AC-130H

Initial Qualification Training
(IQT)
SIMulated Air Force
AC-130H
16th Special Operations Squadron
INTRODUCTION
Welcome to Cannon AFB, NM, home to the 27th Special Operations Wing and specifically the 16th
Special Operations Squadron. The 16th operate AC-130H Spectre in support of special operations. Their
mission is to train and maintain their combat-ready force to provide highly accurate firepower in support
of both conventional and unconventional forces.
This course is Phase 4 training and covers the BAQ and BMC required prior to undertaking Phase 5
MQT.
This course covers the primary airframe of the 16th SOS, the AC-130H.
Pre-Requisites
Prior to undertaking this course participants must have either had dispensation from the AFSOC
Commander, or successfully completed Phase 3 Training in the C-12 Huron.
Objective
The objective of this course is to provide you the Basic Airframe Qualification and become Basic Mission
Capable.
Training Time
Approximately 5 hours. This includes ground training and flight training.
Reference Material
The following documents have been used in preparing this course and can be used to gain additional
information;
1.
2.
3.
4.
5.
AFI13-217 Drop Zone and Landing Zone Operations
www.skyvector.com
www.faa.gov/library/manuals/aircraft/airplane_handbook/
military.discovery.com
USAF T.O. 1C-130(H)H-1
Aircraft
PAYWARE:
CaptainSim (www.captainsim.com)
FS 9 and X
FREEWARE:
Simviation (www.simviation.com)
FS 9 and X
Textures: AFSOC Textures are available for CaptainSim, and possibly the freeware ones.
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CANNON AFB, New Mexico (KCVS)
Runways
The Primary Runway is 04/22, which is 10,000‟ by 150‟, concrete, PCN 62/R/C/W/T
The Secondary is 13/31, which is 8,200‟ by 150‟, concrete touchdowns, PCN 47/R/B/W/T
Parking
318th SOS parking is located on the Northern end of the ramp, adjacent to the rwy 22 threshold.
Restrictions
All departing aircraft from Cannon AFB must remain below 5,300‟ until passing departure end of their
runway.
Communications
TOWER:
120.400
269.900
GROUND:
121.900
275.800
APPROACH:
121.050
352.100
DEPARTURE:
121.050
307.175
Albuquerque Center:
Navigation Aids
ID
CVS
TXO
TCC
LIU
HRX
PVW
LB
Name
Cannon
Texico
Tucumcari
Littlefield
Hereford
Plainview
Pollo
Freq
111.60
112.20
113.60
212.00
341.00
112.90
219.00
Radial
356
243
151
110
049
272
107
Range
0.1
24.9
49.8
54.2
57.0
78.3
83.9
AirSpace
The facility is within Class D, and Class E with a floor of 700‟ AGL out to approximately 25Nm Radius.
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Lockheed AC-130H (Spectre)
The AC-130H is a version of the popular C-130 Hercules transport quad-engine high wing. Because of
it‟s excellent construction and flight dynamics, it has found it‟s way into a variety of military roles, not
just transport.
The AC-130H "Spectre" is powered by four Allison T56-A-15 turboprops and is armed with one Bofors
40mm autocannon, and one 105 mm M102 cannon. The US Air Force uses the AC-130 gunships for
close air support, air interdiction, air missions, bombing raid, and force protection. Close air support roles
include supporting ground troops, escorting convoys, and flying urban operations. Air interdiction
missions are conducted against planned targets and targets of opportunity. Force protection missions
include defending air bases and other facilities.
These heavily-armed aircraft incorporate side-firing weapons integrated with sophisticated sensors,
navigation, and fire control systems to provide precision firepower or area-saturation fire with its varied
armament. The AC-130 can spend long periods flying over their target area at night and in adverse
weather. The sensor suite consists of a television sensor, infrared sensor, and radar. These sensors allow
the gunship to visually or electronically identify friendly ground forces and targets in most weather
conditions.
The various AC-130 versions are equipped with a magnetic anomaly detector (MAD) system called the
Black Crow (AN/ASD-5), a highly sensitive passive device with a phased-array antenna located in the
left-front nose radome that could pick up localized deviations in earth's magnetic field and is normally
used to detect submerged submarines. The Black Crow system on the AC-130A/E/H could detect the
unshielded ignition coils of North Vietnamese trucks hidden under the dense foliage of the jungle canopy
along the Ho Chi Minh trail. It could also detect the signal from hand-held transmitters used by air
controllers on the ground to identify and locate targets. The system was slaved into the targeting
computer.
The following are the type specifications;
Basic Operating Weight:
75,600 lb
34,365 kg
MTOW:
155,000 lb
69,750 kg
MLW:
155, 000 lb
69,750 kg
Stall Speed
see graph below
Landing Speed
see graph below
Max Op Altitude:
Max Range:
30,000 ft
9,100 m
2,200 Nm
4,070 km
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Wing Span:
53‟ 4”
16.28 m
Length:
47‟ 3”
14.40 m
Height:
14‟ 0”
4.26 m
14‟ 10”
4.53 m
Undercarriage span:
Max ROC:
1,920 fpm
Max Cruise
280 KTAS
Max Bank (flaps retracted)
60°
Max Bank (flaps extended)
45°
Recommended operating speed
Vfo (max. flap operating speed)
12,500 ft
270 KIAS
15,000 ft
260 KIAS
20,000 ft
245 KIAS
25,000 ft
230 KIAS
30,000 ft
210 KIAS
10%
220 KIAS
20%
210 KIAS
30%
200 KIAS
40%
190 KIAS
50%
180 KIAS
60%
165 KIAS
70%
155 KIAS
80%
150 KIAS
90%
145 KIAS
100%
145 KIAS
Vlo (maximum landing gear operating speed)
170 KIAS
Vle (maximum landing gear extended speed)
170 KIAS
Maximum ramp open speed
150 KIAS
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Equipment
Allison T56-A-15 Turbo-prop engine driving a Hamilton four-blade constant speed variable pitch prop
Sensors
AN/ALQ-87
Barrage Jammer
AN/AJQ-24
Stabilised Tracking Set
AN/AVQ-17
2kW Searchlight
AN/ASQ-145
LowLight TV
AN/APQ-150
Beacon Tracking Radar
AN/AVQ-19
Laser Designator
AN/AAD-7
IR Detecting Set
AN/ASD-5
Black Crow
Armament
40mm L/60 Bofors cannon
Shell
40 x 311mmR (1.57”)
ROF
330 round/min
Muzzle Velocity
881 m/s (2,890 ft/s)
Max Range
7,160m (23,490 ft)
Munitions
HE, HET, HEIT, TP, TPT
105mm M102 howitzer (Rock Island Arsenal)
Shell
105 mm (4.13”)
ROF
10 round/min (first 3 min)
Muzzle Velocity
494 m/s (1,620 ft/s)
Max Range
11,500m (7.1 mile)
Munitions
APERS, CHEM, HE, HEAT, ICM-DP, ILLUM, WP, Powder Charge
Crew
Five officers (pilot, co-pilot, navigator, fire control officer, electronic warfare officer) and nine enlisted
(flight engineer, TV operator, infrared detection set operator, loadmaster, five aerial gunners)
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Serials
USAF
Factory C/N
Name
69-6567
382-4341
Ghostrider
69-6568
382-4342
Bad Company
69-6569
382-4343
Fatal Attraction
69-6570
382-4344
Hussie
69-6572
382-4346
Gravedigger
69-6573
382-4347
Nightstalker
69-6574
382-4348
Iron Maiden
69-6575
382-4349
Wicked Wanda
69-6576
382-4351
Hellraiser (crashed 14MAR94)
69-6577
382-4352
Death Angel
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POWER-OFF STALLING SPEEDS
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LANDING SPEED – 100% FLAPS
LANDING CROSSWIND – 100% FLAPS
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NORMAL TAKE-OFF
The throttle is gradually advanced toward maximum power. The crew will monitor the engine instruments
to advise the pilot so that maximum allowable power is not exceeded during take-off. Normal take-off is
made with 50 percent flaps. Any time maximum performance is desired, maximum power should be
applied before the brakes are released. A rolling take-off is permitted provided maximum power is
established within 5 seconds after either brake release, or aircraft is cleared for take-off.
During the take-off, the pilot will set take-off power and maintain directional control with the nose wheel
steering until rudder controls become effective (50 to 60 KIAS). Concurrently, the PNF shall hold the
control column forward, keeping the wings level with the ailerons and monitor throttle positions. As speed
increases, tie pilot maintains control of the aircraft by coordinated use of the flight controls, according to
the circumstances of speed, crosswinds, and runway conditions. The PNF will announce “MINIMUM
CONTROL” (at air minimum control speed) and “REFUSAL” (at refusal speed). The word “ABORT”
will be used to refuse a take-off any time prior to refusal speed. This will be spoken over the interphone
system by any crew member detecting a discrepancy that would affect a safe flight.
MAXIMUM EFFORT TAKE-OFF AND OBSTACLE CLEARANCE
NOTE: If the runway or runway environment require maximum effort performance, all engine bleed air
should be shut off.
The following procedures apply;
1.
Flaps - 50%
2.
The throttles are set to achieve maximum power and indications are cross checked with
computed engine performance data.
Note: On surfaces where the brakes will not hold the aircraft at maximum power settings, release the
brakes then expeditiously apply maximum power as required.
3.
Brake release - Brake release should be called to initiate timing for acceleration time check, if
required. Airspeed/timing will be called by the designated crew member to confirm proper
acceleration.
4.
The PNF will announce decision speed, maximum effort take-off, VMC or refusal speed as
required.
Note: Maximum effort minimum field length take-off will disregard minimum control speed.
5.
Rotate the aircraft at the appropriate airspeed to get the aircraft off the ground. Once airborne,
establish a normal take-off attitude and retract the gear. Accelerate and establish a normal climb
attitude. Minimum flap retraction speed is obstacle clearance speed plus 10 KIAS.
6.
For obstacle clearance climb performance, make a maximum effort take-off. As the aircraft
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accelerates (airborne) and attains obstacle clearance climb speed, rotate the aircraft to maintain
that airspeed until the obstacle is cleared. The minimum flap retraction speed is obstacle
clearance speed plus 10 KIAS.
7.
Upon completion of the maximum effort and/or obstacle clearance procedure, lower the nose to
a normal take-off attitude and climb out normally.
Note: All normal take-off aircrew coordination/responsibilities apply to maximum take-offs.
CROSSWIND TAKE-OFF
Crosswind take-offs, with regard to directional control of the aircraft, are made essentially the same as
normal take-offs. Initially, the pilot maintains directional control with nose wheel steering and differential
power while the PNF maintains a wing-level attitude with the ailerons. In higher crosswinds, a greater
amount of ailerons must be applied. After lift-off, the line of flight should be aligned with the runway
until crossing the airfield boundary.
CLIMB
As soon as airborne, retract the landing gear. When a safe altitude is reached, and at no less than 20KIAS
above take-off speed, retract the flaps.
WARNING
When the flaps are retracted at or near minimum flap retraction speed, the aircraft will lose
lift and tend to sink. The pilot should react by increasing the angle of attack (pulling the
nose up) and continue accelerating at climb speed. Flap retraction should not be performed
during steep turns with a power reduction because of the danger of stall at flap retraction
speed. The effect of flap retraction on available rudder boost pressure and subsequent
increase in minimum control speed should also be considered.
Note
Retracting the landing gear and flaps simultaneously will result in slower than normal
operation of both, and may cause the hydraulic low-pressure warning light to come on.
After airborne, accelerate to the desired climb speed as determined from the performance charts.
Note
In order to prevent excessively nose high attitudes and to allow for better visibility during
VFR climbs, climb speeds greater than performance chart data are desirable.
NORMAL DESCENT
This type of descent is made by retarding all throttles to flight idle with gear and flaps retracted and
descending at maximum level flight (VH) speeds. The normal descent chart presented in the performance
data is based on maximum level flight (VH) speeds.
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MAXIMUM RANGE DESCENT
This type of descent is made by retarding all throttles to flight idle with gear and flaps retracted and
descending at maximum lift over drag speeds as presented in the performance chart. This type of descent
will provide a moderate rate of sink (approximately 1,500 fpm) for en route letdown.
RAPID DESCENT
Gear and Flaps Retracted
The highest rates of descent are obtained by retarding all throttles to flight idle with gear and flaps
retracted and descending at maximum allowable speeds. The rapid descent chart with gear and flaps
retracted is based on maximum allowable speeds for 35,000 pounds of cargo or less. See appropriate
performance chart.
Gear and Flaps Down
At slow airspeeds, the highest rates of descent are obtained by retarding all throttles to flight idle,
decreasing airspeed to flap placard speed (145 knots), and extending landing gear and full flaps. Descend
at 145 knots. See appropriate performance chart.
TRAFFIC PATTERN
Every landing should be planned according to runway length available and the general prevailing
operating conditions. Normal landings should also be planned so as to use all of the available runway
length to promote safe, smooth, and unhurried operating practices; to preclude abrupt reverse power
changes; and to save wear and tear on brakes.
On final approach/turning final, begin deceleration to 50% approach speed, approximately 0.75 to 0.5 nm
and 300 to 500 feet AGL from touchdown to attain 100 percent threshold speed at runway threshold.
Touchdown shall be planned at the speed computed from the appropriate landing speed chart. After the
main wheels touch down, lower the nose wheel smoothly to the run- way before elevator control is lost.
When the main and nose landing gear are firmly on the ground, the PNF must hold forward pressure on
the control column and maintain a wing-level attitude with ailerons, as needed. Concurrently, the pilot
maintains directional control and decelerates the aircraft through the coordinated use of the rudder,
differential power, nose wheel steering, and differential brakes according to the speed, wind, and runway
conditions.
Reverse thrust is applied by moving the throttles from FLIGHT IDLE and then into REVERSE range in
coordination with nose wheel steering. Brakes must be checked during the landing roll.
Normal Reverse Thrust Landing
The following procedure is recommended for a normal reverse thrust landing:
1.
When the nose wheel contacts the ground, the PNF holds the control column forward to ensure
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steering control. The PNF also holds wings level. Flaps should not be brought up until clearing
the duty runway. Any deviation from this will be specifically briefed prior to landing by the
pilot in command.
2.
The pilot pulls the throttle back to the REVERSE range and steers with the steering wheel.
Although propeller reversing is most effective at the higher speeds, reversing propellers at
speeds of 115 KIAS or above could result in engine flame out.
3.
After the aircraft has slowed down, and reverse thrust is no longer needed, the pilot will use the
throttles in ground operating range as necessary for taxiing.
CROSSWIND LANDING
Check maximum allowable crosswind components for landing from the appropriate crosswind chart. Use
normal final approach speeds if wind is steady. When winds are gusty, a slight increase in approach
airspeed is recommended. (At the lighter gross weights it is advisable to use only 50 percent flaps in order
to touch down main gear first at these touchdown speeds which are higher than normally recommended.)
Immediately after the main wheels touch down, force down the nose wheels and hold in firm contact by
use of the elevators. During roll-out, control the aircraft directionally by use of the following methods
listed in order of preference: aileron and rudder control, nose wheel steering, differential braking, and
differential power. The upwind wing has a tendency to rise when reverse thrust is applied. Since this
tendency is especially pronounced if flaps are extended 100 percent, flaps should be raised before
applying reverse power on landing in severe crosswinds.
CAUTION
An engine-out condition may add difficulty to a crosswind approach and landing by adding
to the drift and weather cocking.
GUST CORRECTION
Increase rotation speed, take-off speed, threshold speed and landing speed by the full gust increment, not
to exceed 10 knots.
Note
Use of a correction factor for gusts or other accelerations which may affect the aircraft
should be undertaken with consideration of all the factors involved. If a correction is
required to compensate for a given gust velocity, the value of the correction must be the
same regardless of wind direction. This is true because the objective is to provide a safety
margin for maneuver loads while flying the aircraft through a series of accelerations. The
accelerations can be equally severe whether they are produced by headwind, crosswind, or
tailwind. However, since a pilot cannot estimate the frequency or timing of gusts with
practical accuracy, it is possible for the aircraft to arrive at the flare point with gust
correction added during an intend when gusts have stopped momentarily. Under such
conditions, the distance consumed dissipating
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WIND SHEAR
Wind shear is a complex phenomenon. It can affect the airplane in all phases of flight, but is most critical
during the approach and landing phase. Wind shear can exist as a rapid change in wind velocity and
direction as well as vertical air movement. There are certain conditions which indicate the possibility of
wind shear being present. As a general rule, the amount of shear is greater ahead of warm fronts although
the most common occurrences follow the passage of cold fronts during periods of gusty surface winds.
When a temperature change of 10°F or more is reported across the front or if the front is moving at 30
knots or more, conditions are excellent for wind shear. In addition, when thunderstorms are present in the
area of intended landing, the possibility of encountering wind shear is increased. The power required,
vertical speed, and pitch attitude, used in conjunction with the wind reported on the ground, provide an
indication of potential wind shear.
In relation to a known surface wind, be alert for:
1.
An unusually steep or shallow rate of descent required to maintain glide path.
2.
An unusually high or low power setting required to maintain approach airspeed.
3.
A large variation between actual and computed ground speed.
When a reported surface wind would not justify an increased airspeed (for example: calm wind on the
surface), but wind shear is suspected, adjustment of approach speed may be used to provide an increased
speed margin. The following are two wind shear phenomena which are commonly found on final
approach.
Decreasing Headwind
Initial reactions of the airplane, when suddenly encountering a decreasing headwind (or an increasing
tailwind), is a drop in indicated airspeed and a decrease in pitch attitude resulting in a loss of altitude. The
pilot must add power and increase pitch to regain the proper glide path. Once speed and glide path are
regained, however, prompt reduction of power is necessary. It will now require less power and a greater
rate of descent to maintain the proper profile in the decreased headwind. If the initial corrections of
increased power/pitch are not promptly removed after regaining glide path and airspeed, a long landing at
high speed will result.
Increasing Headwind
The initial airplane reaction to an increasing headwind (decreasing tailwind) is an increase in indicated
airspeed and an increase in pitch attitude resulting in a gain in altitude. The pilot should reduce pitch and
power to regain the proper glide path. As glide path is regained, the pilot must immediately compensate
for the increasing headwind by increasing pitch and power. It will now require more power and a
decreased rate of descent to maintain the proper profile. Be very cautious in making reductions of power
and pitch to avoid a low-power, high-sink condition which could lead to a correction through the glide
path from which a recovery could not be made.
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WARNING
If the airplane becomes unstable on final approach due to wind shear and the approach profile can not be
promptly reestablished, a go-around should be immediately accomplished.
MINIMUM RUN LANDING (Maximum Effort Landing)
All procedures for a normal landing apply to a maximum effort landing except touchdown is planned
between 100 and 300 feet past the threshold. In no case shall the touchdown be greater than 500 feet, if
utilizing minimum length runways. Additionally, upon touchdown and with all landing gear firmly on the
deck, promptly apply full reverse thrust and minimize nose gear loads with elevator back pressure.
CAUTION
Extremely rapid throttle movement from flight idle to maximum reverse may cause power loss and/or
engine flame out above 115 kts.
LANDING ON WET RUNWAYS
The anti-skid braking system and reverse thrust capabilities minimize the normal hazards associated with
wet runways. Directional control should be maintained by the coordinated use of rudder and ailerons,
differential power, differential braking, and nose wheel steering. Heavy reliance on differential braking
and/or nose wheel steering for directional control should be avoided since their effectiveness, as a
function of friction available, will be greatly reduced. In addition, the nose wheel may exhibit a tendency
to skid when turned at a speed higher than taxi speed.
CAUTION
If airfield conditions are such that deep puddles of water will be encountered during the early part of the
landing roll out, nose wheel touchdown may be delayed until the later pan of the roll out.
Note
If deep water puddles have been encountered with the nose wheel on the runway during the early part of
the landing roll, the contour of the aft nose wheel well door, and particularly the aft edge of the door
should be inspected for damage prior to the next take-off.
EMPLOYMENT OF WEAPONS
Introduction
The basic concept behind the delivery of effective fire onto a ground target is the „Target Turn‟. The guns
on the AC-130 are directed out the left (port) side of the aircraft, so the engagement turn is always a left
bank of the aircraft.
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Target Turns
In turns around a point, the airplane is flown in two or more complete circles of uniform radii or distance
from a prominent ground reference point using a
maximum bank of approximately 45° while
maintaining a constant altitude. The factors and
principles of drift correction that are involved in Sturns are also applicable in this manoeuvre. As in
other ground track manoeuvres, a constant radius
around a point will, if any wind exists, require a
constantly changing angle of bank and angles of
wind correction. The closer the airplane is to a direct
downwind heading where the groundspeed is
greatest, the steeper the bank and the faster the rate
of turn required to establish the proper wind
correction angle. The more nearly it is to a direct upwind heading where the groundspeed is least, the
shallower the bank and the slower the rate of turn required to establish the proper wind correction angle. It
follows, then, that throughout the manoeuvre the bank and rate of turn must be gradually varied in
proportion to the groundspeed. The point selected for turns around a point should be prominent, easily
distinguished by the pilot, and yet small enough to present precise reference. Isolated trees, crossroads, or
other similar small landmarks are usually suitable. To enter turns around a point, the airplane should be
flown on a downwind heading to one side of the selected point at a distance equal to the desired radius of
turn. In a high-wing airplane, the distance from the point must permit the pilot to see the point throughout
the manoeuvre even with the wing lowered in a bank. If the radius is too large, the lowered wing will
block the pilot‟s view of the point.
When any significant wind exists, it will be necessary to roll into the initial bank at a rapid rate so that the
steepest bank is attained abeam of the point when the airplane is headed directly downwind. By entering
the manoeuvre while heading directly downwind, the steepest bank can be attained immediately. Thus, if
a maximum bank of 45° is desired, the initial bank will be 45° if the airplane is at the correct distance
from the point. Thereafter, the bank is shallowed gradually until the point is reached where the airplane is
headed directly upwind. At this point, the bank should be gradually steepened until the steepest bank is
again attained when heading downwind at the initial point of entry. Just as S-turns require that the
airplane be turned into the wind in addition to varying the bank, so do turns around a point. During the
downwind half of the circle, the airplane‟s nose is progressively turned toward the inside of the circle;
during the upwind half, the nose is progressively turned toward the outside. The downwind half of the
turn around the point may be compared to the downwind side of the S-turn across a road; the upwind half
of the turn around a point may be compared to the upwind side of the S-turn across a road. As the pilot
becomes experienced in performing turns around a point and has a good understanding of the effects of
wind drift and varying of the bank angle and wind correction angle as required, entry into the manoeuvre
may be from any point. When entering the manoeuvre at a point other than downwind, however, the
radius of the turn should be carefully selected, taking into account the wind velocity and groundspeed so
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that an excessive bank is not required later on to maintain the proper ground track. The flight instructor
should place particular emphasis on the effect of an incorrect initial bank. This emphasis should continue
in the performance of elementary eights.
Common errors in the performance of turns around a point are:
• Failure to adequately clear the area.
• Failure to establish appropriate bank on entry.
• Failure to recognize wind drift.
• Excessive bank and/or inadequate wind correction angle on the downwind side of the circle
resulting in drift towards the reference point.
• Inadequate bank angle and/or excessive wind correction angle on the upwind side of the circle
resulting in drift away from the reference point.
• Skidding turns when turning from downwind to crosswind.
• Slipping turns when turning from upwind to crosswind.
• Gaining or losing altitude.
• Inadequate visual lookout for other aircraft.
• Inability to direct attention outside the airplane while maintaining precise airplane control.
Therefore Target Turns should be practiced by all AC-130 aircrew, and should be second nature.
Pivotal Altitude
An explanation of the pivotal altitude is also essential. There is a specific altitude at which, when the
airplane turns at a given groundspeed, a projection of the sighting reference line to the selected point on
the ground will appear to pivot on that point. Since different airplanes fly at different airspeeds, the
groundspeed will be different. Therefore, each airplane will have its own pivotal altitude. The pivotal
altitude does not vary with the angle of bank being used unless the bank is steep enough to affect the
groundspeed. A rule of thumb for estimating pivotal altitude in calm wind is to square the true airspeed
and divide by 15 for miles per hour (m.p.h.) or 11.3 for knots. Distance from the target affects the angle
of bank. At any altitude above that pivotal altitude, the projected reference line will appear to move
rearward in a circular path in relation to the target. Conversely, when the airplane is below the pivotal
altitude, the projected reference line will appear to move forward in a circular path. To demonstrate this,
the airplane is flown at normal cruising speed, and at an altitude estimated to be below the proper pivotal
altitude, and then placed in a medium-banked turn. It will be seen that the projected reference line of sight
appears to move forward along the ground (target moves back) as the airplane turns. A climb is then
made to an altitude
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well above the pivotal altitude, and when the airplane is again at normal cruising speed, it is placed in a
medium-banked turn. At this higher altitude, the projected reference line of sight now appears to move
backward across the ground (target moves forward) in a direction opposite that of
GS
(Kts)
Altitude
flight.
130
135
140
145
150
155
160
170
180
190
200
210
220
230
240
250
260
1496
1613
1735
1861
1991
2126
2265
2558
2867
3195
3540
3903
4283
4681
5097
5531
5982
After the high altitude extreme has been demonstrated, the power is reduced, and a
“descent at cruising speed” begun in a continuing medium bank around the target.
The apparent backward travel of the projected reference line with respect to the
target will slow down as altitude is lost, stop for an instant, then start to reverse
itself, and would move forward if
the descent were allowed to
continue below the pivotal
altitude. The altitude at which the
line of sight apparently ceased to
move across the ground was the
pivotal altitude. If the airplane
descended below the pivotal
altitude, power should be added to
maintain airspeed while altitude is
regained to the point at which the
projected reference line moves neither backward nor
forward but actually pivots on the target. In this way the pilot can determine the pivotal altitude of the
airplane. The pivotal altitude is critical and will change with variations in groundspeed. Since the
headings throughout the turns continually vary from directly downwind to directly upwind, the
groundspeed will constantly change. This will result in the proper pivotal altitude varying slightly
throughout the eight. Therefore, adjustment is made for this by climbing or descending, as necessary, to
hold the reference line or point on the targets. This change in altitude will be dependent on how much the
wind affects the groundspeed.
It should be emphasised that the elevators are the primary control for holding the targets. Even a very
slight variation in altitude effects a double correction, since in losing altitude, speed is gained, and even a
slight climb reduces the airspeed. This variation in altitude, although important in holding the target, in
most cases will be so slight as to be barely perceptible on a sensitive altimeter. Before beginning the
manoeuvre, the pilot should select two points on the ground along a line which lies 90° to the direction of
the wind. They should be sufficiently prominent to be readily seen by the pilot when completing the turn
around one target and heading for the next, and should be adequately spaced to provide time for planning
the turns and yet not cause unnecessary straight-and-level flight between the targets. The selected targets
should also be at the same elevation, since differences of over a very few feet will necessitate climbing or
descending between each turn. For uniformity, the eight is usually begun by flying diagonally crosswind
between the targets to a point downwind from the first target so that the first turn can be made into the
wind. As the airplane approaches a position where the target appears to be just ahead of the wingtip, the
turn should be started by lowering the upwind wing to place the pilot‟s line of sight reference on the
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target. As the turn is continued, the line of sight reference can be held on the target by gradually
increasing the bank. The reference line should appear to pivot on the target. As the airplane heads into the
wind, the groundspeed decreases; consequently, the pivotal altitude is lower and the airplane must
descend to hold the reference line on the target. As the turn progresses on the upwind side of the target,
the wind becomes more of a crosswind. Since a constant distance from the target is not required on this
manoeuvre, no correction to counteract drifting should be applied during the turns. If the reference line
appears to move ahead of the target, the pilot should increase altitude. If the reference line appears to
move behind the target, the pilot should decrease altitude. Varying rudder pressure to yaw the airplane and
force the wing and reference line forward or backward to the target is a dangerous technique and must not
be attempted.
As the airplane turns toward a downwind heading, the rollout from the turn should be started to allow the
airplane to proceed diagonally to a point on the downwind side of the second target. The rollout must be
completed in the proper wind correction angle to correct for wind drift, so that the airplane will arrive at a
point downwind from the second target the same distance it was from the first target at the beginning of
the manoeuvre. Upon reaching that point, a turn is started in the opposite direction by lowering the
upwind wing to again place the pilot‟s line of sight reference on the target. The turn is then continued just
as in the turn around the first target but in the opposite direction.
With prompt correction, and a very fine control touch, it should be possible to hold the projection of the
reference line directly on the target even in a stiff wind. Corrections for temporary variations, such as
those caused by gusts or inattention, may be made by shallowing the bank to fly relatively straight to bring
forward a lagging wing, or by steepening the bank temporarily to turn back a wing which has crept ahead.
With practice, these corrections will become so slight as to be barely noticeable. These variations are
apparent from the movement of the wingtips long before they are discernable on the altimeter.
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Phase 4 Basic Aircraft Qualification (BAQ) MISSION
Phase Objectives:
The student should be able to complete each of the following performance criteria:
1.
Demonstrate ability to communicate with Air Traffic Control and comply with applicable
instructions and regulations on the VATSIM network.
2.
Demonstrate proficiency in IFR flight planning procedures.
3.
Demonstrate proficiency in ground movement procedures.
4.
Demonstrate proficiency in basic visual navigation.
5.
Demonstrate ability to perform visual and instrument approach procedures.
6.
Comply with published missed approach and holding procedures.
7.
Demonstrate proficiency in maximum effort landing and take-off procedures.
8.
Demonstrate ability to comply with closed traffic pattern procedures.
9.
Demonstrate familiarity of Military Training Routes (MTR) (I.E., IR, VR, SR), Military
Operating Areas (MOA‟s), Special Use Airspace (SUA‟s), and Restricted Areas.
10.
Explain and demonstrate understanding of MARSA procedures.
11.
Demonstrate proficiency in low level flight operations, including use of radar altimeter.
Flight Rules:
1.
Comply with all applicable ATC instructions and regulations.
2.
Do not exceed 250 knots IAS below 10,000 ft MSL
3.
Use standard rate of climb/descent of 1000 fpm
4.
Touchdown prior to first taxiway on all assault zone landings.
FLIGHT MISSION 001
NOTE: Radar Altimeter mandatory for low level flight operations. If not currently installed, please update your
aircraft’s installed panels, or contact an instructor for assistance
Date:
Pilot Discretion
Mission Number:
BAQ Mission 1
Time of Day:
Day Light
Tactical Call sign:
SIMAFxx
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Restrictions:
IP Present
Weather Conditions:
Real World
Flight Duration:
Approx 2hrs
Departure Location:
KCVS
Air Work Area:
White Sands Missile Range (R-5107B)
Arrival Airport:
KCVS
Flight Status:
Training
Must be flown online with an IP using TeamSpeak3
Pre-Flight information:
1.
You are to operate from Cannon AFB,
2.
Prepare and file an IFR flight plan with VATSIM,
3.
Make sure you have read the material contained in this document,
4.
Ensure TeamSpeak3 is properly set-up and registered,
5.
Low Level Ops are to be conducted White Sands Missile Range (R-5107B), ensure you selfbrief on the topography etc within the area, (FSNAV file at www.vozsar.org/AC130_IQT.zip )
6.
Enroute you must plan via Corona CNX and Socorro ONM VORs.
7.
Be prepared to brief the Instructor Pilot on your mission plan.
Mission Information:
1.
Departure KCVS from the most appropriate runway.
2.
Climb/maintain 20,000 ft MSL
3.
Fly own navigation to White Sands Missile Range (R-5107B),
4.
Enter the Range as deemed appropriate, with a view to minimising detection of your presence.
5.
Calculate the Pivotal Altitude, using an appropriate Ground Speed, for a large balloon target
located at N33d 30.00 W106d 43.00 located on a large plain at 4,686 ft AGL. (BGL file at
www.vozsar.org/AC130_IQT.zip)
6.
Approach and conduct at least three complete circuits, maintaining guns on target.
7.
Depart the area and navigate south toward the San Andres Mountains.
8.
Target two is located at N33d 10.29 W106d 41.92 in a small valley at 6022 ft AGL. Make the
calculations and conduct two complete circuits maintaining guns on target.
9.
Depart the area to the NE, and navigate back to Cannon AFB.
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10.
Cross the Socorro VOR at 21,000 ft.
11.
Navigate back to conduct a TACAN approach to the active runway.
12.
Fly the missed approach prior to touch down.
13.
Terminate the Missed Approach and join the pattern for a visual approach and full stop.
14.
Exit at the earliest taxiway possible and taxi to parking.
15.
File PIREP BAQ for AC-130H.
Mission of Completion:
The IP will evaluate according to the Phase Objectives listed above.
Upon successful completion of Phase 4 - Initial Qualification Training (IQT), the Student Pilot will be
identified as Basic Mission Capable (BMC).
BMC pilots are able to participate in any SIMAF events or Combined Exercises. You are now ready to
begin the final phase of training Mission Qualification Training.
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