Initial Qualification Training

(IQT)

SIMulated Air Force

AC-130H

16th Special Operations Squadron

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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. AFI13-217 Drop Zone and Landing Zone Operations 2. www.skyvector.com 3. www.faa.gov/library/manuals/aircraft/airplane_handbook/ 4. military.discovery.com 5. 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 Name Freq Radial Range

CVS Cannon 111.60 356 0.1

TXO Texico 112.20 243 24.9

TCC Tucumcari 113.60 151 49.8

LIU Littlefield 212.00 110 54.2

HRX Hereford 341.00 049 57.0

PVW Plainview 112.90 272 78.3

LB Pollo 219.00 107 83.9

AirSpace

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

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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: 30,000 ft 9,100 m

Max Range: 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

Undercarriage span: 14‟ 10” 4.53 m

Max ROC: 1,920 fpm

Max Cruise 280 KTAS

Max Bank (flaps retracted) 60°

Max Bank (flaps extended) 45°

Recommended 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

Vfo (max. flap operating speed) 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 S-

turns 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

flight.

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

GS (Kts) Altitude

130 1496

135 1613

140 1735

145 1861

150 1991

155 2126

160 2265

170 2558

180 2867

190 3195

200 3540

210 3903

220 4283

230 4681

240 5097

250 5531

260 5982

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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 self-

brief 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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