Ride 1 & 2 Basic PCO GK Flashcards

Question

So there you are, sitting on the ground, finger-popping your ass hole OR you're outside the 200 NM/ +/- 4,000’ limit, OR when sensor data is invalid..... How are we going to get wind data? Ie: what will the MC revert to as the HIREARCHY for winds without Big Daddy Atmo to polish our collective knobs? Hint: Think about starting with a toothpick and gradually moving to a sledge hammer.

Answer 1

The MC uses an average of the spot winds and temp deviation that you can manually enter for each WAYPOINT Ie: if you "winded" the points. If nothing was entered then... The MC uses wind schedules entered on the WINDS page. It uses linear interpolation for winds below or in-between the altitudes you chose (since you only have like 3 or 4 lines available to you) Sea level wind speed is assumed to be zero and for altitudes HIGHER than what you chose, the highest entered altitude wind is used. Wind factors are next; entered on the ROUTE DATA page are used for all intermediate climbs/descents and if winds are not "toothpicked" on the DEFINE/REVIEW WAYPOINT or WINDS pages. This includes legs created from a DIRECT TO/Intercept To. If wind factors, winds, or temperature deviations are not entered in the flight plan, the MC assumes zero velocity winds/wind factors and uses standard temperature for the pressure altitudes

Answer 2

* When DDMMYY, GMT, or PPOS on the MSN INITIALIZE page is entered * When weight/CG data is entered (you get heavier or lighter duhhhh) * When the ROUTE DATA page CRZ ALT is changed or wind factors are changed * When changes are made to the flight plan....... including departure location, destination, weather ALTN airfield, performing a DIRECT TO/Intercept To, adding, changing, or deleting waypoints, and changes to the MC APPROACH page parameters. * When sequencing a hard waypoint * When any change is made on the performance pages, including ENGINE OUT confirmation or deactivation * After activating a Missed Approach Procedure. Default weather alternate speed and altitude profiles apply. * By manual selection of EXECUTE VPF* on the VERT REV AT WAYPOINT page LSK1R * Every 5 minutes after any of the previous

Answer 3

The MC uses current ground speed (which includes current airspeed, altitude, temperature deviation, and wind) to the next waypoint, which is Seattle. Seterus Paribus, not a single other change causing a Vertical Profile calculation occurs.... The delta T, fuel, and time to go will update every 5 minutes. This is incredibly unrealistic, but the heart of the question is driving you to understand that ALL of those 9 things that make Captain Crunch hit-the-quann would need to happen BEFORE the MC updates simply every 5 minutes...

Answer 4

My answer: Because the C-17 community is full of a bunch of fighter pilot rejects and ENJJPT retards who want to be maverick without the scientology.... Real answer: There are several reasons to fly low levels. One is threat mitigation. Whether that is Small arms/MANPADS or Tactical/Strategic RF SAMs. The other possibility is that we may be part of a larger strike package, with many different aircraft operating and we may simply have no other airspace to operate in.

Answer 5

* Where is the early warning radar located? * What is the highest MSL or AGL altitude allowed on the low level (or on each leg) that would keep us from being seen by the early warning radar? * Where are the 4 located SA-6 in the RRR scenario? * How are we going to defeat the radar threat? * How are we going to defeat the ADA threat? * How are we going to defeat the MANPADS threat? * How are we going to deal with the SMALLARMS threat? * What LIMFACs, if any, are there to our tasked mission to deliver supplies to the assigned LZ?

Answer 6

Day AMP-3 FRONT: 2x Orange panels identify the front of the zone, 2x Cerise panels mark the back of the zone. BACK: 2x cerise panels mark end of the runway prior to the 300 foot overrun. Textbook Description: 4.4.3.4. AMP-3. AMP-3 further reduces the number of panels/lights used to support day or night tactical airlift requirements. Use overt or covert lighting. The “Box and One” is for runway identification only and the standard box length should be 500 feet. The box length may be 500' or 1000' depending on the tactical situation and the box length may be 200' for LTFW aircraft. If the box length is not 500', it is mandatory the LZ controlling authority ensures all participating aircraft are notified of the nonstandard box length.

Answer 7

Night AMP-3 “Box and One” FRONT: 4x independent Field Marking Lights which can be overt or covert and typically form a 500 foot "box". 300 foot overrun at the approach and departure end. BACK: 1x single Strobe Light which identifies the last portion of remaining runway and helps you align your aircraft with runway center.

Answer 8

Day Visual: Both the first 500 and the last 500 feet of the runway will be marked with 4 sets of 2 panels. That means 8 panels on the approach end and 8 on the departure end. ONLY the first 2 sets of 2 are orange.... every other panel on the RWY are cerise. Panels in the middle which show the edges of the runway are single cerise panels spaced 500 feet apart. AMP-1 is normally used to support day or night VMC airlift missions. When using the AMP-1 pattern, aircrew mission planners and ACs are authorized to reduce panel markings for well-defined runways during non-instrument approach VMC operations. As a minimum, mark the touchdown zone and the end of the usable runway (not including overrun). (T-2). Coordinate reduced marking with all participating elements.

Answer 9

Tons of lights, still the same parameters as Day AMP-1 but this night version adds White Lights in between the 500 foot RWY markers, has those same lights as a straight-line ALS leading you to the approach end and uses red lights to denote the termination of the RWY at the departure end. This version of LZ has the MOST stuff to look at and help you acquire the environment from a distance.

Answer 10

502,100 lbs

Answer 11

PIC will verify takeoff performance to ensure the aircraft will be able to takeoff after the planned offload/onload [AFI11-2C-17v3, 5.18.2] (consider the affects of not being able to offload your cargo).

Answer 12

The rolling friction factor (RFF) measurement directly impacts takeoff data. After selecting a semiprepared runway on the mission computer TOLD menu page, a numerical RFF value (2 to 20) can be inserted into the respective runway’s T/O DATA, Page 1. Aircrews must ensure the RFF permits a takeoff at maximum planned weight prior to landing. Measuring RFF requires specific training; only qualified personnel are authorized to provide RFF values. Properly trained personnel are typically found in Air Force STTs but may also be found in CRG units and some multilateral organizations. B and C of the TO 1C-17A-1-1 provide a detailed explanation of RFF. AFI 13-217 establishes RFF update requirements. Optimally, mission planners should have an updated value within 24 hours of airland operations. Every attempt must be made to get an accurate RFF from qualified personnel. A technique when no RFF is available is to enter a worst-case RFF value of 20 into the mission computer and assess takeoff performance. RFF is a dynamic number and will likely change throughout sustained airlift operations.

Answer 13

4.3.3.5. Rolling Resistant Material (RRM) and Rolling Friction Factor (RFF). RRM is any type of loose or unbound material (dust, till, jet blast erosion, or surface stabilizer failure) on the surface that separates from the solid base and lies on top of the LZ and in ruts. Use assessed RRM values to determine RFF using Table A9.16 Waivers based upon RFF values will be in accordance with paragraph 1.4. (T-2). Loose material (RRM) that correlates to high RFF may require more runway than is available to achieve safe flying speed. Only the C-17 utilizes RFF as the take-off and landing data numerical value representing the loose till on a LZ. All other aircrew will utilize RRM distress depth/SPACI to identify risk and should consider effects RRM may have on aircraft performance and take-off and landing data calculations.

Answer 14

Default assumption is IDLE, which assumes loss of 1 engine and 3 engines in idle reverse.

Answer 15

When planning for a short field departure you should account for elevated brake temperatures on takeoff TOLD page 1 at LSK5L next to the OAT. The brake temperatures and the weight of the aircraft may limit the Vbmax and may limit Vgo. Remember Vbmax: Maximum brake energy speed is the highest speed from which the aircraft can be brought to a stop without exceeding the maximum design energy absorption capability of the brakes.

Answer 16

486,000 lbs (absolute Section V limit). Loading limits are also a factor, as well as Physical surface capability (See ETL 02-09)

Answer 17

Depends on tire pressure.... 92,000 lbs for normal tire pressure(s) OR 82,000 lbs for reduced tire pressure(s). Reference Dash-One Section 5 Table 5-13

Answer 18

Again, depends on aircraft gross weight... Gross Weight ≤ 435,000.......................................................30 Kts and Zero Fuel Weight ≤ 410,000 and Fuel Weight ≤ 82,000 Gross Weight ≤ 447,000.......................................................20 Kts and Zero Fuel Weight ≤ 415,000 and Fuel Weight < 82,000 Gross Weight > 447,000.......................................................15 Kts or Fuel Weight > 82,000 **Note:** *Taxi speed limits are based on landing gear strut stress when crossing rutted or rough taxiway surfaces. Refer to Section II for procedural guidance.*

Answer 19

Thrust Reverser Status 3L: Selection of **IDLE** (default), inoperative **(INOP)**, or maximum **(MAX)**. **IDLE** assumes loss of 1 engine and 3 engines in idle reverse. **INOP** assumes 1 engine inoperative and 3 engines in forward idle. **MAX** assumes loss of 1 engine, 1 engine in idle reverse, and 2 symmetrical engines in maximum reverse. When a SPAM runway is selected for EMERGENCY RETURN OR LANDING, the MC adds another selection for four engines (4ENG). 4ENG assumes all four engines operating and in maximum reverse thrust. NOTE: Selection of a SPAM runway type for either EMERGENCY RETURN or LANDING will provide a selection of 4ENG reverse thrust for the NORMAL runway type without the title being in reverse highlighting. All calculations are correct.*

Answer 20

* Press the AP/A/R disconnect button on the control stick. * Maintain visual contact with the tanker until clear. If visual contact is lost, attempt to establish radar contact with the tanker * Turn on rotating beacon (Fuselage Upper) lights when clear.

Answer 21

Weather Radar (if TCAS inop), UHF/DF radio, A/A TACAN [1c-17-1, 8-75], and Fuel System limitations in MEL

Answer 22

1 NM visibility CoC for single tanker // 2 NM visibility CoC for multi-tanker operations Do not plan AR if severe turbulence is forecasted and terminate AR if moderate turbulence is encountered

Answer 23

The highest altitude the aircraft can attain to successfully Air Refuel. This assumes a climb rate of 200 ft/min, intermediate thrust, and operating in the tanker downwash.

Answer 24

Use the spaghetti charts in the 1-1 section 7 to determine the highest altitude. The 3-3 also has a rule of thumb chart for KC-10 and KC-135 refueling [AFTTP3-3.C-17, Table 6.1]

Answer 25

30 Minutes – 3 R’s (Radios / Radar / Rendezvous) - Radios (Monitor AR Primary, usually placed in Comm 2 with ATC in Comm 1) - Radar (& BCN) - Rendezvous Checklist (Prior to the start descent point or no later than departing the IP)

Answer 26

15 minute call (AFTTP 3-3) * C- call sign * A- Altitude / altimeter * T- Tail number / TACAN * Squawk Optional Items at 15 min: Tail numbers and Post AR Request.

Answer 27

* PRFM- Clear Speed limits x 3 * Fix times (i.e entry time, TOT, exit time) * API- Set to zero (optional) * AFCS- vert speed up 6000 – Arm MSA (VMC) Arm ESA (IMC) * RTE DATA- enter low level CRZ ALT * Radios- monitor 255.4 and squawk as required (4000 for VR’s, given for IR, 1200 for SR) * Tact & GRP on MFC- display TAZ’s, towers, etc. * TAWS- displayed * Speed- select low level speed (i.e THR 310 and engage ATS, monitor ΔT, ETA on PROG pg 1 with Exit points as DEST entry, FPLN speed to the next waypoint on the FPLN pg & PRFM CRZ pg

Answer 28

For turns more than 45 degrees, the receiver must be in the contact/pre-contact position, OR be 1,000 feet above/below the tanker and 2 NMs in trail of the lead tanker.

Answer 29

* Upper & Lower: 25 degrees up / 40 degrees down * Left & Right: 10 degress left and right * Fore & Aft: 6 feet forward / 18 feet aft

Answer 30

* Upper & Lower: 25 degrees up / 40 degrees down * Left & Right: 19 degress left and right * Fore & Aft: 6 feet forward / 21 feet aft

Answer 31

* Air Distance: Distance traveled from a 50-foot height at runway threshold to main gear touchdown for a 3 degree approach that will be roughly 1280 feet. or for a 5 degree approach closer to 770 feet. * Landing Distance: Landing distance is the total distance from a 50 foot height to a point where the aircraft can be brought to a full stop. * Ground Roll: Total runway distance from main gear touchdown to a point where the aircraft can be brought to a full stop.

Answer 32

**RSC:** Runway surface condition is the average runway surface covering given in depth and type. **Runway Condition Reading (RCR):** Runway condition reading is a measure of the coefficient of friction between the tire and the runway surface. The RCR defines the surface condition of the runway and is used to evaluate the stopping capability of the aircraft.

Answer 33

When landing on a paved *(referred to in other documents as short field)* or semiprepared airfield is required. An ALX is used to conduct operations in an airfield environment similar to forward operating locations. ALZ runways are typically shorter and narrower than standard runways.

Answer 34

* Full brake application at main gear touchdown on a paved runway * Immediate throttle reduction to idle * Selection of reverse thrust * Automatic ground spoiler deployment initiated at main gear touchdown

Answer 35

In weather modes, the radar provides visual indications of storms and corridors of relative calm through the storms in the flight path to 150 NM minimum. Rainfall is depicted as green (light), yellow (moderate), and red (heavy) on a black background Returns not within the block are considered non-relevant and are striped. For relevant weather, the radar uses an altitude block ±4,000 feet relative to the aircraft’s actual/projected altitude. There are exceptions to this rule: – If the aircraft is at or will be above 29,000 feet, 25,000 feet is the lower limit. – If the aircraft is at or will be below 6,000 feet, 10,000 feet is the upper limit.

Answer 36

PWS detection activates in WX and MAP1AUTO modes when the aircraft is below 1,800 feet AGL radar altitude. Below 1,500 feet AGL and at least 10 seconds in advance of Windshear conditions, the radar provides PWS video depictions as alternating red and black arcs in a sector at least 25 degrees wide to 5 NM. Turbulence detection is automatic for WX AUTO mode only. WX MAN mode can be selected to remove turbulence detection and provide color displays based on rainfall only.

Answer 37

10 NM after establishing an ESA

Answer 38

22NM either side of centerline

Answer 39

Mountainous Terrain - in absence of other MAJCOM guidance: areas defined in 14 CFR part 95.11 for CONUS, Alaska, Hawaii, and Puerto Rico. For all other areas of operation, use a 500’ surface elevation change over a 1/2 NM distance

Answer 40

BLUF: some portion of the route exceeds 1,500 AGL IR/VR route with at least one segment above 1500’ AGL shall be identified by three number. When no segment is above 1500’ AGL, the route name will have four characters)

Answer 41

* **CLIMB** - after takeoff (bottom of climb soft waypoint) up until top of clib for the initial climb phase (when you reach Route Data altitude. Defaults to Tech Order profile unless changed. * **CRUISE** - begins after T/C soft waypoint and ends at the T/D soft waypoint * **DESCENT** - T/D to B/D or FAF. Fuel based on idle plus .02 EPR

Answer 42

* To understand this fully, think about a highschool track.... the curves, the straights etc.. * In general, with AP on, it will take you about 1.2 minutes per 180 degree turn at each end of the "track" . double that to get 2.4 minutes for a 360 * Now we have to account for the straight portions of the track on either side...if you’re 5 minutes early, then 2.4 minutes are already accounted for by the 2 x 1.2 min curves, so youre left with 2.6 out of the initial 5 min.... Divide that 3.6 equally in half for each "straight" portion (1.3 each side) and viola that's your holding pattern! * Lastly, do not forget to adjust for winds.

Answer 43

* 1% of TAS will equal time required for a 360 degree turn * Example: at 420TAS, it would take 4.2 minutes to complete a 360

Answer 44

Add or subtract 10% of your planned IAS for 10 minutes to gain/lose 1 minute Example: You are flying 250 IAS on the way to your Low Level and delta-T is showing +1:00 which means you're a whole-ass minute early.... according to this method, you can slow by 10% of 250 IAS (25 kts) and hold that change for 10 minutes to ger back on frag. The inverse also holds true if you're showing late and need to increase speed by 10%. But let's say you dont have a whole 10 minutes to hold the correction??? Simple, you can double the amount of correction and hold it for half the amount of time....Ie: a 20% adjustment for just 5 minutes.

Answer 45

**NOTE:** use for deviations less than 1 minute Determine the increment or "speed adjustment" by **dividing** planned IAS by **6**. For example, the increment at 240 is 40 because you divided 240 IAS by 6 and got 40 IAS. Apply this increment "speed adjustment" to your planned airspeed for **one minute** to gain or lose **10 seconds**. **EXAMPLE:**: You're 40 seconds late @**240** KIAS....... Divide **240/6**=40 knots. So again as stated above, your increment is 40 kts added to an existing 240 IAS to give you 280 IAS as a new speed. BUT, remember that holding this correction for 1 minute only fixes your shitty time control by 10 seconds and you're 40 fucking seconds late... SO, hold it for 4 minutes which equates to 4x adjustments of 10 seconds each. Solution: Just don't be a shitty pilot and end up late in the first place.

Answer 46

Determine number of seconds early/late Adjust your IAS by that number of seconds early / late and hold that adjustment for an amount of time, in seconds, equal to your planned KIAS in seconds.... **EXAMPLE:** 30 second late at planned 240 KIAS. Increase to 270 KIAS for 240 seconds or “4 minutes”

Answer 47

So there you are..... In the shit.... about to turn into your slowdown on the LL If your actual ground speed is 10 knots different than planned, the aircraft will lose/gain **ONE** second for each NM traveled prior to slowdown..... and **TWO** seconds per mile after slowdown. This rule of thumb is especially useful between IP and slowdown. For example, if planned ground speed was 240 knots and actual ground speed is 250 knots, on an 18.5 NM leg, the aircraft will gain 18.5 seconds.

Answer 48

**NOTE**: Used primarily to burn time or correct an EARLY delta-T * 60 degress off course for 1 minute = 1 min lost * 45 degress off course for 1 minute = 30 seconds lost * 30 degress off course for 1 minute = 15 secomds lost **IMPORTANT:** *remember that when we say you maneuver for 1 minute off-course, that means outbound for one minute AND inbout with a larger degree of correction for 1 minute. Let's assume you're on a HDG of 360.... if you bid off to the right for a HDG of 060 magnetic for 1 minute, you need to come back to the left on a HDG of 300 magnetic for 1 minute to rejoin course. Otherwise you would just parallel the original course of 360 magnetic from this new random point in the corridor that YOU created by off-course bullshit. So in total you spend 2 minutes off-course.*

Answer 49

*This technique is predicated on cutting off part of the turn and re-intercepting the outbound course. The best way I can describe how you determine if your cutoff is < or > or equal to 90 degrees is by saying to yourself "hey self, what is the degree of HDG change that I WOULD have been doing if I didnt cutoff this turn" .... THAT answer right there tells you what sort of cutoff you're about to perform and you can use 0.5 or 0.75 or 1 in the math accordingly. You're a great pilot :)* * For turns less than 90 degrees, the time saved is equal to 1/2 of the cutoff distance divided by ground speed. For example, traveling at 240 (4 miles per minute) knots ground speed and the desired cutoff distance is 10 NM, the aircraft will gain 1.25 minutes (10 NM x 0.5) = 5/4 NM per minute = 1.25 minutes). * For turns equal to 90 degrees, the time saved is equal to 0.75 of cutoff distance divided by ground speed. * For turns greater than 90 degrees, the time saved is equal to cutoff distance divided by ground speed.

Answer 50

Mission Computer “Intercept-To” Technique. When maneuvering off course, the mission computer can aid in re-intercept while still providing time control!! * Determine the desired cutoff heading to cut the corner. * Press the direct-to button. * In the scratch pad, type double slash and the desired cutoff heading (NOTE: This cutoff heading entry also can be entered by spinning in the desired heading on the AFCS panel-it will automatically update the MC flight plan). * Enter this heading at LSK 1R. * Next, enter the desired course to intercept in the scratch pad. Normally, this is the original outbound heading. * Enter this course at LSK 1R. * Finally, enter execute.

Answer 51

A parallelogram is an effective off-course maneuver **without time control deviation**. Simply turn early, fly the next leg course for the distance required to avoid the area, and then turn to the previous heading for the distance remaining when the first turn was made.

Answer 52

**NOTE:** Only accurate if there are **no** waypoints between the top and bottom of descent) You will gain or loose about 6 seconds for every 1,000 feet of atmosphere on the way up and down respectively.... So yes, over the course of 10,000 feet that will equal about 1 minute *(10 segments of 6 seconds each)* Because we know that the box crunches present ground speed to the next waypoint and flight plan speeds thereafter, we can use this to our advantage and PLAN to be either early or late at the bottom of climb or top of descent to account for your groundspeed naturally getting faster or slower as you climb or descent respectively..... Most study guides will tell you simply to "plan to be 1+00 early" without explaining the WHY behind it. Myabe you should plan to be 2+00 or 2+30 early! It all depends! dumbasss....

Answer 53

VGo speed is the speed at which the pilot normally becomes committed to continue the takeoff. Go speed is the lowest of rotation speed **(VROT)**, refusal speed **(VR)**, or maximum brake energy speed **(VBMAX)**. This speed shall be determined prior to brake release.

Answer 54

* Highest speed from which the aircraft can be stopped without exceeding the max design energy obsorption capabilities of the brakes. * Uses the average BTMS temp, assumes max effor anti-skid braking, full spoiler deployment, and three-engine reverse idle thrust. Vbmax is the highest speed at which brakes will work, but fuse plugs may blow (above Vbo)

Answer 55

Spoilers are in RTO mode when 1) on the ground (weight on wheels) **AND** 2) Spoiler Switch is ARMed **AND** 3) Reverse thrust logic is valid

Answer 56

When a rejected takeoff is sensed by at least one left and one right throttle lever being moved into the reverse range. When the AGS RTO mode is armed, and a rejected takeoff is sensed by at least one left and one right throttle lever being moved into the reverse range, all wing spoilers deploy to their fully extended position. The reverse thrust range is sensed by switches which are actuated when each throttle lever is at a position aft of the lift position, but prior to the reverse idle detent.

Answer 57

Min rwy = 3,500 by 90 Min rwy length for a FF assult landing is Computed Ground Roll, with MAX reverse, plus marked landing zone distance, which is normally 500 feet. MAX Reverse assumption is based on **2 engines** in max reverse, **1 engine** in idle reverse, and **loss of one engine**.

Answer 58

* Operational Fullstop: **30 kts** * Altus Fullstop: **30 kts** * Altus Touch-N-Go: **25 kts** * Altus Student Assault: **20 kts** * Altus NVG Fullstop: 90-120 feet wide = **15 kts** OR > 120 feet wide = **20 kts** * Altus NVG Touch-N-Go = **15 kts**

Answer 59

ALZ TRAINING max brake temp: 150C (does not apply to operational missions) (GOATS do not necessarily require max brake temp of 150C, but oberall the TOLD must support a fullstop if you fuck it up and pull the throttles over the hump mistakingly)

Answer 60

* ALZ max weight: 502,100 * FPV Range for Assault: -1.5 to -2.0 (approx 360 fpm) * Max touchdown VVI: 660 fpm at 502,100

Answer 61

* 3,000 feet * If FULL flaps are selected, ground roll is displayed when landing distance exceeds rwy available on the emergency return or landing data page 1. * By definition (-1-1, p 9-3), Ground Roll is from touchdown to a point where the aircraft can be brought to a full stop. Therefore, if you have a 500’ landing zone and touch down at the back of the zone on a 3,500’ foot strip, the shortest ground roll would be 3,000’.

Answer 62

ALZ Braking asssumptions: Immediate maximum effort braking after main wheel touchdown in the designated landing zone.... The spoiler assumption is full ground spoilers, but in the event of spoilers not deploying, the PM will announce DLC and the PF can get that sweet 25% effectiveness.

Answer 63

* The aircraft is in the air (no weight on wheels). * The landing gear handle and nose gear is in the UP position. * Any time the Spoiler switch is rotated out of the ARM position. * The reverse thrust range logic is invalid.

Answer 64

* At least two throttle levers are pulled back to a position of less than 55 degrees, and * The wheel spin rate of at least two aft main gear wheels is equivalent to a ground speed of 50 knots or more, and the aircraft is on the ground (weight on wheels) or at least two throttle levers are moved into the reverse thrust range with radar altitude less than 7 feet

Answer 65

Maximum Brakes-On Speed ground roll exceeds runway available on the emergency return or landing DATA 3 pages. Reduce your TOGW. In other words, when your Vbo Ground Roll exceeds runway avail

Answer 66

Maximum Brakes-On Speed landing distance exceeds runway available on the emergency return or landing DATA 3 pages

Answer 67

Ground roll exceeds runway available on the emergency return or landing DATA 1 pages

Answer 68

NEAT means that a composite nacelle exists.... you can visually see a NEAT nacelle/engine by looking for a weird "bulge" on the exterior that appears different than the other engines OR by looking in the aircraft forms. Maximum Reverse Landing Planning Correction..... known as a "NEAT correction" 9-134. NEAT For maximum reverse thrust usage with N/EAT reversers, the landing distance is affected. To account for the distance penalty, reduce the runway available by the penalty. Separate penalties are defined for two engine maximum reverse and four-engine maximum reverse. The penalty is dependent on RCR and runway available (to account for weight, altitude, and temperature variations).

Answer 69

* For distances less than 170 NM, a constant 10,000 feet and 250 knots are used. * Over 170 NM, if Vertical Profile calculates that a minimum of 5 minutes at cruise can be maintained, higher altitudes and different speeds are used... **OTHERWISE**, from 170 to 290 NM, FL200/310 KCAS is used. * At 290 NM and greater, FL310/.74 Mach are used

Answer 70

* For airland missions and the **last segment of AR missions**, display of the Unidentified Extra (UNID EXTRA) fuel. * This is calculated as FPLN FUEL, FUEL QTY, or EFOB minus FPFL. * For rendezvous segments, this displays the STORED fuel, calculated in the same fashion. If FPFL is greater than FPLN FUEL or FUEL QTY (UNID EXTRA or STORED is less than 0), the MC generates an INSUFFICIENT FUEL message

Answer 71

**STORED** fuel is the fuel remaining on board based upon the **assumption** that the receiver gets to the AR BINGO (soft waypoint 150 NM downtrack from ARCP) without taking on any fuel from the tanker, diverts to the AR ALTN via the AR alternate routing in the FLT PLN, holds, and then lands. **UNID EXTRA** is the fuel remaining after receiving the planned on-load, flying to the destination via the routing in the FLT PLN, diverting via direct routing (if an ALTN was entered), holding, and landing. As such, STORED fuel is much like UNID EXTRA in that it is extra fuel above and beyond what is required to fly the mission.

Answer 72

soft waypoint 150 NM downtrack from ARCP

Answer 73

Plan a 45-minute fuel reserve at destination or alternate (when an alternate is required.)

Answer 74

Contingency fuel is not considered reserve fuel and may be consumed at any point during the sortie. Contingency fuel will be included in the initial Required Ramp Fuel Load calculation. Exception: Local training missions are not required to carry contingency fuel. If contingency fuel is carried on local training missions, it will not exceed 15 minutes.

Answer 75

For remote or island destinations, holding in lieu of an alternate airport is authorized. In such situations, plan **2+15** hours of fuel (**1+15** holding in lieu of an alternate, **0+45** reserve, and **0+15** contingency) computed for maximum endurance at 20,000 ft.

Answer 76

ETP calculations are required on portions of routes when the total time between the Last Suitable Airfield (LSAF) and the First Suitable Airfield (FSAF) is 3 hours or more. (T-2). This hour requirement was derived from the minimum flight time on a trans-Atlantic flight. LSAF and FSAF locations used for the ETP must meet applicable destination alternate requirements. (T-2). LSAF and FSAF selected for ETPs calculated in MAFPS are authorized for use in-flight *LSAF and FSAF airports should be close to the coast out and coast in waypoints to reduce the need for additional fuel.*

Answer 77

Bullseyes are one or more predetermined points from which you can reference a threat or feature (used during communications). They will be the primary method for crews to maintain SA on the current tactical situation and are oriented toward magnetic north unless specified differently in the SPINS. For scenario, let's assume your bullseye is codename "TITTIES" EXAMPLE: MOOSE 69, MOVERS, TITTIES 090/40, TRACKING NORTH

Answer 78

The picture is a request for a situational report on current air threats. An example of this would be: “MOJO, MOOSE 69, REQUEST PICTURE.” “MOJO, PICTURE: SINGLE GROUP 2-6-0/35 TRACK SOUTH, BOGEY 0-1-0/40 TRACK SOUTH

Answer 79

The LOWDOWN is a request for a situational report on current ground threats. For example, “MOJO, MOOSE69, REQUEST LOWDOWN.” “MOJO, LOWDOWN, TWO REPORTED TITTIES 0-9-0/10, EIGHT ACTIVE 0-8-5/13, SIX AWAKE 0-7-5/14; (BREAK): MOVER 2-4-5/23 TRACK SOUTH, SIX ACTIVE 1-2-5/27, ROTATOR 2-2-5 /55.”

Answer 80

Tactical Avoidance Zone, this is a specific ring or area to aviod beause there's bad dudes who wanna tongue-punch your fart box. By using a preprogrammed bullseye in the box such as "111" or something similar like "666" you can enter a radial DME off 666 to obtain a LAT/LONG. Once you get that LAT/LONG, use the coordinates to create a TAZ with mileage and altitude, and avoid it!

Answer 81

Tool utilized with MGRS and lines of latitude to denote areas of enemy or frriendly operation. Now referred to as a "cell" intead of a killbox.

Answer 82

Typically a request from a blue-air assett to relay YOUR position or the position of an actor using a bullseye. For example, "MOOSE69, MOJO, say posit" response: "MOJO, MOOSE TITTIES 2-7-0 / 35 angels 0-5-0 elevator 3-0-0 ALPHA"

Answer 83

Bearing-Range-Altitude-Aspect: A tactical control format providing target bearing, range, altitude, and aspect (BRAA) relative to the specified FRIENDLY aircraft. *Once the C-17 is within an adversary’s weapons engagement zone (WEZ), coordinate with TAC C2 to switch to **threat BRAA** formatting to indicate vulnerability to engagement.*

Answer 84

Use the AKAL Authenticators to challenge and respond to other agencies 1. Select Alpha, Bravo, or Charlie table 2. Choose the number in the first column (down) 3. Choose a letter in the same row as the letter in (2.) above 4. These three letters constitute a challenge (i.e. “Authenticate Alpha, 11, Kilo”) 5. The letter directly below the letter in (3.) above is the response (i.e. “Authenticate Alpha, 11, Kilo” –the response would be “Whisky”)

Answer 85

Acceleration profile to Vmma clean Problem with this mitigation is that it does not guarantee any obstacle clearance because you're trading altitude for quick acceleration and you could potentially hit a giant 200-foot double-sided rubber dildo on the departure end.

Answer 86

The charts say it is the best angle at low altitudes.... **Minimum flap retract speed (Vmfr)** is **30% above** the power-off stall speed for the flaps retracted, slats extended configuration and is equal to the minimum maneuver speed for this configuration. The bank angle capability at Vmfr is 30 degrees without encountering a stall warning. **Minimum Climbout Speed (Vmco)** is the minimum speed recommended for three-engine obstacle clearance. Vmco is at least **15% above** the power-on stall speed (1-1, 3-211). There is no additional bank angle capability. **CONCLUSION:** Vmfr is 30% above stall speed and that protection is still valid up to 30 degrees AOB. Vmco is only 15% above stall speed, and is only valid for wings-level flight. A bank angle of 30 degrees equals a 13% reduction in climb performance (3-3, Table 5.6). Therefore, if you were engaged upon departure and initiated a threat reaction with 30 degrees of bank, you will come very close to stalling the aircraft at a low altitude.

Answer 87

The pilot’s primary objective is to accelerate the aircraft through the windshear while minimizing altitude loss

Answer 88

* Hesitant or excessive airspeed buildup on takeoff roll or uncommanded airspeed change of +/-10 KCAS on approach. * Uncommanded FPV change of fi2° or VVI change of 500 FPM during takeoff/approach. * Excessive radar altitude sink rate. * Excessive nose high/nose low pitch attitude.

Answer 89

* Hesitant or excessive airspeed buildup on takeoff roll or uncommanded airspeed changes of +/- 10 KCAS on approach. * Sudden tailwind/headwind ground speed change of 15 knots or greater. * Sudden wind speed/direction changes and differences at altitude from reported airfield winds. * Excessive radar altitude sink rate. * Uncommanded FPV change of +/- 2° or VVI change of 500 FPM during takeoff/approach. * Weather radar indications for areas of red surrounding precipitation and for heavy precipitation along the takeoff/approach path. * APS 150: PWS alternating red/black arcs/searchlights on MFD PPI FSR or ND Map formats

Answer 90

Since PWS and turbulence detection rely on **rainfall** processing, they are not provided for clear air.

Answer 91

Windshear alerting is available when in TOGA mode from 70 knots TAS up to 1500 feet radar altitude and APPR when radar altitude is between 1500−30 feet. This is why the ALtus IPs fly around in the Low Level in APPR mode...

Answer 92

Raise the gear after an extended period of positive climb rate has been established and ground contact is not a concern, but not less than 1,000 ft AGL. Maintain ½ flaps, index unchanged, until the windshear is exited and Vmfr is attained

Answer 93

Speeds displayed are Go Speed (VGO) and even multiples of 20 knots that are less than VGO. Times are supplied only for MAX thrust takeoffs with both air conditioning packs operating and on a dry runway. With **S**emi**P**repared**A**nd**M**atted runways, only RSC is considered. It must be zero.

Answer 94

The acceleration check time data assumes Maximum thrust with normal bleed operation and usage of a STATIC takeoff procedure. To account for normal ROLLING takeoff, increase the acceleration check time determined from the chart by 6.5 seconds.

Ride 1 & 2 Basic PCO GK Flashcards

(121 cards)