BY ORDER OF THE
SECRETARY OF THE AIR FORCE
AIR FORCE MANUAL 11-2KC-10,
VOLUME 3
9 JANUARY 2023
Flying Operations KC-10 OPERATIONS PROCEDURES
OPR: AMC/A3VK Certified by: AF/A3T
(Maj Gen Albert G. Miller)
Supersedes: AFMAN11-2KC-10V3, 12 March 2019 Pages: 92
This manual implements Air Force Policy Directive (AFPD) 11-2, Aircrew Operations and references Air Force Manual (AFMAN) 11-202, Volume 3, Flight Operations, as well as Air Force Tactics Techniques and Procedures (AFTTP) 3-3.KC-10, Combat Aircraft Fundamentals KC-10. This is a specialized publication intended for use by Airmen who have graduated from technical training related to this publication. It establishes guidance for the operation of the KC-10 aircraft to safely and successfully accomplish worldwide mobility missions. This manual applies to all civilian employees and uniformed members of the Regular Air Force and Air Force Reserve who operate or maintain KC-10 aircraft. This publication does not apply to the Air National Guard or the United States Space Force. This manual may be supplemented at any level, but all supplements that directly implement this manual must be routed to the office of primary responsibility (OPR) for coordination prior to certification and approval. Refer recommended changes and questions about this publication to the OPR using DAF Form 847, Recommendation for Change of Publication; route DAF Forms 847 from the field through the appropriate functional chain of command. The authorities to waive wing/unit level requirements in this manual are identified with a Tier (“T-0, T-1, T-2, T-3”) number following the compliance statement. See DAFMAN 90-161, Publications and Forms Management, for a description of the authorities associated with the Tier numbers. Submit requests for waivers through the chain of command to the appropriate Tier waiver approval authority, or alternately, to the requestor’s commander for non-tiered compliance items. Ensure all records generated as a result of processes prescribed in this publication adhere to Air Force Instruction (AFI) 33-322, Records Management and Information Governance Program, and are disposed in accordance with the Air Force Records Disposition Schedule, which is located in the Air Force Records Information Management System. This manual requires the collection and
or maintenance of information protected by the Privacy Act of 1974 authorized Title 5 United States Code, Section 552a, as amended, and Executive Order 9397, Numbering System for Federal Accounts Relating to Individual Persons, as amended. The applicable SORN F011 AF XO A, Aviation Resource Management Systems is available at: http://dpclo.defense.gov/Privacy/SORNs.aspx. The use of the name or mark of any specific manufacturer, commercial product, commodity, or service in this publication does not imply endorsement by the Department of the Air Force.
SUMMARY OF CHANGES
This document is substantially revised and must be completely reviewed along with AFMAN 11- 202V3 and AFMAN 11-202V3_Air Mobility Command (AMC) Supplement, Flight Operations. Major changes include addition of roles and responsibilities, revised aircrew complement, revised duty stations, addition of Electronic Flight Bag (EFB) publication guidance, revision of required aircrew publications, revised operational reports and forms, addition of constant descent final approach guidance, revised emergency passenger airlift guidance, and revised air refueling altitude restrictions.
General................................................................................................................. 8
Deviations and Waivers........................................................................................ 8
Definitions. .......................................................................................................... 8
Aircrew Operational Reports. ............................................................................... 8
Supplemental Procedures...................................................................................... 8
Local Supplement Coordination Process. .............................................................. 9
Chapter 2—ROLES AND RESPONSIBILITIES
Major Command (MAJCOM)............................................................................... 10
Pilot in Command (PIC). ...................................................................................... 10
Aircrew. ............................................................................................................... 10
Chapter 3—AIRCREW COMPLEMENT/MANAGEMENT
Aircrew Complement (T-2 unless otherwise noted)............................................... | ||
Crew Rest/En Route Ground Time........................................................................ 13
Alerting Procedures. ............................................................................................. 13
Orientation Flights and Incentive Flights. ............................................................. 13
Chapter 4—AIRCRAFT OPERATING RESTRICTIONS
Objective.............................................................................................................. 14
Minimum Equipment List (MEL). ........................................................................ 14
Waiver Protocol. .................................................................................................. 15
Two Engine Ferry Operations............................................................................... 15
Gear Down Flight Operations. .............................................................................. 16
Fuel System Limitations. ...................................................................................... 16
Passenger Seat Limitations. .................................................................................. 16
Fall Protection. ..................................................................................................... 17
Slat Profile Flights................................................................................................ 17
Chapter 5—OPERATIONAL PROCEDURES
Checklists............................................................................................................. 18
Duty Station. ........................................................................................................ 18
Flight Station Entry. ............................................................................................. 18
Takeoff and Landing Policy.................................................................................. 18
Landing Gear and Flap Operating Policy. ............................................................. 19
Observer/Jump Seat Duties................................................................................... 19
Seat Belts. ............................................................................................................ 19
Aircraft Lighting. ................................................................................................. 19
Portable Electronic Devices. ................................................................................. 19
Communication Equipment. ................................................................................. 19
Crew Resource Management (CRM)/Threat and Error Management (TEM). ........ 20
Use of Automation. .............................................................................................. 20
Runway, Taxiway, and Airfield Requirements. ..................................................... 20
Aircraft Taxi and Taxi Obstruction Clearance Criteria and Foreign Object
Damage Avoidance. ............................................................................................. 21
Aircraft Speed. ..................................................................................................... 21
Functional Check Flights (FCFs), Acceptance Check Flights (ACFs) and
Operational Check Flights (OCFs)........................................................................ 22
Participation in Aerial Events. .............................................................................. 22
Terminal Area Navigation (RNAV) Procedures. ................................................... 22
Required Publications and Airfield Review........................................................... | |||
Global Decision Support System Account............................................................. | |||
Chapter 8—OPERATIONAL REPORTS AND FORMS
Boom Operator Aviation Fuel Documentation Requirements. ............................... 32
Flight Engineers. .................................................................................................. 32
KC-10 Fuel Planning Worksheet (FPW). .............................................................. 32
Operation Forms for Boom Operators................................................................... 32
Chapter 9—TRAINING AND OPERATING LIMITATIONS
Passengers on Training Missions. ......................................................................... 34
Touch-and-Go Landing Limitations...................................................................... 34
Training on Operational Missions. ........................................................................ 35
Simulated Emergency Flight Procedures............................................................... 35
Flight Maneuvers.................................................................................................. 35
Briefing Requirements.......................................................................................... 36
Simulated Instrument Flight.................................................................................. 36
Operating Limitations........................................................................................... 36
Chapter 10—NAVIGATION PROCEDURES
General................................................................................................................. 38
Navigation Databases. .......................................................................................... 38
Navigation Capability........................................................................................... 38
Aircraft Recovery Away from Main Operating Base (MOB)................................. | |||
In-Flight Fuel Management/Monitoring................................................................ | |||
12.9. Cargo and Material Handling Equipment (MHE) Issues........................................ 51
Chapter 13—FUEL PLANNING AND CONSERVATION
KC-10 Fuel Planning Worksheet (FPW) Procedures. ............................................ | ||
Chapter 14—AIR-TO-AIR REFUELING
General................................................................................................................. 59
Air-to-Air Refueling (AAR) Limitations............................................................... 59
Altitude Reservation (ALTRV)............................................................................. 61
Emergency AAR. ................................................................................................. 62
AAR with Commercial or Non-USA Military Aircraft.......................................... 62
Coronet East Mission Over Flights in France. ....................................................... 62
General................................................................................................................. 63
Briefings. ............................................................................................................. 63
Mission Debriefing............................................................................................... 63
Chapter 16—EMPLOYMENT TRAINING
Simulator/Aircraft Tactical Maneuver Limitations. (T-2) ...................................... |
General................................................................................................................. 67
Specified Times.................................................................................................... 67
Weather Minimums. ............................................................................................. 67
Ground Operations. .............................................................................................. 67
Communications and Radio Procedures. ............................................................... 67
Launch, Departure, and Level-Off. ....................................................................... 67
En Route Formation. ............................................................................................ 69
Lost Wingman Procedures.................................................................................... 71
Formation Position Changes. ................................................................................ 71
Formation Break-Up and Recovery....................................................................... 71
Mission Debriefing and Critique. .......................................................................... 71
Chapter 18—AEROMEDICAL EVACUATION
Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION
Attachment 3—AF IMT 4130, KC-10 RESTRAINT COMPUTATION WORKSHEET INSTRUCTIONS
Attachment 4—FORMATION BRIEFING GUIDE
This Air Force Manual (AFMAN) provides guidance for operating the KC-10 aircraft. It is an original source document for many areas, but for utility, restates information found in aircraft flight manuals, Flight Information Publications (FLIP), and other Air Force directives. When guidance in this manual conflicts with another source document, that document takes precedence. For matters where this manual is the source document, waiver authority is in accordance with (IAW) paragraph 1.2.2. For matters where this manual repeats information in another document, follow waiver authority outlined in the source document. AFMAN 11- 2KC-10, Volume 3, Addenda A, KC-10 Aircraft Configuration, is a supporting manual to this manual.
Unit commanders and agency directors involved with or supporting KC-10 operations shall make current electronic copies of this manual available to appropriate personnel. (T-3) Transportation and Base Operations passenger manifesting agencies will maintain a current copy of this manual. (T-3)
Deviations. The PIC shall report deviations or exceptions taken without a waiver through command channels to the Chief, Major Command (MAJCOM) Standardization and Evaluation (Stan/Eval) who in-turn shall notify the Chief, Air Mobility Command Standardization and Evaluation (AMC/A3V) (i.e., lead command), as appropriate, for follow- on action. (T-2)
Waivers. MAJCOM waiver OPRs are as follows: AMC/A3V: AMC.A37V@us.af.mil; Air Force Reserve Command/Mobility Operations Division (AFRC/A3M): HQAFRC.A3M.Workflow.1@us.af.mil.
Definitions. Find explanations or definitions of terms and abbreviations commonly used in the aviation community in Code of Federal Regulations Title 14, Part 1; DoD FLIP General Planning, Chapter 2; and the DoD Dictionary of Military and Associated Terms. See Attachment 1 for common terms used in this manual.
Aircrew Operational Reports. The reporting requirements in this manual are exempt from licensing IAW AFI 33-324, The Air Force Information Collections and Reports Management Program.
Combined command operations. Plan and conduct all operations that include forces from multiple MAJCOMs using provisions in this manual. Do not assume or expect aircrews
to perform MAJCOM theater unique procedures without owning MAJCOM/A3 approval and advance training.
Coordination process. Forward MAJCOM-proposed supplements (attach DAF Form 673, Department of the Air Force Publication/Form Action Request) to AMC/A3V for mandatory coordination prior to approval.
Headquarters Air Force, MAJCOM, and mission design series (MDS)-specific guidance. (T-3)
Flight Information Publications (FLIP) and Foreign Clearance Guide (FCG). (T-3)
Air Traffic Control (ATC) clearances. (T-3)
Notice to Airmen (NOTAMs). (T-3)
Aircraft Technical Orders (T.O.). (T-3)
Combatant commander’s instructions and other associated directives. (T-3)
Aircrew Complement. Squadron commanders (SQ/CCs) shall form aircrews based on fragmentation order/mission directive, crew duty time (CDT) and flight duty period (FDP) requirements, aircrew member qualifications, and other constraints to safely accomplish the mission tasking. (T-3) Table 3.1 below summarizes crew position requirements for different crew types.
The minimum aircrew member complement for a local training flight is an aircraft commander (AC), pilot/copilot, flight engineer, and a boom operator. (T-2) When a mission requires more than one aircrew member at a position, the SQ/CC will determine whether an instructor and non-mission ready (NMR) crewmember meet mission requirements. (T-3)
SQ/CCs shall form augmented aircrews for missions planned to take longer than a basic CDT. (T-3) Augmenting aircrew members must be current, qualified, and mission ready (MR) IAW AFMAN 11-2KC-10, Volume 1, KC-10 Aircrew Training. (T-3) Exception: A NMR pilot may augment provided the other two pilots are MR instructor pilots (IPs).
The execution authority shall identify an aircrew as augmented for the full FDP. (T-3) The execution authority may identify aircrews as augmented during mission execution. (See paragraph 3.6, “Aircrew Management”, for more on CDT/FDP.)
Crew Position | Crew Complement | |
Basic | Augmented | |
Aircraft Commander | 1 | 2 |
Pilot | 1 | 1 |
Flight Engineer | 1 (Note 1) | 2 (Note 2) |
Boom Operator | 1/2(Note 3,4) | 2/3 (Note 5) |
Notes: Refueling Emissions Control (EMCON) 3 & 4 (RV15Y & RV17Y) may fill the second engineer | ||
A basic qualified engineer (FF) will not fly without instructor supervision on local training sorties where cargo loading is being accomplished.
A KC-10 Flight Engineer Initial Qualification (FIQ) graduate or Flight Engineer Basic Prequalification (FBP) program graduate that has completed Deployment Mission Planning (RA23Y) and Receiver Air-to-Air Refueling (AAR) Heavyweight (RU05Y) to a proficient level, completed at least one Airlift Deployment Operation (RA03Y) and at least one Fighter Deployment Operations (RA29Y) to a satisfactory level, and completed Rendezvous/Air
requirement for augmentation on cargo missions only, provided the other engineer is an instructor.
Basic crew missions with one boom operator are limited to 40 passengers. Basic crew missions with one boom operator and planned tanker air refueling are limited to 10 passengers. The passengers may be monitored by flight deck crew during tanker air refueling. The 10-passenger limit may be exceeded if an additional MR crewmember is onboard to monitor passengers during tanker air refueling.
Two mission qualified boom operators (MBs) are required on missions with planned cargo operations and/or more than 40 passengers. (T-3) On missions with any cargo operations, at least one boom operator must have the Cargo Loading Certification (CQ64YM).
Three MBs are required when more than 40 passengers are planned and multiple air refuelings are anticipated. Note: An additional qualified crew member may be utilized as a passenger monitor, or a basic qualified boom operator supervised by an instructor boom can be used to fulfill a single MB.
Senior leaders who complete a senior officer course (i.e., restricted AF Form 8, Certificate of Aircrew Qualification) or orientation for a senior staff familiarization flight may occupy a primary crew position when under direct instructor supervision. Refer to DAFMAN 11-401, Aviation Management, for procedures and requirements governing senior leader flying. Senior officers who complete the senior officer course must adhere to the restrictions listed in their AF Form 8. (T-3)
Crewmembers who complete the senior officer course will log first pilot (FP) for flight authorization duty code on the Air Force technical order (AFTO) Form 781, ARMS Aircrew/Mission Flight Data Document. (T-3)
Crewmembers who complete a senior staff familiarization flight will log other pilot (OP) for flight authorization duty code on the AFTO Form 781. (T-3)
An IP must supervise non-current or unqualified pilots regaining currency or qualification. Note: Direct IP supervision required during critical phases of flight. (T-3) Exception: Formal Training Unit (FTU) instructors comply with AFMAN 11-2KC-10V1 and published FTU syllabi.
Although another AC qualified pilot may be in the seat, overall command of the mission, crew, and aircraft remains with the designated PIC (i.e., A-code). At no time should the crew have any doubt who is in command of the aircraft. To prevent confusion among the crew, a change of PIC will not occur during a FDP unless the off-going PIC is leaving the crew. (T-3)
SQ/CCs shall determine the need to augment a crew with over 16 hours of FDP and designate those additional pilots authorized to perform PIC duties. The PIC shall brief the aircrew on the plan to transfer PIC duties. (T-3)
Missions with passengers (see DAFMAN 11-401). Only current and qualified pilots (i.e., possessing an AF Form 8) will occupy pilot seats with passengers on board. (T-2) Exception: Mission essential personnel (MEP) are authorized.
A non-current but qualified pilot may fly with passengers on board if under direct IP supervision. (T-2)
Pilots will not fly touch-and-go landings with passengers. (T-3) Exception:
Touch-and-go landings are authorized with MEP on board.
Per AFMAN 11-202V3_AMCSUP:
Complete all mission-related events (i.e., functional check flight (FCF)/acceptance check flight (ACF) checks, transition events, or tactical events) during the first 12 hours of the FDP. Exception: FTU missions and flight evaluations.
Flight examiners administering evaluations will not exceed an augmented FDP.
Off-station/en route crew rest. The minimum en route crew rest period is 12 hours before legal for alert or scheduled report time when self-alerting.
Except during emergencies or as authorized by mission execution authority, command and control (C2) agents shall not disturb an aircrew member in crew rest. When necessary to interrupt aircrew members’ crew rest period, re-enter that aircrew in a subsequent minimum 12-hour crew rest period. (T-2)
Off-station/en route ground time. Mobility planners shall provide aircrews at least 17 hours ground time between engine shutdown and subsequent takeoff. (T-2) Mobility planners shall provide aircrews at least 18+15 when planned cargo upload or download. (T-2)
Orientation Flights and Incentive Flights. Refer to DoDI 4515.13, Air Transportation Eligibility, DAFMAN 11-401, and the appropriate MAJCOM supplement.
Objective. Redundant systems may allow crews to safely perform some missions when a component/system is degraded. The PIC is the final authority in determining the overall suitability of an aircraft for the mission. The PIC will ensure a detailed explanation of the discrepancy is entered in the AFTO Form 781A, Maintenance Discrepancy and Work Document; include the following maintenance identifiers to effectively communicate aircraft status. (T-2)
Mission essential (ME). The PIC designates an item, system, or subsystem component essential for safe aircraft operation or mission completion as ME.
Mission contributing (MC). The PIC designates an item, system, or subsystem component, which is not currently essential for safe aircraft operation as MC. These discrepancies should be cleared at the earliest opportunity. If circumstances change or mission safety would be compromised, re-designate as ME. Do not delay a mission to clear a MC discrepancy.
Open item (OI). The PIC designates discrepancies not expected to adversely impact the current mission or any subsequent mission as an OI. These items are normally cleared at home station.
The PIC shall account for the possibility of additional failures during continued operation with inoperative systems or components. (T-3) The MEL is not intended for continued operation over an indefinite period with systems/subsystems inoperative.
All emergency equipment will be installed unless specifically exempted by mission requirements/directives.
Waiver policy. A PIC prepared to operate with a degraded MEL item shall request a waiver through C2 channels. (T-3) The PIC shall provide the C2 agent: 1) nature of request;
2) individual crewmember qualification; 3) mission leg(s) requiring the waiver; 4) weather or other adverse condition; and 5) the governing directive of waiver request to include volume, chapter, or paragraph. Initiate waiver requests as soon as possible; plan at least a 1-hour waiver process time. (T-3)
PICs operating with waiver(s) for degraded equipment shall coordinate mission requirements (i.e., revised departure times, fuel requirements, maintenance requirements, etc.) with the controlling C2 agency and/or flight manager (FM). (T-3)
If beyond C2 communication capability, or when it is necessary to protect the crew or aircraft from a situation not covered by this chapter and immediate action is required, the PIC may deviate according to paragraph 1.2 Report non-waivered deviations through channels to
Chief, MAJCOM Stan/Eval, who in turn shall notify Chief, AMC/A3V (i.e., lead command) as appropriate for follow-on action within 48-hours. (T-3)
The wing commander is the waiver authority for all missions, delegable no lower than the OG/CC.
Other than MEL waivers. Determine governing source document (i.e., AFI, AFMAN, Flight Manual, Maintenance T.O., etc.) to ascertain the waiver authority. Use C2 channels to notify the appropriate waiver authority. Waivers of this nature may require an extended response time.
Engineering dispositions (EDs). Dispositions are requested when aircraft are damaged and/or established maintenance technical order procedures cannot be followed or do not exist. The on-site maintenance authority is responsible for requesting EDs. Most EDs allow maintenance to repair the aircraft and return it to unrestricted status; dispositions of this nature do not concern aircrews. However, EDs affecting aircrew operations require MEL waiver authority approval.
PICs will not accept dispositions appearing incomplete, in error, or unsafe. (T-3) Prior to rejecting a disposition, the PIC will contact the appropriate MEL waiver authority. (T-3) Resolution of the issue is the responsibility of the waiver authority. Note: Any deviation from the flight manual requires approval IAW flight manual guidance.
Airworthiness directives (ADs). ADs are legally enforceable rules issued by the Federal Aviation Administration. They are issued when an unsafe condition exists in a product and that condition is likely to exist or develop in other products of the same type design. ADs apply to aircraft maintained using civil standards IAW AFPD 62-6, USAF Airworthiness. The aircraft’s System’s Group is responsible for bringing ADs to the attention of the appropriate maintenance and operations units. When an AD is released, the aircraft shall be in compliance with the directive. (T-3)
Two Engine Ferry Operations. PICs will only conduct two engine ferry operations after exhausting all other avenues to return an aircraft with an inoperative engine to mission capable status. (T-2) Each two engine ferry sortie must be approved by MAJCOM/A3. (T-2) Only highly qualified crewmembers from MAJCOM Stan/Eval, Numbered Air Force Stan/Eval, or unit Operations Group Stan/Eval (OG/OGV) will conduct two engine ferry flights. (T-2) Two engine ferry flights are restricted to specially trained (Two Engine Ferry Initial Training (GK75Y)) and certified (CQ53Y) crewmembers. (T-2) See T.O. 1C-10(K)A-1-4, Two Engine Ferry, for further guidance.
The PIC shall plan and obtain clearances to fly to the nearest destination possessing a usable maintenance support capability (i.e., stations with DC-10 or KC-10 common maintenance facilities) and alert all en route, alternate, and abort bases along the intended route of flight. (T-3)
The PIC shall comply with the aircraft flight manual and T.O. 1C-10(K)A-1-1, Flight Manual Performance Data, and T.O. 1C-10(K)A-5, Basic Weight Checklist and Loading Data, limitations. (T-3) Ensure the aircraft is prepared for two-engine ferry according to T.O. 1C- 10(K)A-1-4 and T.O. 1C-10(K)A-2-5, Maintenance Manual-Time Limits Maintenance Checks. (T-3)
The aircraft MEL (T.O. 1C-10(K)A-1-2, Minimum Equipment List and Procedures), does not apply. All primary aircraft systems not specifically associated with the failed engine must be fully operational. (T-3)
Download cargo, including mission support kits, before ferry operations. Note: Crews may remove the onboard cargo handling system to further reduce operational and zero fuel weights. Return all cargo and support equipment to the main operating base (MOB) of assignment via organic support aircraft or other airlift means.
Standard climb-out flight path charts in T.O. 1C-10(K)A-1-1 do not account for a gear- down configuration. Therefore, PICs shall not takeoff until there is reasonable assurance that they will achieve/maintain adequate obstacle clearance (to include en route stops and alternates). (T-3)
Time and communications capability permitting, aircrew should validate takeoff data with MAJCOM Stan/Eval or OG/OGV.
Minimum required ramp fuel load (RRFL) for the KC-10 is 50,000 lbs. Starting engines with less than 50,000 lbs of fuel is permissible provided the crew chief or flight engineer validates the fuel levels in the outboard compartments using the dipstick method. After engines are started, the aircraft can be operated safely with fuel quantities below 50,000 lbs.
If fuel quantity gauge indicator errors are noted, the affected fuel quantity gauge will be treated as inoperative. (T-3) T.O. 1C-10(K)A-1-2 restrictions apply.
Limit fuel load to approximately 150,000 lbs of fuel for takeoff.
No cargo.
Extend slats to takeoff position.
Approximately 12,000 feet pressure altitude.
Checklist inserts. MAJCOM Stan/Eval and the Air Force Material Command (AFMC) flight manual manager are the checklist insert approval authorities. Send checklist inserts to MAJCOM Stan/Eval, who will in turn coordinate with AFMC for approval. All checklist inserts must have a point of contact (POC). (T-2) OGVs shall approve local in-flight guides and inserts not affecting T.O. guidance and procedures. (T-3) Inserts may be placed at the end of the appropriate checklist, in an in-flight guide, or electronically.
Currency of notes and checklist inserts are a crewmember’s responsibility.
T.O. 1C-10(K)A-1, Flight Manual.
An AC or IP will make all landings during emergencies unless conditions prevent compliance. (T-3)
Unless the other pilot in the seat is a certified AC or higher, a PIC with less than 100 primary assigned aircraft hours since AC certification will make all takeoffs and landings under any of the following conditions: (T-3)
Ceiling/visibility less than 300 feet and/or RVR 40 (3/4 statute mile (SM) visibility).
Runway condition reading (RCR), or equivalent, is less than that of a wet runway.
Crosswind component greater than 15 knots.
All occupants will have a designated seat with a seat belt. (T-3) Crewmembers will have seat belts fastened when occupying a duty position unless crew duties dictate otherwise. (T-3)
Fasten shoulder harness for critical phases of flight. (T-3) Exception: Tanker AAR and formation above 10,000 feet. Crewmembers performing instructor or flight examiner duties are exempt from seat belt requirements if not occupying a primary crew position. However, they will have a seat available with an operable seat belt. (T-3) Shoulder harnesses are optional for flight engineers during all phases of flight.
Litter patients, actual or simulated, must remain secured on litters for takeoff and landing. (T-3)
Except where exempt above, all personnel will be seated with their seat belt fastened when the FASTEN SEAT BELT advisory sign is illuminated. (T-3)
Aircraft Lighting. IAW AFMAN 11-202V3, AFMAN 11-218, Aircraft Operations and Movement on the Ground, and applicable T.O.s.
The only electrical outlets authorized for personal use are the outlets located in the aircraft lavatories. They are intended for electrical shavers or other small personal electronic devices, to include EFBs and EFB peripheral devices. Approved vacuum cleaners are authorized for ground use. (T-3) KC-10 missions are authorized one laptop computer plugged into each aircraft power outlet for charging at any given time. (T-3) Power strips are not authorized. (T-3) Aircraft USB ports are for charging approved mission related devices only, such as EFBs and Global Positioning System (GPS) receivers. (T-3)
Only use KC-10 system program office (SPO) approved handheld GPS units.
Both pilots are responsible for ensuring the aircraft is following the desired flight path. At least one pilot should maintain visual outside awareness, consistent with flight conditions.
With the autopilot engaged, the PF should make flight guidance system (FGS) inputs. While the autopilot is not engaged, the PF should direct the PM to make FGS inputs.
Manual flying. Sound pilot judgment as to the use of manual flying is paramount. Manual flying, for the primary purpose of maintaining proficiency, is highly encourage in the training environment.
Pilot flying (PF)/pilot monitoring (PM) duties. The PF will announce changes to the level of automation, flight director and autopilot mode selections, and mode transitions to the maximum extent possible (e.g., “Autopilot engaged”, “Altitude Hold”, “Autothrottles”, “Nav-Capture”, etc.). The PM will acknowledge the call. (T-3)
Minimum runway and taxiway requirements. Minimum runway length is 7,000 feet.
Runway length for takeoff and landing. Do not takeoff if computed critical field length exceeds runway available, or if takeoff gross weight exceeds maximum allowable weight. (T- 3) Minimum runway for a normal landing is landing distance based on a threshold crossing height of 50 feet.
Runway length for takeoff and intersection takeoffs. Normally, the PF will initiate takeoffs from the beginning of the approved usable portion of the runway. The decision to make intersection takeoffs rests solely with the PIC.
Pilots may accomplish intersection takeoffs provided the operating environment (e.g., gross weight, obstructions, climb criteria, weather, etc.) allows a safe takeoff and departure. Calculate takeoff performance based on the runway remaining from the point at which the takeoff is initiated.
During operations on runways partially covered with snow or ice, base takeoff computations on the reported runway surface condition or RCR for the cleared portion of the runway. A minimum of 50 feet on both sides of centerline should be cleared. If not cleared, compute takeoff data based on the uncleared portion up to 50 feet either side of centerline.
Use of displaced thresholds (DTs). If approach end DTs are available and stressed or authorized for normal operations, they may be used to increase the runway available for takeoff. Departure end DT, if stressed and authorized, may also be used for landing if needed.
Arresting cables.
Do not land on (i.e., touchdown on) approach end arresting cables. Note: This does not include recessed cables. If the aircraft lands before the cable, the crew should contact the tower to have the cable inspected.
Do not takeoff or land over an approach end cable that has been reported as slack, loose, or improperly rigged by NOTAM, Automated Terminal Information Service, or ATC.
Other airfield requirements.
Consult with AMC Airfield Suitability Branch (AMC/A3AS) for suitability guidance. Airfield certification requirements are detailed in the Airfield Suitability and Restrictions Report (ASRR).
Aircrews and planning agencies will contact AMC/A3AS for all questions pertaining to airfield weight bearing capacity and will review the Global Decision Support System (GDSS)/ASRR before all off-station operations. (T-3) AMC Directorate of Operations, Strategic Deterrence, and Nuclear Integration (AMC/A3/10) is the waiver authority for the restrictions in GDSS Giant Report and ASRR for AMC and AMC-gained aircraft, unless specifically delegated in AFMAN 11-2MDSV3 or Air Mobility Instruction (AMCI) 11-208, Mobility Air Forces Management. Direct GDSS Giant Report and ASRR waiver requests to AMC/A3AS. AMC/A3V is the OPR for waivers to airfield restrictions. MAJCOM/A3 is the waiver authority for non-AMC missions. The PIC is responsible for waiver compliance. (T-2)
RCR limitations. When no RCR is available, the PIC will refer to the flight manual for standard International Civil Aviation Organization (ICAO) conversions based on general runway condition, or runway condition codes; be conservative when dealing with unknown conditions (e.g., forward operating bases). (T-3) Normally, RCR values are not reported for taxiways and ramps. During periods of reported low RCR, the taxiways and ramps may have an even lower RCR than reported for the runway. The runway surface should be considered wet when water on the runway causes a reflective glare.
Minimize power settings during all taxi operations.
Where possible, avoid 180° turns. If it becomes necessary to accomplish a 180° turn on a narrow runway, the turn should be accomplished at an intersection of a link taxiway or at a designated turn around pad.
Where possible, avoid taxi operations that position an engine over an unprepared or un-swept surface. If unavoidable, leave the engine in idle, to the maximum extent possible, until the engine is over an improved surface.
FCF Restrictions. See T.O. 1-1-300, Maintenance Operational Checks and Check Flights, and DAFI 21-101, Aircraft and Equipment Maintenance Management.
The OG/CC is responsible for the wing’s FCF program. Publish any additional guidance in a local supplement to this manual.
Participation in Aerial Events. See DAFI 11-209, Participation in Aerial Events, AFMAN 11-246, Volume 6, Aircraft Demonstrations (C-17, C-130, KC/NKC-135), and appropriate MAJCOM supplements/Aerial Demo Concept of Operations (CONOPs).
Properly trained KC-10 aircrews are authorized to perform instrument flight rules (IFR) RNAV operations to include instrument departures, arrivals, and approaches using only lateral navigation (LNAV) minima.
For departure and arrival procedures based on traditional ground-based navigational aids (NAVAIDs) in the National Airspace System and constructed by a US government Terminal Instrument Procedures (TERPS) authority (USAF/Federal Aviation Administration (FAA)/USN), Flight Management System (FMS) NAV mode may be used as the sole source for navigation with the following restrictions:
All terminal RNAV procedures must be retrieved from the navigation database.
RNAV procedures will not be flown with an expired database. (T-2)
Aircrew Uniform. Aircrew will wear the aircrew uniform, as outlined in DAFI 36-2903, Dress and Personal Appearance of United States Air Force and United States Space Force Personnel, and the appropriate MAJCOM supplement, on all missions, unless otherwise authorized. (T-2) When the FCG requires civilian attire, dress conservatively.
See technical order T.O. 14-1-1, U.S. Air Force Aircrew Flight Equipment Clothing and Equipment, for authorized aircrew clothing and aircrew flight equipment combinations as well as AFMAN 11-202V3 and DAFI 36-2903, Dress and Personal Appearance of United States Air Force and United States Space Force Personnel.
Personnel will have the appropriate items of clothing in their possession when flying in Arctic and Antarctic regions. (T-2) Exception: Not applicable to transoceanic flights or when staging or transiting Elmendorf AFB AK.
Boom operators will wear gloves during cargo loading operations. (T-3)
PUBLICATION |
T.O. 1C-10(K)A-1, Flight Manual |
T.O. 1C-10(K)A-1-1, Flight Manual Performance Data |
T.O. 1C-10(K)A-1-2, Minimum Equipment List and Procedures |
T.O. 1C-10(K)A-1CL-1, Pilot’s and Flight Engineer’s Emergency and Abnormal Procedures |
T.O. 1C-10(K)A-1CL-2, Pilot’s and Flight Engineer’s Normal Procedures |
T.O. 1C-10(K)A-1CL-3, Boom Operator’s Normal Emergency and Abnormal Procedures |
T.O. 1C-10(K)A-1CL-3-1, Boom Operator’s Normal Procedures |
T.O. 1C-10(K)A-1CL-5, Air Refueling Procedures |
T.O. 1C-10(K)A-1CL-5-1, Boom Operator’s Air Refueling Procedures |
T.O. 1C-10(K)A-9, Cargo Loading |
T.O. 1C-10(K)A-9CL-1, Boom Operator’s Loading/Offloading Procedures |
AFMAN 11-2KC-10V3, KC-10 Operations Procedures |
AFMAN 11-202V3, Flight Operations, and applicable MAJCOM supplements |
NATO Standard ATP-3.3.4.2, Air-To-Air Refueling, Edition D, Version 1 (Air Refueling Missions only) |
AMC Aircrew Checklist Inserts |
Airfield review. Aircrews will consult the web-based airfield database maintained by AMC Airfield Suitability Branch (AMC/A3AS) and comply with the GDSS/ASRR for updates to airfield operability and weight bearing capability. Refer to AFMAN 11-202V3 and ASRR for non-DoD published approach criteria. (T-3)
Crews will use the performance manual to verify weight bearing capacity in the AMC Giant Report for runways, taxiways, and aprons. Use manually calculated limits when discrepancies exist. (T-3) Discrepancies between manually calculated limits and those on the AMC Giant Report should be reported to AMC/A3AS.
Publications:
*DAFMAN 11-401, Aviation Management.
*DLA Energy P-8, Fuel Card Program.
*AFMAN 24-604, Preparing Hazardous Materials for Military Air Shipments.
*AMCI 11-208, Mobility Air Forces Management.
*Airfield Suitability and Restrictions Report (ASRR).
AFI 11-289, Phoenix Banner, Silver, Copper Operations.
*AFI 24-605V2, Air Transportation Operations.
*AMCI 90-903, Aviation Operational Risk Management (AVORM) Program.
*AFMAN 11-290, Cockpit/Crew Resource Management and Threat & Error Management Program.
Forms:
*AF Form 4095, KC-10A Load Planning Worksheet.
*AF IMT 4130, KC-10 Restraint Computation Worksheet.
*CBP Form 6059B, US Customs and Border Protection Declaration Form.
*AMC Operational Risk Management Worksheet.
*DD2131, Passenger Manifest.
*CBP Form 7507, General Declaration (Outward/Inward).
AF Form 457, USAF Hazard Report.
*AF IMT 651, Hazardous Air Traffic Report (HATR).
*AFTO Form 781, ARMS Aircrew/Mission Flight Data Document.
*AF IMT 1297, Temporary Issue Receipt.
*DD Form 791, In-Flight Issue Log.
AMC Form 43, AMC Transient Aircrew Comments.
AMC Form 54, Aircraft Commander’s Report on Services/Facilities.
*KC-10 Fuel Planning Worksheet (FPW).
AF IMT 711B, USAF Mishap Report.
*AMC Form 4031, CRM/TEM Skills Criteria Training/Evaluation.
*AF IMT 4075, Aircraft Load Data Worksheet.
Japanese Customs Service Forms.
*AMC Form 97, AMC In-Flight Emergency and Unusual Occurrence Worksheet.
*SF44, Purchase Order-Invoice-Voucher.
*AFTO Form 18, KC-10 Structural Assessment Record.
*AF IMT 4080, Load/Sequence Breakdown Worksheet.
*AF Form 4087, KC-10 CG Graph.
*AF Form 4088, KC-10 Weight and Balance Fuel Vectors.
*AF IMT 4089, KC-10 TOLD Card Worksheet.
Orders:
DD Form 1610, Request and Authorization for TDY Travel of DoD Personnel.
AF Form 1631, NATO Travel Orders (when required).
*AF IMT 4327a, Crew Flight (FA) Authorization (or MAJCOM prescribed according to DAFMAN 11-401, Aviation Management).
Miscellaneous:
*Box car seals.
*Masking tape.
(202) 433-3486; Army’s TERPS office, DSN 656-4410, commercial (703) 806-4410; FAA office in Oklahoma City, OK, commercial (405) 954-4787.). (T-2) Note: Use of the provisions of this paragraph requires prior approval from OG/CC, or deployed equivalent.
Turbulence Category. The KC-10 is a category III aircraft for turbulence per Air Force Handbook (AFH) 11-203, Volume 2, Weather for Aircrews – Products and Services. Crews should confirm the type of aircraft the forecast turbulence applies to, or what type of aircraft reported the encounter, to gain a more accurate picture for their route of flight.
Aircraft category. The KC-10 is a category "D" aircraft. Category E criteria will be used when true airspeed is 166 knots or greater. (T-0)
Prior to starting an instrument approach, pilots will confirm their aircraft can comply with the missed approach climb gradient requirements established in AFMAN 11-202V3. (T- 0)
Category I instrument landing system (ILS) procedures. Decision altitude for CAT I ILS will be as published, but no lower than 200 feet decision altitude (DA). (T-0)
Non-Directional Beacon (NDB) procedures. Aircrew will back up each NDB approach with available NAVAIDs/GPS to include loading the NDB coordinates in the FMS. (T-2)
RNAV procedures. RNAV approach (APCH) will be flown only to LNAV minima.
Due to changing naming conventions, use the following approach listings as a guide:
RNAV (GNSS) RWY 23 (ICAO legacy) - Authorized for use, using LNAV.
RNAV (GPS) RWY 23 (FAA) - Authorized for use, using LNAV.
Required Navigation Performance (RNP) RWY 23 (ICAO New) - Authorized for use, using LNAV.
RNAV (RNP) RWY 23 - NOT AUTHORIZED.
RNP RWY 23 (AR) - NOT AUTHORIZED.
RNP AR APCH procedures are not authorized. (T-1) The term RNP AR APCH includes “RNP AR RWY 23” (ICAO) and “RNAV (RNP) RWY 23” (FAA) approaches.
Per T.O. 1C-10(K)A-1, the KC-10 FMS supports the advanced RNP function of Radius-to-Fix (RF) legs, however these procedures are not available in the FMS database as they are not supported by Digital Aeronautical Flight Information File (DAFIF). This capability is anticipated for a future version of DAFIF, however KC-10 pilots will require training in RF leg procedures prior to flying them. (T-2)
Holding. An aircraft may hold at a destination that is below landing minimums, but forecast to improve to or above minimums provided:
The aircraft has more fuel remaining than that required to fly to the alternate and hold for the appropriate holding time, and the weather at the alternate is forecast to remain at or above alternate filing minimums for the period, including the holding time.
Destination weather is forecast to be at or above minimums before excess fuel will be consumed.
Continuous descent final approach (CDFA):
KC-10 pilots should use the CDFA technique when practicable using guidance from AFMAN 11-202V3. Compute the derived decision altitude (DDA) by adding a minimum of 50 feet to the published minimum descent altitude (MDA).
When flying the CDFA technique with a DDA, the following avionics setup is recommended:
Missed approach altitude set in the altitude preselect readout after beginning descent. If the pilot elects to set stepdown altitudes and/or MDA in the altitude preselect readout, "Arming" is not recommended to prevent premature autopilot level off.
DDA should be set on altitude reference bug of the barometric altimeter.
Height above touchdown (HAT) + DDA additive should be set in the radio altimeter.
Any delay in initiating the missed approach at the DDA may result in unacceptable descent below MDA.
Per T.O. 1C-10(K)A-1 two engine missed approaches are flown autopilot off. Individual pilot technique varies. The speed with which the pilot disconnects the autopilot and begins the missed approach maneuver may necessitate a higher DDA or disconnecting the autopilot prior to the DDA.
The cargo compartment will not be used to airlift personnel, except by specific approval of AMC/A3/10. (T-2)
Personnel limitations. Table 6.2 reflects the flying hours that a number of total personnel (i.e., crew and passengers) may be accommodated with only one or with both lavatories available. These figures must be considered when determining the number of personnel that may be airlifted. (T-2)
Total Personnel | Forward Lavatory | Z-Lavatory* | Both Lavatories |
80 | 10.3 | 8.5 | 18.8 |
75 | 11.0 | 9.0 | 20.0 |
70 | 11.8 | 9.7 | 21.5 |
65 | 12.6 | 10.4 | 23.0 |
60 | 13.7 | 11.3 | 25.0 |
55 | 15.0 | 12.4 | 27.4 |
50 | 16.5 | 13.6 | 30.1 |
45 | 18.4 | 15.0 | 33.4 |
40 | 20.6 | 16.9 | 37.5 |
35 | 22.6 | 19.4 | 42.0 |
30 | 27.5 | 22.6 | 50.1 |
Notes:
The lavatories should be properly serviced and operational at the station requiring airlift of these maximum figures.
Crew members must be included in total personnel given to arrive at the maximum load. Small children (e.g., up to 7 years old) should not be considered when computing load figures.
* - On aircraft in the expanded Code D and Code J configuration and is installed on the left side of the cabin just forward of the cargo door.
Special consideration should be accorded throttle settings above idle, as injury to personnel or damage to equipment could occur if in the engine inlet or blast pattern areas. See
T.O. 1C-10(K)A-1 Section I for engine danger areas.
Ensure engine runs must be accomplished only in designated areas suitable for typical KC-10 engine blast, which can dislodge thin asphalt/ramp surfaces and cause damage to aircraft, equipment, building structures or personnel. (T-3)
Crewmembers will only occupy the flight station positions in which they are qualified. A full crew in-place is recommended. (T-3)
The aircrew or engine run qualified maintenance personnel will be in communication with ground personnel during engine run operations. (T-3)
KC-10 crewmembers and maintenance personnel will comply with engine run procedures in job guide T.O. 1C-10(K)A-2-71CL-1, Power Plant Ground Operations. (T-2) Note: For the purposes of this job guide, KC-10 crewmembers are considered “run qualified”. Additionally, KC-10 crewmembers will comply with the applicable checklist steps in T.O. 1C- 10(K)A-1 Section IV, Normal Procedures, prior to and after engine start, and/or engine motoring. (T-2)
Observe all starter duty and engine operating limits in T.O. 1C-10(K)A-1 Section III.
Operate engine at ground idle for 5 minutes before advancing throttle to higher thrust levels. (T-2)
Verify main gear wheels are chocked, and parking brake is set and monitored prior to and during ground engine run operations. (T-2)
General. This chapter provides guidance on aircraft security and preventing and resisting aircraft piracy (i.e., hijacking) of the KC-10 aircraft. AFI 13-207-O, Preventing and Resisting Aircraft Piracy (Hijacking) (FOUO), DAFI 31-101, Integrated Defense (ID), and specific MAJCOM security publications contain additional guidance. Aircrews will not release information concerning hijacking attempts or identify armed aircrew members or missions to the public. (T-2)
The aircraft will be parked in an established restricted area and afforded protection IAW DAFI 31-101.
When no permanent or established restricted area parking space is available, establish a temporary restricted area consisting of a raised rope barrier, and post with restricted area signs. Portable security lighting will be provided during the hours of darkness if sufficient permanent lighting is not available. Post security forces IAW DAFI 31-101.
Inadequate security. See AFMAN 11-202V3_AMCSUP, Chapter 23, Aircraft Security for PIC authority and responsibilities.
The security force must be made aware of all visits to the aircraft. The security force POC must be identified to the PIC. (T-3)
Security support is a continual requirement and is not negated by the presence of aircrew or ground crewmembers. Security force support terminates only after the aircraft doors are closed and the aircraft taxis.
Locking and sealing. Lock or seal the aircraft during a “remain overnight” on non- secure ramps.
Use DD Form 791, In-Flight Issue Log, as the document of record for offloaded fuel. (T-3) Accurate entries are required to ensure proper reimbursement for fuel transferred by the tanker unit. boom operators obtain receiver information from the flying schedule prior to flight, verbally/visually during flight, or by any means following the flight. (T-3) All pertinent information, to include receiver aircraft MDS, unit of assignment, and home station will be collected prior to submitting a DD Form 791. (T-3) The Reliability and Maintainability Information System (REMIS) table of US aircraft and FMS aircraft will be used to source the required information. (T-3) File the DD Form 791 with post mission documentation. Note: Boom operators may submit an incomplete DD Form 791 only after exhausting all means to obtain the required data. In those cases, boom operators must include a brief explanation as to why the data is missing. (T-3) Unit commanders will develop a local procedure to collect required information prior to the form’s final processing. (T-3)
Prior to end of AAR, get receiver aircraft’s tail number via inter-plane radio, boom interphone, or visually if open communication would compromise the mission during clandestine or covert operations or threaten safety of flight. When refueling the same receiver multiple times on a single mission, enter a separate line on the DD Form 791 for each AAR. Note: EMCON 2 or 3 training does not disqualify inter-plane radio to obtain or verify AAR data. DO NOT use inter-plane radios during actual EMCON 2, 3, or 4 to obtain or verify AAR data unless specifically authorized by the mission directive. Consider HAVE QUICK II, secure voice, data link, or other secure means if visual conditions make the tail number too difficult to read.
Do not use “known/suspected” aircraft serial number that belongs to unit being fueled, but not necessarily the actual aircraft getting fuel. Auditors compare receiver unit aircraft serial numbers with fuel load reports at home station. If “known/suspected” aircraft tail number billed is incorrect (i.e., down for maintenance/unable to fly), the auditor will reject the fuel bill and the tanker unit is liable for the cost of the fuel transferred. (T-2)
Comply with locally established procedures to complete DD Form 791 for classified in- flight refueling.
Flight Engineers. Flight engineers will accurately record fueling actions on the AFTO Form 781H, Aerospace Vehicle Flight Status and Maintenance, KC-10 Fuel Planning Worksheet, and AF IMT 664, Aircraft Fuels Documentation Log. When available, record tanker/receiver refueling information (i.e., tail number, unit of assignment, and home station). (T-2)
DD Form 2131, Passenger Manifest (AFI 24-605V2).
DD Form 1385, Cargo Manifest (DoD 4500.9R (DTR Part II)).
DD Form 1907, Signature and Tally Record (DoD 4500.9R (DTR Part II)).
CBP 6059B, US Customs and Border Protection Declaration Form (DOD 4500.9-R (DTR Part V)).
CBP Form 7507, General Declaration (Outbound/ Inward).
AF Form 4075, Aircraft Load Data Worksheet.
AMC Form 148, Boarding Pass/Ticket/Receipt.
Initial qualification or re-qualification for pilots will not be conducted with passengers onboard Exception: N/A with MEP. (T-2)
Mission certification training, evaluations, off station trainers, and Joint Airborne/Air Transportability Trainings (JA/ATT) may carry passengers only if the aircrew in training is qualified. Tanker and receiver AAR is authorized if the PF is qualified (i.e., AF Form 8 on file documenting successful completion of an aircraft checkride including AAR).
Touch-and-go landings and multiple practice approaches are prohibited with passengers onboard. (T-3) Exception: N/A with MEP
When approved by the MAJCOM, maintenance and civilian employees, under direct contract to the DoD and engaged in official direct mission support activities, considered “mission essential” may be onboard when touch-and-go or stop and-go landings are performed providing the mission is a designated training flight and a touch and go qualified AC, IP or evaluator pilot (EP) is in command. This includes aircrew training system contractor instructors flying in an official capacity under the requirements of the current aircrew training system contract.
Touch-and-go landings will only be accomplished under the direct supervision of an IP/EP or SQ/CC certified AC. (T-2) Refer to AFMAN 11-2KC-10V1 for certification requirements.
Limitations.
Comply with all flight manual restrictions and procedures.
Minimum runway length: 7000 ft with an IP, 10,000 ft for touch-and-go certified ACs. (T-2) Minimum runway width: 147 ft. (T-2)
Minimum ceiling/visibility: 300 ft and RVR 40 (3/4 SM visibility) with an IP, 600 ft ceiling and 2 miles visibility for touch-and-go certified ACs. (T-2)
RCR shall be 8 or higher. (T-2)
Do not accomplish touch-and-go landings on slush covered runways. (T-2)
Maximum crosswind component: 20 knots with an IP, 15 knots for ACs. (T-2)
Cargo will not be carried during touch-and-go operations/multiple practice approaches. (T-2) Note: Static display box, tow bar, tie-down equipment box, engine covers, crew baggage, and empty pallet sub-flooring are not considered cargo.
The center gear will be extended for touch-and-go landings. (T-2)
A minimum of 9-wheel brakes must be operational. (T-2) Anti-skid on all operational wheel brakes must be functioning normally. (T-2)
Supervision of touch-and-go landings. Review the following:
Flight manual procedures.
Importance of smooth application of power to the touch-and-go N1 setting while maintaining symmetric thrust as the throttles are advanced.
Engine failure, including recognition and corrective action.
Proper use of spoilers, flaps, and trim.
Crews may perform multiple approaches and touch-and-go landings on operational airlift (i.e., Transportation Working Capital Fund (TWCF)) and 618 AOC directed missions provided the following requirements are met:
Normal touch-and-go limitations apply, and MEPs are briefed of the activity.
All transition training will be accomplished during the first 12 hours of the FDP.
Pre-mission coordination requirements. Activity shall be approved by TWCF/618 AOC tasking authority and unit training is charged to unit. As part of pre-mission planning, ACs will contact parent wing current operations and obtain training mission number(s) for use at each en route location(s) where training events are planned. In addition, ACs will coordinate with and receive approval from unit OG/CC and the airfield(s) where training is to be accomplished. They will then coordinate with the 618 AOC to ensure adequate ground time is available at planned training locations to allow for planned training events, clearing customs, required crew rest, etc. Once complete, wing current operations will coordinate with 618 AOC to re-cut the mission and add the training mission number(s) in GDSS. (T-2)
Upon initial arrival at the training location, close out the current line on the AFTO Form 781 and log the training time on the next line using the appropriate training mission symbol and number.
Crews may accomplish AAR training on operational missions provided applicable items of paragraph 9.3.1.3 and the following requirements are met:
All mission-required fuel will be on-loaded prior to commencing any training. (T- 2)
Passengers and MEPs are briefed on the activity.
Unless specifically authorized elsewhere in this section, do not practice emergency procedures in-flight that degrade aircraft performance or flight control capabilities. (T-2)
In an actual emergency, terminate all training and flight maneuvers practice. Training should be resumed only when the PIC determines it is safe.
Practice of the following maneuvers are prohibited in flight:
Stall and approach to stalls including initial buffet. (T-1)
Dutch roll. (T-1)
Emergency descent. (T-1)
Unusual attitudes. (T-1)
Practice receiver AAR emergency separations at GW 556,000 and above. (T-1)
Bank angles greater than 30 degrees except practice single-ship retrograde maneuvers and steep turn demonstration. Note: Perform according to applicable training regulation. Minimum altitude for bank angles greater than 30 degrees is 10,000 feet above ground level (AGL). (T-1)
Abnormal configuration approaches. (T-1)
The following maneuvers are authorized for qualification and continuation training. They are applicable to all KC-10 aircraft except when prohibited by or restricted by the flight manual or other current directives. The pilot/IP will alert all crew members prior to accomplishing the following: (T-2)
Landing attitude demonstrations: Note: Direct IP supervision required.
Steep turns and practice retrograde maneuvers. Note: IP supervision is required when performing steep turns and practice retrograde maneuvers in the aircraft. (T-2) ACs will ensure the maximum aircraft gross weight is 450,000 pounds. (T-2)
Slow speed refueling demonstration. May be performed in-flight according to applicable training instructions. Perform at a minimum altitude of 10,000 feet AGL. Initial and re-qualification students will perform “Slow Speed Tanker Refueling Demonstration” under direct IP supervision. (T-2) Intentional flights at speeds less than 1.2g or initial buffet onset is prohibited. Intentional in-flight demonstration of stick shaker activation or buffet onset is prohibited.
Air refueling boom envelope limits demonstration: Note: Direct IP supervision required.
Training/evaluation briefing. Before all training/evaluation missions, instructors/flight examiners will brief the crew on requirements and objectives for each student or examinee. (T-3)
Debriefing. Review and evaluate overall training performed. Each student or aircrew member should understand thoroughly what training has been accomplished. Ensure all training is documented. (T-3)
Planned go-arounds and visual low approaches. Initiate a planned go-around or missed approach not later than:
Precision approach—Decision height or 200-feet HAT, whichever is higher. (T- 2)
Non-precision approach--missed approach point (MAP). (T-2)
Visual approach or VFR pattern--100 feet AGL. (T-2)
Landings. The following limitations apply to touch-and-go and full-stop landings:
Flap setting - Do not practice landings with less than 35 flaps. (T-2)
Multiple full-stop landings - Compute brake energy prior to each subsequent takeoff. (T-2)
associated navigational aid equipment capability are rapidly evolving, pilots should maintain an in-depth knowledge of current requirements/policies.
Flight planning navigation database. Flight plans created using AMC approved flight planning software (i.e., Joint Mission Planning System (JMPS) or MAF Advanced Flight Planning Service (MAFPS)) use navigation data from the DAFIF. Pilots are responsible for ensuring the accuracy of flight plan waypoints against current aeronautical charts, terminal instrument procedures, or FLIP documents (i.e., AP/1B). (T-3) These flight plans may be saved to a Personal Computer Memory Card International Association (PCMCIA) card and loaded directly into the FMS using the FMS data loader.
Aircraft navigation database. The FMS uses a DAFIF navigation database. The database is stored in FMS memory. When a terminal area procedure (i.e., departure procedure, standard terminal arrival, instrument approach procedure) will be flown using FMS as the sole source of navigation information, the procedure to be flown must be retrieved in its entirety from the aircraft database and the database must be current. (T-2)
All waypoint data retrieved from the aircraft navigation database and refueling database will be verified. (T-3)
Variation between charted final approach course in the instrument approach procedure and the final approach course computed by the aircraft should be no more than 5 degrees. If the two differ by more than 5 degrees, the procedure is not authorized.
Record and report any errors in aircraft navigation database, to include incorrect presentations on the Multi-Function Displays, to quality@nga.mil, the local system support representative, or AMC Directorate of Strategic Plans, Requirements and Programs, Tanker Branch (AMC/A5QT) (amc.a5.8.a5q-03@us.af.mil).
Required navigation performance (RNP) airspace. Airspace where RNP is applied is considered special qualification airspace and can be determined by referencing the applicable theater AP publication. The PIC is responsible for a thorough review of the aircraft forms and maintenance logs to ascertain the status of RNP equipment. During flight, immediately notify ATC if any of the required equipment fails after entry into RNP airspace and coordinate a plan of action. Document in the aircraft forms malfunctions or failures of RNP required equipment, including the failure of this equipment to meet RNP tolerances.
RNP-10. Compliance includes navigation accuracy within 10 nautical miles (NM) of actual position 95% of the time. KC-10 aircraft may operate in RNP-10 without time limitations. If the capability to update the internal navigation solution with the GPS is
lost, or if receiver autonomous integrity monitoring (RAIM) is lost, the aircraft is limited to 6.2 hours of planned operation in North Atlantic High Level Airspace, RNP-10 airspace, or 5 hours of planned operation in any other RNP-10 airspace after the GPS or RAIM is degraded.
RNP-4. Compliance includes navigation accuracy within 4 NM of actual position 95% of the time. KC-10 aircraft may operate in RNP-4 without time limitations. If the capability to update the internal navigation solution with the GPS is lost, or if RAIM is lost, the aircraft is limited to 2 hours of planned operation in RNP-4 airspace after the GPS or RAIM is degraded.
At least two long range navigation systems certified for RNP-10 (or RNP-4) must be operational at the oceanic entry point. (T-2) Periodic crosschecks will be accomplished to identify navigation errors and prevent inadvertent deviation from ATC cleared routes. Advise ATC of the deterioration or failure of navigation equipment below navigation performance requirements and coordinate appropriate actions. (T-2)
Area navigation (RNAV). The KC-10 is approved for RNAV operations. When operating in RNAV airspace, pilots will immediately notify ATC if any of the required equipment fails, or if unable to meet RNAV tolerances. (T-2) Document in the aircraft forms malfunctions or failures of RNP required equipment, including the failure of this equipment to meet RNAV tolerances.
Minimum equipment to operate in Basic Area Navigation (BRNAV) airspace is one Inertial Reference System capable of updates with an approved FMS system. If the capability to update the internal navigation solution with the GPS is lost, or if RAIM is lost, the aircraft is limited to 2 hours of planned operation in BRNAV airspace after the GPS or RAIM is degraded. Flights entering BRNAV airspace after long overwater flight must be especially aware of BRNAV tolerances and update accordingly. Refer to FLIP AP/2 for additional requirements.
Precision area navigation (PRNAV). Although the KC-10 is approved for PRNAV operations, there is currently no training program in effect for KC-10 aircrews. KC-10 crews are not approved to file or fly any procedure requiring PRNAV.
RNAV 1/RNAV 2. KC-10 aircraft may operate unrestricted on RNAV 1 and RNAV 2 routings.
The KC-10 is FANS/1A+ certified.
Frequency modulation immunity. The KC-10 is equipped with dual frequency modulation immunity very high frequency (VHF) navigation receivers, is considered fully compliant and follows normal procedures. Refer to the applicable area planning series for more information concerning frequency modulation immunity operations.
Fuel servicing operations. Unless servicing JP-4, simultaneous servicing of fuel while loading passengers, cargo, performing maintenance, aircrew members performing inspections, or operating aircraft systems is considered to be a normal fuel servicing operation. Warning: Do not load/off-load cargo containing explosives, oxygen, flammable gases or liquids during fuel servicing operations.
When aircrew members are required to refuel, the flight engineer will act as the refueling team supervisor. (T-3) Flight engineers will comply with T.O. 00-25-172, Ground Servicing of Aircraft and Static Grounding/Bonding, and applicable T.O. 1C- 10(K)A-2 series guidance. (T-3) Two other aircrew members are required to assist in the refueling, one for safety duties and the other to act as fire guard. (T-3) Four total will be required when the right wing single point refueling is inoperative and refueling must be accomplished from the flight engineer’s panel. (T-3)
A current and qualified aircrew member will be designated to remain on the flight deck to monitor interphone and be prepared to broadcast a request for emergency assistance on a radio tuned to the appropriate agency with ready access to an emergency response team anytime aircrew members are in the aircraft and fuel servicing is being conducted. (T-3) The passenger address may be used to direct passenger evacuation in an emergency.
Unless environmental conditions dictate, the primary emergency exit will remain open and stairs in place. Close and arm all doors except the open entry door. If entry door is closed due to inclement weather, do not arm. Stairs shall remain in place. (T-3)
With passengers on board a current and qualified aircrew member will be designated the passenger compartment monitor (PCM) and shall continuously monitor passengers during fuel servicing operations. (T-3) PCMs will not perform other duties during fuel servicing. (T-3)
The PCM shall brief passengers on emergency egress, exits, prohibitions, and hazards. (T-3) Passengers will remain seated except for brief physiological needs but will
not wear seat belts. (T-3) When possible, conduct this briefing prior to fuel servicing. If fuel servicing is in progress, the briefing will be given immediately after boarding. (T-3)
When authorized, passengers may board or exit the aircraft for the express purpose of loading for departure or off-loading upon arrival. Boarding or exiting must be opposite of fuel servicing operations. (T-3) Once onboard, except for emergencies, passengers shall not deplane once fuel servicing commences.
Passengers are not required to ground themselves.
The PIC, or designated maintenance/aircrew representative will advise PCMs when to evacuate passengers. (T-3)
The PCM shall set the interior lighting as bright as possible to suit the combat environment. (T-3)
The following guidance will be used for fuel servicing operations: (T-3)
If using the auxiliary power unit (APU) during refueling/defueling operations, it must be started and running in a stable condition prior to pressurizing the refueling hose or pantograph.
Electric and electronic equipment may be on and operated to include operations performed by aircrew members during required inspections with the following exceptions:
Pull circuit breakers for radar altimeters. Tactical air navigation (TACANs) must be turned off.
Radar may be in standby but, if time permits, should be turned off.
Identification Friend or Foe (IFF) may be in standby but, if time permits, should be turned off.
Radio operations are authorized. Exception: Use of high frequency (HF) radios is prohibited.
Do not pull or reset circuit breakers during fuel servicing operations.
Maintain interphone contact between the flight deck and refueling team for duration of fuel servicing operations regardless if performing crew duties. This allows for communication in the event of an emergency or evacuation, as required. Note: Interphone cable connections shall be completed prior to starting fuel transfer operation. Do not disconnect this equipment while fuel servicing is in progress.
Establish a meeting point, take a head count and brief all personnel on the egress plan in case of emergency. Meeting point should be upwind and out of the path of responding emergency vehicles.
Tune ultra high frequency (UHF)1 or VHF1 to ground, tower, or emergency (guard) frequency.
Avoid refueling with JP-8+100 or Jet A++100 while transiting airfields with these fuels. AMC aircraft are not allowed to operate on JP-8+100, except in emergency
conditions. All JP-8+100 locations are required to maintain a clean JP-8 capability to support transient aircraft. If inadvertent refueling with JP-8+100 or Jet A++100 occurs comply with the following: (T-3)
Defuel the aircraft prior to flight.
Make an AFTO Form 781 entry stating “Caution: Aircraft refueled using JP-8+100 [Jet A++100], preventative measures must be taken when defueling.”.
The PIC is responsible for the recovery items including: (T-3)
Parking and receiving.
Aircraft servicing, including Aerospace Ground Equipment (AGE) usage.
Supervision of minor maintenance within local capability.
Minor configuration changes to meet mission tasking.
Securing the aircraft before entering crew rest.
Coordinating aircraft security requirements.
Documenting AFTO 781-series forms.
In all cases where aircrews must service the aircraft without qualified maintenance specialist assistance, comply with the appropriate maintenance T.O. (T-3)
Aircrews are not qualified to accomplish the required ground inspections. In those instances where maintenance personnel are not available, the aircrew will enter a red dash symbol in the AFTO Form 781H updating current status and indicating a discrepancy that reflects that the applicable maintenance inspection (i.e., preflight, thru-flight, basic post-flight) is overdue. (T-3)
Use the following guidance and the abbreviated instructions on the form. This is a machine-readable document utilizing an optical mark reading system. Do not use reproductions of the form to record flight information. Use a number 2 or softer pencil, darkening responses completely. Do not use ink or make stray marks outside of the REMARKS section. Do not staple or punch holes. The 1C-10(K)A-101 is obsolete, disregard reference to this technical order on the AFTO Form 18.
Segment types:
CL (CLIMB) - Takeoff climb, and in-flight climb into another altitude band.
CR (CRUISE) - In-flight cruise en route to destination or in-flight refueling station.
D (DESCENT) - Penetration descent, and inflight descent into another altitude band.
ON135 & ON10 (FUEL ONLOAD) - Fuel onload from a KC-46 tanker. AFTO Form 18 (Aug 95) does not specify ON46. When onloading fuel from KC-46 darken selection for ON135 & ON10 and include a notation in the remarks section on the applicable form (e.g., Flight Segment 4 = KC-46). Receiver type and number of contacts made ARE NOT recorded.
ON135 (FUEL ONLOAD) - Fuel onload from a KC-135 tanker. Receiver type and number of contacts made ARE NOT recorded.
ON10 (FUEL ONLOAD) - Fuel onload from a KC-10A tanker. Receiver types and number of contacts made ARE NOT recorded.
OFFB (FUEL OFFLOAD VIA BOOM) - KC-10A operating as a tanker.
Receiver types and number of contacts made ARE recorded.
OFFD (FUEL OFFLOAD VIA CENTER LINE DROGUE/WING PODS)
- KC-10A operating as a tanker. Receiver types and number of contacts made ARE recorded.
P (PATTERN/PRACTICE) - This segment includes touch & go practice (T&G), fullstop-taxi-back and engine-running-crew change landings (FS), missed approach practice and aborted approaches (A). The total number of T&G’s, FS’s, and/or A’s are recorded in this segment type. Low altitude-cruise and traffic-holding- pattern operations are recorded in this segment; however, NO ENTRIES are made in T&G, FS, or A.
Segment guidelines:
The first segment starts at brake release and will be a climb (CL) or pattern/practice (P). Speed and altitude are not required for the initial climb.
The last segment will be a descent (D) or pattern/practice (P). 11.6.1.2.3. Time spent in a traffic/holding pattern is a pattern/practice (P).
In-flight change-of-altitude (i.e., climb or descent) beyond an adjacent altitude band, as well as takeoff climb and penetration descent, should be entered as CL or D.
A fuel on-load segment begins when the KC10A is stabilized in the astern position and ends when the KC-10A departs from the tanker aircraft.
The off-load segment begins when the first receiver is stabilized in the astern position and ends when the last receiver departs from the KC-10A.
A pattern/practice segment begins when the KC-10A enters the traffic- pattern for planned practice, unplanned traffic-pattern circumstances, reaches the altitude for a low altitude-cruise, or is halted in a traffic-holding pattern.
A flight consisting of more than eight segments is continued on another form.
On continuation pages, blocks 1, 3, 4, and 5 are filled out along with segment blocks as required. Blocks 3, 4, and 5 should be the same on all forms for a given flight.
A new flight is defined, and a new form must be completed when cargo/fuel are on or off-loaded on the ground, more than one-hour elapses between landing and subsequent takeoff, or anytime engines are shut down. (T-3)
Block 15. Receiver type and total number of contacts, wet or dry, made with each type. Record method as LP (left pod), B (boom), C (centerline drogue) or RP (right pod). Use Block 15 on any or every form as required. Do not enter the modified mission symbol (e.g., the "R" in RF-4), except for cases shown below. For AV-8, enter A-008. Enter receiver type only as follows. If the receiver is not listed, select a boom or drogue example, and include actual type in REMARKS. See Table 11.1.
REMARKS. Enter name & rank, duty AF base, duty phone, and mission number on each form. Enter receiver type if not listed. Track Wing Air Refueling Pod (WARP) cycles for the left and right pods separately and report at maintenance debriefing. The definition of a cycle is: fully extending and fully retracting the pod hose. Multiple contacts may be made in the interim period between extending and retracting the hose without logging additional cycles.
Complete any open items after landing. Turn in completed forms after each flight or upon return to the home station. The chief flight engineer or designated representative will review completed forms. (T-3) Each Monday, forward the past week’s completed forms to aircraft structural integrity management information systems office Air Force Life Cycle Management Center/Product Support Engineering Division (AFLCMC/EZPRA), ATTN: KC- 10, 7851 Arnold St. Bldg 3 Rm 107, Tinker AFB, OK 73145-9145.
Boom Offloads | Drogue Offloads | |
A-007 | E-004 | A-004 |
A-010 | E-006 | A-007 |
B-001 | E-008 | A-008 |
B-002 | F-004 | A-037 |
B-052 | F-015 | EA-006 |
C-005 | F-016 | F-004 |
C-017 | F-022 | F-014 |
C-130 | F-035 | F-018 |
C-135 | KC-046 | F-035 |
E-003 | KC-010 |
The primary method of KC-10 engine performance monitoring is the Exhaust Gas Temperature (EGT) divergence method. This compares EGT from one engine to another on the same aircraft using number 2 engine as the baseline. Data may be collected with the boom and drogue deployed if airspeed remains stable, no climbs or descents are initiated, and the receiver is no closer than pre-contact. Discontinue procedure any time safety would be compromised.
Instructions for engine performance monitoring:
Auto throttles off. Allow power to stabilize for 5 minutes. Note: N/A if power was stable prior to disconnecting auto throttles.
N1 setting aligned to within 0.3% of each other, at not less than 89%.
Stabilized cruise, power stabilized; light turbulence is permissible.
Altitude: 20,000 feet or greater. Above flight level (FL) 270 is optimum.
Mach: 0.70 or greater.
Record at least one coupon per flight. Two is preferred on long flights.
Record the following data:
Air Force serial number, not tail number.
Zulu date readings are taken.
Zulu time readings are taken.
Flight engineer’s name.
Altitude / 1000.
Total air temperature to the closest °C. Ensure positive or negative sign is recorded.
Mach: All 3 numbers, within +.001.
Flight engineer’s flying squadron.
N1 to closest +0.1%.
EGT to the closest degree.
N2 to closest +0.1%.
Fuel flow to nearest 10pph.
Oil pressure to nearest psi.
Bleed configuration. Note: Normal is packs on.
Anti-ice configuration. Note: Normal is engine and wing anti-ice off.
Remarks/abnormal configuration: Record non-standard configurations, boom and drogue deployed, slats extended, turbulence, alternate method, etc.
If an indicator becomes erratic or inoperative, record the best estimate of data. Circle the estimate and document discrepancy on the form and AFTO Form 781A.
Alternate method. If the primary conditions cannot be met, use this alternate method.
May be accomplished at any altitude and airspeed/Mach.
Auto throttles off. Allow power to stabilize for 1 - 3 minutes.
Align N1 settings to within 0.3% of each other.
Record only N1 and EGT.
Fill in all heading information.
Compare EGT data with the engine EGT comparison sheet.
EGT comparison. EGT is the primary indication of CF-6 engine operating condition. Since EGT will never shift downward, unless caused by an instrument error, enter any upward shift of more than +10°C in the AFTO Form 781A. For example, if the EGT comparison page in the aircraft forms indicates engine #1: +13°C, engine #2: baseline, and engine #3: +6°C, then the maximum EGT for the #1 engine is baseline plus 23°C, and the maximum EGT for the #3 engine is baseline plus 16°C. Readings above these maximum values require an AFTO Form 781A entry. If a shift of more than +10°C is identified confirm by another reading taken at a different power setting & altitude. If confirmed, immediately report the condition to home station for guidance. Note: A downward shift of both wing engines may indicate a problem with engine #2. EGT comparison sheets are maintained in each aircraft. Maintenance updates this sheet every 60 days based on the engine monitoring data received.
TOLD check limits. TOLD verification limits are: speeds +/- 3 KIAS; N1 settings +/- 0.3%; distances +/- 500 feet. Critical field length must be equal to or less than runway available. Landing distance must be equal to or less than runway length.
KC-10A Performance Data Computer (i.e., Slip Stick). KC-10 Slip Stick tabulated data is authorized for use to verify takeoff performance calculations and to compute landing speeds, minimum air refueling speeds and other inflight data.
Fixed flap takeoffs. Fixed flap takeoffs, at 15 or 22 degrees, may be executed for initial or full-stop taxi backs from a MOB. Use optimum flap procedures at all other fields.
Compute an optimum flap takeoff setting for the given conditions.
A fixed flap takeoff may be executed if the 15- or 22-degree flap line for the takeoff gross weight falls below the runway available limiting weight and climb gradient limiting weight lines using sheet 3 tree chart of T.O. 1C-10(K)A-1-1, and the takeoff gross weight is less than maximum takeoff gross weight. Use fixed flap setting for all performance computations.
At a minimum, consumption comparisons will be accomplished: (T-3)
As soon as practical after initial level-off; record fuel total, compare to predicted total.
Prior to and after each AAR.
During over-water cruise at intervals not to exceed 1.5 hours.
Any time aircraft performance is critical or marginal.
Fuel monitoring may be discontinued at the discretion of the AC when all the following conditions have been met:
All AARs have been completed.
The equal time point has been crossed on over-water missions.
The fuel systems and quantity indicators are functioning normally.
There is obvious extra fuel and the + FUEL trend is favorable.
Mission planning. The flight engineer assists the pilots in extracting data from maps and charts, plotting headings or TACAN and very high frequency omni-directional range (VOR) radials, determining wind factors, and mission timing.
Preflight. Time permitting; the flight engineer may load the flight plan into the FMS.
In-flight. Use the FMS to check flight progress and fuel status at pre-selected points along the route of flight. The flight engineer will take an active role in maintaining awareness of aircraft location and position along the flight path. (T-2) This includes assisting pilots in loading and verifying new or updated waypoints. Use the FMS to determine time, distance,
and fuel requirements for all in-flight diversions. Use the FMS to monitor mission progress in relation to required AR start, end AR, and abort points during receiver deploy and re- deployment missions.
Weight and Balance. The flight engineer assists the boom operator by positioning fuel to satisfy ballast requirements for cargo loading operations. The flight engineer has sole responsibility for aircraft weight and balance after DD Form 365-4, Weight and Balance Clearance Form F-Transport/Tactical, is completed and the aircraft is ready for flight. The flight engineer is responsible for completion of DD Form 365-4, in the absence of a qualified boom operator. (T-2)
Center of gravity (CG) computations. CG will be computed and tracked using the zero fuel weight (ZFW) and ZFW CG provided by the boom operator using AF Form 4087 and AF Form 4088. (T-3)
There must be a reasonable degree of access to the rear of the aircraft, and passengers must have ready access to emergency exits. (T-2) Load aircraft in such a manner that allows for movement from the flight deck to the ARO compartment and access to cargo for firefighting. For ease of access to the cargo compartment/walkway in flight, some of the cargo barrier net wall attachment fittings may be disconnected. Cargo barrier net wall attachment fittings will be re-connected prior to landing if required. (T-2)
To assist in emergency evacuation of passengers, extra crew members or maintenance personnel knowledgeable of emergency evacuation procedures will occupy a seat in the row adjacent to doors 1 R/L and 2 R/L (with Increased Accommodation Unit (IAU) installed), which provide immediate access to door controls, for all takeoffs and landings. Passengers who meet the criteria in paragraph 12.4.2.4 may be used if extra crewmembers or maintenance personnel are not available. They will be briefed on emergency evacuation procedures/duties IAW T.O. 1C-10(K)A-1. (T-3) Note: All passenger hand carried items must be of a size to fit under the seat and must not obstruct any aisles, including the space between IAU seats and fuselage. (T-3)
Cargo missions: Aerial port expediter on/off load operations are not authorized for KC-10 aircraft.
Passenger missions: Maximize seat availability on all missions. The fold-down observer seat on the flight deck is not normally considered an available seat; the PIC is the final authority when releasing this seat for crew or passenger use. (T-3)
Whenever the aircraft is configured with an IAU, ensure that all latch pawls, anti- rattle handles, ramps, and electrical connections are serviceable and in their proper configurations. (T-3)
When planning any KC-10 mission that includes ten or more passengers, a dedicated baggage pallet is required. (T-2) Cargo Loading Certification (CQ64YM) is not required for loading of baggage pallets. Floor loading of passenger baggage is not authorized. Floor loading of small amounts of crew baggage, professional gear, meals, water jug or medical litters, etc., as detailed in T.O. 1C-10(K)A-9 is authorized. (T-2)
Seat belt extensions are approved for use in the KC-10. Tie-down straps will not be used to restrain passengers in aircraft seats. (T-3) If a passenger is unable to secure his/her seatbelt, notify passenger service immediately to determine if a seat belt extension
is available. The aircraft will not move unless all passengers are secured. (T-3) PICs will not allow passengers who cannot be seated in the seat with seat cushions installed and seat belts securely fastened. (T-3)
A passenger service representative or crewmember will assist passengers at the bottom of the steps/stairs, and the boom operator will assist in seating passengers. Distinguished visitors, passengers requiring assistance, and families should be boarded first to minimize separation. Make every effort to seat families together. Ensure that only adult, English speaking, physically capable, and willing passengers are seated next to emergency exits. (T-3) Do not seat mothers with infants or children under 15 years old in seats adjacent to emergency exits. Passengers occupying these seats will be briefed on emergency evacuation procedures/duties IAW T.O. 1C-10(K)A-1 Section II. (T-3)
Air stairs will be utilized to the maximum extent possible for passenger and troop on/offloading. (T-3) Once passengers have been on-loaded the air stairs may be released and a maintenance stand re-positioned at the door only after PIC coordination/approval.
Use caution when on/offloading passenger without air stairs. The PIC is the final authority on whether passengers/troops will be on/offloaded when air stairs are unavailable.
Passengers may visit the flight deck or ARO compartment only when approved by the PIC. Use good judgment when requesting this authority. Passengers must be escorted by a crewmember to and from these areas. (T-3) Primary crewmembers will be notified when passengers are in transit between the passenger compartment and the ARO compartment. (T- 3) Brief all passengers visiting the flight deck or ARO compartment on the use of the quick- donning mask/oxygen system. The total number of individuals on the flight deck or in the ARO compartment at any one time will not exceed the number of seats with seat belts and operable oxygen regulators. (T-3)
Passengers will be supervised for the entire period of flight. (T-3) Missions with one boom operator and planned tanker air refueling are limited to 10 passengers and may be monitored by flight deck crew during air refueling. (T-3) Cargo Loading Certification (CQ64YM) is not required for passenger handling/supervision duties.
Notify the PIC of any unusual circumstance relating to the passengers.
When passengers are carried, a boom operator will be in the passenger compartment for all takeoffs and landings. (T-3)
Weight and Balance. Accomplish weight and balance for this aircraft according to T.O. 1- 1B-50, Aircraft Weight and Balance, and Addenda A of this manual. The unit possessing the aircraft maintains the primary weight and balance handbook containing the current aircraft status and provides a supplemental weight and balance handbook for each aircraft. The supplemental handbook should be enclosed in a wear-resistant binder (e.g., metal), stenciled “Weight and Balance” with the airplane model and complete serial number on the cover or a spine.
The supplemental handbook will include the AFMAN 11-2KC-10V3, Addenda A sufficient copies of DD Form 365-4 and a certified copy of the current DD Form 365-3, Chart
C, Basic Weight and Balance Record. (T-2) The Chart C includes the aircraft’s basic weight, basic moment, and center of gravity.
The weight and balance section of the unit possessing the aircraft will provide the information required to maintain current and accurate documents to the appropriate agency. (T-2)
The AF Form 4095, KC-10A Load Planning Worksheet, is used to manually calculate a cargo load. See Attachment 2 for information on completing AF Form 4095.
The AF IMT 4130, KC-10 Restraint Computation Worksheet, is used to record and compute restraint computations. See Attachment 3 for information on completing AF IMT 4130.
The maximum number of personnel who may be airlifted by seating them on a pallet sub-floor in the cargo compartment varies depending on their size, amount of baggage/equipment carried, and the number of tiedown straps onboard the aircraft. Seat personnel in rows facing forward and load in small groups up to 10 personnel per pallet so they may be positioned and restrained by connecting the pre-positioned tie-down straps from the left and right outboard pallet rings. (T-2) Load personal effects/baggage in any safe available pallet position. (T-2)
The maximum altitude for emergency airlift will not exceed FL250. (T-2)
Environmental curtain, cargo net, and/or crew bunks may be removed at the direction of the controlling agency if necessary to maximize passenger loading and facilitate passenger monitoring. Consider the impact to follow on missions when removing equipment as the aircraft must be returned to a normal configuration after the emergency airlift. (T-2) Coordinate with unit stan/eval and maintenance to determine weight and moment adjustments for removed equipment. Without bunks, aircrew is limited to a basic FDP. (T-2)
Additional supplies such as plastic sheeting, plastic trash bags, cleaning supplies, and improvised lavatory facilities may be necessary depending on the number of floor loaded passengers and duration of flight. Additional ground time after the flight may be required to properly clean and disinfect the aircraft.
Lithium batteries:
Metal lithium batteries are non-rechargeable batteries also known as primary lithium batteries. When these batteries are packed IAW requirements of UN3090 and UN3091 (i.e., contained in equipment or packed with equipment) they will only be transported aboard KC-10 aircraft missions IAW AFMAN 24-604, Chapter 3
authorization.
Lithium ion/polymer batteries are rechargeable batteries also known as secondary lithium batteries. When packed IAW requirements of UN3480 and UN3481 (i.e., contained in equipment or packed with equipment) these batteries may be transported IAW AFMAN 24-604 without restriction. The cells are limited to 20 wattage hours and batteries are limited to 100 wattage hours.
In all cases, aircraft halon fire extinguishers are suitable for lithium battery transport. However, these extinguishers will only act to contain the fire, not extinguish it. This will be briefed to the PIC. (T-3)
Hazardous materials in ISU-90 containers. Load plans must allow in-flight access in event of an emergency, or hazardous materials will be removed from the container. (T-3) Some containers have built-in “HAZMAT” access panels; however, when these containers are utilized, any hazardous materials must be positioned to permit access through the panel. (T-3) Exception: See AFMAN 24-604 for hazardous cargo not required to be accessible in-flight. Hazardous materials in the upper compartment of the container are inaccessible unless the adjacent pallet position is left empty to facilitate opening the doors. If the person responsible for the container is not on board, the key or combination for locks on containers must be on the container adjacent to the lock. (T-3) AMC inspectors and aircrew are authorized access on all cargo containers placed on AMC aircraft except when waived by AMC/A3/10 for security reasons.
Weissenfel MB-1 chain and 1998 Davis MB-1 devices. The Weissenfel MB-1 chain will not be used. (T-3) The Weissenfel MB-1 chain can be identified by the word W-ITALY stamped on the chain hook. The 1998 Davis MB-1 tiedown device will not be used. (T-3) These devices can be identified by a stamp reading contract number SPO470-98-C-5103. Remove any Weissenfel MB-1 chain or 1998 Davis MB-1 device from the aircraft. Examine chained palletized cargo for these chains and devices. If they are found, replace them with other chains and devices. Return the chains and devices to maintenance or the aerial port activity.
Davis aircraft products MB-1 and CGU-4/E cargo aircraft tiedowns. Do not fully extend any Davis aircraft tiedown devices at any time. Davis devices modified by the previously authorized repair kit must be adjusted so there is a minimum of 3 threads visible between the white spacer contacting the anti-rotation bar and the adjusting nut located on the inside of the tiedown main body frame. (T-3) Unmodified Davis devices must be adjusted so there is a minimum of 3 threads visible between the anti-rotation bar and the adjusting nut located on the inside of the tiedown main body. (T-3)
Davis CGU-4/E and MB-1 10,000 lb device reported operational defect: Chain can be pulled out of the pocket when significant slack is present. This can be accomplished by pulling the loaded end of the chain away from the device, while locked into the chain pocket. The defect is amplified when the chain pocket/quick release lever is facing down. Based on a risk analysis by Warner Robins Air Logistics Complex (WR-ALC) 642d Combat Sustainment Group (642 CBSG) the chance of failure is minimal when the device is under tension and the chain pocket/quick release lever is not oriented in a downward position.
Davis CGU-4/E and MB-1 10,000 lb device inspection: Inspect for the following condition after applying tension on the device: ensure chain is properly locked into the
chain pocket and quick release lever is not oriented in a downward position; pull on the loaded end of the chain. If chain comes out of the pocket, remove the device from service. (T-3)
CGU-4/E and MB-1 10,000 lb devices will not be secured with the chain pocket/quick release lever oriented in a downward position. (T-3)
Peck & Hale CGU-4/E and MB-1 10,000 lb device reported operational defect: chain can be pulled out of clasp on device once locked. This can be accomplished by pulling on the excess chain (i.e., free end) while locked into the chain pocket of the device.
Peck & Hale CGU-4/E and MB-1 10,000 lb device inspection: Inspect for the following condition after applying tension on the device: ensure chain is properly locked into the chain pocket and quick release lever is not oriented in a downward position; pull on excess chain (i.e., free end). If chain comes out of the pocket, remove the device from service. (T-3)
Any device found to be defective will be removed from service and turned into the maintenance or aerial port function. (T-3) Report all mishaps and safety incidents resulting from defective MB-1(10K), CGU-4/E(10K), CGU-3/E(25K), and MB-2(25K) devices utilizing AMC Form 97 or MAJCOM equivalent through normal channels.
Removal/addition of aircraft equipment. Missing or removed items that are considered part of the normal aircraft configuration, such as cargo loading rails or pieces of the walkway, do not constitute a non-standard configuration. If these items are onboard but strapped to a pallet or are completely removed from the aircraft, make an adjustment to the aircraft weight and balance computation. Carrying more than the normal (4) IAU pallets does not constitute a non-standard configuration. When the additional pallets are onboard and there is other cargo manifested as hazardous, check its compatibility with regard to the oxygen generating units on the IAU. The oxygen generators installed in the IAU seats are classified as Hazard Class 5.1, with a UN Identification Number of UN3356. Additional IAU pallets are still considered aircraft equipment and do not need to be manifested as cargo, nor do they require Shipper’s Declarations for Dangerous Goods.
Flight test data acquisition system pallet. The KC-10 palletized flight test data acquisition system does not require a configuration wavier when loaded using T.O. 1C- 10(K)A-9 criteria. Use the empty placarded weight of 1700 lbs.
Fuel loads. Excessive ramp and recovery fuel adds to aircraft gross weight and increases fuel consumption. Do not ferry extra fuel beyond optimum requirements for safe mission accomplishment and training objectives.
Flight planning. Aircrew and mission planners will optimize flight plans and flight routing for fuel efficiency. (T-2)
APU usage. Minimize the APU usage to the maximum extent possible. Environmental conditions should be taken into consideration. When cockpit instrument(s) are powered on the ground, the avionics compartment cooling fan and the appropriate equipment associated fan(s) must be operating. (T-3) In addition, if cockpit temperature is above 85 degrees F, air conditioning (i.e., AGE/APU) must be used. (T-3)
Engine start. Delay engine start on all departures whenever practical to minimize fuel consumption. Starting the number two engine should be delayed as long as practical prior to takeoff unless aircraft gross weight is 500,000 lbs or more.
Taxi. Consider engine-out taxi when permitted by flight manual.
Departure planning. Consider use of opposite direction runway to reduce taxi and/or expedite departure routing if winds allow.
Takeoff. Consider a rolling takeoff as well as reduced power when able. This saves fuel and engine wear. Clean up on schedule and don’t delay gear and flap retraction.
Climb/descent. In-flight procedures such as climb/descent profiles and power settings should also be considered for efficient fuel usage.
Weather deviations. Attempt to coordinate for off-course deviation early so gross maneuvering is not required.
Cruise techniques. Attempt to trim the aircraft and match throttle settings whenever possible. Fly fuel efficient speeds and altitudes to the maximum extent possible. When time between air refueling exceeds 10 minutes, the boom/hose will be stowed.
Approach. Fly most direct routing to arrival approach consistent with mission requirements.
Holding. If holding is required, hold clean at the most fuel-efficient altitude, and request a large holding pattern. Hold at endurance or performance manual recommended holding speeds, conditions permitting.
Parking. Consider using shortest taxi route and avoid double blocking when able.
Plan a 45-minute fuel reserve at destination or alternate, when an alternate is required.
Plan fuel to an alternate only when AFMAN 11-202V3, and/or AFMAN 11- 202V3_AMCSUP require the filing of an alternate.
When only one alternate is required, use the closest suitable airfield meeting mission requirements (e.g., special requirements for hazmat or patients) and AFMAN 11- 202V3 criteria.
If two alternates are required, use the two closest suitable airfields meeting AFMAN 11-202V3 criteria and fuel plan to the more distant of the two.
Primary alternate routing. A route of flight to the primary alternate is only for providing an accurate fuel plan and is not part of the route of flight filed with ATC. For flight managed missions planned with advanced computer flight plan (ACFP), FMs will provide a route of flight to the primary alternate if greater than 75 miles from the planned destination. MAFPS planned missions will always provide a routing to the primary alternate. (T-2)
For all missions other than local training missions, calculate 15 minutes of contingency fuel using destination gross weights. Note: Up to one hour of additional contingency fuel may be calculated for active air refueling legs on coronet/dual role missions. 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. Contingency fuel is not considered reserve fuel since it can be consumed at any point during the mission. Contingency fuel will be included in the initial RRFL calculation. (T-2) Reserve and contingency fuel will be computed using consumption rates providing maximum endurance at 10,000 feet MSL at destination gross weight. If an alternate is required, compute using weight at alternate destination. When computing reserve and contingency fuel for remote destinations, use consumption rates providing maximum endurance at 20,000 feet MSL.
Using all available planning tools, including MAFPS and JMPS, and guidance in this chapter, PICs will determine the RRFL. (T-3) When actual fuel load exceeds the RRFL by more than 5,000 lbs., defuel the aircraft to the RRFL. PICs will defuel when mission sequence of events (SOEs) permit or the cost and risk of departing with additional fuel outweigh the benefit of an on-time departure.
Identified extra fuel may be added to RRFL:
When fuel availability is limited or not available at en route stops. 13.3.4.1.2. For known holding delays in excess of standard.
For anticipated off course weather avoidance.
When reliable wind data or receiver profiles are not available.
Airlift missions. Plan long range cruise (LRC) and optimum altitude.
Tanker mission. Plan to and from the AAR track or anchor at LRC and optimum altitude.
ACs will not add any additional fuel without first discussing the reason with their FM and receiving their agreement that additional fuel is justified. (T-3) When an AC believes the fuel load is insufficient to execute the mission, they will call the appropriate FM to identify and resolve differences. (T-3) When the AC and the FM do not reach agreement, the AC is the final authority for adding additional fuel.
Tankering fuel for convenience is prohibited. (T-2) MAJCOM C2 or 618 AOC- sanctioned tankered fuel is deemed operationally necessary and will be included in the RRFL.
When there is a conflict between an on-time departure and defueling, the 618 AOC, Deputy Director of Operations or MAJCOM C2 equivalent determines which takes precedence. The OG/CC makes this determination when serving as mission execution authority.
Required ramp fuel load (RRFL). Minimum fuel required at engine start to complete tasked mission. RRFL will consist of all fuel required for engine start, taxi, APU operation, takeoff, hold down, en route, en route reserve, contingency, air refueling, decompression (i.e., depressurization), early descent, descent, approach and landing, alternate, transition, holding/minimum landing. Note: The minimum RRFL is 50,000 lbs. Additional fuel required to achieve the 50,000 lb RRFL will be placed in the Identified Extra block.
Start engines, taxi, and APU operation. Normally 1500 pounds. When anticipating more than 15 minutes ground operation time, add 100 pounds for each minute in excess of 15 minutes, not to exceed 3000 pounds. If extended APU operations are anticipated, plan 350 pph.
Takeoff. Fuel used from the start of takeoff roll (i.e., brake release) to the start of climb (i.e., 2000 feet). Normally 2.5 minutes and 2500 pounds.
En route. Fuel from start of climb segment at the departure location to Begin Descent Point at destination.
Air-to-air refueling (AAR). Scheduled offload minus scheduled onload. If scheduled onloads are not completed it may be impossible to complete the mission.
Identified extra. Fuel which may be added for unplanned contingencies such as late receivers, increased offloads, ATC delays, unplanned holding, weather avoidance, hold down, early descent etc. Additionally, this block may include transition fuel at destination minus alternate and landing fuel, unusable fuel, or tankered fuel for subsequent sorties. If subsequent sortie is a non-engine running crew change, the first sortie’s forecasted thunderstorms, hold down, early descent, alternate, holding, and contingency fuel will all be subtracted from the tankered fuel.
Consider 4,500 pounds of main tank fuel, 1,500 pounds in each main tank, as unusable. Minimum planned final landing fuel at destination or alternate will consist of 4,500 pounds unusable plus 45 minutes holding fuel.
Use 4,500 pounds if forecasted thunderstorms are scattered or numerous along the route of flight, 2,300 pounds if forecast thunderstorms are few along the route of flight, and 1,200 pounds if forecast thunderstorms are isolated along the route of flight. Thunderstorm forecasts will be based on the DD Form 175-1, Flight Weather Briefing, or equivalent.
Transition. Plan fuel for transition training at the destination or authorized en route locations for training sorties. Use 18,000 pounds per hour in computer flight plan fuel calculations. This includes fuel for the initial approach.
Alternate. Fuel for missed approach and flight from intended destination to alternate aerodrome. Use Time and Fuel to Alternate, ACFP, or Specific Range charts.
Minimum planned fuel at begin descent point. Consists of fuel required for descent, approach and landing, alternate/missed approach, and holding/minimum landing fuel. Additional fuel may be added to allow crews some flexibility when dealing with unplanned contingencies (e.g., late receivers, extra receivers, increased off loads, weather avoidance, ATC delays, etc.). When dealing with unplanned contingencies, crews will still plan to touchdown with minimum landing fuel. Units may develop standard alternate fuel requirements for local training missions; however, these fuel requirements will not be less than those specified in this manual. Local supplements will not dictate a standard “IAF” or “Top of Descent Fuel”.
When mission requirements dictate a change to the planned mission, the fuel must be recalculated to ensure safe completion of the flight. (T-3) A pilot or flight engineer may insert the new FMS waypoints for flight plan changes and determine new leg distances. This distance must be converted to air distance by applying the FMS wind factor. When the new leg air distance is known, calculate the new leg burn-off and update the flight plan. It is recommended that the fuel difference be applied at the destination, then work the plan backwards, applying the new leg burn-offs and any air refueling on-loads or off-loads.
Drag degradation with WARP hoses deployed and slats and flaps extended can increase fuel consumption by nearly 10 percent. These and any other external configuration changes (e.g., gear down flights), will require modifications to increase standard fuel planning numbers. Consult drag index chart and gear down data in the performance manual.
Table 3.1 provides drag index guidance when using JMPS to produce CFPs. Refer to
T.O. 1C-10(K)A-1-1 for additional drag index information. MAFPS uses T.O. 1C-10(K)A-1- 1 drag indexes.
CONDITION | JMPS DRAG INDEX |
Tanker Boom Air Refueling | 18.5 |
Tanker Centerline Drogue Air Refueling | 10.0 |
WARP (clean wing, hose and drogue retracted) | 10.0 |
WARP (clean wing, hose and drogue extended) | 29.0 |
Receiver Air Refueling | 44.0 |
UHF SATCOM ant | 0.4 |
Slow Speed Air Refueling (Flaps/Slats Extended) | 28.0 |
AAR altitudes. AAR operations will be conducted above 12,000 feet MSL, or 10,000 feet AGL, whichever is higher. (T-2) Exceptions: (1) AAR operations based at or above 12,000 feet MSL, which momentarily fall below 10,000 feet AGL, but no lower than 5,000 feet AGL, due to over flight of mountain ridges, peaks, etc., are permissible; and (2) C-130, V-22, and A-10 receivers may be refueled as low as 5,000 feet AGL, if mission requirements dictate, subject to the below paragraphs.
If refueling must be accomplished below 10,000 feet AGL, limit refueling time to the minimum required to meet operational requirements and then immediately recover to normal refueling altitudes. Crews must ensure thorough knowledge of terrain features when operating below 10,000 feet AGL. (T-2)
Pilots will fly no lower than an altitude that provides at least 5,000 feet of clearance above the highest obstruction or terrain within 5 nautical miles either side of the planned course centerline. (T-2)
Refueling during training missions. AAR should not be accomplished during training missions when:
In the opinion of either the pilot or boom operator, conditions result in marginal control of either aircraft or the boom.
Either the tanker or the receiver has less than the full number of engines operating. Exception: B-52 aircraft.
Tanker aircraft is unable to retract the landing gear.
Tanker autopilot. Tanker pilots will notify receiver pilots when any axis of the autopilot is not used. (T-3)
With autopilot off, boom operators should provide distance calls to tanker pilots before and after contacts.
AAR without tanker disconnect capability. Without tanker disconnect capability means the boom operator cannot trigger an immediate disconnect using either the normal disconnect system or the independent disconnect system (IDS). AAR (i.e., tanker or receiver) will not be conducted after a known loss of tanker disconnect capability. (T-3) Exception: Fuel emergency situations, contingency missions, JCS alert, receiver over water deployment or re-deployment, operational reconnaissance missions, Prime Nuclear Airlift Force (PNAF) support missions under normal conditions when the refueling is essential for home base recovery, or when authorized in the mission directive.
Manual boom latching (MBL). MBL is also referred to as emergency boom latching, override boom latching, and amplifier override. Normal tanker disconnect capability and automatic disconnect limits are inoperative. MBL with IDS system operative may be accomplished without restrictions. Without operable IDS, training and evaluation in MBL procedures may only be accomplished under the following conditions:
Direct IP supervision is required on board receiver aircraft, if other than fighter type. (T-3)
Limit contacts to the minimum required.
Receiver and tanker AAR systems must be fully operable. (T-3)
Do not accomplish boom limit demonstrations, or practice emergency separations while in contact. Note: The boom operator and receiver pilot must coordinate all actions as required by applicable directives and checklists when making AR contacts during the situations listed above. (T-3)
Reverse air refueling. See T.O. 1C-10(K)A-1.
Reverse AAR into a KC-135 is only permitted in an emergency, for operational necessity, or IAW FTU syllabus training requirements.
There are no restrictions for reverse AAR into another KC-10.
Practice emergency separations:
Prior to the actual accomplishment of a practice emergency separation, coordination between the tanker pilot, boom operator, and receiver pilot is mandatory. Coordination must include information on when the separation will occur and who will give the command of execution. (T-3) Tanker pilot coordination may be accomplished over interphone with the boom operator.
Unless an actual breakaway is required, prior to calling for a practice emergency separation, make certain the boom nozzle is separated from the receiver’s receptacle. In this instance, the tanker boom operator will call the breakaway.
Practice emergency separations may be accomplished with passengers on board. Ensure all passengers are seated with seat belts fastened. (T-3)
Limits demonstration. KC-135 tanker disconnect capability must be verified by a boom operator initiated disconnect prior to receivers conducting limits demonstrations. (T-3)
For receiver pilot initial qualification or requalification, the receiver instructor/examiner pilot will be in one of the pilot seats with immediate access to the controls through all phases of the refueling from astern until post air refueling. (T-3)
If a change of receiver pilot control is made, the receiver aircraft will move back to at least the astern position except for immediate assumption of control by the IP. (T-3)
If a tanker or receiver seat change takes place, the receiver will move back to at least 100 feet in trail of the tanker and to a point where the receiver pilot can maintain visual contact with the tanker until the seat change is complete. (T-3)
Receiver AR training for unqualified receiver pilots. In-flight training will be accomplished under direct IP supervision. (T-3) The following procedures apply:
The receiver pilot must inform and receive acknowledgment from the tanker.
A qualified pilot will fly the aircraft if the tanker autopilot is off. (T-3) Note: This restriction does not apply during FTU training provided syllabus requirements are met.
Boom operator qualification or training. Unqualified and non-current boom operators must be under direct instructor supervision to conduct AAR operations. (T-3)
Weather limitations.
Discontinue refueling if moderate turbulence is encountered.
Discontinue refueling if in-flight visibility is insufficient to continue safe refueling operations.
The normal method of boom control during refueling operations is with the automatic load alleviation system (ALAS) "ON". AAR will not be conducted with an ALAS malfunction or ALAS inoperative. (T-3) Exception: Fuel emergency situations, contingency missions, JCS alert, receiver over water deployment or re-deployment, operational reconnaissance missions, PNAF support missions under normal conditions when the refueling is essential for home base recovery, or when authorized in the mission directive.
AAR with single rudder failure. AAR will not be conducted with a single rudder failure. (T-3) Exception: Fuel emergency situations, contingency missions, JCS alert, receiver over water deployment or re-deployment, operational reconnaissance missions, PNAF support missions under normal conditions when the refueling is essential for home base recovery, or when authorized in the mission directive. Note: When conducting AAR with a single rudder failure, limit contacts to the minimum number necessary to complete the mission. AAR training will not be conducted during single rudder operations. (T-3)
Boom operators will inform the receiver/receiver unit of any contacts made outside the receptacle. (T-3) This should be accomplished as soon as practical during the air refueling, if operational necessity dictates, contact the receiver unit after the sortie.
ALTRV procedures. Prior to accomplishing a mission requiring an ALTRV, crews will review their respective AFTTP 3-3.KC-10, Flip General Planning, and Area Planning to ensure compliance. (T-3) These publications are the main source of information for aircrews, but other pertinent information regarding ALTRVs may exist for the specific country or countries in which the ALTRV is established.
ICAO airspace. Fundamentally, ICAO acknowledges ALTRVs, but they do not recognize them in official publications. An ICAO ALTRV may or may not be an actual ATC clearance depending on the region. For instance, the United Kingdom requires aircraft to obtain ATC approval for all altitude changes. Furthermore, aircraft transiting multiple countries need to be aware that ALTRV procedures may change when crossing flight information region boundaries. In Europe, letters of agreement maintained at EUCARF explain ALTRV
procedures and routings for individual countries. Letters of agreement are coordinated on a one-to-one basis between EUCARF and each controlling agency/nation, not for the whole region. Crews will consult paragraph of the ALTRV message for country-specific information and explicitly follow all paragraph instructions. (T-2) If further clarification is required, contact the ALTRV planner first, followed by the appropriate altitude reservation facility.
In a non-radar environment, the aircraft shall advise ATC if actual fix timing will be more than plus or minus 5 minutes from the planned ALTRV enroute fix estimate. (T-3)
Country-specific Aeronautical Information Publications (AIP) contains useful information for operating within their airspace boundaries. Flip area planning documents incorporate the procedures in the AIP and remain the primary source of worldwide aeronautical information for MAF crews. AIPs can be found on Eurocontrol’s website for the countries that have chosen to provide guidance. EUCARF’s website also provides country-specific guidance. At a minimum, crews should make every attempt to become familiar with the specific ALTRV procedures for countries they will land at and overfly.
Mission planning is normally conducted the day before the mission. Operations group commanders may elect to use a "same day mission plan" option.
Theater indoctrination folders (i.e., Part IV of Flight Crew Information File) should provide additional information for aircrew and planning staff review. Note: N/A for AFRC.
Pre-deployment briefing. Prior to deployments, the operations officer, mission commander, or designated representative should assemble the crew and brief description and purpose of the mission, tentative itinerary, aircraft configuration, special equipment, fuel load, clothing required, anticipated housing and messing facilities, sufficient money to defray individual’s anticipated expenses, personal equipment/field equipment requirements, special clearance requirements, and flying safety.
Other briefings. In addition to the briefings prescribed in AFMAN 11-
202V3_AMCSUP, mission participants will also conduct any applicable briefings as required for mission accomplishment. (T-3)
Aircrews will attend the operations and maintenance debriefings as directed by unit or mission commander. (T-3) Maintenance debrief should be conducted as soon as possible after flight.
Intelligence debriefings will be accomplished as soon as practical after mission recovery. (T-3)
Aircrew debrief. Mission critiques and debriefings are perhaps the most important learning tool available to aircrews and will be done after each mission. (T-3) All crewmembers will attend. (T-3) Use this time to review the entire mission.
Responsibilities. The tactics training program is a coordinated effort between the unit intelligence office, wing/group training office, and wing/group weapons and tactics flight, in order to ensure continuity and the unit’s specific mission tasking is addressed. The unit tactics officer is responsible for developing procedures for timely dissemination of tactical information to unit aircrew members through tactics reference library and tactics read file. See AMCI 11-207, Weapons and Tactics Program, for the tactics reference library.
Scope. Aircrews should practice all applicable tactical maneuvers in the simulator prior to attempting the maneuvers in-flight. Units may attempt any maneuver in the simulator.
Responsibilities. The tactics simulator training is directed by the wing/group weapons and tactics flight. Suggestions for tactics simulator profiles must be forwarded for approval to AMC Air Operations Squadron, Detachment 1, prior to incorporating the profile into refresher simulator periods. (T-2) Because no threat specific information is required for this training, the simulator training is unclassified.
Tactical maneuvers. Spiral Up Departure and Random Steep (i.e., Spiral) Arrival are no longer continuity training events and will not be flown to satisfy continuation training requirements. Tactics training will be primarily accomplished in the simulator. (T-2) For continuation training, aircrew members will practice maneuvers as part of Tactical Aircraft Training Events IAW AFMAN 11-2KC-10V1. (T-2)
Scope. The tactics flight training program is designed to provide KC-10 crew members with the training necessary to survive the wartime threat environment confidently and successfully without endangering aircrews or aircraft in peacetime. AFTTP 3-3.KC-10 details the approved maneuvers applicable to the KC-10 community; however, do not attempt any maneuver that is not specifically approved by AMC/A3/10.
Maneuvers identified under the Aircraft column in Table 16.1 below may be accomplished in the aircraft on a non-interference basis during operational or continuation training missions.
All maneuvers and tactical events may be flown in the aircraft when operationally directed or required.
Tactical maneuvers. Accomplish tactical maneuvers IAW procedures provided in AFTTP 3-3.KC-10. Once certified, tactical maneuvers may be flown on continuation training and operational missions with passengers on board. Notify passengers prior to conducting tactics maneuvers training.
Flight training limitations and restrictions:
Limitations. The following limitations apply to all in-flight tactics training. Events accomplished in the simulator may be accomplished IAW AFTTP 3-3.KC-10 without restriction. Refer to Table 16.1 to determine which maneuvers are permitted in the aircraft.
Aircraft tactical arrival and departure training is limited to single ship, visual meteorological conditions (VMC), 30-degree angle of bank maximum, and 1000 feet AGL minimum ingress/egress altitudes. Note: Approach-VFR Overhead (AP53YM) is limited to no more than 4-ship formations. Waiver authority for this restriction is the mission execution authority and may be delegated no lower than the OG/CC. (T-3)
Aircraft scram training is limited to VMC, 45-degree angle of bank maximum, 10,000 feet AGL minimum altitude, and 450,000 pound maximum gross weight. Scatter turns are limited to two-ship formations. (T-3)
Limit formation in-place turns to a maximum of 30 degrees of bank and 90 degrees of turn. (T-3)
Use a maximum of CLIMB power on the thrust rating computer when accomplishing scram training in the aircraft. (T-3)
Before accomplishing Tactical Arrival (TW50YM) in the aircraft, pilots will review the following items: chum, apply vector vertical obstruction data study, and carry a chart (i.e., minimum tactical pilot chart scale) covering the VFR route of flight; civilian sectional or host nation equivalent chart before accomplishing VFR training; VFR weather requirements; airspace and VFR pattern entry requirements; Class B, C, and D airspace ATC services; VFR cruising and minimum altitudes and flight following. (T-2)
Simulator (Note 1) | Aircraft (Note 2) | ||
Event ID | Maneuver | Event ID | Maneuver |
TW01YM | Tactical Departure (High-Speed/Low Altitude Departure Option) | TW01YM | VFR Overhead |
TW50YM | Tactical Arrival | TW50YM | Tactical Arrival (options other than High-Speed/Low Altitude Arrival and Spiral) |
TW40YM | Combat Descent | RA51YM | Slide Exercise |
RA21YM | Defending Climb | RA47YM | Single Ship Scram |
AV79Y | Maneuver-Steep Turns | ||
RA17YM | Contingency Rejoin | ||
Notes:
| |||
All formation flights will be planned, briefed, and critiqued IAW the applicable T.O., this chapter, NATO Standard ATP-3.3.4.2, and AFTTP 3-3. KC-10. (T-3)
These procedures are standardized with KC-135 formation operations.
When radio silent operations are required, the formation leader will pre-brief all formation members on specific procedures for frequency changes (e.g., timing, visual signals, etc.). (T-3)
Visual signals may be used as an alternate or secondary means of communication between aircraft.
Formation briefing. The formation leader will conduct a detailed briefing for all crew members covering the planned activities, procedures, techniques, specific EMCON procedures, and division of formation responsibilities. (T-3) PICs may excuse crew members from the formation briefing to perform preflight duties, however the PIC will back brief all appropriate items. (T-3) If lead changes are planned, each formation lead will brief their portion of the mission. (T-3) Example formation briefing emphasis items are provided in Attachment 4. AFTTP 3-3.KC-10 contains formation standards and the recommended formation briefing guide.
When deviations from the briefed mission are necessary, they will be directed by the leader. (T-3) No actions will be taken until they have been coordinated with and are understood by all formation members. (T-3)
Non-collocated units. If aircraft depart from separate bases and then rendezvous for formation activity, the formation leader should make every effort to conduct a telephone briefing with joining tanker and receiver formation leaders. If this is not possible, after detailed sortie study, the coordination and briefing between the appropriate lead planning agencies or mission commanders may be used to satisfy formation briefing requirements. Coordination of these formations will include designation of mission commander responsibilities for all phases of the formation operation. (T-3)
Unit responsibilities. Each unit will develop post takeoff separation procedures and departure separation plans with the local controlling agency. (T-3) Each plan must consider emergency aspects, aircraft performance capabilities, terrain features, penetration of weather after takeoff, and local ATC restrictions. (T-3) Procedures should also be developed for items such as aborts, lost communications, EMCON, and the recovery of formation aircraft.
Filing procedures. Flight plans for all formation members will reflect the same route of flight for the portion of flight the aircraft will be in formation. (T-3) Local procedures for filing may be used provided they are coordinated and documented in writing by the unit and local FAA, or ICAO, representatives.
Taxi procedures. Follow the taxi sequence established in the briefing. Maintain safe interval and a safe speed during taxi. (T-3)
Takeoff timing interval. Defined as the time between initiation of takeoff power for each successive aircraft in the formation. Use of takeoff power radio calls is not recommended. Minimum takeoff timing interval is 60 seconds between KC-10s and other aircraft in the formation. Takeoff intervals may be increased, or sequence may be varied as necessary, depending on aircraft acceleration and performance, training requirements, weather, airfield conditions, and mission requirements. See AFTTP 3-3.KC-10, Chapter 5 for more guidance.
Formation takeoff procedure (i.e., hold-line through takeoff). Receivers should takeoff first. Any time a takeoff is aborted, an abort call will be made by the aborting aircraft over the ATC radio frequency being used by the formation. (T-3) At bases with dual runway operations, aborting aircraft should identify the runway in use. An additional radio call announcing an abort is recommended over the formation inter-plane frequency.
Departure. Normal planned climb speed below 10,000 feet MSL is 250 KIAS, unless a higher speed is required to accommodate the Vmm of the heaviest aircraft in the formation. Above 10,000 feet MSL, for KC-10/KC-10 or KC-10/KC-135 cell formation departures, the normal planned climb speed is 290 knots (Note: This equates to 295 KIAS in the KC-135) for formations with KC-10s less than 500,000 pounds gross weight and 310 knots (Note: This equates to 315 KIAS in the KC-135) for formations with KC-10s equal to or greater than 500,000 pounds gross weight. Planned climb speeds apply to the lead aircraft only. Following aircraft may exceed/lag these speeds as necessary to accomplish the rejoin and maintain proper formation position. In all cases, formation leaders may adjust the climb speed schedule as mission requirements and aircraft performance dictate. Planned climb speed will not be less than Vmm of the heaviest aircraft in the formation. (T-2) If visual, radar, A/A TACAN, traffic collision avoidance system (TCAS), and radio contact are all lost, and altitude separation cannot be ensured, lost wingman and locally developed abort procedures will be accomplished. (T-2)
Formation join-up. Differential airspeed and/or visual cut-off in departure turns are the approved methods for formation join-up. The use of visual cut-off is restricted to day/VMC operations only. (T-2) Altitude separation will be carefully monitored during closure to en route spacing. (T-2) Under other than VMC or when visual contact cannot be maintained with all formation members, altitude separation should be accomplished using TCAS or by periodically having each aircraft in the formation report its altitude or flight level. During night or instrument flight conditions, aircraft should turn at the same geographic points as the preceding aircraft.
Buddy departures. Buddy departures may be used by collocated tanker and fighter or bomber units. The intent of this type of departure is to facilitate the join-up of receivers with their mated tankers. The procedures below are generalized and may require modification based on aircraft and airspace limitations.
VMC procedures. VMC procedures may be used when weather (i.e., ceiling and visibility) is 3000/5 or greater. Receivers normally launch first and intercept an arc to place themselves on extended (i.e., approximately 10 NM) final to the departure runway. When the receiver calls 10 NM final, or the last receiver turns cross wind, or on predetermined timing, the tanker should launch. Continue with a straight ahead rejoin or according to briefed departure routing.
Instrument meteorological conditions (IMC) procedures. Under IMC or when weather is less than 3000/5, plan to rendezvous the formation at an orbit point along the route of flight. Tankers normally launch first unless mission fuel load and performance considerations dictate otherwise. Receivers should be rejoined prior to rendezvous with the tankers.
Level-off. An altitude block will be requested for all intermediate and final level-off altitudes providing a minimum of 500-foot separation between aircraft. (T-3) If ARTCC will not approve a block altitude, then request IFR separation or hard IFR altitudes for each aircraft in formation. (T-3)
Airborne aborts. Any aborting aircraft should clear the planned launch stream and take appropriate actions dictated by the reason for abort. Aborting aircraft will obtain ATC clearance prior to altering their route or declare an emergency and deviate as necessary. (T-3) The formation leader and other formation members should be ready to assist the aborting aircraft in any way possible.
Turns. The formation leader should pre-brief specific bank angles for turns. This will help reduce inter-plane communications and aid in maintaining formation position. To
maintain formation position during turns, all aircraft must initiate the turn over the same geographic point, unless executing a formation retrograde training maneuver as described in AFTTP 3-3.KC-10. (T-3) Echelon formation turns greater than 30 degrees into the echelon are permitted only in an emergency. Turns into an echelon are limited to 15 degrees of bank. All aircraft must execute the turn at the same time, or when time permits, start with the last aircraft, then the next to last aircraft, etc. (T-3) If turns greater than 30 degrees are necessary for mission requirements, the formation leader should direct all aircraft to assume normal en route trail formation.
Airspeed and altitude. Formation climbs and descents will be accomplished using a constant airspeed and vertical velocity. The formation leader will ensure en route airspeed is compatible with the most restrictive aircraft in the formation. (T-3) Pre-brief, or announce on inter-plane frequency, rates of climb/descent and airspeed increases/decreases.
Autopilot operations. The autopilot should be used to reduce fatigue and aid in altitude separation. Consideration should be given to placing an aircraft with an inoperative or malfunctioning autopilot in last position in the formation for missions with extended duration in formation.
Visual station-keeping. Refer to AFTTP 3-3.KC-10 for visual station-keeping techniques. During operational situations requiring EMCON 3 or 4, and marginal visibility prohibits normal formation spacing, a compressed trail formation may be used. Formations may be compressed but should not be less than 1/2NM laterally and 500 feet vertical spacing between aircraft.
Domestic reduced vertical separation minimum (DRVSM). Reduced vertical separation minimum (RVSM) separation standards may be applied to formation flights consisting of all RVSM-compliant aircraft operating in DRVSM airspace. Note: DRVSM airspace includes the airspace of the lower 48 states of the United States, Alaska, Atlantic and Gulf of Mexico high offshore airspace, and the San Juan flight information region between flight level (FL) 290-410, inclusive.
RVSM formation flights with fighter aircraft may file for a single altitude if all formation aircraft fly the assigned altitude, either offset laterally from each other or in trail.
RVSM formation flights requiring multiple altitudes should request an altitude block. ATC may then apply RVSM separation standards between this altitude block and other RVSM aircraft (e.g., an RVSM formation flight is assigned FL320-330; ATC assigns other RVSM aircraft at FL310 and FL340).
RVSM formation aircraft must use their automatic altitude control system to maintain the assigned altitude. (T-2) Aircraft maneuvering within an altitude block must ensure they do not exceed the vertical boundaries of the block by utilizing the aircraft altitude alerting system, altitude capture function, if installed, and automatic altitude control system. (T-2) If unable to maintain autopilot in vertical axis notify ATC of non- compliance with RVSM.
Formation flights which do not consist of all RVSM aircraft will continue to be considered non-RVSM compliant and will have 2,000-ft vertical separation standards applied in DRVSM airspace. (T-2) In addition, aircraft formations conducting aerial
refueling will continue to be considered non-RVSM compliant; regardless of the participating aircraft’s single-ship status.
This chapter applies to all Air Force aircrews, aeromedical evacuation (AE) aircrews and all management levels concerned with operations of the KC-10 aircraft. All operators involved in AE missions on KC-10 aircraft will use this manual.
KC-10 aircraft may be used for AE transport of ill or injured DoD members and their dependents. These AE missions may be directed at any time by C2 agencies. AE personnel, in conjunction with this publication, will utilize the procedures in AFMAN 11-2AE, Volume 3, Aeromedical Evacuation (AE) Operations Procedures, and DAFI 48-107 series to accomplish the AE mission.
The boom operator will provide the medical crew director (MCD) with an interphone cord when mission requirements allow. Ensure MCDs are provided instruction regarding the use of aircraft communication equipment and location of cargo/passenger compartment interphone jacks. (T-3)
On operational AE missions, configure the aircraft during pre-flight per T.O. 1C- 10(K)A-9 and AFMAN 11-2KC-10V3, Addenda A.
Litter support provisions. Without the patient support pallet: one litter space is available in a B configuration; two litter spaces are possible in a D configuration. These are depicted in floor loading procedures outlined in paragraph 18.5 and Figure 18.1.
Available litter spaces and ambulatory seating depends on the aircraft cabin’s mission configuration. Seat ambulatory patients and attendants in KC-10 airline seats.
Therapeutic oxygen. Therapeutic oxygen is not an integral system on the KC-10 aircraft. Use the patient therapeutic liquid oxygen system or the next-generation patient therapeutic liquid oxygen.
Integral patient/passenger emergency oxygen is not available on the aircraft. In the event of an emergency, patients and passengers will use the aircraft drop down/seat back or wall mounted emergency oxygen system, or EPOS. (T-2)
Aeromedical evacuation crew members (AECMs) will have portable oxygen available. (T-3) The four portable oxygen cylinders located in the crew bunks and one portable oxygen cylinder from the ARO compartment will be made available for AE crew use. (T-3) Bunk occupants will use EPOS in place of portable oxygen cylinders. (T-3) Maximum number of personnel in ARO will be two. If portable oxygen cylinders are not available, protective breathing devices may be used as portable oxygen.
Do not secure aircraft or medical equipment adjacent to an emergency exit in a manner that will prevent or impede egress. (T-3)
Life preservers. Use the adult/child life preserver or infant cots for patients.
The electrical cable assembly system provides an approved alternating current adapter (i.e., pigtail) for use on KC-10, 110 VAC/400 Hz electrical outlets. The adapter allows the portable avionics or unitron frequency converter to be connected to aircraft power. AE equipment is then plugged into the frequency converter with a 115 VAC 50-400 Hz electrical cord assembly. AE personnel are required to coordinate with the boom operator prior to electrical outlet and converter use. (T-3)
Floor loading of litter patients is authorized for all contingency operations when a time critical environment exists (e.g., non-secure landing zones, areas faced with enemy siege/hostile fire, humanitarian reasons, etc.), and minimum ground time is essential. Maximum altitude for floor loaded litter patients is FL350. Patients will have an EPOS prepositioned on their litter when floor loaded. (T-3) When floor loading litter patients is required, comply with the following. (T-3)
Patients will be floor loaded in the forward passenger area only. Patients are positioned with feet toward the flight deck, longitudinally on the aircraft floor. Seats will need to be removed. Note: critical care air transport team patients may be positioned with their head towards the flight deck if the critical care air transport team physician determines patient condition warrants headfirst placement. (T-3)
Alternatively, when in the D configuration, remove the two rows of seats immediately aft of the first row of outboard right seats. Refer to Figure 18.1 some medical equipment may be placed in the seats aft of the litter.
Use A-7000 tie-down fittings in the seat tracks and 5000 lb tie-down devices. Shoring is not required; however, the litters should be placed with metal stirrups in the seat tracks or put protective material under the litter stirrups to protect the aircraft floor. Use one tie down device at the end of each litter.
JAMES C. SLIFE, Lt Gen, USAF
Deputy Chief of Staff, Operations
References
DoD 4500.9R-Part II, Defense Transportation Regulation, May 2014 DoD 4500.9R-Part V, Defense Transportation Regulation, June 2021 DoDI 4515.13, Air Transportation Eligibility, Change 6, 22 January 2016 Department of Defense Foreign Clearance Manual, 24 September 2021
NATO Standard ATP-3.3.4.2, Air-To-Air Refueling, Edition D, Version 1, 26 April 2019 DLA Energy P-8, Fuel Card Program, 05 July 2017
AFPD 11-2, Aircrew Operations, 31 January 2019
AFPD 62-6, USAF Airworthiness, 16 Jan 2019
DAFI 11-209, Participation in Aerial Events, 20 May 2021
DAFI 21-101, Aircraft and Equipment Maintenance Management, 16 January 2020 DAFI 31-101, Integrated Defense (ID), 25 March 2020
DAFI 36-2903, Dress and Personal Appearance of United States Air Force and United States Space Force Personnel, 07 February 2020
AFI 11-221, Air Refueling Management (KC-10, KC-46, and KC-135), 5 June 2020 AFI 11-289, Phoenix Banner, Silver, and Copper Operations, 25 November 2020
AFI 13 207-O, Preventing and Resisting Aircraft Piracy (Hijacking) (FOUO), 5 February 2019
AFI 24-605V2, Air Transportation Operations, 02 July 2020
AFI 33-322, Records Management and Information Governance Program, 23 March 2020
AFI 33-324, The Air Force Information Collections and Reports Management Program, 22 July 2019
DAFMAN 11-401, Aviation Management, 27 October 2020 AFMAN 11-202V3, Flight Operations, 10 January 2022 AFMAN 11-202V3_AMCSUP, Flight Operations, 10 June 2020
AFMAN 11-218, Aircraft Operations and Movement on the Ground, 5 April 2019
AFMAN 11-246V6, Aircraft Demonstrations (C-17, C-130, KC/NKC-135), 17 November 2020
AFMAN 11-290, Cockpit/Crew Resource Management and Threat & Error Management Program, 25 October 2021
AFMAN 11-2AEV3, Aeromedical Evacuation (AE) Operations Procedures, 19 October 2020 AFMAN 11-2KC-10V1, KC-10 Aircrew Training, 10 September 2020
AFMAN 11-2KC-10V3, Addenda A, KC-10 Aircraft Configuration, 8 April 2019
AFMAN 24-604, Preparing Hazardous Materials for Military Air Shipments, 9 October 2020 AMCI 11-207, Weapons and Tactics Program, 2 January 2020
AMCI 11-208, Mobility Air Forces Management, 8 February 2017
AMCI 90-903, Aviation Operational Risk Management (AVORM) Program, 3 August 2022
AMC Bio Threats CONOPS, Air Mobility Command Continuing Operations in a Biological Threat Environment Concept of Operations, 1 July 2009
AFH 11-203V2, Weather for Aircrews – Products and Services, 13 August 2015
T.O. 00-25-172, Ground Servicing of Aircraft and Static Grounding/Bonding, 21 August 2021
T.O. 1-1-300, Maintenance Operational Checks and Check Flights, 15 October 2021
T.O. 1-1B-50, Aircraft Weight and Balance, 1 August 2019
T.O. 1C-10(K)A-1, Flight Manual, 1 October 2018
T.O. 1C-10(K)A-1-1, Flight Manual Performance Data, 15 July 2021
T.O. 1C-10(K)A-1-2, Minimum Equipment List and Procedures, 15 December 2008
T.O. 1C-10(K)A-1-4, Two Engine Ferry, 15 July 2021
T.O. 1C-10(K)A-1CL-1, Pilot’s and Flight Engineer’s Emergency and Abnormal Procedures, 1 October 2018
T.O. 1C-10(K)A-1CL-2, Pilot’s and Flight Engineer’s Normal Procedures, 1 October 2018
T.O. 1C-10(K)A-1CL-3, Boom Operator’s Normal Emergency and Abnormal Procedures, 1 October 2018
T.O. 1C-10(K)A-1CL-3-1, Boom Operator’s Normal Procedures, 1 October 2018
T.O. 1C-10(K)A-1CL-5, Air Refueling Procedures, 1 October 2018
T.O. 1C-10(K)A-1CL-5-1, Boom Operator’s Air Refueling Procedures, 1 October 2018
T.O. 1C-10(K)A-2-5, Maintenance Manual-Time Limits Maintenance Checks, 5 March 2018
T.O. 1C-10(K)A-2-71CL-1, Power Plant Ground Operations, 1 September 2019
T.O. 1C-10(K)A-5, Basic Weight Checklist and Loading Data, 15 July 2021
T.O. 1C-10(K)A-9CL-1, Boom Operator’s Loading/Offloading Procedures, 1 October 2019
T.O. 14-1-1, U.S. Air Force Aircrew Flight Equipment Clothing and Equipment, 12 April 2021
Adopted Forms
CBP Form 6059B, US Customs and Border Protection Declaration Form
CBP Form 7507, General Declaration (Outward/Inward
Japanese Customs Service Forms
DD Form 175-1, Flight Weather Briefing
DD Form 365-3, Chart C, Basic Weight and Balance Record
DD Form 365-4, Weight and Balance Clearance Form F-Transport/Tactical DD Form 791, In-Flight Issue Log
DD Form 1385, Cargo Manifest
DD Form 1610, Request and Authorization for TDY Travel of DoD Personnel
DD Form 1854, US Customs Accompanied Baggage Declaration
DD Form 1907, Signature and Tally Record
DD Form 2131, Passenger Manifest
DAF Form 673, Department of the Air Force Publication/Form Action Request
DAF Form 847, Recommendation for Change of Publication
AF Form 8, Certificate of Aircrew Qualification
AF Form 457, USAF Hazard Report AF Form 1631, NATO Travel Order AF Form 4087, KC-10 CG Graph
AF Form 4088, KC-10 Weight and Balance Fuel Vectors AF Form 4095, KC-10A Load Planning Worksheet AFTO Form 18, KC-10 Structural Assessment Record
AFTO Form 781, ARMS Aircrew/Mission Flight Data Document AFTO Form 781A, Maintenance Discrepancy and Work Document AFTO Form 781H, Aerospace Vehicle Flight Status and Maintenance AF IMT 651, Hazardous Air Traffic Report (HATR)
AF IMT 664, Aircraft Fuels Documentation Log
AF IMT 711B, USAF Mishap Report
AF IMT 1297, Temporary Issue Receipt
AF IMT 4075, Aircraft Load Data Worksheet
AF IMT 4080, Load/Sequence Breakdown Worksheet
AF IMT 4089, KC-10 TOLD Card Worksheet
AF IMT 4130, KC-10 Restraint Computation Worksheet
AF IMT 4327a, Crew Flight (FA) Authorization
AMC Form 43, AMC Transient Aircrew Comments
AMC Form 54, Aircraft Commander’s Report on Services/Facilities
AMC Form 97, AMC In-Flight Emergency and Unusual Occurrence Worksheet
AMC Form 148, Boarding Pass/Ticket/Receipt
AMC Form 4031, CRM/TEM Skills Criteria Training/Evaluation
AMC Operational Risk Management Worksheet SF44, Purchase Order-Invoice-Voucher
KC-10 Fuel Planning Worksheet (FPW)
Abbreviations and Acronyms
Office Symbols
Terms
following functions: Airlift Allocation Directorate, Airlift Planning Directorate, Air Refueling Planning Directorate, Global Air Mobility Support System Directorate, Mobility Operations Directorate, Intelligence, Surveillance, and Reconnaissance Directorate, Strategy Directorate, Weather Directorate, and an Air Communications Squadron.
Compute the totals of the applicable columns and enter the results. Enter the combined totals of the Right and Left side in the TOTAL CARGO blocks, lower left side of the form, Weight and Moment columns. TOTAL CARGO ARM is computed based on the combined totals entered in the lower left blocks. For LATERAL DIF, enter the computed difference between the right and left sides of the aircraft cargo distribution.
A3.5.1. When recording (D) FWD/AFT Effective Length, enter an A or F showing the direction of restraint provided.
A3.5.2. When recording (E) Lateral Effective Length, enter an L or R showing the direction of restraint provided.
A4.1.1. Roll Call and Time Hack. Pilot in Command, call sign, aircraft tail numbers, parking locations.
A4.1.2. Weather. Takeoff, en route, AR, destinations, alternates.
A4.1.3. Mission Overview. Objectives, tactical considerations, takeoff time, rendezvous control time or point and AR control time, formation break-up, landing.
A4.1.4. Communications Plan. Ground operations, EMCON plan or allowable emitters, radio check-in times and secure radio checks, authentication, launch, or execution as required, ARTCC clearances.
A4.1.4.1. Takeoff. EMCON plan or allowable emitters, inter-plane frequency, airborne calls.
A4.1.4.2. En route. EMCON plan or allowable emitters, lost wingman, weather update, communications log requirements, SATCOM/HF.
A4.1.4.3. Air refueling. EMCON plan or allowable emitters, radio frequencies, A/A TACAN channel and band, HF.
A4.1.4.4. Formation break-up and recovery. EMCON plan and allowable emitters, radio frequencies, weather update, SATCOM/HF procedures, special frequencies.
A4.1.5. Taxi. Engine start time, taxi time, sequence (including spare), performance data, takeoff clearance.
A4.1.6. Takeoff. Interval and sequence, abort, emergencies.
A4.1.7. Departure (i.e., VMC or IMC). Airspeeds, routing, climb rates or power settings, intermediate level-offs, turns and bank angles, visual cut-off.
A4.1.8. Level-Off. Join-up, altitude block, airspeed (i.e., indicated, true, or mach), minimum maneuvering airspeed, performance ceilings.
A4.1.9. En route (i.e., VMC or IMC). Airspeed changes or mission timing, turns and bank angles, climb and descent rates, position changes.
A4.1.10. Air Refueling (AR) (i.e., VMC or IMC). Call signs, off-loads, on-loads, and sequence, base altitude, track, type rendezvous, AR formation, AR airspeeds, bingo fuel, abort bases, end AR requests, break-up.
A4.1.11. Formation Break-Up. Altitudes, separation routing and procedures, cruise differential airspeeds.
A4.1.12. Recovery. Penetration sequence, airspeeds.
A4.1.13. Special Subjects. Wake turbulence avoidance, mission commander designation (as applicable), aircraft separation and monitoring plan, tactics (as required), and human factors (e.g., channelized attention, task saturation/prioritization, ORM, and complacency).
A4.1.14. Formation Debrief (as required).