at the Formal Training Unit (FTU). During these post-evaluation missions, because of the desi gned program overlap capabilit y, the student will either accomplish them with their assigned training part ner, a squadron-provided or Contract Pilot or Flight Engineer Instructor s eat-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 cl ass 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 circum stances 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/F IQ missions S801 and S802 will still be accomplished by the student and a Contract Fli ght Engineer Instructor. However, for S803 and S804, FIC candidates will overlap wit h your training and act as instructors during both missions.

For one FIQ student paired with one FIC candi date, the student will accomplish both S803 and S804 in the flight engineer’s sea t, while being instructed by the FIC

candidate.

For one FIQ student paired with two FIC candi dates, both FIC candidates will ride along with you for S803 and S804. One FIC candidat e will instruct the first half of each

mission and the other FIC candidate will inst ruct 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 wi th 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, ac ts as the aircraft commander and is in command for his/her respective missions.

2. Accomplishing Post-Evaluation WSTs wi th a Squadron-Provided Seat-Filler: If accomplished with a squadron-provided seat-fille r, 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-provi ded 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 indicat ed above. However, for the remaining two missions, PIQ profile s 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 o ccupy 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 diffe rent 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 c andidates will work as integral crews in the same manner expected on upcoming FTU sorties.

Purposes of Overlapped Traini ng with the PIC/FIC Program:

The overall purposes of combining your traini ng with the PIC/FIC program are to familiarize you and the new instructor candidates with typica l 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 activiti es 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 co sts, however, flight plans and data for this traini ng 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 S 801 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. T he lessons are identified with a

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

A Ground Aircraft C Computer-Based Training (CBT) E Workshop/Exercise F Flight Management System (F MS) 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 In spection Flight Training Device lesson.

The Daily Training Schedule puts the daily r equirements in the order the student is expected to complete the lessons/training event s. The lesson times are approximate and serve as a guide for scheduling daily events.

The Instructor Guide is arranged in the or der 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. A ll lessons regardless of type of instruction are arranged in this order. A Flight Engi neer 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 less ons. Although time is allotted in the training schedule to review workbooks, st udents 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 comple te specific portions.

All performance workbooks provide supplemental information for the classroom workshops; the student only needs to review the problem s and exercises, as well as the provided answers. The specific performance workshops will cover all the proc edures the student is required to accomplish.



### CRM
A separate CRM Coursebook prov ides the information for t he 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 Initia l 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 HandoutKC-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, Em ergency 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 Re fueling 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

C025 1 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 OptionalKC-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 OptionalKC-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 OptionalKC-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 OptionalKC-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 OptionalKC-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 OptionalKC-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

8.0KC-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 = V MCG 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

7.5KC-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/F857 FGS 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

7.0KC-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

7.2KC-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

4.4KC-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

7.0KC-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:

* = OptionalKC-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 163 385.9KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-INT-IG-V1 1-0-22 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-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 orientat ion 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 explai ns 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 descr ibed 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 Qualific ation Course Introduction Instructor

Guide

B. Classroom Pres entation 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 Inst ructor Lecture Text provides you with a representative format for pr esenting 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 ENGINEE R 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 t he KC-10. In this lesson I will introduce
the KC-10 Initial Qualification Course. Fo llowing a brief orient ation 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 descr ibe 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 trai ning program, we will make introductions,

discuss the role of the KC-1 0 Aircrew Training System (ATS) contractor, provide general information and requirements, and cover Learning Center procedures.

E-FRAME 4: INTRODUCTIONS

1. Student/ Instructor IntroductionKC-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, f unction, and interface between the

contractor and the Air Force.

a. KC-10 ATS Contractor. The KC-10 ATS contractor provides contract instruct ors, 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 TS SC is responsible for designing, developing, updat ing, and maintaining KC10 courseware. The TSSC also provides engineering, maintenance, and logistical support for the Flight Training Devices (FTDs), f light 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 Qualific ation, and Continuation Training.

E-FRAME 10: GENERAL INFO RMATION 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 rece ived 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 Managem ent 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 issu ed by the contractor and the Air Force. A list of required co urse 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 Cour se 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 coordina tion 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 yo u’re here, we’ll look at AMC Mission Orientation videotape then discu ss 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 conti ngency, 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 l ong-range deployments of tactical fighter forces.

(2) Supporting air-refueling require ments 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 hav e 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 PRIM ARY 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 super vise 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 OT HER 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 cons iderations 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: COPILO T’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 high ly 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, regulat ions, and Flight Manual normal, abnormal, and emergency procedures. Utilize simulator time conscientiously to practice andKC-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 t he 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 va rious 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 stat us 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, al titudes, obstructions, and traffic procedures to incl ude 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 refue ling 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 t he Boom Operator is to:

(1) Perform inspections and preparation, as required, and report the condition of the aircraft to the Aircraft Commander. Manage the load ing 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 va rious 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 a ll phases of f light that the Boom Operator may observe.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-11 01 JUL 13 E-FRAME 27: CREW COORDINATION

6. Crew Coordination

.

The KC-10 mission is demanding. The successful accomplishment of the mission depends on effective crew c oordination, i.e., being alert and interacting harmoniously with other cr ewmembers, mainta ining situational awareness, and observing safe operat ing 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 comp letely familiar with one’s crew position and having working knowledge of ot her crewmembers’ duties are essential parts of the total effort. Each crewmember must be alert at all times and notify the responsible cr ewmember of any deviation or discrepancy, which will affect succe ssful completion of the mission.

Maximum crew coordination with minimum verbal effort is achieved by the Flight Engineer readi ng all checklists (except Boom Operator checklists), with the appropriate responses from the other crewmembers. Crew

coordination enhances the ma nner in which the missi on 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 bec ome 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 responsibil ities 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-12 01 JUL 13 (3) Discrepancy.

(4) Deviation.

E-FRAME 30: SAFETY

c. Safety . Crew coordination mu st be developed through diligent effort, understanding and ant icipation. 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, includ ing a description of the tr aining approach, integrated training concept, and the course overview.

E-FRAME 32: TRAI NING 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 appr oach used in this course fully integrates academic with hands-on tr aining events, so the procedures learned in academic lessons are app lied in hands-on training events.

E-FRAME 33: ACADEMICS

Academic training includes self-paced ac tivities, workshops, and instructor guided reviews (IGR). KC-10 Flight Manuals are the primary reference source for all lessons. However, info rmation 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 diffi cult to catch up. When you go to theKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-13 01 JUL 13 FTD or WST unprepared, you compromi se successful completion of the training mission.

E-FRAME 35: COMPUT ER-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 a ccess 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 suppl ements information included in the Flight Manual. Lesson exercises assess understanding and answer keys provide feedback. Al though 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 tr aining 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 sect ion of each StudentKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-14 01 JUL 13 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 sc heduled 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 re inforcement 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 ou tline 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 cl assroom 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 stat ic 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 proceduresKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-15 01 JUL 13 instruction. The guided t our 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, Electr ical, 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 ar e structured creworiented missions. In this device, you practice normal, abnormal, and em ergency procedures. As much as possible, they ar e planned as full-profile missions. Pilots will practi ce flying the aircraft from both pilot seats.

E-FRAME 46: STUDENT GUIDE

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

scheduled order of ev ents and provides an individual guide for each lesson. The guide is br oken 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 - 1KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-16 01 JUL 13 (1) CBT Lessons . CBT lessons include an introduction, student preparation/review r equirements, objectives,

and a lesson outline. Use the outline to take notes during each CBT lesson.

(2) Workshops, and Exercises

. Workshops and

exercises include an introduc tion, objectives followed by instructional reading topics, problems, and

exercises.

(3) FTD and Simulator . FTD and simulator lessons include an introduction, objec tives, and the profile to

be flown.

E-FRAME 48: INTEGRATED TRAINING

2. Integrated Training Concept

.

a. Purpose . This course uses an in tegrated 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 ha nds-on training device. The reduced time lapse between rela ted 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 procedure s, 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-17 01 JUL 13 b. Course Management Flow Chart and Daily Training

Schedule

. Preview the scheduled daily events. Have the students follow along with t he Course Management Flow Chart and Daily Training Schedul e that are included in the

front section of their Student Guide.

D. Learning Center Tour

.

Take the students on a tour of the Learni ng Center facility following the lesson

summary.

E-FRAME 51: SUMMARY

III. REVIEW

A. Summary

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

and effective KC-10 crewmember. This program introduction has provided a general orientation, introduc ed the mission of the KC -10 and your specific responsibilities, and described the Initial Q ualification Course. Should you have any questions during the course, please feel free to ask your instructor.

B. Remotivation

Becoming a successful KC-10 aircrew me mber is not an easy task. By dedicating yourself and followi ng the instructions in t he 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

Initial Qualification Course

CH 3

PIQ/FIQ-G840-IG 1-1-18 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

Original

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) Comput er-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. NoneKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objective

1. This lesson describes:

a. Navigation through Computer Based Training (CBT) Lessons.KC-10 Aircrew Training System

Initial Qualification Course

Original

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 ProvisionsKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify aircraft general ex terior characteristics.

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

Initial Qualification Course

Original

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 engi ne 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 ProtectionKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify the fire pr otection system components.

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

Initial Qualification Course

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 DescriptionKC-10 Aircrew Training System

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. APUKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify the Auxiliary Po wer Unit System components.

2. Identify the operationa l characteristics of t he Auxiliary Power Unit.KC-10 Aircrew Training System

Initial Qualification Course

Original

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

# 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, ElectricalKC-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 operationa l characteristics of t he electrical system.KC-10 Aircrew Training System

Initial Qualification Course

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)KC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C013-IG 1-8-2 01 OCT 10 

## Objectives

1. Identify the fuel system components.

2. Identify the operati onal 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 LimitationsKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C043-IG 1-9-2 01 OCT 10 

## Objectives

1. Identify the components of the Air Refueling System.

2. Identify the operationa l characteristics of t he Air Refueling System.KC-10 Aircrew Training System

Initial Qualification Course

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 dat a 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 th e 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 Pres entation 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 ar e in order (instructor may select individual frames depending on the needs of the students). B. All equipment and reference materi als should be readily available. C. Ensure students have completed all applicable CBT Lessons before beginning this IGR. D. Use the Instructor Outline to gui de the lesson and to assist in answering student’s questions.

E. Review all student test results an d 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 ex terior characteristics.

2. Identify aircraft general interior characteristics.

3. Identify operational characterist ics of the fire protection system.

4. Identify characteristics of the exterior lighting system.

5. Identify characteristics of the interior lighting system.

6. Identify operational characterist ics of the auxiliary power unit.

7. Identify operational characteri stics of the electrical system.

8. Identify the operati onal characteristics of the fuel system.

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

Initial Qualification Course

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 diff icult topics, and to make the lesson more interesting for the students. Try to get the

students involved with th e 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 assi st you in conducting this

review.

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

E-FRAME 1: INSTRUCTOR GU IDED REVIEW I (IGR I)

I. INTRODUCTION

A. Instructor Introduction

Introduce yourself. Briefly relate y our flying and instructor expertise.

B. Purpose Statement

The purpose of this lesson is to review t he general aircraft characteristics, Fire Protection System, Lighting, APU, Electr ical System, Aircra ft Fuel System, and Air Refueling System.

1. Attention

2. MotivationKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I018-IG 1-10-4 01 JUL 13 E-FRAME 2: OBJECTIVES

C. Objectives

Identify operational c haracteristics of the:

1. Aircraft General Ex terior 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 Exte rior 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/CKC-10 Aircrew Training System

Initial Qualification Course

CH 3

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 Inte rior 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 SYSTEMKC-10 Aircrew Training System

Initial Qualification Course

CH 3

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 considerati ons after discharging both

number two fire bottles?

E-FRAME 13: SMOK E DETECTOR PANEL

6. Cabin Cargo Smoke

E-FRAME 14: EXTERIOR LIGHTING SYSTEM

D. Exterior Lighting System

E-FRAME 15: LANDING/GR OUND/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 LightsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I018-IG 1-10-7 01 JUL 13 E-FRAME 16: SCANNING/GENERAL ILLUMINATION

3. Scanning and Gener al 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 LightsKC-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 exter nal 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. OverheadKC-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 INTE RIOR LIGHTING CONTROLS

3. Controls and Indicators

a. Primary Lighting

(1) Pilot/Copilot Light Control Panel

E-FRAME 27: PRIMARY INTER IOR LIGHTING CONTROLS - 1

(2) Overhead Panel and Glareshield

E-FRAME 28: PRIMARY INTER IOR LIGHTING CONTROLS - 2

(3) Pedestal

E-FRAME 29: PRIMARY INTER IOR 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 W ARNING AND CAUTION SYSTEM

d. Master Warning and Ma ster 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 lig hting 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 Compartm ent, 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 APUKC-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 di stribution 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 wil l 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 th rough primary wi nding 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 secondar y 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 Generat or (PMG) – above 95% N 2KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I018-IG 1-10-13 01 JUL 13 *****Instructor Note*****

The batteries must be insta lled 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% N 2 Permanent Magnet Generator

b. Functions

(1) Provides automatic start, automatic shutdown (2) Monitors fire detec tor/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 N 2 compressor (4) No CSD (5) Electrical load has prio rity over pneumatic demand (when total demand exceeds APU capacity)

b. Pneumatics

(1) Provided by N 1 compressor (2) Electronic Control Unit monitors demand and adjusts

N 1 compressor

c. Modes of OperationKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I018-IG 1-10-14 01 JUL 13 (1) Normal Mode

(a) Maintains N 1 RPM of 97% ±1% when ignition selector is in Start A or B; otherwise N 1 RPM is function of bleed demand; maintains N 2 RPM

of 100% ±1%

(2) Standby Mode

(a) N 2 stabilizes between 75 and 100% depending

on electrical load and ambient temperature (b) Bleed air demands have little effect on N 1 RPM

E-FRAME 42: APU COOLING AND COMPARTMENT VENTILATION

8. APU Cooling and Com partment 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 th rough 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 Indicato rs – APU Control Panel

a. APU N 1 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 N 2 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%

N 2 ) (3) Continued operation wit h 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% N 2 RPM (4) Failure of oil pressure circ uitry will inhibit the starting
system (5) Failure of oil pressure circuitry will cause light to come

on and flash if N 2 is less than 6.5%

g. APU Master SwitchKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I018-IG 1-10-16 01 JUL 13 (1) START – momentary positi on; 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 N 1 speed (b) All automatic controls active

(2) STBY

(a) Used when NORM mode fails (b) Automatic over temperature protection retained (c) N 1 speed no longer regulated (d) N 1 RPM will not increase with bleed demand;

will increase with electrical load

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

The APU generator and controls are covered in Electrical Syst em 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 miss ion 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 SystemKC-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 Generat ors (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 switchKC-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 METERSKC-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 – Caut ion: 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 BusesKC-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 P anel (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 electric al power supplied by all three engine generators, and power available from the APU, and external pow er, 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 SwitchesKC-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 ValveKC-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—t hree 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 SystemKC-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 EquippedKC-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: CONTRO LS 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 Equi pped Receiver Aircraft

c. Hydraulically Operated Hose Reel System (Hydraulic System 2)

d. ParadrogueKC-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 power s 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 Pr essure Control Unit (FPCU)

E-FRAME 72: MANIFOLD SCAVENGING

5. Manifold Scavenging

a. Receiver

b. Tanker

c. Boom

E-FRAME 73: AIR REFUELIN G CONTROLS AND INDICATORS

6. Controls and Indicators

a. Switch/LightsKC-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 bette r understanding of the aircraft systems and reinforce what you learned fr om the associated CBT Lessons.

C. Closure

This completes the review of the Ai rcraft General Exterior and Interior features, Fire Protection System, In terior and Exterior Lighting System, APU, Electrical System, Aircraft Fuel System, and Air Refueling System. Are there any final questions?

E-FRAME 75: THE ENDKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I018-IG 1-10-28 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

Original

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

# FTD Systems I

I. Purpose

– This mission is an instructor-gui ded review of the normal functions and operation of the Fire Prot ection, Lighting, APU, Electr ical, and Fuel Systems. Students are not responsible for the completion of checklists. Instructor(s) will ensure aircraft configuration, pa nels, 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 Descrip tion – 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 pract iced during this training mission:

1. Identify the operat ional characteristics of t he Fire Protection System. 2. Identify the operationa l characteristics of t he Auxiliary Power Unit. 3. Identify the operationa l characteristics of t he Electrical System. 4. Identify the operat ional characteristics of t he Interior Lighting System. 5. Identify the operat ional characteristics of t he Exterior Lighting System. 6. Identify the operati onal 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 Warn ing/Caution/Annunciator Lights

13. Establish Fuel Panel ConfigurationKC-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

A PU 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 EM ER PWR SWITCH TO OFF.

Ref: ____________

Question: Which gener ator is going to power the AC TIE BUS when external power is removed? Why? Engine generator #2, due to tie bus priority (external pow er, 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 exti nguishes 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 lbsKC-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 PU MP 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 CREWKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-T301-IG 1-11-8 01 OCT 10 THIS PAGE INTENTIONALLY LEFT BLANKKC-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 segm ents. The first segment describes the engines and their major components, the subsystems and the flig ht deck controls and indicators. The second segment descr ibes 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 PlantKC-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 operationa l characteristics of t he 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 LimitationsKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify the hydrau lic system components.

2. Identify the operationa l 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 GearKC-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 characteri stics of the land ing 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 DescriptionKC-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 characteri stics of the fli ght 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 poi nts covered in detail.

The data included in the Inst ructor Outline is to aid you in answering student questions. This review provides t he students with opportunities to seek

clarification or reinforcement of this material. Knowled geable 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 cover ed. 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 Instruct or Guides and E-Frame Set

B. Classroom Pres entation System C. Aircrew System Trainer (AST) D. Whiteboard, markers, and erasers



### V. Student Preparation/Review
A. The student should have completed t hese 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 materi als 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 an d 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 operationa l characteristics of t he Power Plant System.

2. Identify the operationa l characteristics of the Hydraulic System.

3. Identify the operat ional characteristics of t he Flight Controls System.

4. Identify the operationa l 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 diff icult 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 assi st you in conducting this

review.

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

E-FRAME 1: INSTRUCTOR GU IDED REVIEW II (IGR II)

I. INTRODUCTION

A. Instructor Introduction

Introduce yourself. Briefly relate y our 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 prec eding CBT Lessons. The review provides you with opportunities to seek clarificat ion 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 PumpsKC-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 V anes, 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 startKC-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 SystemKC-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: REVERSIB LE MOTOR PUMPSKC-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 engi ne is shut down due to a fire, how may its respective hydraulic system remain us eful? 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-REVE RSIBLE MOTOR PUMPS

p. Non-reversible motor pumps

(1) Location (2) Provide back-up power th rough 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 steeringKC-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 Shut off Feature (not depicted)

E-FRAME 27 : HYDRAULIC CONTROLS AND INDICATORS

3. Controls and Indicators

a. Gages

Suggested Discussion Question: What indica tion 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 PumpsKC-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 aircra ft 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 PumpKC-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 & 50 E (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 Hydr aulic systems 1 & 3

E-FRAME 35: HORIZO NTAL STABILIZER

Suggested Discussion Question: What happens to the autopilot, while in the command mode, when activating the trim swit ches? The autopilot will disengage.

d. Horizontal stabilizer

(1) Powered by Hydraulic syst ems 1 & 3, Back-Up by 2-1 Non-Reversible Motor Pump (2) Trim Rates function of Airspeed and AltitudeKC-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 cont rols 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 ValvesKC-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 28.5 E ) (4) Center Gear Isolation Switch (a) Control Valve, Right Main Wheel Well

Suggested Discussion Question: After takeo ff, what indications would the crew get when the gear is up and locked? All gear lights will extinguish.

E-FRAME 43: ALTERNAT E GEAR EXTENSION LEVER

(5) Alternate Gear Extension Lever

E-FRAME 44: CENTER GEAR ALTERNATE EXTENSION HANDLEKC-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 rel easing the up latches for the gear doors and nose gear, the alternate gear extension handle also unl ocks 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: PARKI NG 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 airc raft systems. Are t here any questions? Thank you for your attention.

E-FRAME 51: THE ENDKC-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-gui ded review of normal functions and operation of the Power Pl ant, Hydraulic, Landing Gear , and Flight Controls Systems. Students are not responsible for completion of checklists. The instructor(s) will ensure aircraft conf iguration, 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 Descrip tion – 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 pract iced during this training mission:

1. Identify the operationa l characteristics of t he Power Plant System. 2. Identify the operationa l characteristics of the Hydraulic System. 3. Identify the operationa l characteristics of the Landing Gear System. 4. Identify the operat ional characteristics of t he 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 GearKC-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 AIRC RAFT 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 ba ttery 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% N 1 and a

difference of 11% or more N 1 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 N 1 Max Limit Set knob is pulled out?

The upper window on that gage is

uncovered and control of that N 1 limit

index is transferred to the knob instead of

the TRC.

Question: What is t he 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 A ND POINT OUT CHANGES IN PNEUMATIC

PRESSURE AND APU N 1 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 star ter 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% N 2 ; Same.

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

DEMONSTRATE ENGINE FAIL LIGHT O PERATION (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 TH E 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 REVERSIBL E 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?

A DG 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 PA NEL. PLACE THE ENGINE 1 LEFT
HYDRAULIC PUMP SWITCH TO ON. PL ACE 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 N 2 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 MOTO R 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-REVE RSIBLE 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 POWE R SWITCH TO OFF. PLACE THE
ENGINE 2 LEFT HYDRAULIC PUMP SW ITCH TO ON. PL ACE 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 HY DRAULIC 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 TH E CONTROLS THROUGH THE FULL

RANGE OF TRAVEL. OPERATE TH E 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 ai leron deflection on surface position indicator (outboards unlocked).

HAVE THE STUDENT(S) OPERATE TH E 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/R ET. 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 TAKEOF F 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 stab ilizer 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% N 1
.

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 ar e 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% N 1 . 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 A ddress, 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, CommunicationsKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify the Communica tion System Components.

2. Identify the Operational C haracteristics of HF Radios.

3. Identify the Operational C haracteristics of UHF Radios.

4. Identify the Operational C haracteristics 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 characteri stics 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) PneumaticsKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify the pneumat ic systems components.

2. Identify the operati onal 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 characteristi cs 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, Pressuriza tion and Air Conditioning 2. Section III , Limitations a. Systems LimitationsKC-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 characteri stics 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, Pressuriza tion and Air Conditioning (1) Pressurization DescriptionKC-10 Aircrew Training System

Initial Qualification Course

Original

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

## Objectives

1. Identify the pressuri zation system components.

2. Identify the operational characteri stics of the pre ssurization 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 Protec tion 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 RepellentKC-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 Ic e 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 clarificat ion or reinforcement of this material. Knowledgeable students may not require th e 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 Instru ctor Guide and E-Frame Set

B. Classroom Pres entation 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 Materi als 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 an d 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 characte ristics of Pneumatic System.

2. Identify operational characterist ics of Air Conditioning System.

3. Identify operational characteri stics of Pressurization System.

4. Identify operational characteristi cs 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 diff icult 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 Aircre w 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 y our 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 Pr otection System. The Instructor guides the review, which cove rs the subject, taught in the preceding CBT Lessons. The review provides t he students with opportunities to seek

clarification or reinforc ement 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 operationa l 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 th eir student guide and use it to take

notes.

II. PRESENTATION

E-FRAME 3: PNEUMATIC SYSTEM

A. Pneumatic System

E-FRAME 4: PNEU MATIC AIR SOURCES

1. Pneumatic system components

a. Pneumatic air sources

(1) Engines (1 & 3) – low pressure, 8th stage bleed air; supplemented by high pre ssure, 14th stage bleed air (2) APU – ground use, inf light 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 pressureKC-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: pneumat ic 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 c ontroller; no operator

control (b) Abnormal light illumina tes 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 mo tor selected from FE Equipment Panel (g) Disagree light indicates valve position not as

selected (h) One engine pneuma tic 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 valvesKC-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 va lve will close and latch, if open c) Inhibited during engine startKC-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 Ma nifold 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 Ma nifold Fail test

E-FRAME 10: WING DIFFERE NTIAL PRESSURE SWITCHES

(4) Left and Right Wing Differential Pressure Switches (a) Sense pressure differential outboard of wing

anti-ice valveKC-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: MANIFO LD 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 FA ULT 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 CO NTROLS AND INDICATORS

2. Pneumatic Controls and Indicators

a. Engine Pneumatic Supply Sele ctor – Engines 1 & 3, four positions

(1) OFF – closes solenoid-con trolled pressure regulator

valve (2) LO – closes high pressure bleed valve (3) AUTO – pneumatic controlle r automatically provides high and low pressure bleed air dependent on engine pressure and temperature (4) HI – pneumatic contro ller adjusts automatic changeover to 145 psi

b. MANIFOLD FAIL Light

(1) Indicates high temperat ure on associated manifold (2) Illuminates Master Warning and Summary lights (3) Press to test

c. TEMP HI LightKC-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 pre ssure, 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 is olation 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

pressureKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I036-IG 1-23-10 01 JUL 13 (2) Illuminates Master Ca ution 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 take n from pneumatic manifold (2) Venturi action causes increased velocity and pressure drop (3) Change converted to elec trical signal, displayed on

flow indicator

b. Flow Control and Shutoff Valve

(1) Modulates to adjust airf low to match system demand (2) Provides positive shutoff when required (3) Electrically contro lled, pneumatically operated

c. Trim Air Regulator Valve

(1) Regulates pressure to appr ox 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 ex changer 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 turbineKC-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 temperat ure 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 ValveKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-I036-IG 1-23-12 01 JUL 13 (1) Allows hot air to bypass tu rbine, mixes with cold air leaving turbine (2) Auto controller maintains temperature between 45 ° F

and 60 ° F (3) Mechanically linke d 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 bl eed air pressure transfers water to ram air ducting; increases heat exchanger cooling capability

p. Pack Discharge Te mperature Sensor

(1) Air temperature downstr eam from water separator (2) Displayed on control panel

q. Pack Anti-ice Valve

(1) Sensor line at water separ ator detects low flow (ice buildup) (2) Valve commanded to modulate adding hot air until

flow restored (3) Operation fully autom atic, 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
compartmentsKC-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 tr im 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 CONDITIONIN G 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 openKC-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 – in dicates cooling airflow through avionic compartment below normal (2) AIR COND TRIM AIR PRES S HI – indicates trim air manifold pressure exceeds 12.5 ±0.5 psiKC-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 airf low to center instrument panel on ground (2) Check center instrument cooling fan with A/C off

E-FRAME 20: AIR CONDIT IONING SYSTEM OPERATION

(3) System Operation – Operating Modes

a. Pre-conditioned AirKC-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 Tem perature 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 tem perature control – operable only if ARO STA Temperatur e 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 (Outfl ow) 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: PRESSURIZA TION 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 handleKC-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/W ING/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 heat ing elements (outer surface) (2) Two sensors (one active, one spare) (3) Power – 115 VAC, AC buses 1 & 3

b. Windshield Defogging

(1) Embedded transparent heati ng elements (inner panel) (2) Power – 115 VAC, AC buses 1 & 3KC-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 80 E F (27 E C) (c) HIGH – maintains approx 110 E F (43 E C); used in moderate to heavy icing (d) TEST – illuminates WINDSHIELD ANTI-ICE INOP light if all overheat circuits are functionalKC-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 DI SAGREE – valve disagrees with commanded position (6) WINDSHIELD ANTI-ICE INOP (L & R) (a) System malfunction, heat removed (b) System test – illumi nates 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 lightsKC-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 Inst rument 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 gr ound 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 Sele ct Switches (FE Equipment Panel) – three 3-position switches (not shown, refer to Figure 1.12-1 in Flight Manual) (1) NORMAL – Ground Sensi ng 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 info rmation on the Pneumatic, Air Conditioning, Pressurization, and Ice & Rain Protection. Are there any final questions?

E-FRAME 38: THE ENDKC-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-gui ded review of the normal functions and operation of the Pneumatic, Air Condit ioning, 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 Descrip tion – 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 pract iced during this training mission:

1. Identify the operationa l characteristics of the Pneumatic System. 2. Identify the operat ional characteristics of t he Air Conditioning System. 3. Identify the operationa l characteristics of t he Pressurization System. 4. Identify the operat ional characteristics of the Ice and Rain Protection System.



## Profile

Instructor may vary profile to meet student needs.

1. Pneumatic System – C ontrols 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 Protec tion System OperationKC-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 AIRC RAFT 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 light s are inhibited with

the Selector Switch in LO?

The PNEU ABNORMAL and TEMP HI lights.

Question: What caus es 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 MANIFO LD FAIL/SUPPLY LOCKOUT STEP ON

THE FE INTERIOR INSPECTION TO DEMONSTRATE AUTOMATIC SYSTEM

RESPONSE TO A LEAK INDICATION. RE MEMBER, STUDENTS HAVE NOT HAD

PROCEDURES TRAINING.

2. PNEUMATIC SYSTEM –

EXTERNAL AIR Ref: __________

Question: Which pneu matic manifold does

the external air cart connect to?

The #1 manifold.

ENTER – GROUND AIRKC-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 N 1 , 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 SELEC TOR SWITCH TO START A OR B

Note the change in APU N 1 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 CLOSEKC-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 du ring 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 OPERAT ION 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 happ ens 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 pressurizati on requirements for

a mission? Yes, up to maximum altitude.

The auto abort protecti on 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 FO R LANDING. PERFO RM 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 MO DE. VARY THE CABIN PRESSURE

SETTING AND/OR USE THE VERTICAL SPE ED 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 au xiliary 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 PNEU MATIC 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 SELE CTOR 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 CREWKC-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/ Fli ght Instruments/ Automatic Flight (1) Flight InstrumentsKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C015-IG 1-25-2 01 OCT 10 

## Objectives

1. Identify the flight in strument system components.

2. Identify the operational characterist ics 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 Co nfiguration (Application) a. Cargo DoorKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C025-IG 1-26-2 01 OCT 10 

## Objectives

1. Identify the characterist ics of the Cabin Doors.

2. Identify the operati onal 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 em ergency equipment on the KC-10 and the second segment discusses the sli de/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/RaftKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C002-IG 1-27-2 01 OCT 10 

## Objectives

1. Identify the emergen cy equipment components.

2. Identify the operationa l characteristics of t he 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 characte ristics 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 SystemKC-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 Fli ght 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 pr eparing 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 des igned to assist you in presenting this material. The guide pr ovides 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 emergen cy 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 discu ssion. 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 resu lted in loss of life, occurred while maintenance personnel were working on the aircraft. You can easily imagine

how difficult it would be to evacuate t he aircraft and escape through a fire of this magnitude.

II. PRESENTATION

INSTRUCTOR NOTES

The narrator states there will be a wr itten test. In form the students to disregard. The video has not been scheduled for revision. Prior to starting the video inform t he 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 wi ndow, ensure the Boom Operators interphone panel cove r 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 followingKC-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) LocationKC-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 student s can meet the objectives of this lesson by discussing the main points of the presentation. Us e the content outline to address the main points.

Proposed Discussion Questions :

1. Describe the location and fu nction of emergency breathing equipment available in ca se 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 fr om 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 gr ound 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 perform ance 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 - 4.0KC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C832-IG 1-30-2 01 OCT 10 

## Objectives

1. Identify the differences between commerc ial and military specifications used to certify aircraft performance.

2. Identify the definitions of terminology associated wit h 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 chart ed 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 6.0KC-10-Aircrew Training System

Initial Qualification Course

Original

FIQ-C833-IG 1-31-2 01 OCT 10 

## Objectives

1. Identify the criteria used to est ablish charted KC-10 performance data.

2. Identify the events and par ameters 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 works heet, defining the information required to calculate the required data. The student will use these conditions to complete

the Takeoff Calculations section of t he worksheet and compute the data required for emergency return immediat ely 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 PlanningKC-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 Comput ation 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 inst ructor will present the workshop exercises for the students to complete, and give the appropr iate guidance when questions arise from the student. Once again, this is in tended to be a workshop, and not simply

an instructor lecture.

Part I describes the topics that will be cove red by the workshop exercises.

Part II consists of the wo rkshop 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, Fli ght 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 Tak eoff 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 PlanningKC-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 av ailable. 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 extend ed to ten minutes of continuous use.

Requirements for a TRT Takeoff

A Takeoff Rated Thrust takeoff will be pla nned 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 gro ss weight is greater than 460,000 pounds

C Headwinds used for mission accomplishment

C Suspected windshear reported

C Commercial Type II De-Icing /Ant i-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 check ed by the pilot or another flight engineer. The TOLD

Card Worksheet and the Obstac le Clearance Worksheet aid in the computation of the Takeoff and Landing Data. The Obstacle Cl earance Worksheet wil l be covered in a later lesson. Once all computations ar e computed, the appropria te speeds and settings are transferred to the TOLD Card portion.

Begin by entering all applicable conditions in the Tak eoff Conditions blocks of the worksheet. Whether performing static or rolling takeoff, remember the alignment

distance correction of 300 feet from runway length is the sa me. When either a wind direction greater than 45 ° from runway heading or a cro sswind 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 permissi ble to enter a check mark ( √ ) if: a condition does not exist, the

condition was checked but found not to be a factor, or the re sults of the computation are outside the parameter s 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 Te mperature 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 al l 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 l anding 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 Tak eoff Rated Thrust. Assume a Special Departure Procedure (SDP) is available requir ing 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E844-IG 1-33-6 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E844-IG 1-33-7 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E844-IG 1-33-8 01 JUL 13KC-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 inst ructor will present the workshop exercises for the students to complete, and give the appropr iate guidance when questions arise from the student. Once again, this is in tended to be a workshop, and not simply

an instructor lecture.

Part I describes the topics that will be co vered by the workshop exercises.

Part II consists of the workshop ex ercises 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, Fli ght Manual Performance Data



### IV. Equipment and Materials

A. Classroom B. T.O. 1C-10(K)A-1-1 C. Performance Workshop II - Reduced Th rust TOLD Card Instructor Guide D. AF IMT 4089, KC-10 TOLD Card Worksheet



### V. Student Preparation/Review

A. Introduction to KC-10 Tak eoff 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 PlanningKC-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 Tak eoff 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 ExercisesKC-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 Ta keoff 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 thru st available, a reduced thrust setting is computed based on assumed temperature

.

With other conditions constant, assumed tem perature is the temperature at which the aircraft gross weight is calculated as the ma ximum allowable. In other words, the lower the aircraft gross weight, t he higher the assumed temperat ure; the higher the assumed temperature the less thrust required for takeoff. Conversely, as weight increases, assumed temperature decreases, thus requiri ng more thrust for takeoff. This trend continues until at some point the assumed tem perature is equal to am bient 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 lim itations when determining the th rust 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 temperat ure within the envir onmental envelope. However, beyond a certain point (break poi nt), thrust decreases as temperature increases. Break point temperat ures 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. No tice at 5000 feet the break point temperature becomes constant and remains constant up to the certified maximum altitude of 14,000 feet. These al titudes represent part of the certified environmental envelope.

The temperature limits associated wit h 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 dete rmines the maximum temperature limit of the environmental envelope for the aircra ft. Additionally, for assumed temperature computations, the assumed temperature mu st not exceed the maximum environmental envelope temperature by more than 10 ° C. For example, y ou 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 ta ble reveals that the standard day temperature for that pressure altitude is 5 ° C. Therefore, the envi ronmental envelope maximum
temperature limit is 45 ° C. Applying the added 10 ° C limitation for assumedKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E845-IG 1-34-5 01 JUL 13 temperature computations, the maximum assu med temperature that can be used for

reduced thrust calculation is 55 ° C.

When performing reduced thrust TOLD ca rd calculations, apply the assumed temperature value to all calculations except pressure height for acceleration. Determine pressure height for accelera tion using the actual OAT or ambient temperature. Also, both t he Brake-Cooling Time and Brake Energy charts always use actual outside air temperature.

V R < V R MIN There may be occasions, especially when operat ing at light gross weights, that the computed rotate speed (V R ) may be less than mini mum rotate speed (V R MIN ). Remember, minimum rotate speed is the we t/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 mainta in directional control, main gear still on the ground,

and not exceed the lateral deviation of 25 feet from runway centerline.

When V R is less then V R MIN , V R must be increased or "bumped" to equal V R MIN

. Likewise, if V R is increased, then V 2 must be increased equally. For example: V R and

V 2 are computed to be 115 and 129 KIAS respectively, while V R MIN is computed to be 133 KIAS, V R must be increased (bumped) 18 knots to equal V R MIN . Now, V R equals 133, likewise V 2 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 pur poses of this training event assume a Special Departure Procedure (SDP) is availa ble requiring a 2.50 Min Climb rate with no obstacle depicted and a 10,000 Max LOP. T he 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 13KC-10 Aircrew Training System

Initial Qualification Course

CH 4

FIQ-E845-IG 1-34-8 01 JUL 13KC-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 pur poses of this training event assume a Special Departure Procedure (S DP) is available requiri ng a 2.50 Min Climb rate with no obstacle depicted and a 10, 5 00 Max LOP. The MTOGW exceeds given gross weight of 2 9 0 ,000 lbs.KC-10 Aircrew Training System

Initial Qualification Course

CH 4

FIQ-E845-IG 1-34-10 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 4

FIQ-E845-IG 1-34-11 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 4

FIQ-E845-IG 1-34-12 01 JUL 13KC-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 instru ctor-guided orientation to a KC-10

aircraft. It is scheduled to follow immedi ately after the systems academic lessons and prior to normal procedures instructi on. The guided tour will familiarize the student with the general feat ures of the aircraft, em phasize 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 followi ng 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 wit h a restricted area badge during field trip. 2. Ensure pickup time confi rmed 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 trai ning 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 t he tour; general familiarizati on 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

• LeaksKC-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

• BrakesKC-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 demonstr ate 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 O 2 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 operat ion 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 compar tment 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-fa ll 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. LockpinsKC-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 ItemKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-A841-IG 1-35-14 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-1 01 JUL 13 

# 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 airc raft and crew relating to cargo load planning, cargo loading and o ffloading, and the transport of hazardous cargo. A Boom Operator Instruct or 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 We ight 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 Pres entation 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 BR F Cargo Load class to observe student activity involved with placing cargo in the cargo compartment.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-2 01 JUL 13 

# Cargo/Passenger Operations

Instructor Lecture Text

E-FRAME 1: CARGO/PASSENGER OPERATIONS

I. INTRODUCTION

A. Instructor Introduction

Introduce yourself to the class. Brie fly 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 ca rgo load planning, cargo loading and unloading, and the transpor t of hazardous cargo.

1. Attention

Good crew coordination and resource management are essential to accomplishing the varied missions of t he KC-10. In-depth knowledge and understanding of the responsib ilities of your specific crew position, as well as an understanding of the responsibilit ies of the other members of your crew is required. Each crewmem ber 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 pass engers. The Boom Operator is directly responsible for carrying out t hese duties; however, it is the Aircraft Commander’s ultimate responsibilit y to understand what is being done in

the "Back" of the aircraft.

II. PRESENTATION

E-FRAME 2: CARGO/PASSENG ER CARRYING CAPABILITIES

A. Cargo/Passenger Carrying CapabilitiesKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-3 01 JUL 13 This briefing introduces the capabilities of the KC-10 to handle cargo and passengers in support of its worldwide mi ssions. As Boom Operators, we are responsible for planning the cargo load co nfiguration; monitor the loading and offloading of the aircraft and supervising the passengers. In addition, we must know the procedures for handl ing hazardous cargo. Y ou must be familiar with what we are doing in the "Back of the ai rcraft" 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 ci vilian aircraft. It is designed to ferry receiver aircra ft while transporting their support personnel and equipment. Th e KC-10 can also be refueled in flight, further increasing its capabilities. Fo r 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 configurat ion consists of 25 pallets, and seating for 6 additional crewmembers. To provide s eating for the 6 crewmembers, the pallets on the right side of the aircraft are placed lengthwise in th e cargo compartment, and the first 11 pallets on the left side are placed laterally as shown here. The cargo-load ing 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 ACCOMMODATIONSKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-4 01 JUL 13 2. KC-10 Passenger Accommodations

For the comfort of the passengers, particularly the duty passengers who will probably be beginning a work shift upon arri val 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 mount ed 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 comf ort 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 forwar d of the cargo door.

E-FRAME 12: ENVI RONMENTAL CURTAIN

b. Environmental Curtain

An environmental curtain establis hes the aft end of the passenger compartment and serves as a sm oke and sound barrier. The curtain consists of six panels fa stened to the ceiling and sidewalls by slide fasteners and Velcro stri ps. The environmental curtain may be installed at one of two locations, depending on aircraft configuration.

E-FRAME 13: CARGO/PASSENGER CO NFIGURATION (Mixed 17/75)

The “expanded configuration” prov ides for 17 pallets and 75 seats by adding the IAU.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-5 01 JUL 13 E-FRAME 14: MIXED CARGO/PER SONNEL/PATIENT SUPPORT

There are two Patient Support Conf igurations based on the mixed Cargo/75 Personnel Confi guration. Patient Support Pallet (PSP) Configuration 1 (Code H) replaces pallet positions 2R & 3R with 1
PSP with 6 litters in 2R and a bl ank 463L pallet in position 3R. Patient Support Pallet (PSP) Confi guration 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 missi on, the KC-10 uses specialized equipment for carrying cargo. This cargo equipment includes pallets, coupled pallets, cargo restrain ts, a barrier net, and rollers.

E-FRAME 16: PALLETS

a. Pallets

The primary means of transporting ca rgo 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 t he left wall are for lateral pallet loading. Pallet numbers are locat ed 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 it ems, pallets can be coupled together using two “one inch couplers” attached to the pallet rings.

E-FRAME 19: RESTRAINTS

d. RestraintsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-6 01 JUL 13 Cargo in the KC-10 can be rest rained 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 restrain t provided by straps or chains is determined by a mathematic al ratio method formula.

E-FRAME 20: BARRIER NET

e. Barrier Net As an added safety feature, a car go barrier net is installed to provide protection in the event of extreme deceleration forces. It is

rated for nine G’s of restraint fo r cargo loads up to 175,000 lbs.

E-FRAME 21: OMNI-DIRECTIONAL ROLLERS

f. Omni-directional Rollers

Pallets are supported in the door way area by omni-directional

castered rollers. The casters swivel and permit loaded pallets to be moved in any direction. The roll ers are contained in seven panels and two outboard conveyor assemblies.

E-FRAME 22: POWERED ROLLERS

g. Powered Rollers

These eight powered rollers assi st during loading and offloading operations. When energized, the ro llers elevate to move the pallet laterally or rotate it for longitu dinal 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 ConveyorsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-7 01 JUL 13 The manually operated longitudinal roller conveyor assemblies

consist of rollers mounted in ch annels along both sides, and down the center of the floor. They ma y 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 Pla nning Considerations

These are the Boom Operat or’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 c ontoured 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 am ount of weight covering a small

contact area. The areas of cont act are commonly called "skids" or "contact points", and must be che cked 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% MACKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-8 01 JUL 13 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 bal ance limits, there are also cargo

lateral balance limits. The Boom Operator ensures that lateral cargo weight differenc es are within limits.

E-FRAME 32: ZONE LIMITATIONS

f. Zone Load Limitations

One of the principal a dditions to the DC-10-30 commercial freighter basic airframe, for the KC-10 co nversion, was the addition of forward and aft body fuel tanks. Zone load limitati on calculations are completed to ensure that t he 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 sati sfy 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 lo ading (PLF), required restraint, and nose-strut compression during lo ading operations. Restraint calculation and placement for “ro lling stock” (wheeled vehicles) generally takes a significant amount of time due to the vertical

restraint limitation of the aircraft.

E-FRAME 34: HAZ ARDOUS CARGO

5. Hazardous Cargo

When loading hazardous cargo, t he load plan must consider the compatibility of the various hazardous materi als, and the proximity of hazardous materials to passengers.

E-FRAME 35: CARGO OFFLOADINGKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-9 01 JUL 13 6. Cargo Off-loading

Cargo off-loading is essentially the reve rse 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 whic h 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 visua lize the assembly of various types of cargo loads in the

aircraft. It is a scale model of th e cargo compartment and cargo handling
system.

Boom Operators plan a va riety of loads, then assemble scale models of rolling stock and pallets.

The planned cargo is placed in t he CLM in accordance with TO 1C10(K)A-9, Car go 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 ensur e student understandi ng of the cargo and passenger carrying capabilities of the KC-10, and the responsibilities of the Boom Operator.

1. Describe the all/cargo and car go/passenger configurations.

2. What is the difference betwe en the 23 pallet and 25 pallet configurations?

3. Describe the component s 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-G020-IG 1-36-10 01 JUL 13 8. Why does the Boom Operator a ccomplish an offload tipping analysis before landing?

B. Remotivation

I hope the information presented here enh ances your understanding of what’s happening behind the cockpit do or. Because of the varied missions and aircraft configurations of t he KC-10, it is impor tant for the entire cr ew to understand the capabilities and limitations of the aircra ft 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 comp letes the presentation. Thank you for your attention.

E-FRAME 38: THE ENDKC-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 We ight TOLD card. Be sure you have completed the prerequisite workbooks and CBT lessons prior to the workshop. Your instructor will pres ent the workshop exercise s and provide appropriate guidance if you have any questions.

Part I describes the topics that will be co vered by the workshop exercises.

Part II consists of the workshop ex ercises 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, Fli ght 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 Tak eoff 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 PlanningKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-2 01 JUL 13 

### VI. Instructor Preparation

A. Introduction to KC-10 Tak eoff 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 PlanningKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-3 01 JUL 13 

# Objective

1. Complete a KC-10 Maximum Takeo ff Gross Weight Takeoff and Landing Data (TOLD) Card.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

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 t he aircraft can take off under given conditions. These conditions pertain to environmental, r unway, or field condition factors.

As previously demonstrated, the MTOGW blo ck of the TOLD Card is completed for all takeoffs. Remember, reduced thrust pr ocedures 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 (A FFSA) 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 Pr ocedure information is found at “http://www.jeppesen.com/wlcs/i ndex.jsp” on the internet.

Jeppesen analyzes terrain and obstacle data agai nst aircraft specific performance data to determine the best engine out departure and takeoff weight for each runway at a given location. The Jeppesen websit e user name and password will change occasionally; please contact your wing DOV fo r the current information. Once logged into the website, click on OPS DATA, whic h will take you to the SORT and aircraft

selection menus.

A User Guide that can be viewed or downlo aded 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 J eppesen website. This websit e should be checked during mission planning. If an approved procedure is available, it mu st 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 appr oved by the Air Force for TOLD computations.

Figure 3 is an example of SDP TOLD inform ation 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 ca rd workshop. If a SDP is av ailable for the runway being used, it should be followed exactly in order to avoid obstacles.

The following pages will prov ide you an understanding of S pecial Departure Procedures (SDP).KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-5 01 JUL 13 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 lin e 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 tu rn 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 obsta cles is the hard part.

Because of the climbout and cl ean up procedures, at times t he 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 obsta cles that penetrate the bottom line out to approximately 30 nautical miles. After tha t, it’s up to you to avoid obstacles.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-6 01 JUL 13 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 select ed will apply technical manual procedures and provide

clearance over all obstacles for the first 30 m iles in the event you lose an engine at V 1

.

After going to the correct website, Figures 4-7c, 4-7d, and 4-7e are examples of the TOLD data pages and departure plate informat ion found on the site. The plate depicts both Dry and Wet data with Dr y 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 t han required by FAA.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-7 01 JUL 13 Figure 3. SDP TOLD Information. 1

2

3

4

5

7

6 8 9

FOR TRAINING USE ONLYKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-8 01 JUL 13 Using the SDP TOLD information is fairly ea sy. The sheet has systems information as well as airfield data. Below is a descripti on of the some of the information on the sheet.

Items on Figure 3:

Item 1 Systems settings and airfield data ar e usually found at t he 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 exce eded. This is a planning guideline.

Item 5 The max liftoff point is the point that the airplane lifts of f if it loses an engine at

V 1 . Simply stated, it is the field length plus the lineup distanc e. 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. Agai n 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 dist ance and is entered in the O BST 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 wri tten instructions and Figure 5 is a Special Engi ne Failure Procedure plate.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-9 01 JUL 13 Figure 4. Special Procedure Plate. FOR TRAINING USE ONLYKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-10 01 JUL 13 Figure 5. Special Engine Failure Procedure. FOR TRAINING USE ONLYKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-11 01 JUL 13 

# Part II

WORKSHOP EXERCISES

1. GIVEN:

Gross Weight Maximum Gross Wei ght 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 pur poses of this training event assume a Special Departure Procedure (SDP) is availa ble 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-12 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-13 01 JUL 13188188KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E846-IG 1-37-14 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-1 01 JUL 13 

# Performance Workshop IV

V 1 

# =V MCG 

# 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 V 1 =V MCG . 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 appr opriate 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 co vered by the workshop exercises.

Part II consists of the workshop exercise s 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, Fli ght Manual Performance Data



### IV. Equipment and Materials

A. Classroom B. T.O. 1C-10(K)A-1-1 C. Performance Workshop IV - V 1 =V MCG TOLD Card Instructor Guide D. AF IMT 4089, KC-10 TOLD Card Worksheet



### V. Student Preparation/Review

A. Introduction to KC-10 Tak eoff 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 PlanningKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-2 01 JUL 13 

### VI. Instructor Preparation

A. Introduction to KC-10 Tak eoff 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 PlanningKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-3 01 JUL 13 

# Objective

1. Complete a KC-10 Takeoff and Landing Data (TOLD) Card when V 1 equals

V MCG

.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-4 01 JUL 13 

# Part I

When V 1 = V MCG , 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 V 1

.

When computing the Takeoff Data for a V 1 = V MCG condition, it may be necessary to reduce TOGW. If this is the case, determi ne the maximum allowabl e 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 fo r obstacle clearance, use the original (Full) runway available to determine MAW when V 1 = 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 di stance could result in a significantly lower MAW value.

If V 1 equals V MCG , then V R MIN must be computed and compared to V R . If V R is less than

V R MIN , increase V R to equal V R MIN . Do not forget to increase V 2 by the same increment.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-5 01 JUL 13 

# 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 pur poses of this training event assume a Special Departure Procedure (SDP) is availa ble 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-6 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-7 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E847-IG 1-38-8 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-1 01 JUL 13 

# 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 t he FMS-800 Flight Management System. A flight engineer instruct or 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 Pres entation 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 In structor 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 st udents. Its function is to provide you with a representative format for presenting the main to pics 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 topica l and visual aid notation for use in

class.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-2 01 JUL 13 

## Objectives

At the completion of this lesson, you will be able to:

1. Describe the basic functions and co mponents 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 functionsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-3 01 JUL 13 

# 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. Brie fly relate your flying and instructor experience.

B. Purpose Statement

Welcome to this review of the FM S-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 a ccomplish preflight and postflight tasks and to assist the pilots with FMS-rela ted in-flight duties as needed. This requires a functional underst anding of the FMS and ab ility to operate the system.

1. Attention

The FMS, global positioning system (G PS), 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 pr ovides the FMS user interface. The

FMS consists of three individual CDUs t hat operate together to function as a single system. Three individua l 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 fu nctional control fo r the tactical air navigation (TACAN) and aut omatic direction finder (ADF) navigation radios.

2. Motivation

FMS user data is complex system of control and monitoring information presented in display page format on t he CDU screen. FMS pages consist of functionally-grouped data arranged according to specific formatting and organizational rules. You manage t he 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 FM S, align the INSs, manage the TACAN and ADF radios, and monitor the operating status andKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-4 01 JUL 13 malfunctions of the FMS and systems int egrated with the FM S. You will also use the CDUs to manage spec ific 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 description s of the basic purpose, functions, capabilities, and physical component s of the FMS an d integrated systems and components. INS co mponent control and integration

with the FMS is addressed. FM S 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 interf ace, specifically the FMS pages and the CDU push buttons. FM S 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 spec ified 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-5 01 JUL 13 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 BA SIC FUNCTIONS AND COMPONENTS

B. Part 1 – FMS Basic Functi ons and Components Overview

This part of the lesson l ooks at the physical and da ta components of the FMS and FMS integration. The physical components include the CDUs, GPS, BSIUs, INS, 1553B data bus, data l oader, 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, Syst em Requirements, and Capability

The FMS-800 flight management system (FMS) computes aircraft position and flight pat h 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 fin der (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 c ontrols all system

functions.

E-FRAME 7: FM S CAPABILITIESKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-6 01 JUL 13 3. Basic Capabilities

a. Navigation Data – The FMS generates continuous navigation data such as present position, groundspeed, desired track, distance and time to waypoin t, wind speed and direction, and other pertinent information requir ed for navigation. Internal databases and programmed flight plans provide holding patterns, non-precision approac h capabilities, and mission flight patterns, including air refueling orbit and rendezvous patterns.

b. Mission Plans – Up to 40 comple te mission flight plans can be

loaded into the FMS from a Pers onal 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 r outing, non-precision GPS approaches, as well as various mission flight patterns.

E-FRAME 8: FMS COMPONENTS

4. Basic Components

The primary FMS component s 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 Fu nctional Control – The CDU keyboard and display screen provid e the primary user interface

to the FMS.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-7 01 JUL 13 c. Integrated System s Functional Control – The CDUs provide

functional control of the TACA N and ADF navigation radios.

This eliminates the need for dedi cated control heads for these radios. The CDUs also provide INU functional control. INU

control is discussed in more detail later.

d. CDU Position Designations – CD U 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 identi cal and interchangeable. Aircraft wiring at each position sets the c onfiguration 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 avail able (external switching)

b. Position 2 is configured for

• CADC 2 • Key load panel 2

• GPS antenna 2, GPS enabled

• INU 2 and INU 3 avail able (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 thr ee toggle switches on the FMS POWER CONTROL panel located to t he right of the fire handles on the overhead panel.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-8 01 JUL 13 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 coordi nating the operations.

b. CDU Inputs – It is important to reme mber 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 – Ea ch CDU integrates with external systems and interfaced units via dedicated wiring and MILSTD1553B data bus wiring in the asso ciated electrical

connector.

b. Flight Guidance Signals – W hen selected, the FMS provides horizontal and vertical flight gu idance signals to the attitude direction indicators (ADIs) and the electronic horizontal situation indicators (EHSIs).

c. FGS Coupling – FMS steering signals ca n 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 Termi nal – Each CDU operates on the

1553 bus either as a bus controller or as a remoteKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-9 01 JUL 13 terminal/backup bus controller.

b. Bus Control – Any CDU has a ll 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 re mote terminal CDUs process keystrokes and display pages buil t by the bus controller CDU and perform continuous built-in-te st (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 independe ntly-operating No. 1 and No. 2 systems in the event of bus malfunction or system-wide failure. The normal position is un latched and dark. The switch

latches in and illuminates amber when pressed. Pressing the switch again unlatches the swit ch 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 fo r 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 SystemsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-10 01 JUL 13 • 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 loa der 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 onl y 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 rece ivers. GPS 1 ke y load panel is connected to CDU 1 and GPS 2 key load panel is connected to CDU 2. Each key load panel communica tes 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 co mponents are the receiverprocessor module in each CD U 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 andKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-11 01 JUL 13 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 so lution; 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 na vigation configuration 1 (nav config 1) FMS page. FM S 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 altit ude. 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 syst em (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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-12 01 JUL 13 • 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 continuou s 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 selecti on 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 co ntrols 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 do es 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 mu st be selected before moving the aircraft. • ATT REF is used when only attitude and heading signals are necessary. This mode requires re alignment 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 t he alignment is complete with the mode selector at ALIGN, and remains illuminated until NAV is selected. The light extingui shes when NAV is selected.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-13 01 JUL 13 E-FRAME 26: MSU ANNUNCI ATOR LIGHTS (BATT)

22. BATT Light

The BATT (battery) light comes on when primary power has been lost, the INU has been operating on its backu p battery, and the voltage has become too low to sustain INU oper ation. 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 – T he FMS can compute position and flight path using INU data only, FMS data only, or both INU and GPS. The optimum configurat ion 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 perf orms this integration.

b. Position Error – The FMS we ighs GPS and INU sensor data toKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-14 01 JUL 13 take advantage of the complem entary characteristics of the sensors. INU position error grow s 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 weig hted INU and GPS combination provides an integrated navigat ion 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 – Wi th 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 IN S 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 navigati on 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 St artup Initialization and Autopilot

a. Designated Pilot – The term “des ignated 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 initia lization. The options are pilot or copilot. The selection is made with the autopilot switches: AP 1 ON selects the pilot soluti on; AP 2 ON selects the copilot solution. If neither autopilot is on, the FMS defaults to PILOT designated. For example, with t he INU selector switch set toKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-15 01 JUL 13 NORM, GPS 1 active, and the AP s witches set to AP1 ON and AP 2 OFF, or both OFF, then INU 1/GPS 1 is the active steering solution.

b. FMS Steering Calc ulations – Designated pilot determines which steering solution is used for the flight plan waypoint advance, turn anticipation calculation, markpoint function, lateral capture functions, and defaul t startup initialization. The designated pilot selection is di splayed 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 – Th e FMS utilizes database and

mission data stored on the data cart ridge. This data includes:

• An International Civ il Aviation Organization (ICAO)

database • A user-defined waypoint database • Programmed flight plans • Current worldwide magnetic variation tables

b. GPS Almanac Data – The dat a 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 identifie rs. It is document-controlled by effectivity date.

b. Waypoint – A waypoint is a LA T/LONG position coordinate that

identifies the location of a defined position such as a navigation aid, airport, airway inters ection, 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 databaseKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-16 01 JUL 13 from the data cartridge at any ti me 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 c an 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 HORIZO NTAL SITUATION INDICATOR (EHSI)

31. EHSI

a. Graphical Display – The EHSI ca n 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 Navigatio n 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 wa ypoint alert to the FMS flight instrument outputs.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-17 01 JUL 13 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 nort h 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 th e 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 hea ding 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, i nput 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. A nother essential skill is the ability to locate specific FMS pages and move from page to page.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-18 01 JUL 13 E-FRAME 40: FMS PAGE OVERVIEW

1. General FMS Page Description

a. The FMS-800 CDU scr een presents data in “page” format. Each page is a functionally-o rdered set of data and control content that is generated by the FMS and other systems integrated with the FMS.

b. Unless otherwise stated, t he 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 pa ges do not provide complex graphics such as maps or diagr ams. All content appears in green monochrome.

d. The FMS operating system so ftware 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 ei ght 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 fiel d or multiple fields with different properties de fined for each field. Individual lines may be blank on some pages.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-19 01 JUL 13 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 pus h 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 pa ge always align with the LS keys.

b. The left and right fields on each data line determine the functionality of each LS key. T hese change from page to page. To accomplish this, the FMS assi gns 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 adj acent LS key is inactive.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-20 01 JUL 13 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 scr oll 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 scro lling 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 – Moment arily 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-21 01 JUL 13 E-FRAME 47: PAGE PROMPTS

8. Page Prompt I dentification and Use

When a left or right field on a data line contains an outward-pointing arrow accompanied with a page title l abel in uppercase letters, this is a page prompt. Pressing a LS key adj acent to a page prompt selects that page and changes the FMS disp lay to the selected page.

E-FRAME 48: PAGE FUNCTIONALITY

9. FMS Page Functions

When you select a page, the FMS a ccesses 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 standardi zed hierarchical structure.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-22 01 JUL 13 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 stra ightforward, logical organization for the large number of pages. So me memorization is required to locate a specific page, but th is 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 c ontinuation 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-le vel page and then pr oceed from there. You will learn shortcuts as you gain experience with the system; but, if you get lost you ca n always start at the top level and then systematically wo rk 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 pa ge 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 FMSKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-23 01 JUL 13 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-leve l 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 in dex 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: pilo t 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 scr oll to the other position page.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-24 01 JUL 13 E-FRAME 56: TOP LEVEL PA GE FUNCTION KEY RULES

17. Conditional Rules

Here are the conditional rules fo r 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 functionalit y 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 functi on. 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 lin e 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 optionsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-25 01 JUL 13 • 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 FM S – Manipulating the f unctions and data in the active fields is the prim ary method of c ontrolling the FMS and the systems integrated with t he FMS. This is how you “tell” the FMS what y ou want it to do.

c. Commanding a Function – Pressi ng a LS key adjacent to an

active field in a data line co mmands 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 defin es the functionality of each

field in each line. You can ident ify these functionalities by the symbols and data format in each fi eld. Let’s look at some examples that appear in the data lines.

b. Non-Active Fields – Title li ne, 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-26 01 JUL 13 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 a ssociated value or identi fier 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 i dentifies an LRU indicates that the associated unit has report ed a failure and the detailed status page has not been selected since the fa ilure. Selecting the detailed status page for the LRU clears the che ckmark, 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 labe l indicates that a mode function or toggle selection op tion 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 scrat chpad 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 sim ilar to, but different from, the inward-pointing arrow selectio n functions. We’ll see those

later.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-27 01 JUL 13 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-P OINTING ARROW (ON-OFF)

27. Executable Function

When an inward-pointing arrow indicates an executable function, pressing the adjacent LS key comm ands the FMS to execute that function (ex: OFF, ON).

E-FRAME 67: INWARD-P OINTING ARROW (SELECT)

28. Navigation Procedure

When an inward-pointing arrow indicates a selectable navigation procedure, pressing the adjacent LS key command s the FMS to load the selected navigation procedur e into the flight plan.

E-FRAME 68: INWARD-POIN TING 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 t he current setting to the previous setting. Basically, this just toggles back-and-forth between two different frequency settings.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-28 01 JUL 13 E-FRAME 69: INWARD-POIN TING 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 num ber, 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-POINTI NG ARROWS (WAYPOINT PAGES)

31. Detail/Expanded Data

a. Detail Page/Expanded Data P age - An outward-pointing arrow unaccompanied by an adjacent page ti tle 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, pr essing the LS key adjacent to an outward-pointing a rrow on the same line as a waypoint selects the detail page fo r that waypoint.

E-FRAME 71: OUTWARD-POINTI NG ARROWS (STATUS PAGES)

32. Status Detail

a. Status Page – On a status page, pressing the LS key adjacent to an outward-pointing arrow sele cts 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 accompani ed with a subscripted T ( T ) the reference is degrees True.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-29 01 JUL 13 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) wa ypoint. Note that the active waypoint always appears on da ta line 1, below the two downward-pointing arrows.

b. Labeled/Unlabeled Waypoints – An unlabeled waypoint is identified by LAT/LONG posit ion 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 – Depe nding 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 duplic ate waypoint identifiers • CDU status (GO/NGO/TST/---)

c. Checkmark – If the FMS cannot interface with a radio (i.e., LRU failure, data bus failu re, etc.), a checkmark ( √ ) appears on the title line of all pages a ssociated with that radio.

E-FRAME 75: INFORMATION LINE

36. Page Line 4, Information Line

a. Information Line – The informa tion line (line 4) contains FMS-KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-30 01 JUL 13 generated data. You c annot 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—Com puted 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 bra ckets (<< 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 + sym bol appears to the right of the displayed message when multiple messages are present.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-31 01 JUL 13 E-FRAME 77: EHSI MSG ANNUNCIATION

38. MSG Annunciation

Some annunciation messages are accompanied by a MSG

annunciation on the EHSI. The EH SI MSG annunciation clears when the annunciation message on the CDU page is cleared.

E-FRAME 78: CLEA RING ANNUNCIATIONS

39. Acknowledging and Clearing Annunciation Messages

a. Removing Annunciations – Ann unciations are removed from the queue in two ways: automatica lly by the system when the condition causing the message ac tivation is eliminated and by pressing the CLR function ke y with an empty scratchpad.

b. CLR Function Key – Pre ssing the CLR key when the scratchpad is empty acknowledges and clears the displayed annunciation message and then di splays 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 th is annunciation by selecting the status page or by pr essing the CLR key when the scratchpad is empty.

d. Non-Clearable Annunciations – Some annunciations are not

clearable. When a non-clearabl e annunciation is displayed, pressing the CLR key acknowle dges the annunciation, moves it to the end of the queue, and then displays the next annunciation in the queue.

e. New Annunciations – New a nnunciations 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-32 01 JUL 13 E-FRAME 80: S CRATCHPAD 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 tr ansfer 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 t he 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 fr om left to right as you press each key.

b. Formatting Rules – Manually ent ered data must follow specific formatting rules for each field. This formatting is very unforgiving.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-33 01 JUL 13 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 da ta field. This copies the

selected field data into the scr atchpad. 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 t he same page or on a different page. With data in the scrat chpad, pressing the LS key adjacent to an active data field inpu ts 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 indica ted 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 c onfirm 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 compatib le with a selected active data field, the FMS will not accept it and automatically generates a scratchpad message.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-34 01 JUL 13 c. Inserting a waypoint aut omatically 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 i nput (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 manua lly populate the scratchpad.

or b. Copy existing data from an ac tive 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 automaticall y clear if the FMS accepts the

data.

E-FRAME 88: ENTER, INPUT, CONFIRM

49. Confirm the input.

a. If prompted to confirm the inpu t, 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 inpu t, the scratchpad automatically clears. If not, the FMS wil l generate a scratchpad message.

c. Remember that CLR will not undo or cancel a function or data input after confirmation.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-35 01 JUL 13 E-FRAME 89: SCRATCHPAD MESSAGE

50. Automated Scratchpad Message

a. An automated scratc hpad 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 appea rs 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 f unction, 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 al ternately between message and data, momentarily pressing t he 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 (rightmo st) character of the data. Successive momentary key presses sequentially deletes one character at a time, last-to-first.

d. Pressing and holdi ng the CLR key clears al l of the data from scratchpad.

e. Clearing the scratchpad does no t delete the scroll arrows or

the field brackets.

f. Remember that the scratc hpad automatically clears when the FMS accepts the data input.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-36 01 JUL 13 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 va lue (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 c an 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 t he 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, t he information on each FMS page applies only to the CDU on wh ich the page actually appearsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-37 01 JUL 13 (host CDU); i.e., if you are using CDU 1 and select a GPS page, then the information on t hat 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 fo llow are only representative samples. As you use the FMS em ulation trainer (FET), keep in mind that many of the pages sh own on the FET will be similar

to but different fr om these examples.

E-FRAME 95: INDEX PAGES

3. Index1 and Index2 Selection

a. Index Pages – There are two index pages: index 1 and index2. Pressing the IDX function key se lects the index1 page. You

can vertical scroll to index2 if needed.

b. Index Page Content – The index pages consis t 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 sele ction and navigation systems configurations

• GPS SA/AS—GPS selective avai lability/anti-spoof functions • TIMERS—Three independent stopwatch lap counters

• POWER—On/off control of TACAN and ADF radios • TEST—Initiated built-in test (IBI T) results for FMS and access to individual LRU detailed test pages • LOCK/ZERO—FMS system lo ck and data zeroize optionsKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-38 01 JUL 13 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 to p-level position (PSN) pages: pilot psn and copilot psn

b. PSN Function Key – Pressing th e 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 Copilo t Position Page Content

a. Steering Solution – The select ed steering solution determines the position data sour ces. Air data comes from CADC 1 or

CADC 2 as selected on the na vigation config uration page.

b. Selected Sources – The se lected navigation sources are indicated on the page title line. Any automatic downgrading of the navigation source is annuncia ted 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 dete rmined by selected navigation

source solution • Wind—Always in degrees true • Ground track (TRK)—Magneti c 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)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-39 01 JUL 13 E-FRAME 100: INAV PAGES

8. Position Page Selections

a. Navigation Source – Each navi gation source (whether selected for pilot/copilot steering or not) has its own top-level integrated navigation (INAV) page to disp lay 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 se lects the last-viewed inav page. Lateral scroll as necessary to select the inav solution page you want.

E-FRAME 101: GPS SA TELLITE DATA AND RAIM

9. Satellite Data Page and RAIM Prediction Page

a. GPS Satellite Data Page – Pre ssing the LS key adjacent to the SATS page prompt on the GPS INAV page selects the satellite data page.

b. RAIM Prediction Page – Pressi ng the LS key adjacent to the receiver autonomous integrity monitoring (RAIM) page prompt on the GPS INAV page selects t he RAIM prediction page. The RAIM page allows the crew to obtain a prediction of whether

RAIM will be availa ble 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 alignmen t mode (NAV, ALIGN, or INU FAIL) is also displayed. Dashes ar e 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 p ilot-selected steering solution.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-40 01 JUL 13 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 st atus, and nav radio status.

b. Top-Level Status Page Selectio n – Pressing the STAT function key selects the top-level fms stat us 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 Availabi lity – A detailed status page is

available for each LRU. De tailed status pages provide expanded results both for the LRU itself a nd the MIL-STD1553B data bus status for each LRU on the bus.

b. Detailed Status Page Select ion – 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 c ontroller 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>>KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-41 01 JUL 13 annunciation appears on the annunci ation 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 annuncia tion both clear when the fms status page is selected a fter 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 summa ry 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 --- wil l always show on th e 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 select s the detailed status page for

the listed item.

b. No Check Status Message – Notice that there is not a

<< √ status>> message in the a nnunciation line on the fms status page. Remember that this message clears when this page is selected after the √ status annunciation message first

appears.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-42 01 JUL 13 E-FRAME 109: CDU STATUS (SELECT)

17. CDU Detailed Status Pages

a. Select Detailed St atus 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 ei ther a remote terminal or as

the bus controller.

c. Select the Nav Sens or 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 Prompt s – Here is the nav sensor status page with a couple of detailed status page examples. Notice that the entire content of this page consis ts of prompts to CADC and GPS detail pages.

b. GPS 3 No Data – Notice the dashes at GPS3. Since the GPSKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-43 01 JUL 13 installed in CDU 3 is not enabled there is no data for GPS 3.

c. Select the Nav Radi o Status Page – Remem ber that to get to the nav radio status page from an y 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 radi o 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 radi o 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 an y number of reasons, but GO indicates that the unit is fully f unctional. Pressing the LS key at the FAILS prompt clears the failu res and resets the counter to

0. This does not correct t he 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 in termittent 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-le vel 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-44 01 JUL 13 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 Select ion – 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 St eering Page Selection – The steering pages are mostly used by the pilots to manage navigation options and user inputs. The primary steer ing 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 v nav str and the copilot vnav str pages allow you to set the barometric altimeter setting (BAROSET) for the associated CA DC: pilot, CADC 1; copilot,

CADC 2.

b. Enter Barometric Altitude Setting – To accomplish this, enter the appropriate barometric altit ude setting in the scratchpad and then input the entry by pressing the LS key adjacent to theKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-45 01 JUL 13 BAROSET prompt. Entries can be made in either inches of mercury format or millibar forma t. 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 inclus ive or 951.62 m illibars 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 instantane ous 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 pl an 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 si ngle prompt on this top-level page provides access to the oceanic reporting page.

b. Oceanic Reporting – In ocean ic flight mode, the FMS generates an oceanic flight posit ion report and trip log to simplify the task of relaying posit ion reports. The oceanic page shows each active flight plan wa ypoint in sequence with the respective estimated time of a rrival (ETA) or actual time of arrival (ATA) listed for each waypoint.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-46 01 JUL 13 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 bypa ssed as a result of direct-to operation, dashes show for the a rrival 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 scr atchpad. This enables the

FMS data function.

b. From-To and Ident Pages – Th e FMS data function provides access to two additional pages of information on any valid waypoint in the active or alte rnate flight plans The FMS data pages are the from-to data page and the ident data page.

c. Valid Waypoint – A valid waypoi nt 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 select s the from-to data page.

b. FROM-TO Waypoints – On the from-to dat a 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 in crements or decrements both theKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-47 01 JUL 13 TO waypoint in data line 1 and th e FROM waypoint in data line 2. With WAYPOINT selected, ve rtical scrolling sequentially

increments or decrements the TO waypoint only while the FROM waypoint remains unchanged.

b. Add New TO Waypoint – You ca n also enter a valid waypoint

identifier in the scrat chpad 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 DI RECT-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 opt ions 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

• FETKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-48 01 JUL 13 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 func tions 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 essent ial 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 pr eflight 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 ENDKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-49 01 JUL 13 

# 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 specifie d. The FET software version may display as “XXXX...”.

4 Select IDX, START and then observe the ‘s tart 1 psn/time’ page for position, date, and time.

KWRI - N40°00.935 W074°35.502

Using the CLR key, clear all of the dat a 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 ava ilable. 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 asteri sk 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-50 01 JUL 13 

### Procedure

9 Set the INU1 MSU to ALIGN in the simulation c ontrol 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 aircra ft, 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 t he 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 das hed. 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 unt il the other database is se lected. Select DB B

KC-10.

11 Scroll to ‘ start 4 mission ’ page. On this page, se lect 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 unt il the other database is selected. Select MSN A fltplan.cr.

12 Scroll to the ‘ start 5 fpln/load ’ page. From this p age, you can access the catalog, load an alternate flight plan, r eplace the active fli ght plan, and load or erase flight data.

13 While on the ‘ start 5 fpln/load ’ page, display the alte rnate flight plan catalog using ALTN CATLG (LS6).

14 Select a flight plan ( McGuire1 ) by pressing the appropria te 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 TACA N 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-M800-IG 1-39-51 01 JUL 13 

### Procedure

INSTRUCTOR PERFORMS FOLLOWING ACTIONS

Select these options on the FET c ontrol 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, pr ess 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 t he 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 li ne 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 wa ypoint 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 Ga rden 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 LS 4 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 t he 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 le sson 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 DescriptionKC-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 characteri stics 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 4.0KC-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/Fli ght 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 6.0KC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C079-IG 1-42-2 01 OCT 10 

## Objectives

1. Select the operational characteristi cs 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 F light 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 5.0KC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C080-IG 1-43-2 01 OCT 10 

## Objectives

1. Select the operational characteri stics of the FGS Roll Control Modes.

2. Select the operational characteri stics 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 6.0KC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C081-IG 1-44-2 01 OCT 10 

## Objectives

1. Select the operational characterist ics of the Flight Director components.

2. Select the operational characterist ics 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 Duri ng ILS Approach - Autopilot

Lever in CMD (10) Figure 5-10 Flight Gu idance System Back Course Approach (11) Figure 5-11 Flight Gu idance System GPS ApproachKC-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 ins pection, ensuring the aircraft is safe to establish electrical, pneumatic, and hydraulic power. It also pr epares 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 Co ckpit Preparation (1) FE’s Exterior/Interior Initial InspectionKC-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 Exteri or/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 le sson is presented in three segments and discusses the inspection procedures for t he Overhead Panel, the Pilot’s, Center, and Copilot’s Instrument Panel s, 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 Co ckpit Preparation (1) FE’s Interior InspectionKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C302-IG 1-47-2 01 OCT 10 

## Objectives

1. Identify the Interior Inspection proc edures 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 PedestalKC-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 F light Engineer’s procedures followed in the initial aircraft inspection. T he 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 Co ckpit Preparation (1) FE’s Interior InspectionKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C303-IG 1-48-2 01 OCT 10 

## Objective

1. Identify interior inspection procedur es 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 F light 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 Co ckpit Preparation (1) FE’s Interior InspectionKC-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 trai ner is to allow practice of the FE’s Exterior/Interior Initial Inspecti on 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 InspectionKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-T304-IG 1-50-2 01 OCT 10 

## Objectives

Training objectives introduced and pract iced 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 t he 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 o r 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 BLANKKC-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 Star t 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 Co ckpit 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 StartKC-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 fr om 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 TakeoffKC-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/ClimbKC-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 proc edures 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 InformationKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C330-IG 1-54-2 01 OCT 10 

## Objective

1. Identify the clim b/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) DescentKC-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) DownwindKC-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. T he 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 LandingKC-10 Aircrew Training System

Initial Qualification Course

Original

FIQ-C361-IG 1-57-2 01 OCT 10 

## Objective

1. Identify Landing/Miss ed 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 AircraftKC-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 ProceduresKC-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 In itial 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/In terior Initial Inspection C. Review FE’s Interior InspectionKC-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 t he 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 DEMONSTRAT E 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 o r 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 BLANKKC-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 Inspecti on, 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, Fli ght 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, Operat ing Techniques (Takeoff and Climb)

B. Student must have the follo wing 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 pract iced 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 (R everse Thrust) Procedures 16. Perform After Landing Procedures 17. Perform Parking – Engine Shutdown Procedures 18. Perform Leaving Aircraft Procedures

Training objectives previously introduced th at 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 ProceduresKC-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 ChecklistKC-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 ProceduresKC-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. Inst ructors 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 ___.

A ltimeter 29.92. Clear ance 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 V 1 Call

Rotation Rate

Positive Climb Indications Flap and Slat Retraction Speeds

* Bank Angle Limits and ProtectionKC-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, rada r 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

_ ____________ _ A pproach. 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 V MM 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 V ECTORS AS

REQUIRED TO ESTABLISH A DOG

LEG TO FINAL.

“OPEC 11 Heavy, ________ Approach. Cleared for ILS low approach. Afte r 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 BLANKKC-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, tak eoff, 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, Fli ght 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, Operat ing 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 procedureKC-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 pract iced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance Knowledge and Use 9. Perform Fuel Manage ment and Conservation 10. Perform Radar Operation

11. Perform Communications 12. Perform Missed Approa ch (Auto) Procedures 13. Perform Landing 14. Perform Landing, Full Stop (Reverse Thrust) Procedures

Training objectives previously introduced th at 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 – Engi ne Shutdown Procedures 21. Perform Leaving Aircraft ProceduresKC-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 pract iced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance Knowledge and Use 8. Perform FMS Operation

9. Perform Communications 10. Perform Mission Planning and Briefing

Training objectives previously introduced th at 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 ProceduresKC-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 ChecklistKC-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 Fl ight 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 br iefing. The crew will be briefed IAW Section V of the Flight Ma nual. The items co vered 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 ProtectionKC-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 80 0 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 Configuratio n – review typical techniques for configuring

* Call for the “Before Landing” checklist when gear extension is

desired.

“OPEC 11 Heavy, ________ Approach.

Cleared for ILS lo w 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 limitati ons of the aircraft and crew re lating 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 Publicati on, Airport Diagrams - SIDS & STARS C. DOD Flight Information Publication, High Altitude D. DOD Flight Information Publication, Low Altitude

IV. 

### Equipment and Materials

A. Classroom Pres entation 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 incl uded. It is not intended to

be read aloud to the students. Its function is to provi de you with a r epresentative format for presenting the main topics in the In structor Lecture Out line. 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-2 01 JUL 13 

## Objectives

1. Locate and identify approach and arrival components and symbols.

2. Locate and identify departure and arriva l procedures using SIDS and STARS.

3. Locate and identify Inst rument Approach Procedures.

4. Locate and identify IAF to FAF Procedures.

5. Locate and identify Fi nal Approach Procedures.

6. Use the RMI and DME to determine aircraft position.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-3 01 JUL 13 

# Terminal Instrument Procedures (TERPS)

Instructor Lecture Text

E-FRAME 1: TERPS

I. INTRODUCTION

A. Instructor Introduction

Introduce yourself to the class. Briefly rela te your flying and in structor experience.

B. Purpose Statement

Welcome to this class on Terminal Instrum ent 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 deviation s from the briefed procedures. The approach plates in this lesson are for “T raining 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 “wor st case” scenarios, or “killer items”

in the vernacular of our trade. When you read media coverage of an aircraft accident or study a National Transporta tion Safety Board’s final report, you can usually see that any crewmem ber 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 in strument approach. However, it is important that you be abl e to detect deviations from the briefed procedure and determine if equipment is set correct ly. 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 im portant that all

crewmembers remain alert and aware of events. The majori ty 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-4 01 JUL 13 E-FRAME 2: OBJECTIVES

C. Objectives

At the completion of this lesson, you should be able to:

1. Locate and identify approach pl ate components and symbols.

2. Locate and identify departure and a rrival procedures using SIDS

and STARS.

3. Locate and identify Instru ment Approach Procedures.

4. Locate and identify IAF to FAF Procedures.

5. Locate and identify Fina l 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 Def ense, Geospacial-Intelligence Agency (NGA) issues approach, and other flight in formation publications, for Hi gh Altitude, Low Altitude,

and Standard Instrument De partures (SIDs) and Standard Terminal Arrivals (STARs). Both military and civi lian airports are included.

In the front of each approach book is a list of general information and abbreviations, a table of contents, an ex planation of approach and landing minima, a meter conversion chart, and legend pages identifying chart symbols us ed for both arrival to and departure from the airport.

E-FRAME 4: LOW ALTITUDE

1. Low Altitude

Low altitude books are published in 22 vo lumes, 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 dat e 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-5 01 JUL 13 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 cove r 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 lo cation, the type of approach or departure appears at the top and botto m of each page. Approaches are named for the radio navigational aid or aids providing final approach guidance and the runway to which the final appr oach course is aligned. When a letter such as A, B, or C fo llows 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 r unway/navigational aid combination will be identified with an alphabetica l 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 divid ed into four main sections -- the plan view, profile view, airport sketch, and a minima secti on containing approa ch minimums for each type of aircraft.

Each published approach is designed to take the aircraft from the enroute orKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-6 01 JUL 13 feeder station to the initia l 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 presentat ion by breaking down the plates to a manageable size. For clarity, some dat a 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 fr om directly over head and is always oriented to north. The upper most part of the approach plat e 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 nautic al miles of the navigation facility or NAVAID if so depicted upon which the a pproach is based. Sometimes the circle is divided into sectors or quadr ants, 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 al titude provides a 1,000-foot

clearance in non-mountainous terra in and 2,000 foot clearance in

mountainous terrain wit hin 100 nautical miles from the navigation facility.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-7 01 JUL 13 E-FRAME 12: OBSTACLES

d. Obstacles

Points of higher elevation and ob stacles 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, TA CAN 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 pl an 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 al titude, the course, and the distance to the IAF. These ap pear more often on high altitude approach plates, where an enroute de scent enables an aircraft to transition from the high altitude on course to the IAF or final approach

fix.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-8 01 JUL 13 i. Feeder Facilities

Feeder facilities, illustrated by an i nner 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 sym bols associated with NAVAIDS.

(1) Tactical Air Navigation (TACAN)

The theoretical and technical prin ciples of operation of TACAN equipment are different from those of VOR; however, the end result, as far as the navigating p ilot is concerned, is the same. TACAN ground equip ment consists of either a fixed or mobile transmitting unit. The airborne unit in conjunction with the ground unit reduces the trans mitted 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 c hannel numbers from 1 to 126, with

suffixes ''X'' or ''Y'' for discr imination 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 vo ice 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-9 01 JUL 13 (3) VHF Omni-Directional Ra nge/Tactical Air Navigation (VORTAC).

A VORTAC is a facility cons isting of two components, VOR and TACAN, which provides th ree individual services: VOR azimuth, TACAN azimuth, and TACAN distance (DME) at one site. Although consisting of more than one component, incorporating more than one ope rational frequency, and using more than one antenna system, a VO RTAC 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 prov ide an approach path for exact alignment and descent of an airc raft 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 t hat 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 utilit y and accuracy to a localizer but is not always aligned with the centerline of the runway. TERPSKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-10 01 JUL 13 requires the Localizer (LOC) signal alignment within 3 ° of the runway alignment. If t he 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; how ever 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 strai ght-in criteria specifi ed in AFJMAN 11-226 (TERPS). Circling minima are pu blished where this alignment exceeds straight-in criteria. T he LDA is usually considered a non-precision approach; however, in some installations with a glide slope, a decision height wi ll 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 c ourse 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 prov ide 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 ul tra high frequency radio beacon that transmits nondirectional signals whereby an aircraft properly equipped can automatically determine and display bearing to any radio station withi n 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 provid e identification except during

voice transmission.

(10) Global Positioning System (GPS)

GPS is a space based navig ation system that has the capability to provide highly a ccurate three-dimensional position, velocity, and time to an infinite number of equipped users anywhere on or near t he Earth. The typical GPS integrated system will prov ide: position, velocity, time, altitude, steering information, groundspe ed 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 aircraftKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-11 01 JUL 13 systems, such as INS, altimete r, 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 Iner tial Reference Unit (IRU) or DME/DME Area Navigati on (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 e ffect of altitude c hanges. Situational awareness is maintained by mentally fo llowing 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, label ed TLV, and transition altitude, labeled TA, appear in overseas DoD charts. They usually appear in the profile view of high altitude approach pl ates, 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 Stat es transition flight levels vary.

Transition level in the Unit ed States is always FL180.

E-FRAME 22: MINIMA SECTION

8. Minima Section

The minima section of the approach plate appears in the lower cornerKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-12 01 JUL 13 opposite the airport sketch. It has se veral 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 alti meter bugs are set correctly.

E-FRAME 23: AIRCRAFT CATEGORY

a. Aircraft Category

Aircraft approach category is based on 1.3 times the st alling speed in the landing configuration at maxi mum certificated gross landing weight. An aircraft can fly an IAP onl y for its own category or higher,

unless otherwise authoriz ed by AF Instruction or MAJCOM directives. If it is necessary to maneuver at sp eeds 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 mo re 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 mo re, the Category E minima must be used. This could also apply to the KC-10 during emergency overweight approach and landing, abnormal conf iguration approach and landing, increased approach speed due to wind, or circling approach with 22o/EXT minimum m aneuver 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 servic es on final approach. Non-radarKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-13 01 JUL 13 approaches can be further subdivi ded among those that provide electronic glide path guidance and t hose that do not provide electronic glide path guidance.

Radar Approaches. These are appr oaches that require radar vectoring on final approach. T here 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 in to an instrument procedure is an acceptable alternative. There are four types of approaches that fall into this category: visual appr oach, contact approach, IAP with a visual segment, and a charted visual flight procedure.

Other Specialized Procedures. Thes e are specialized subsets of particular approach types listed above. There are four approaches that fall into this category: c onverging approaches, ILS/PRM, SOIA, and TLS. All require specialized tr aining 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 ceilin g visibility, wind direction and velocity, obstructions, final appr oach 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 nonprecis ion approaches (LOC, VOR, TACAN, etc.). Circling procedur es and techniques are not compatible with prec ision approach criteria, and under normal circumstances, should not be a ttempted. 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 condit ions are not encountered. Therefore, pilots should not plan to circle from a precision approach.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-14 01 JUL 13 E-FRAME 27: APPROACH MINIMUMS

d. Approach Minimums

(1) Decision Height (DH)

Decision height applies only to precision approaches – Instrument Landing System (I LS) and Precision Approach Radar (PAR). It is the mini mum height above Mean Sea Level (MSL) where a missed approach is initiated if visual reference to the runway has not been establis hed or the aircraft is not in position for a normal landing.

(2) RNAV/GPS Decision Altitude (DA)

DA replaces the term Decision He ight (DH) as a step towards

harmonization with ICAO termi nology. 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 a ccounts 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 det ermine field conditions for straight-in approaches.

(4) Minimum Descent Altitude (MDA)

Minimum descent altitudes ar e associated with non-precision straight-in, or circling approac hes -- LOC, ASR, TAC, VOR,

and NDB. Descent will not cont inue below this height unless

visual reference has been est ablished 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 highes t runway elevation in the touchdown zone, in feet. HAT is published as part of all straight-in approach minima.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-15 01 JUL 13 (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 parenthes es on the approach plate, is feet above the published airport elevation. It can be equal to or greater than the height of t he associated decision height or

minimum descent altitude.

E-FRAME 28: AIRPORT SKETCH

9. Airport Sketch

The airport sketch of the approach plat e shows the airport layout, runway dimensions, obstacles, elevati ons, 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 s hown on the sketch as well as the heights of all obstacles, including the tower.

b. Runway Information

Length and width of the runway ar e printed alongside each runway depicted. If the runway is not leve l 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 wit h the approach (to establish the missed approach point, for example), a timing chart will appear below the airport sketch or be low 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:KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-16 01 JUL 13 (1) REIL - Runway End Identifier Lights

REILS are installed at many ai rfields to provide rapid and positive identificatio n of the approach end of a particular runway. Two synchronized flas hing lights, one on each side of the runway threshold facing the approach area i dentify 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 leng th 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 locat ed along the runway centerline. These lights display alternate red and white in the 3000 to 1000 foot section of the runway. T he 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 landi ng. Symbols for approach lights are located near the approach end of each runway and are circled.

(1) Approach Light Systems - ALS

Operational require ments at the airport dictate the sophistication and conf iguration of the li ghting 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 formatKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-17 01 JUL 13 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, wit h 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 se ries 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 syst em 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-18 01 JUL 13 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 airc raft 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 bas is 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 t he 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 li ne 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 ApproachKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-19 01 JUL 13 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 volume s -- Western, Central, and Eastern United States -- every ei ght weeks, although some SIDs may be included with the regular approach plates.

These books are similar to the appr oach plate volumes in general layout. Each contains legend pages and a table of contents. IFR takeoff minimums and departure procedures are listed separ ately 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 SI D 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 obsta cles that may not be apparent

on the SID.

(2) Ground Speed/ Required Climb Rate

Ground speed and the required clim b rate for each runway

used for the SID are shown in a table on the SID plate when published in the approach plate b ook. Otherwise, refer to the

table in the back cover.

(3) Transitions

Transition waypoints for the SI D are clearly defined, with the routing for each. Be sure that these waypoints are included in the flight plan.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-20 01 JUL 13 (4) Cautions and Warnings

To ensure a safe departure, note any cautions or warnings that may be on this page.

E-FRAME 42: DEPARTUR E ROUTE DESCRIPTION

b. Departure Route

(1) Departure Routing Description

In addition to the graphic illustra tion of transitions and routings for the SID, the plate also cont ains a text de scription of the departure route. Each runway to be used and each transition is

described in detail.

(2) Trouble T

On US Government charts, t he 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 Tak eoff Minimums and (Obstacle) Departure Procedures.”

E-FRAME 43: SPECIAL DEPART URE PROCEDURES (SDP)

c. Special Departure Procedures (SDP)

The Air Force Flight Standards Ag ency (AFFSA) has contracted with Jeppesen to provide safe engine out departure procedures for bases

used by the KC-10 providing the maxi mum takeoff weight possible, and miss any obstacles should an engine fail during takeoff. SDP information is found at “http://www.je ppesen.com/wlcs/index.jsp” on

the internet.

Jeppesen analyzes terrain and obstacle data against aircraft specific performance data to determine th e 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 wi th your instructor and/or squadron as the login and password are c hanged 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 directlyKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-21 01 JUL 13 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 departu re plate information can be found

on the website. The data has b een 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 specif ic 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 f eeder facilities are identified on approach plates. These are designed to take the airc raft from the

enroute structure to the in itial approach fix, or to some point dictated by operational requirements.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-22 01 JUL 13 (1) Radial/Distance from NAVAID

The fix or point is sometimes identified by the radial and distance from a specific NAVAI D. In the case of feeder facilities, the point-to-point has been computed for the pilot so that by simply proceeding alon g the radial for the specified distance, the aircraft will arrive over the desired fix or point.

(2) Monitoring the Course

When the aircraft is establishe d on a feeder course, you can

use the RMI and DME to monitor aircraft position. Remember,

the tail of the bear ing 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 TE RMINAL ARRIVAL (STAR)

b. Standard Terminal Arrival (STAR)

Published standard terminal arrivals (STARs) provide transition from

an enroute NAVAID to an out er fix, initial appr oach 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 rout e 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 SMY RNA. What is the course toKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-23 01 JUL 13 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 y ou 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, fr equency 109.6 is not underlined. What does this indicate? (T he 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 ApproachKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-24 01 JUL 13 As you approach your destination, the p ilot will choose the type of approach

desired for the transition fr om the high altitude envir onment 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, t he 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 wil l 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 warni ngs are usually provided in plain text within the plan view.

Minimum, mandatory and recommended alti tudes, 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 h eavy black line with a bend and a single barb. The barb indicate s the maneuvering side of the final approach course.

E-FRAME 56: HOLDING PATTERN IN LIEU OF PT.

4. Holding Pattern in Lieu of Procedure TurnKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-25 01 JUL 13 At times, the facility may depict a holding pattern that will descend the aircraft, allow time to configure for l anding, 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 cour se 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 c ourse prior to the final approach fix.

Procedure Tracks are depicted as a heavy black line with directional arrows. It may use a combination of ar cs, 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 bo ttom, what types of tracks are depicted? (Procedure Track; Miss ed Approach; Visual Flight Path)

b. Illustration B: From top to bottom, what types of holding patterns are depicted? (Holdi ng 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, theKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-26 01 JUL 13 aircraft will have arrived at a geographica l 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 out side 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 w ill state the alti tude at which the aircraft will depart the IAF for the FAF.

The briefing should include any rest rictions or unusual aspects of the approach. It is important to remember t hat 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 wi ll negate the guaranteed terrain

clearance.

Usually, the altitude of the initial appr oach fix will be a “minimum” altitude, but occasionally it will be a “har d” or mandatory altitude.

From the IAF to the FAF and on to landing, the approach becomes more critical. The majority of Class A acci dents 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 hav e 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 Al titude at the IAF? (3100 Ft.)

c. At what point and altitude would you expect a right turn toKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-27 01 JUL 13 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 Vi sual 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: NO N-RADAR APPROACH

2. Non-Radar Approach

These are approaches that do not require radar vectoring or radar services on final approach. Non-radar approac hes can be further subdivided among those that provide electronic glid e path guidance and those that do not provide electronic glide path guidance. Most runways provide a VASI system

that is coincident with the VDP. T he 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 WI TH A VISUAL COMPONENT

3. Procedures with a Visual Component

Sometimes it is not possible to constr uct an instrument procedure that meets all requirements. Incor porating 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 ap proach, IAP with a visual segment, and a chart ed visual flight procedure.

E-FRAME 67: OTHER SPECIALIZED PROCEDURES

4. Other Specialized ProceduresKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-28 01 JUL 13 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 pilo t with precise course, glideslope, and range information Precision approach da ta, Instrument Landing System (ILS) or Precision Approac h Radar (PAR) on the approa ch 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 know n 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 appr oach is the RNAV (GPS) app roach. GPS is a US

satellite-based radio navi gational positioning and time transfer system operated by the Department of Defense (D OD). 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 m aneuver. 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 ceil ing visibility, windKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-29 01 JUL 13 direction and velocity, obstructions, fi nal approach course alignment, aircraft performance, cockpit visibility, and cont roller 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.). Circlin g procedures and techniques are not compatible with precision approach cr iteria, 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 difficu lt to ascertain wh en 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 nonprecisio n straight-in approach is located along the final approach course and no fa rther from the FA F than the runway threshold (or over an on-airport navi gation facility for a no-FAF procedure and some selected FAF procedures). The missed approach point for any precision approach is the poi nt at which the decision height is reached. This is normally the point depicted on the I AP as the start of a climbing dashed line. When the missed approach is initia ted prior to the MAP, proceed to the MAP along the final appr oach course and then via the route and altitudes specified in the published missed approa ch 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 ceil ing and visibility requi rements for the KC10? (200-1/2)

f. What are the minimums for a circling approach? (720/2 Miles)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-30 01 JUL 13 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 y ou 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 tw o 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 LI NE. It is further divided into the

UPPER and LOWER LUBBER LINES.

The aircraft heading is always read fr om 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 r epresent the aircraft’s pos ition. The head of the pointer repres ents 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 poi nter. However, the directi on the aircraft is flying is always parallel to the UPPER LUBBER LINE. Put a different way, the position of the head of t he 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 u nder the UPPER LU BBER LINE (orKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-31 01 JUL 13 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 po int to point to a station using only the bearing pointer. The aircraft w ould be maneuvered to keep the head of the pointer under t he UPPER LUBBER LINE.

E-FRAME 78: RMI/DME

2. RMI/DME

Now, we add the compass card. Us ing this, along with the DME, it is possible to determine the general positi on of the aircraft relative to the approach NAVAID.

Assume you are flying a radar vect or 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. Ad ding 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 ai rcraft is positioned as briefed.

As the aircraft moves on the nort hbound heading, the tail of the bearing pointer will follow its move ment and the bearing pointe r 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 bear ing extending from a navigat ion station. You will recall that we used the pivot of the bear ing pointer as the Selected NAVAID Facility. When we use this procedur e to determine the aircraft position relative to the station, the compass ca rd of the RMI is a representation of these radials or magnetic bearing from the NAVAID.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-32 01 JUL 13 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 va lue 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 D ue North. The head of the bearing pointer is also on 0 on the RMI com pass card. The tail of the pointer is on 180. The aircraft is flying TO the station. When an aircraft is heading to the station, it s 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 t he 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 rela tion to an approach procedure.

E-FRAME 83: LESSON EXERCISE 6

5. Lesson Exercise 6

a. Using the on-screen pres entation, 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).KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-33 01 JUL 13 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 a rrival procedures using SIDS

and STARS.

3. Located and identified Instru ment Approach Procedures.

4. Located and identified IA F 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 “wor st 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 an y 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 in strument approach. However, it is important that you be abl e to detect deviations from the briefed procedure and determine if equipment is set correct ly. 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 failu re of an aircraft component or system. Instead, they happen when one or more members of the
aircrew are diverted from the situ ation and unaware of the aircraft position.

E-FRAME 86: THE ENDKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E852-IG 1-62-34 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T602-IG 1-63-1 01 JUL 13 

# FTD Mission 2

I. Purpose – The purpose of this FTD mission is to allow practice of normal procedures for starting engines, taxi, tak eoff, 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, Fli ght 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, Operat ing 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 procedureKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T602-IG 1-63-2 01 JUL 13 

## Pilot Objectives

Training objectives previously introduced th at will be practiced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance Knowledge and Use 9. Perform Fuel Manage ment and Conservation 10. Perform Radar Operation

11. Perform Communications 12. Perform Missed Approa ch (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 ProceduresKC-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 th at will be practiced during this training mission:

1. Demonstrate Airmanshi p/Situational Awareness 2. Demonstrate Regulation, Directive Knowledge and Use 3. Perform General Navigation

4. Perform Crew Coordination

5. Demonstrate Perfor mance 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 ProceduresKC-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 ChecklistKC-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 br iefing. The crew will be

briefed IAW Section V of t he Flight Manual. The item s covered will be the normal procedures from cockpit prepar ation 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 ______. Co ntact 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 ProtectionKC-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

20 E C, 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 V
mm 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 le sson. 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). S egments One and Two are divided into two parts. Part One describes the t opics to be covered by the workshop exercises, and Part Two consists of t he workshop exercises to be completed and their solutions. Segment Three expl ains blocks on the Flight Engineer Worksheet. The instructor will present the workshop exerci ses 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 PageKC-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 comp lete 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 necessa ry for planning aircraft climb performance. For three engine climbs, you can use either ma ximum climb thrust, or perform a derated climb using maximum cruise thrust. Tw o engine climbs will be performed at maximum continuous thrust. A derated climb allows y ou to operate the engines at a lower thrust setting, but requires more time in the climb, thus requiring more fuel (This is not used).

N 1 Setting charts are provided to calculate t he climb power setting at the beginning of Section IV in the performance manual.

After calculating the climb power setting, t he time, distance, and fuel required to climb are calculated from the respecti ve charts. Just like the N 1 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 wit h the starting gross weight, move up to the start of climb altitude, and t hen parallel the fuel bur n lines to the end of climb altitude. Don’t forget to note t he 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 va lues vs. ending altitude values) to determine time, fuel and distance to climb.

Climb time, distance, and fuel c an 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-engi ne and two-engine service ceilings. For any configuration other than clean, enter the chart with the airc raft's drag index (obtained from Figure 1-14, Drag Index Table or Table 14.1 AFI 11-2K C-10V3) to determine the service ceiling. The Effect of Drag Index c harts are used to adjust the fuel, distance, and time required to climb when the airc raft's drag index is more than zero.

Cruise

Several cruise profile options are available for mission planning and ex ecution. A cruise climb profile may be the most e fficient but its use can be inhi bited by Air Traffic Control (ATC) restraints. A step cruise profile ma y 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 perform ed, 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 S pecific Range charts are based on a clean configuration and standard day temperature, with an N 1 adjustment factor for nonstandard temperatures. Separat e charts are provided for sl ats 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 t he KC-10-1-1 are the Integrated Range and Time charts. These char ts can be used to determine the cruise range and time for a given fuel c onsumption, or to determine the fuel required to cruise a given range.

You also have Optimum Altitude Cruise Perf ormance 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 spec ific 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 refueli ng operations. The bank angle used during holding imposes a load factor on the aircra ft requiring an increase in thrust. This additional load factor is known as an increase in aircraft effective weight.

The information obtained from the Holding char ts in Section VI of the Performance

Manual includes the hol ding speed, target N 1 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 V S (1.4 V S 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 standar d day increase the N 1 RPM by .20 % and the fuel flow by 35 lbs per hour.

When varying airspeed according to bank angl e to improve endurance, you can obtain a

more accurate account of fuel us e 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 Effe ct 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 refu eling tanker (with receiver capability), it is important to understand performance param eters 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 com puted 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, th is is the slowest acceptable safe speed at which the aircraft can fly to accomplish ai r 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 t he chart with the gross weight and pressure altitude.

Where the two intersect is the or bit-indicated airspeed, target N 1 RPM, and total fuel

flow. The first A/R Orbit chart wor ks for all aircraft except the A-10.

Formatting Capability charts are used to dete rmine 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 com puted formatting capabilities. The second receiver weight is the End Ai r Refueling (EA/R) gross weigh t. Again the receiver weights cannot exceed the computed forma tting 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 Performanc e Manual are used to determine the time, distance and fuel required for a particular de scent. The desired airspeed and rate of

descent versus distance flown while descendi ng will dictate the type of descent profile used. A long-range descent c an 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 de scent. Both of these descent profiles are accomplished in the clean configuration. During a penetration descent the speed brakes are deployed and landing gear ext ended 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 NMKC-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 = 15 o C

Pressure Altitude = 3,000 ft

Find Maximum Cruise Thrust 94.7%

2. Conditions: TAT = -8 o C

Pressure Altitude = 5,000 ft

Engine and Wing Anti-ice ON

Find Three Engine Climb Power 97.1%

3. Conditions: TAT = -4 o C

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 = -5 o 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 minutesKC-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 = 0 o

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 fo r 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 N 1 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 lbKC-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 = 20 o

SAT = -30 o C

Find three engine holding data in a clean configuration.

17. Airspeed 252 KIAS

18. N 1 RPM 88.8%

19. Fuel Flow 16,160 lbs/hr

Find three engine holding data in a clean configuration with 0 o bank.

20. Airspeed 243 KIAS

21. N 1 RPM 87.4%

22. Fuel Flow 15,320 lbs/hr

Find two engine holding data in a clean configuration with 20 o bank.

23. Airspeed 250 KIAS

24. N 1 RPM 100.9%

25. Fuel Flow 17,140 lbs/hr

Compute corrected Fuel Flow for holding with three engines, using 20 o 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 KIASKC-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 -28 o C. Compute orbit speed, N 1 power setting, and tota l fuel consumption

during the 20-minute orbit.

Orbit Speed 294 KIAS

N 1 Power 98.6%

Fuel Consumption 375 lbs/min or 7,500 lbs

31. Given the following conditions, dete rmine the maximum weight formatting

capability of a KC-10A Receiver/KC-135 Tanker:

Temp deviation = +15 o 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 dat a 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 lbsKC-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 th ree 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 minutesKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-11 01 JUL 13 

## Segment Two – Part I

Computerized Flight Planning Workshop

Flight Plan Familiarization

KC-10 computer flight pl an products are derived from two separate programs (PFPS and ACFP). Local mission computer flight plans are generated usi ng PFPS. Off station and local Close Watch missions usually use the ACFP format generated using a global weather database to optimize r outing 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 GW T

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 waypointKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-12 01 JUL 13 ALT - Altitude in feet

TEMP - Standard day static air tem perature 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 fuelKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-13 01 JUL 13 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-UNI DENTIFIED 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 sec ond 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 poin t 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 lb s 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 parameter s of ACFP flight plans is contained in AFI 11-2KC-10V3, Chapter 6 and 14.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-14 01 JUL 13 Flight Plan Fuel Verification

AFI 11-2KC-10 V3, Chapter 6, st ates 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, al so 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 ca lculations must be verified using T.O. 1C10(K)A-1-1. and the following fuel co mputation verification procedure:

The flight engineer does this by completing the time and fuel analysis block of the AF Form 4091. Use sections 5 Spec ific 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 antic ipated, 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 li ne entry on a flight plan and represents

the amount of time and fuel used from the st art 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 c limb will normally be shown as a separate line entry, while enroute climbs may be in cluded 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 calculat ed 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 consum ption 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 cr uise segments at the altitude and speeds that provide the best fuel economy. Al titudes 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-15 01 JUL 13 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 Fi x 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 aerodr ome. Use Time and Fuel to Alternate, or Specific Range charts.

10. Transition. When transition trai ning 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 c onsumption during tanker refue ling is normally calculated using the specific range charts. Enter the chart for the pr oper 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 f uel. Block 18 on the 4091 will always be less than the holding block on the ACFP. Th is 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 r equired 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 alter nate (civil or militar y) within 2 hours flying time. When this option is used, ca lculate 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 lo cal training missions, calculate 15 minutes of contingency fuel. Local trai ning missions are not required to carry contingency fuel. If contingency fuel is ca rried on local training missions, it should not exceed 15 minutes. In all cases, this fuel is to compensate forKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-16 01 JUL 13 unforeseen circumstances during any phas e of flight (i.e. Unforecasted weather, launch delay, etc). Contingen cy 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 Holdi ng 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 destinat ions 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 veri fication procedure described above is only

accurate for missions that are flown at the appropriate altitudes and cruise profiles that

the charts are based on. T he 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 ai r refueling included, the following procedure is suggested:

1. Verify initial takeoff and taxi fuel in s egment 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 FU EL 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 Specif ic Range charts from section 5 of the Performance

Manual. There are several methods to calc ulate the leg fuel. An asterisk in the

table below indicates the two most often used.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-17 01 JUL 13 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 Airs peed (TAS) X Ground Distance (GD) ÷ Ground Speed (GS)

Table 1 - Formulas

4. Tanker Orbit leg fuel burns can be veri fied 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 in to 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 know n, however, and this information is not always available so use the maximum weights on the chart.

6. AFI 11-2KC-10V3, Chapter 14 provi des the following guidance for verifying descent/approach & landing fuel values . ACFP use Approach and Landing

Block 6 for Time and Fuel calculati on. CFP add fuel used from the Begin Descent Point to Initial Approach Fi x for descent, then add 15 minutes and 3000 pounds for approach and landing. Otherwis e 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-18 01 JUL 13 Instructor Information

The flight plan verification procedure in AFI 11-2KC-10V3 Chapt er 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 f uel 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 mi ght not have much time to verify a flight plan in real-world situat ions. One proven method to save time is to combine flight plan segment together. For exam ple, the sample flight plan segments 6, 7, and 8 are all the same altitude and speed. Combining t hese together with an av erage gross weight and average NM/1,000 value would save time . The same technique could be used on segments 11 and 12.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-19 01 JUL 13 

## Segment Two – Part II

The following flight plan on the following pages is to be used for this fuel burn

verification exercise. It wa s developed using the PFPS program. This mission contains

both tanker and receiver A/ R, and concludes with transition/pattern work at the

destination field.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-20 01 JUL 13 Figure 3. PFPS Mission Flight Plan (Sheet 1 of 2)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-21 01 JUL 13 Figure 3. PFPS Mission Flight Plan (Sheet 2 of 2)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-22 01 JUL 13 PFPS Flight Plan Fuel Solutions

The following fuel computations were calcul ated from the Perform ance Manual. During the lesson exercise you may obtain slightly different numbers due to interpolation

variances.

Segment 1 – 4,000 lbs. Standar d 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 f uel 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 fr om Figure 7-1, AR ORBIT TABLE. Fuel flow = 340 lbs per minute. Fuel Burn 4,950 lbs per minute.

Segment 5, 6 and 7 – Calculat ed from Figure 5-19. Using the Drag Index Table Figure 1-14 of 18.5 (Air Refueling Boom Deployed 16.5 & ARO Sigh ting Door Open 2.0). Next

take this 18.5 to Effect of Drag Index On Range Figure 5-56; t he 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-23 01 JUL 13 

## 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-f light through post flight activities.

The front side of the form contains Infli ght Activity and Mission Planning sections. A blank form is provided at the end of this lesson.

This section will cover the entries r equired 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 secti ons, 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 Ti me and Fuel Analysis prior to every flight to verify flight plan computations. Most entries are self-explanat ory. 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-24 01 JUL 13 Figure 4. Inflight ActivityKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-25 01 JUL 13 Inflight Activity: Refueling Air Refueli ng and Tanker Air Refueling, Approaches & Landings

RECEIVER AIR REFUELING information, incl uding call sign, type of aircraft, scheduled onload, actual onload and number of contacts.

TANKER AIR REFUELING information, in cluding 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 requir ed for completion of the Header for each of the refueling activities can be found in the locally pub lished daily schedule shown in the example
above. The ACTUAL entries are enter ed as they occur during the mission.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-26 01 JUL 13 Figure 6. Mission PlanningKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-27 01 JUL 13 MISSION PLANNING

This section satisfies the requirements of AFI 11-202V3 and AFI 11-2KC-10V3. This section consists of the following seven blo cks: Fuel Quantities; Weights; Center of Gravity; CAT I Reserve Fuel; Decompressi on 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 quant ities, total fuel quantit y, 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 requi red due to air refueling requirements or cargo limitations that di ctate specific offload or cent er 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 f light engineer will make any required adjustment to the fuel tank quantities; coor dinate the distribution with the boom operator; and enter the actual t ank quantities in the (ACTUAL) column.

3. AFTER

This value is entered upon engine shutdown at destination and is recorded on

the Fuel Totalizer line.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-28 01 JUL 13 Figure 7. Mission Planning (Weights)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-29 01 JUL 13 WEIGHTS

Contains pertinent aircraft and fuel weight s. Two columns (Plan and Actual) are provided to record the following weights: Oper ating; Cargo/Pax; Zero Fuel; Fuel; Ramp;

Taxi and Takeoff.

1. PLAN

The first three aircraft we ights; Aircraft Operating Weight, Cargo/Passenger Weight, and Zero Fuel Weight are prov ided 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 Weigh t, and Zero Fuel Weight should be the same values computed and entered in t he 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-30 01 JUL 13 Figure 8. Mission Planning (Center of Gravity)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-31 01 JUL 13 CENTER OF GRAVITY % MAC

Contains Center of Gravity % MAC informa tion. Blocks are provided for the PLANNED and ACTUAL values.

1. PLAN

Like the aircraft weights, the boom operat or provides the planned aircraft Zero Fuel Weight CG value. The Flight Engineer based on fuel load, mission requirements, and a structur al limitation computes the planned takeoff CG.

2. ACTUAL

Actual zero fuel weight for cargo mi ssions 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 takeo ff 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-32 01 JUL 13 Figure 9. Mission Planning

(Time and Fuel Analysis)KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-33 01 JUL 13 TIME AND FUEL ANALYSIS

This block contains time and fuel analysi s. 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 prov ided 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 f uel 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 decompr ession 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 rema ining value with the amount of fuel that would be requi red to proceed from that furthest point, at 10,000 ft, to the suitable emergency airfield, ex ecute 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.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-34 01 JUL 13 Remote Destination. Since remote desti nation 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 f uel 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 CF P add fuel used from the Begin Descent Point to Initial Approach Fi x for descent, then add 15 minutes and 3000 pounds for approach and landing. Other wise 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 Po int. Consists of fuel required for descent, approach and landing, al ternate/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, increas ed off loads, weather avoidance, ATC delays, etc.) This Identified Extra f uel should not normally exceed 10,000 pounds. When dealing with unplanned contingenc ies, crews will still plan to touchdown with minimum landing fuel. Un its may develop standard alternate fuel requirements for local training mi ssions 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, tak eoff, enroute, enroute reserve, air refueling, decompression, descen t, approach and landing, alternate, transition, holding/minimum landing.KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E848-IG 1-64-35 01 JUL 13 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 t he minimum planned fuel at begin descent. Add blocks 17, 18 and 19 then subtract contingency fuel.

Note: ACFP does not subtract conti ngency fuel from required overhead.

Block 27 Endurance at Begin Descent Point. Blo ck 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 di vided by 15,000 pounds per hour.

This value should be entered onto the DD Form 175 or 1801.

This completes the Flight Engineer Wo rksheet entries. During the simulator phase, you will use this worksheet to co mpute fuel requirem ents 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 BLANKKC-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 BLANKKC-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 Gu idance System. The primary emphasis on this mission will be normal pr ocedures 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 TextKC-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 pract iced during this training mission:

1. Perform Standard Instrument Departure (SID) Procedures 2. Perform Full Stop Taxiback Procedures

Training objectives previously introduced th at will be practiced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance Knowledge and Use 10. Perform Fuel Manage ment 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 – Engi ne Shutdown Procedures 33. Perform Leaving Aircraft Procedures

During this training mission, the stude nt is expected to practice and achieve required proficiency level (RPL ) on the following procedure:

1. Perform Vertical “S” ManeuverKC-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 pract iced during this training mission:

1. Perform Full Stop Taxiback Procedures 2. Compute Fuel Requirements

Training objectives previously introduced th at will be practiced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance 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 ProceduresKC-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 Trav is AFB. Student A will start in the left seat with a seat change planned to a llow 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 an d 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 Ta keoff considerations

b. Planned Instrument Approach proceduresKC-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 PREPARATIONKC-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 G ND 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 Ma neuver. (A-L; B-R) Allow both students to practice.

VERTICAL “S” MANEUVERS

The Vertical “S” maneuvers are normally a ccomplished 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 cont inuous 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 al titude +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 AIRCRAFTKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T603-IG 1-65-10 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-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 4.2KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T603-IG 1-65-12 01 JUL 13 FOR TRAINING USE ONLYKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T603-IG 1-65-13 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T603-IG 1-65-14 01 JUL 13KC-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 TextKC-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 pract iced during this training mission:

1. Perform ILS Manual Approach Procedures 2. Perform ILS Flight Direc tor Off Approach Procedures

3. Perform Auto Non Precis ion Approach Procedures 4. Perform Localizer Approach Procedures

Training objectives previously introduced th at will be practiced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance Knowledge and Use 10. Perform Fuel Manage ment 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 Approa ch (Auto) Procedures 29. Perform Before Landing Procedures 30. Perform Landing 31. Perform Landing, Full Stop (Reverse Thrust) 32. Perform Full Stop Taxiback ProceduresKC-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-Engi ne Shutdown Procedures 35. Perform Leaving Aircraft Procedures

During this training mission, the stude nt is expected to practice and achieve required proficiency level (RPL ) on the following procedures:

1. Perform Vertical “S” Maneuver 2. Perform Approach ProceduresKC-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 th at will be practiced during this training mission:

1. Demonstrate Airmanshi p/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 Perfor mance 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 ProceduresKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T604-IG 1-66-5 01 JUL 13 During this training mission, the stude nt is expected to practice and achieve required proficiency level (RPL ) on the following procedures:

1. Perform Standard Instrument Departure Procedures

2 Perform Vertical “S” ManeuverKC-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 traini ng flight at Travis AFB, em phasizing 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 ac complish left seat items. Em phasis 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 (Fli ght 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 (Fli ght 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 an d 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 Ta keoff considerations

b. Planned Instrument Approach proceduresKC-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 cleare d 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 Fli g ht Vis Recorder OnKC-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 G ND 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 "________ He avy 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 a ccomplished 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-co mmand 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 estab lished when starting t he 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 clear ed 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

Initial Qualification Course

CH 3

PIQ/FIQ-T604-IG 1-66-12 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-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 4.2KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T604-IG 1-66-14 01 JUL 13 FOR TRAINING USE ONLYKC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T604-IG 1-66-15 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

PIQ/FIQ-T604-IG 1-66-16 01 JUL 13KC-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 Ins pection 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/In terior Initial Inspection C. Review FE’s Interior InspectionKC-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 DEMONSTRAT E 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 o r 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 THIS PAGE INTENTIONALLY LEFT BLANKKC-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 thos e actions that the student will normally accomplish such as preflight and remote ranging, this exercise provides the opportunity to observe and monitor certain f unctions of the FMS. To do this, the student will perform specific actions norma lly accomplished by the Pilots. They include the Direct-to function, holding, and the addition and deletion of specific waypoints. Remember, these actions direct ly affect the flight path of the aircraft.



### II. Duration - 2.0 hours



### III. Reference Materials
A. FMS Mission Exercise (Mc Guire) Instructor Guide



### IV. Equipment and Materials A. Learning Center CBT Com puter with FET Desktop Icon B. FMS Mission Exercise (Mc Guire) Instructor Guide C. FMS CDU Page Flow Diagram



### V. Instructor Preparation/Review

A. NoneKC-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 encoun tering the FMS in the simulato r or aircraft. The FET is a part-task trainer with computer simulati on emulating Control Display Unit (CDU) operation. A flight map and El ectronic Horizontal Situati on Indicator (EHSI) display provide a visual reference of what occu rs 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 t he scheduled exercise ac tivities. If your student is from Travis, complete the FMS Mi ssion Exercise (Travis) scenario. If your student is from McGuire, complete the McGuir e scenario. This exercise profile allows the student to step through the scenario and che ck 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 studen t 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 scenar io or actual use in the simulator or

aircraft.

The FET uses a slightly different database t han the aircraft and simulator. For instance,

when the student loads a Standa rd Instrument Departure or Standard Terminal Arrival into your flight plan, the FET may have mo re 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 touc h except the brightness knob. The CLEAR key blanks the entire scratc hpad if held depressed. Interaction with other aircraft components through the CDU, such as the G PS, 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 par t 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 dist ance from top of map to bottom. It can be adjusted through the si mulation 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 centeri ng of the aircraft. Toggle the

“ Auto on AC ” box to X (the default) to keep the aircra ft 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 bu tton to select the EHSI display. The EHSI "map" and "map-ar c" 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 sma ll window just below t he 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 ‘Ini tialization’ state is reached again when the aircraft passes the last wa ypoint in the flight plan.

2. Run. Selecting the Run button activates the aircraft on the flight map. It is considered immediately airborne. You c an control the rate at which time passes during RUN by selecting an acceleration fa ctor in the lower left of the FET workKC-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—i t is easy to get behind the aircraft and miss timely performa nce of the FET mission tasks.

3. Freeze . During Freeze , CDU control is frozen and the mission stops, but the flight map operates in t he normal manner. To examin e 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 manage d 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 25 E , variable during patterns), but you never run out of fuel.

OPERATIONAL TIPS

1. If the student is just pr acticing, the GPS does not ne ed initialization nor do the INUs need aligning for the FET to operate.

2. Whatever is entered on the initial pos ition 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 ar ound, 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 m odified can be copied wayp oint by waypoint through the scratchpad and inserted into t he alternate flight plan for saving.

5. If the student builds an alte rnate flight plan, he/she can save it to the catalog and reload it at a later session. Only fl ight plans 09 through 40 can be saved.

6. Winds entered for each waypoint become “a ctive” when that way point is active. Crosswind/tailwind is repor ted 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 act ually control the passage of time, but only in the forward direction.

8. Freely change the map scale as y ou fly holding patterns, approaches, etc..

9. Do not forget the Clear History selection on the Plot m enu, 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/R un 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 occu r where you started, copy

the ‘ 00 ' coordinates to the last waypoint before DIR To.

START UP

To run the FET on a Lear ning 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) missi on from McGuire AFB to Denver International Airport, CO. Tanker and receiv er refueling will be conducted enroute. Receiver refueling will be conducted on AR -203-SW and tanker re fueling 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, an d 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 TACA N 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 departu re to the flight plan.

f. Renumber the flight plan. 7

Check flight plan waypoints for ac curacy. Compare waypoints to Figure 6 and the Waypoint List. 8

MSUs - NAV 9

Access Position page to monitor for windshear during takeoff. 10KC-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 di splay 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 duri ng the approach and come to a full stop landing. The FET mode becomes

' Initialization ' and the aircrafts stops. 23KC-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 3.2KC-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 3.2KC-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 3.2KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-F856-IG 1-68-12 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-F856-IG 1-68-13 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-F856-IG 1-68-14 01 JUL 13 

### FLIGHT PROFILEKC-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 refe rence datum. If initial position coordinates are incorrect, re-enter t he 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 th e "Before Start” ch ecklist. 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 ga in familiarity with CDU operations.

< Press STAT function key.

< Select CDU3 GO Æ (LS7).

< Verify VSN XXXXXXXXXXXXXXX. 

## L Steps



## L Steps < 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 coordinat es 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 sele ct 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. 

## L Steps

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. 

## L Steps

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 TA CAN and ADF.

a. Access Navigation Radi o 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. Ref ueling will now take place in AR-111-W. Edit the alter nate flight plan by del eting AR-203-SW from

the MCGUIRE1 flight plan and adding AR-111-W.

a. Access Start 5 Flight Plan/Load. 

## L Step < 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, th is is not done with the FET. You may, however, enter new TACAN channels and ADF frequencies as time permits.



## L Step < 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)

. 

## L Steps

NOTE: After deleting RVIP (wpt 04), th e RVCP (wpt 05) will move up to become waypoint 04.



## L Steps < 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 alter nate flight plan and confirm.

i. Add the Point Pleasant (PTPL4) departure to the flight plan.

j. Renumber flight plan. 

## L Steps < 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. 

## L Steps

NOTE: The SID points are added based on the FMS 800 database stored in the cartridge. A DISCONTINUI TY appears whenever a SID is inserted. The discontinuity is shown in the flight pl an 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. 

## L Steps NOTE: The navigation database is updated often and is affected by NOTAMS . If the desired SID is not available, skip this st ep and realize waypoint numbering may not corresp ond 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 

## L Steps < 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 Contro l 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. 

## L Steps < 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 accomplis hed 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 info rmation may differ slightly depending on when the 'freeze' was initiated. Experi ment with the accelerator factors and scale while enroute to the RVIP (wpt 04). Y ou 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

. 

## L Steps

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 vi a 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. 

## L Steps < 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. 

## L Steps

< Press DATA Function Key.

< Press line select key adjacent to

N33o49 W094o25 (waypoint 10).

< Toggle LS1 to PPSN VIA FPLN

. 

## L Steps

Figure 10. Present Position Via Flight Plan

NOTE: The ETA reflects the projected ti me 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 di stance from present position direct to waypoint 10. Figure 11. Pilot Steer Page



## L Steps < 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 wp t 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 yo u that after refueling you ar e directed to Tinker AFB. The Pilot requests time and di stance from wpt 12 (EAR) to KTIK

. < Toggle LS1 to PPSN VIA FPLN. 

## L Step

Figure 13. PPSN VIA FPLN



## L Steps < 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

. 

## L Steps



## L Steps < 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. 

## L Steps

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

. 

## L Steps < 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



## L Steps < 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 appr oach 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 BLANKKC-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 pr actice with the FMS operations in a mission type scenario. In addition to prac ticing those actions that the student will normally accomplish, such as preflight and remote ranging, this exercise provides the opportunity to observe and moni tor certain functions of the FMS. To do this, the student will perform specific actions normally accomplished by the Pilots. They include the Direct-to func tion, holding, and t he addition and deletion of specific waypoints. Remember, these ac tions 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 Com puter with FET Desktop Icon B. FMS Mission Exercise (Travis) Instructor Guide C. FMS CDU Page Flow Diagram



### V. Instructor Preparation/Review

A. NoneKC-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 encoun tering the FMS in the simulato r or aircraft. The FET is a part-task trainer with computer simulati on emulating Control Display Unit (CDU) operation. A flight map and El ectronic Horizontal Situati on Indicator (EHSI) display provide a visual reference of what occu rs in the physical environment during FMS operation.

FET exercises reinforce procedures learn ed in the CBT lessons and presents the student with self-paced activities on the F light Management Syst em. The Student Guide includes the steps that direct you th rough 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 th rough the scenario and check off the tasks as they are completed. Be sure you are available to a ssist 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 studen t 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 scenar io or actual use in the simulator or

aircraft.

The FET uses a slightly different database t han the aircraft and simulator. For instance,

when the student loads a Standa rd 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 touc h except the brightness knob. The CLEAR key blanks the entire scratc hpad if held depressed. Interaction with other aircraft components through the CDU, such as the G PS, 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 par t 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 dist ance from top of map to bottom. It can be adjusted through the si mulation 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 centeri ng of the aircraft. Toggle the

“ Auto on AC ” box to X (the default) to keep the aircra ft 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 bu tton to select the EHSI display. The EHSI "map" and "map-ar c" 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 sma ll window just below t he 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 ‘Ini tialization’ state is reached again when the aircraft passes the last wa ypoint in the flight plan.

2. Run. Selecting the Run button activates the aircraft on the flight map. It is considered immediately airborne. You c an control the rate at which time passes during RUN by selecting an acceleration fa ctor in the lower left of the FET workKC-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—i t is easy to get behind the aircraft and miss timely performa nce of the FET mission tasks.

3. Freeze . During Freeze , CDU control is frozen and the mission stops, but the flight map operates in t he normal manner. To examin e 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 manage d 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 25 E , variable during patterns), but you never run out of fuel.

OPERATIONAL TIPS

1. If the student is just pr acticing, the GPS does not ne ed initialization nor do the INUs need aligning for the FET to operate.

2. Whatever is entered on the initial pos ition 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 ar ound, 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 m odified can be copied wayp oint by waypoint through the scratchpad and inserted into t he alternate flight plan for saving.

5. If the student builds an alte rnate flight plan, he/she can save it to the catalog and reload it at a later session. Only fl ight plans 09 through 40 can be saved.

6. Winds entered for each waypoint become “a ctive” when that way point is active. Crosswind/tailwind is repor ted 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 act ually control the passage of time, but only in the forward direction.

8. Freely change the map scale as y ou fly holding patterns, approaches, etc..

9. Do not forget the Clear History selection on the Plot m enu, 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/R un 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 Learni ng Center computer, us e 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 in cluded in the flight plan, but the orbit will not be flown. Receiv er 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, an d 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 TACA N 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 ac curacy. Compare waypoints to Figure 6 and the Waypoint List. 8

MSUs - NAV 9

Access Position page to monitor for windshear during takeoff. 10KC-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 dist ance from present position direct to wpt 09.

b. Determine time and distanc e 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. 23KC-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 3.2KC-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 3.2KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-F857-IG 1-69-11 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-F857-IG 1-69-12 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-F857-IG 1-69-13 01 JUL 13 

### FLIGHT PROFILEKC-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 refe rence datum. If initial position coordinates are incorrect, re-enter t he 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 "B efore 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 anothe r. Accomplish all tasks regardless of crew position to gain fami liarity with CDU operations.

< Press STAT function key.

< Select CDU3 GO Æ (LS7).

< Verify VSN XXXXXXXXXXXXXXX. 

## L Steps



## L Steps < 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 coordinat es 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 sele ct appropriate ICAO database cartridge. INAV

INU 3

INAV INU 2

INAV INU 1

INAV

INU

CONTROL

PAGE UPDATE

PAGE 

## L Steps < 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).

< Clear the scratchpad before continuing. 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. 

## L Steps

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 TA CAN and ADF.

a. Access Navigation Radi o 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 f light plan by deleting AR-8B from the TRAVIS1 flight plan and adding AR-7B.

a. Access Start 5 Flight Plan/Load. 

## L Steps < 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 constr aints, this is not done with the FET. You may, however, enter new TACAN ch annels and ADF frequencies as time permits.

< Press IDX function key.

< Press LS1

< Vertical scroll to “start 5 fpln/load”. 

## L StepsKC-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 Ca talog (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)

. 

## L Steps

NOTE: After deleting RVIP (wpt 03), th e 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

. 

## L Steps

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 alter nate flight plan and confirm.

i. Add the TEALL1 departure to t he flight plan.

j. Renumber flight plan. < Press EDIT function key.

< Press LS1 (ALTN FPLN)

.

< Select LS3 (REPLACE FPLN) and

confirm LS3. 

## L Steps

< 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. 

## L Steps

NOTE: The SID points are added based on the FMS 800 database stored in the cartridge. A DISCONTINUI TY appears whenever a SID is inserted. The discontinuity is shown in the flight plan with its associat ed waypoint number.



## L Steps < 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 st ep and realize waypoint numbering may not corresp ond 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 Contro l 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. 

## L Steps

Figure 6. Flight Plan (First Page)

NOTE: The following item is accomplishe d 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

. 

## L Steps

NOTE: The following item is accomplis hed 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 di stance information may differ slightly depending on when the 'freeze' was initiated. Expe riment with the accelerator factors and scale while enroute to the RVIP (wpt 04) . You may leave the se in any mode you

desire.

Figure 8. Flight Plan Page



## L Steps < 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. 

## L Steps 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

HOLDKC-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 ti me to go (TTG), bearing and distance to the active waypoint (wpt 08) using the STR function key. 

## L Steps < 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

. 

## L Steps

Figure 10. Present Position Via Flight Plan

NOTE: The ETA reflects the projected ti me 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

N 42°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 di stance from present position direct to waypoint 09. Figure 11. Pilot Steer Page



## L Steps < 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 wp t 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 a fter refueling you are directed to McChord AFB. The Pilot requests time and dist ance from wpt 14 (Exit pt) to McChord ( KTCM ). 

## L Step < 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

. 

## L Steps

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

. 

## L Steps

< Press EDIT function key.

< Scroll to fpln edit 2 page.

< Press LS5

.

< Press LS5 again to confirm renumbering of flight plan. 

## L Steps

< Type minus (-) in scratchpad.

< Press line select key next to point to be

deleted. 

## L Steps

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

. 

## L Steps

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

. 

## L Steps ← 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 appr oach 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 discusse s 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 RefuelingKC-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 RefuelingKC-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, Takeo ff Into Suspected Windshear, and WARP TOLD cards are also practiced in this lesson. The student should have reviewed

the Introduction to KC-10 Takeoff Pe rformance and the Takeoff and Landing

Data as well as Driftdown Workbooks and CBT Lessons prior to attending this workshop period. The inst ructor will present the workshop exercises for the students to complete, and give the appr opriate 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 co vered 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, Fli ght 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 Winds hear/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 ExercisesKC-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 LANDI NG 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 c onfigurations. 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 flar e 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 t he 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 obtai ned from Section V or Section XI of the Dash 1-1. Section V is used for two-engine operation, whereas Sect ion XI is used for single engine operation. If terrain clearanc e becomes a factor when computing the driftdown data, fuel dump ma y 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 al ong 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 s peed changes greater than 500 feet per minute. Takeoff will not be attemp ted when severe windshear conditions exist

or are forecasted.

When windshear conditions are reported or fo recast, 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 incr eased, optimum speed. When computing aKC-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 co mpared. 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 V R must exceed the actual weight V R by at least 10 knots or the takeoff cannot be attempted.

WING AIR REFUELING PODS

The performance data charts do not account fo r the additional drag cr eated by the Wing Air Refueling Pods. When co mputing 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 V 1 =V MCG , also the Required Climb Gradient is in creased prior to determining the Climb Gradient Limiting Weight. The required adjustment factors c an 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 ONKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-7 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-8 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-9 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-10 01 JUL 13KC-10 Aircrew Training System

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 ° /RETKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-12 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-13 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-14 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-15 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-16 01 JUL 13KC-10 Aircrew Training System

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 FailureKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-18 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-19 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-20 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-21 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-22 01 JUL 13KC-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 MinKC-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 minKC-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 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-27 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-28 01 JUL 13KC-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 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-31 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E851-IG 1-72-32 01 JUL 13KC-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 TO LD 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 Da ta Workbooks, and CBT Lessons prior to attending this workshop period. Y ou will present the workshop exercises for the students to complete, and give t he 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 co vered 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, Fli ght 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 ExercisesKC-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 (CF CC) must be computed. Enter the chart with a known RCR value, up to one of the correction lines: C enter Gear Retracted, One Wheel Brake Inoperative, or Anti-skid Braking Inoperative. The correction line used depends on the configuration change. Re member, 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. W hen computing Takeoff Perfo rmance 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 fa ctor in computing takeoff performance. However, a combinat ion of high pressure altitudes, high temperatures, long runways, and low flap se ttings can cause TSLW to be a limiting factor when computing takeoff performance.

Tire speed is based on ground speed at the ti me 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 bec oming a factor in performance computation.

After determining TSLW, com pare it to TOGW. If TSLW is less than TOGW, then TSLW becomes the limiting fact or 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. De termine 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 char t and plot a line from the first TSLW and flap setting through the last TSLW and flap setti ng computed. Now pl ot a line from the RALW and CGLW. The point at which the TS LW 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 accelera te to, experience a problem, and stop in the remaining runway without exceeding the energy absorpti on capability of the brakes is called the Maximum Braking Speed (V MBE ). Once it is determined that V MBE is a factor, the weight of the ai rcraft should be decreased until V MBE is no longer a factor. In most cases, reducing TOGW by 3500 lbs. for every knot that V CEF exceeds V MBE will satisfy V MBE limitations. After each we ight reduction, recompute V CEF and V MBE and

calculate a new V 1

.

One common error in computing V MBE 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 CAPPEDKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-7 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-8 01 JUL 13KC-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 YESKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-10 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-11 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-12 01 JUL 13KC-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 CAPPEDKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-14 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-15 01 JUL 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E849-IG 1-73-16 01 JUL 13KC-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 Le ssons prior to attending this workshop period. The inst ructor will present the workshop exercise for the students to complete, and give the appr opriate guidance when questions arise

from the student.

Part I describes the topics that will be co vered 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, Fli ght 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 Hei ght 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 Perfo rmance workbook (W831) discusses the basic obstacle and climb segments for the KC-10. Refer to the obstacle data worksheet, and review the calculations requi red when an obstacle is present in your departure path. The obstacle clearance worksheet, on the revers e 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 performi ng the simplified solution, no further obstacle clearance calculations need be perfo rmed. The third section, Optimized Solution, allows you to perform runway reduc tions to increase the obstacle distance. The Optimized Solution Section also cont ains 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 calc ulations 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, us e 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 distanc e from the liftoff end of the runway. This is calculated by either using the Climbout Slope Correction gr id in the Performanc e 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 Corre ction 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 Requir ed, 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 GR OSS climb gradients, not NET. So use the charts, t he 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 25 0 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 co mputing 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 Fi g 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 obser ve 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 CLIM B GRADIENT. There are two charts, if the level off altitude is prior to Pressure He ight for Acceleration an d the other is after Pressure Height for Acceleration. T he next chart in the performance manual will convert this percentage to a FT/NM, which make s 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 obsta cle clearance capabilities in lieu of the engine out climb gradient data.

The All Engine Climb Gradient Takeoff Rated Thrust chart (figur e 3-40) is used when the all engine climb requirement ends at or below pressure height for acceleration. It measures all engine climb gradi ent with the gear fully retrac ted, flaps and slats in the takeoff configuration, all engi nes operating at takeoff thrust, and climbout speed at V2 +

10 Knots.

The All Engine Climb Gradient, Maximum Climb Th rust 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 a cceleration height. When an all engine climb requirement ends above pressure height for a cceleration the all engine climb gradient is measured with the flaps and sl ats 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 r equired 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 13KC-10 Aircrew Training System

Initial Qualification Course

CH 3

FIQ-E850-IG 1-74-10 01 JUL 13482.04.3466.0514.0KC-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 t he 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 OnKC-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 electric al 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 OnKC-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.