Initial Qualification Training (IQT) - · PDF fileInitial Qualification Training (IQT) SIMulated Air Force ... ID Name Freq Radial Range ... SIMulated United States Air Force

Initial Qualification Training

(IQT)

SIMulated Air Force

U-28A

318th Special Operations Squadron

SIMulated United States Air Force www.simairforce.org

INTRODUCTION

Welcome to Cannon AFB, NM, home to the 27th Special Operations Wing and specifically the 318th

Special Operations Squadron. The 318th plan, prepare, and execute Non Standard Aviation (NSAv)

missions in support of joint special operations forces while directly supporting theater special operations

commanders by conducting night vision infiltration, exfiltration, resupply and other combat taskings on

unimproved runways.

This course is Phase 4 training and covers the BAQ and BMC required prior to undertaking Phase 5

MQT.

This course covers the primary airframe of the 318th SOS, the U-28A. The M-28 Sky Truck is covered in

a separate document.

Pre-Requisites

Prior to undertaking this course participants must have either had dispensation from the AFSOC

Commander, or successfully completed Phase 3 Training in the C-12 Huron.

Objective

The objective of this course is to provide you the Basic Airframe Qualification and become Basic Mission

Capable.

Training Time

Approximately 5 hours. This includes ground training and flight training.

Reference Material

The following documents have been used in preparing this course and can be used to gain additional

information;

1. AFI13-217 Drop Zone and Landing Zone Operations 2. www.skyvector.com 3. www.pilatus-aircraft.com 4. Flight1 PC-12 Operators Handbook

Aircraft

PAYWARE: Flight1 (www.flight1.com) FS 9 and X

FREEWARE: AFG (www.alliedfsgroup.com) FS 9 and X

Simviation (www.simviation.com) FS 9 and X

Textures: AFSOC Textures are available for Flight1, and possibly the freeware ones.

http://en.wikipedia.org/wiki/Theater_(warfare)

http://en.wikipedia.org/wiki/Special_operations

http://en.wikipedia.org/wiki/Night_vision

http://en.wikipedia.org/wiki/Exfiltration

http://en.wikipedia.org/wiki/Runway

http://www.simairforce.org/documents/afi13-217_opt.pdf

http://www.skyvector.com/

http://www.pilatus-aircraft.com/

http://www.flight1.com/

http://www.alliedfsgroup.com/

http://www.simviation.com/


CANNON AFB, New Mexico (KCVS)

Runways

The Primary Runway is 04/22, which is 10,000‟ by 150‟, concrete, PCN 62/R/C/W/T

The Secondary is 13/31, which is 8,200‟ by 150‟, concrete touchdowns, PCN 47/R/B/W/T

Parking

318th SOS parking is located on the Northern end of the ramp, adjacent to the rwy 22 threshold.

Restrictions

All departing aircraft from Cannon AFB must remain below 5,300‟ until passing departure end of their

runway.

Communications

TOWER: 120.400 269.900

GROUND: 121.900 275.800

APPROACH: 121.050 352.100

DEPARTURE: 121.050 307.175

Albuquerque Center:

Navigation Aids

ID Name Freq Radial Range

CVS Cannon 111.60 356 0.1

TXO Texico 112.20 243 24.9

TCC Tucumcari 113.60 151 49.8

LIU Littlefield 212.00 110 54.2

HRX Hereford 341.00 049 57.0

PVW Plainview 112.90 272 78.3

LB Pollo 219.00 107 83.9

AirSpace

The facility is within Class D, and Class E with a floor of 700‟ AGL out to approximately 25Nm Radius.


Pilatus PC-12 (U-28A)

The U-28A is a militarised version of the popular Swiss engineered single engine low wing PC-12.

Because of it‟s excellent construction and flight dynamics, it has found it‟s way into almost every type of

government operation. The following are the type specifications;

Basic Operating Weight: 6,782 lb 3,076 kg

MTOW: 10,450 lb 4,740 kg

MLW: 9,921 lb 4,500 kg

Max Payload: 2,257 lb 1,024 kg

Payload with 100% fuel: 1,009 lb 458 kg

TKOF Distance (50‟ obs) 2,650 ft 808 m

LDG Distance (50‟ obs) 1,830 ft 558 m

Max Op Altitude: 30,000 ft 9,144 m

Max Range: 1,560 Nm 2,889 km

Wing Span: 53‟ 4” 16.28 m

Length: 47‟ 3” 14.40 m

Height: 14‟ 0” 4.26 m

Undercarriage span: 14‟ 10” 4.53 m

Max ROC: 1,920 fpm

Max Cruise 280 KTAS

Stall Speed 67 KIAS

VMO (maximum operating speed) 240 KCAS

MM0 (maximum operating Mach number) 0.48 Mach

VD (maximum diving speed) 280 KCAS

MD (maximum operating Mach number) 0.60 Mach

Va (maneuvering speed) 170 KCAS

Vo (max. maneuvering operating speed) 9,039 lb 154 KCAS


7,055 lb 136 KCAS

5,732 lb 123 KCAS

Vfe (max. flap extended speed) up to 15° 165 KCAS

Above 15° 130 KCAS

Vfo (max. flap operating speed) up to 15° 165 KCAS

Above 15° 130 KCAS

Vlo (maximum landing gear operating speed) 180 KCAS

Vle (maximum landing gear extended speed) 240 KCAS

Equipment

PW Canada PT6A-67B Turbo-prop engine driving a Hartzell four-blade constant speed variable pitch

prop

Later models have been fitted with the fully Honeywell Primus APEX glass cockpit.

Serials

USAF Factory C/N Prior Regos Type

08-0822 822 HB-FRK, N822BM U-28A

08-835 835 HB-FRW, N100MS U-28A

07-0711

07-736 736 N72EA U-28B

07-0821 821 N821PE U-28A

07-0838 838 N838PE U-28A

06-0692 PC-12/47

05-0409 409 N922RG U-28A

05-0419 419 N419WA U-28A

05-0424 424 N424PB U-28A

05-0447 447 N447PC U-28A

05-0482 482 N482WA U-28A

05-0573 573 N666GT U-28A

05-0646 646 Crashed

04-0602 602 N901TR U-28A


Departure SPEED'S (from Flight1 Manuals)

MTOW (ISA) at Sea Level

Vr

15o Flaps 79 KIAS

30o Flaps 73 KIAS

Max Climb (Vx)

110 KIAS

Best ROC (Vy) (no flaps)

< 10,000 ft 120 KIAS

10,000 – 20,000 ft 115 KIAS

> 20,000 ft 110 KIAS



NORMAL TAKE-OFF

The throttle is gradually advanced toward maximum power. The crew will monitor the engine instruments

to advise the pilot so that maximum allowable power is not exceeded during take-off. Normal take-off is

made with 15 percent flaps. Any time maximum performance is desired, maximum power should be

applied before the brakes are released. A rolling take-off is permitted provided maximum power is

established within 5 seconds after either brake release, or aircraft is cleared for take-off.

During the take-off, the pilot will set take-off power and maintain directional control with the nose wheel

steering until rudder controls become effective (50 to 60 KIAS). Concurrently, the PNF shall hold the

control column forward, keeping the wings level with the ailerons and monitor throttle positions. As speed

increases, tie pilot maintains control of the aircraft by coordinated use of the flight controls, according to

the circumstances of speed, crosswinds, and runway conditions. The PNF will announce “MINIMUM

CONTROL” (at air minimum control speed) and “REFUSAL” (at refusal speed). The word “ABORT”

will be used to refuse a take-off any time prior to refusal speed. This will be spoken over the interphone

system by any crew member detecting a discrepancy that would affect a safe flight.

MAXIMUM EFFORT TAKE-OFF AND OBSTACLE CLEARANCE

1. Flaps - 30%

2. The throttles are set to achieve maximum power and indications are cross checked with

computed engine performance data.

Note: On surfaces where the brakes will not hold the aircraft at maximum power settings, release the

brakes then expeditiously apply maximum power as required.

3. Brake release - Brake release should be called to initiate timing for acceleration time check, if

required. Airspeed/timing will be called by the designated crew member to confirm proper

acceleration.

4. The PNF will announce decision speed, maximum effort take-off, VMC or refusal speed as

required.

Note: Maximum effort minimum field length take-off will disregard minimum control speed.

5. Rotate the aircraft at the appropriate airspeed to get the aircraft off the ground. Once airborne,

establish a normal take-off attitude and retract the gear. Accelerate and establish a normal climb

attitude. Minimum flap retraction speed is obstacle clearance speed plus 10 KIAS.

6. For obstacle clearance climb performance, make a maximum effort take-off. As the aircraft

accelerates (airborne) and attains obstacle clearance climb speed, rotate the aircraft to maintain

that airspeed until the obstacle is cleared. The minimum flap retraction speed is obstacle

clearance speed plus 10 KIAS.


7. Upon completion of the maximum effort and/or obstacle clearance procedure, lower the nose to

a normal take-off attitude and climb out normally.

Note: All normal take-off aircrew coordination/responsibilities apply to maximum take-offs.

CROSSWIND TAKE-OFF

Crosswind take-offs, with regard to directional control of the aircraft, are made essentially the same as

normal take-offs. Initially, the pilot maintains directional control with nose wheel steering and differential

power while the PNF maintains a wing-level attitude with the ailerons. In higher crosswinds, a greater

amount of ailerons must be applied. After lift-off, the line of flight should be aligned with the runway

until crossing the airfield boundary.

NORMAL DESCENT

This type of descent is made by retarding all throttles to flight idle with gear and flaps retracted and

descending at maximum level flight (VH) speeds. The normal descent chart presented in the performance

data is based on maximum level flight (VH) speeds.

MAXIMUM RANGE DESCENT

This type of descent is made by retarding all throttles to flight idle with gear and flaps retracted and

descending at maximum lift over drag speeds as presented in the performance chart. This type of descent

will provide a moderate rate of sink (approximately 1,500 fpm) for en route letdown.

TRAFFIC PATTERN

Every landing should be planned according to runway length available and the general prevailing

operating conditions. Normal landings should also be planned so as to use all of the available runway

length to promote safe, smooth, and unhurried operating practices; to preclude abrupt reverse power

changes; and to save wear and tear on brakes.

On final approach/turning final, begin deceleration to 70 kts approximately 0.75 to 0.5 nm and 300 to 500

feet AGL from touchdown to attain 100 percent threshold speed at runway threshold.

Touchdown shall be planned at the speed computed from the appropriate landing speed chart. After the

main wheels touch down, lower the nose wheel smoothly to the runway before elevator control is lost.

When the main and nose landing gear are firmly on the ground, the PNF must hold forward pressure on

the control column and maintain a wing-level attitude with ailerons, as needed. Concurrently, the pilot

maintains directional control and decelerates the aircraft through the coordinated use of the rudder,

differential power, nose wheel steering, and differential brakes according to the speed, wind, and runway

conditions.

Reverse thrust is applied by moving the throttles from FLIGHT IDLE and then into REVERSE range in

coordination with nose wheel steering. Brakes must be checked during the landing roll.


Normal Reverse Thrust Landing

The following procedure is recommended for a normal reverse thrust landing:

1. When the nose wheel contacts the ground, the PNF holds the control column forward to ensure

steering control. The PNF also holds wings level. Flaps should not be brought up until clearing

the duty runway. Any deviation from this will be specifically briefed prior to landing by the

pilot in command.

2. The pilot pulls the throttle back to the REVERSE range and steers with the steering wheel.

Although propeller reversing is most effective at the higher speeds, reversing propellers at

speeds of 115 KIAS or above could result in engine flame out.

3. After the aircraft has slowed down, and reverse thrust is no longer needed, the pilot will use the

throttles in ground operating range as necessary for taxiing.

WIND SHEAR

Wind shear is a complex phenomenon. It can affect the airplane in all phases of flight, but is most critical

during the approach and landing phase. Wind shear can exist as a rapid change in wind velocity and

direction as well as vertical air movement. There are certain conditions which indicate the possibility of

wind shear being present. As a general rule, the amount of shear is greater ahead of warm fronts although

the most common occurrences follow the passage of cold fronts during periods of gusty surface winds.

When a temperature change of 10°F or more is reported across the front or if the front is moving at 30

knots or more, conditions are excellent for wind shear. In addition, when thunderstorms are present in the

area of intended landing, the possibility of encountering wind shear is increased. The power required,

vertical speed, and pitch attitude, used in conjunction with the wind reported on the ground, provide an

indication of potential wind shear.

In relation to a known surface wind, be alert for:

1. An unusually steep or shallow rate of descent required to maintain glide path.

2. An unusually high or low power setting required to maintain approach airspeed.

3. A large variation between actual and computed ground speed.

When a reported surface wind would not justify an increased airspeed (for example: calm wind on the

surface), but wind shear is suspected, adjustment of approach speed may be used to provide an increased

speed margin. The following are two wind shear phenomena which are commonly found on final

approach.

Decreasing Headwind

Initial reactions of the airplane, when suddenly encountering a decreasing headwind (or an increasing

tailwind), is a drop in indicated airspeed and a decrease in pitch attitude resulting in a loss of altitude. The


pilot must add power and increase pitch to regain the proper glide path. Once speed and glide path are

regained, however, prompt reduction of power is necessary. It will now require less power and a greater

rate of descent to maintain the proper profile in the decreased headwind. If the initial corrections of

increased power/pitch are not promptly removed after regaining glide path and airspeed, a long landing at

high speed will result.

Increasing Headwind

The initial airplane reaction to an increasing headwind (decreasing tailwind) is an increase in indicated

airspeed and an increase in pitch attitude resulting in a gain in altitude. The pilot should reduce pitch and

power to regain the proper glide path. As glide path is regained, the pilot must immediately compensate

for the increasing headwind by increasing pitch and power. It will now require more power and a

decreased rate of descent to maintain the proper profile. Be very cautious in making reductions of power

and pitch to avoid a low-power, high-sink condition which could lead to a correction through the glide

path from which a recovery could not be made.

WARNING

If the airplane becomes unstable on final approach due to wind shear and the approach profile can not be

promptly reestablished, a go-around should be immediately accomplished.

MINIMUM RUN LANDING (Maximum Effort Landing)

All procedures for a normal landing apply to a maximum effort landing except touchdown is planned

between 100 and 300 feet past the threshold. In no case shall the touchdown be greater than 500 feet, if

utilizing minimum length runways. Additionally, upon touchdown and with all landing gear firmly on the

deck, promptly apply full reverse thrust and minimize nose gear loads with elevator back pressure.

CAUTION

Extremely rapid throttle movement from flight idle to maximum reverse may cause power loss and/or

engine flame out above 115 kts.

LANDING ON WET RUNWAYS

The anti-skid braking system and reverse thrust capabilities minimize the normal hazards associated with

wet runways. Directional control should be maintained by the coordinated use of rudder and ailerons,

differential power, differential braking, and nose wheel steering. Heavy reliance on differential braking

and/or nose wheel steering for directional control should be avoided since their effectiveness, as a

function of friction available, will be greatly reduced. In addition, the nose wheel may exhibit a tendency

to skid when turned at a speed higher than taxi speed.

CAUTION

If airfield conditions are such that deep puddles of water will be encountered during the early part of the

landing roll out, nose wheel touchdown may be delayed until the later pan of the roll out.


Note

If deep water puddles have been encountered with the nose wheel on the runway during the early part of

the landing roll, the contour of the aft nose wheel well door, and particularly the aft edge of the door

should be inspected for damage prior to the next take-off.

LANDING ON ICY RUNWAYS

Operation of the aircraft on ice is hazardous and should be attempted only when necessary. Caution must

be exercised when landing or taxiing on ice. Use of nose gear steering should he minimized and used with

caution. Taxi speed must be slow and taxi turns should be planned for large radius turns. Directional

control can be maintained with asymmetrical power and nose wheel steering at taxi speeds, and with

asymmetrical power and rudder at speeds above rudder effectiveness. Touchdown should be made from a

power approach at the minimum safe speed possible. Hold the nose wheel “off” as long as possible to

obtain maximum aerodynamic drag. Braking after lowering the nose wheel must be made with caution.

Use symmetrical power and reverse thrust to brake and prevent sudden yawing and skidding. It is very

difficult for the pilot to sense that the wheels are skidding. Landing on ice-covered runways should not be

attempted if existing crosswinds will require large crosswind approach or taxiing correction applications.


Phase 4 Basic Aircraft Qualification (BAQ) MISSION

Phase Objectives:

The student should be able to complete each of the following performance criteria:

1. Demonstrate ability to communicate with Air Traffic Control and comply with applicable

instructions and regulations on the VATSIM network.

2. Demonstrate proficiency in IFR flight planning procedures.

3. Demonstrate proficiency in ground movement procedures.

4. Demonstrate proficiency in basic visual navigation.

5. Demonstrate ability to perform visual and instrument approach procedures.

6. Comply with published missed approach and holding procedures.

7. Demonstrate proficiency in maximum effort landing and take-off procedures.

8. Demonstrate ability to comply with closed traffic pattern procedures.

9. Demonstrate familiarity of Military Training Routes (MTR) (I.E., IR, VR, SR), Military

Operating Areas (MOA‟s), Special Use Airspace (SUA‟s), and Restricted Areas.

10. Explain and demonstrate understanding of MARSA procedures.

11. Demonstrate proficiency in low level flight operations, including use of radar altimeter.

Flight Rules:

1. Comply with all applicable ATC instructions and regulations.

2. Do not exceed 250 knots IAS below 10,000 ft MSL

3. Use standard rate of climb/descent of 1000 fpm

4. Touchdown prior to first taxiway on all assault zone landings.

FLIGHT MISSION 001

NOTE: Radar Altimeter mandatory for low level flight operations. If not currently installed, please update your

aircraft’s installed panels, or contact an instructor for assistance

Date: Pilot Discretion

Mission Number: BAQ Mission 1

Time of Day: Day Light

Tactical Call sign: SIMAFxx


Restrictions: IP Present

Weather Conditions: Real World

Flight Duration: Approx 2hrs

Departure Location: KCVS

Air Work Area: SMITTY MOA

Transition Airport: NM41 (Happy Mountain)

Arrival Airport: KCVS

Flight Status:

Must be flown online with an IP using TeamSpeak3

Pre-Flight information:

1. You are to operate from Cannon AFB,

2. Prepare and file an IFR flight plan with VATSIM,

3. Make sure you have read the material contained in this document,

4. Ensure TeamSpeak3 is properly set-up and registered,

5. Low Level Ops are to be conducted SMITTY MOA, ensure you self-brief on the topography

etc within the area, (FSNAV file at www.vozsar.org/U28_IQT.zip)

6. Enroute you must plan via Corona CNX and Socorro ONM VORs.

7. Be prepared to brief the Instructor Pilot on your mission plan.

Mission Information:

1. Departure KCVS from the most appropriate runway.

2. Climb/maintain 20,000 ft MSL

3. Fly own navigation to SMITTY MOA,

4. Enter the MOA as deemed appropriate, with a view to minimising detection of your presence.

5. Conduct a landing at the Happy Mountain Field (NM41), stopping prior to the midway point

marked with a tower. (BGL file at www.vozsar.org/U28_IQT.zip)

6. Prepare and conduct a departure using half the runway if possible, climbing to no greater than

200 AGL,.

7. Descend to maintain less than 500 AGL, tracking south across the „Plains of San Agustin‟ and

up the re-entrant,

8. Exit the MOA crossing the Adobe Field (NM37)before commencing your climb,


9. Climb to cross the Socorro VOR at 21,000 ft.

10. Navigate back to conduct a TACAN approach to the active runway.

11. Fly the missed approach prior to touch down.

12. Terminate the Missed Approach and join the pattern for a visual approach and full stop.

13. Exit at the earliest taxiway possible and taxi to parking.

14. File PIREP BAQ for U-28.

Mission of Completion:

The IP will evaluate according to the Phase Objectives listed above.

Upon successful completion of Phase 4 - Initial Qualification Training (IQT), the Student Pilot will be

identified as Basic Mission Capable (BMC).

BMC pilots are able to participate in any SIMAF events or Combined Exercises. You are now ready to

begin the final phase of training Mission Qualification Training.


Initial Qualification Training (IQT) - · PDF fileInitial Qualification Training (IQT) SIMulated Air Force ... ID Name Freq Radial Range ... SIMulated United States Air Force

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