C-17 Study Aids: Link

C-17 Flightline

9 Apr 07

C-17 PIQ Checkride – Q1E!!

Wow, I can’t believe I’m done. God as been great and blessed me in the last three months here at Altus. Luckily, we had one inbetween our NVG flight and our mission planning for our checkride (crew rest factor). We arrived on Friday at 0800 for mission planning. It was pretty straight forward as it is the same mission as ride 1. We used AFMSS to plan a ride that included at least one VFR pattern, ¾ flap and full flap landing, PNF duties for an assault go around and landing. A low level can be planned either before or after the pattern work. Then some sort of backing for ground ops. In the afternoon we met our checkpilot for a pubs check and GK session. We actually got for our EP (evaluator pilot) the same guy as our Ride 1 (ended up being incomplete) so we knew his style and personality. I was glad to have him as our check pilot. We met at 0615 for brief and we had a 0930 takeoff. Ground ops went pretty good but in the tradition of a checkride we had a problem and had to call maintenance. That didn’t take too long and we got off early enough to do three patterns then off to the low level. This all went well and we entered and exited on time. You can perform the low level in IMC (clouds) at a higher barometric altitude. Our ceilings were around the IMC altitude but we found a hole to drop down to 300 AGL. We had a simulated threat and we had to plot the threat and talk through/perform the appropriate response. We exited and came back to Altus to finish up the required maneuvers. On my first pattern I floated a little long (after a near perfect approach just a little excess on the power push for the heavy weight landing) and ended up going around. The next two were good. The low level went well as well as the PNF duties. Keys are to talk to the EP as he/she flies and not assume that they will fix an approach if off. In order to force the go around you will either get an unstable picture at 300’ (required stable) or you will get a float during touchdown taking you past the required 500’ touchdown zone. Be sure to call your own go around if you aren’t getting stable. In this checkride you can only be hooked for safety/judgment and boldface so pressing an ugly approach shows poor judgment. We ended up finishing the profile in 3 hours and the check pilot took the jet and flew for another hour for his own proficiency. He debriefed on the taxi back and informed us of our grate. Nate and I both got a Q1E and we were amazed. If you think about it, for us it is just our fourth ride and in reality you will still be learning. I was a great flight and we didn’t have any moments where we didn’t know what to do so even though we had minor mistakes we showed decent competency. I was done around 1400 and we finished up the outprocessing checklist. We went out for a good lunch and that is it. Altus is done and I’m a qualified pilot. I remember getting here and thinking I’m something because I have wings but you are immediately reminded that you are an unqualified pilot. I’m finally qualified and ready to fly operationally. I’m off to Hickam and then to Fairchild for survival. Thanks for reading and always, please email with any questions! As I reflect on the past 1.5 years I can only but see God’s hand in my life. He has blessed me at every turn and I definitely give him the glory and realize that my life is and will be in service. God Bless!

6 Apr 07

This week started with our second attempt at our first ride. We had clear skies and a great flight. We had female Aussie loadmaster in training on this flight. We ran the same profile as before and I flew first. I had a good feel for the power push. The winds are very strong here in Oklahoma and you defiantly flight for centerline of the runway. It feels like a video game looking through the HUD (heads up display) for hours landing the aircraft but as soon as you step out of the airplane after a flight and look back to see a gigantic aircraft you realize the gravity of what you are doing. Tuesday we met at next IP (not normally the same guy/gal) at 0800. We planned a longer low level and a route up to Clinton-Sherman airfield (80 miles north). This is an civilian airfield that is contracted out at night for NVG operations. After Clinton Sherman we planned to come back to Altus for patterns. See Ride 2 GK in LINKs. You receive a classified brief on tactics, which we practiced on our flight. On Wednesday we met at 1615 at Life Support to pickup our NVGs. I got a bad set and tried a second that worked well. Basically the first set created two images of what is straight ahead and they were at different angles. Nate went through three sets before he found a good one so the point is don’t accept a pair that doesn’t give a good image…remember you will be in control of the aircraft. We were a little late for the brief but it went just as on the first two flights. We took off and the moon was out giving an extremely bright image which after 4-5 hours lead to some eye fatigue for myself. Nate flew first and we switched again midway through the low level. In day time we fly off of height above the ground (AGL). During night we fly a specific NVG altitude based off of pressure altitude (barometric). He would call out specific ground threats and we had to maneuver appropriately. I felt like a newbie a couple of times. During my two 60 degree turns my battery pack fell off during the turn making me lose my focus just for a second. I fixed it and continued on. We went up to Clinton Sherman and flew a tactical arrival followed by 1-2 hours of patterns. If you look under your NVGs it is black but obviously through the goggles the IR lights on the field light up the landing zone. It is very different but I finally got the feel for it. Depth perception is different under NVGs so the power push is again is something to get use to. Winds were again challenging because the winds on final were up to 25 knots crosswind but near 5 knots from a different direction on the field. A helicopter was being vectored around the field and he didn’t know why so he complained to the tower. He informed him that two heavy C-17s were conducting night ops under NVGs and we could easily see him. He stopped complaining because he realized aircraft many times his time were flying near him. I did backing maneuvers there and learned some good lessons. We flew back to Altus for another hour of patterns and two combat offloads. I mentioned earlier that we perform PNF duties while the IP performs assault landings. He will purposely trend out of the landing zone on short final to see if you will call a go around, so don’t always that the he/she is good and will save the landing. With heavy aircraft it is important to make decisions early due to the momentum of the aircraft. NVGs were great but I had a little of neck and eye fatigue. Nate and I had dinner over at our sim instructor’s house this weekend and had a good time. 

30 Mar 07

We started this week with our last two sims with emphasis on tactical proficiency. They were identical and we practiced likely checkride profiles. You start with a black cockpit (electrics out) and fly the sortie then returning to a black cockpit. Basically you are required to do ground ops which you haven’t performed since your first few sims. We had Wednesday off and it does vary from group to group how much time is inbetween the sims and getting to the 58^th (flying squadron). We showed up at 0800 in the mission planning room (standard for everyone the day before your flight) and met our IP. The profile was to fly a low level then come back to base for ¾ and full flap landings as well as perform PNF (pilot not flying) duties for the assault landings (like a full flap but with a harder touchdown to stop in 3500’ or less). We practice assault landings in the sim but aren’t expected to do these immediately out on the line. Continuing with the profile once one the ground you are expected to perform backing maneuvers and perform PNF duties while the IP does a STAR turn (180 degree turn in 90’ of runway using a series of forward and backing turns). We looked over the weather and it looked horrible. We began planning our flight using AFMSS (creates chart and mission plan which is loaded in the plane). After lunch we met at 1300 for a GK review. (See LINKS for Ride 1 GK) After this we were done for mission planning. We met at 0615 and began the brief for the flight. You as the student aren’t briefing because you aren’t the mission commander ( the IP is). In the cockpit we had the IP, myself, Nate and a new IP on an observation flight). We also had a LM (loadmaster) and 2 Australians loadmaster students. They are getting 4 C-17s and were a hoot to talk to. We went out to the plane, dropped our stuff off and then went back to the weather shop in base ops. After this we filed our flight plan and went back to the plane. Nate was in the right seat first and we ran through the checklists and got the engines started. We took off to go directly to the low level and thunderstorms were everywhere. We flew at 500’ above the ground and it was a thrill. Half way through he we did a seat swap and my first maneuver was a 60 degree, 2G turn. I didn’t do so bad and I had a blast. The main objective is you ability to run the combat entry checklist and manipulate the mission computer and speed to enter the low level on time. It you give the mission computer good data (winds, aircraft speeds and exact routing) it can give you very accurate data. We finished the low level and came back to Altus for pattern work. We had 1000’ ceilings (need 1500 for patterns) so we did instrument approaches in order to get landing practice. Here are the major things I noticed. The sim can create the height of above the runway that is present in the aircraft. This is important because you don’t flare in a C-17 but rather you use a power push to arrest your descent. The tendency is to delay your power push because you feel high due to being 16’ above the ground. It is very satisfying to perform a good landing I was slowing adapting to the real airplane versus the sim (which is unmistakenly different).  We ended up doing multiple instrument approaches (which I haven’t thought about since sim check well over a month ago). We tried to go to another airfield but weather wouldn’t allow it. We ended up incompleting the ride because we needed ceilings to do patterns. The C-17 truly amazes me…it is very capable and very powerful.

25 Mar 07

We started this week with a seemingly random emergency procedure sim. On Tuesday we began NVG ground school. This class was taught in a different building in-between the learning center student admin. It is an AF course taught by Boeing contractors. The morning consisted of 7 different lessons covering advantages/disadvantages of night vision goggles and the particulars of the model we are flying with. After lunch we met and covered how to assemble the parts and put the goggles together with your helmet and batteries. We went into a special black room that eliminated all light so we could adjust our goggles and watch some demonstrations. Every time you wear you goggles you have to readjust the goggles to your face and refocus the lenses. Life support has a special box that allows you focus you goggles on patterns of bars of varying widths and spacing in-between the bars. You focus them the best you can and we are required to get 20/35 at least to fly. On my second NVG sim I was able to get 20/20 in regular luminance and 20/30 in low light. When you are finished focusing your goggles they are focused on objects at infinity. So if you are viewing an object close then you have to refocus. You have to pick up a set of NVGs at lift support before each event and it takes about 15 minutes to check them out and focus them. They each cost about $6k when new. The demonstrations we had after lunch varied the light and angle of the source to show us how to interpret what we are seeing. You fly with the focus at infinity so if you look at something in the cockpit you look below or around the goggles to perform that action. NVGs don’t make light where there is no light. They only enhance low light that we can’t see with the naked eye. It is important to get your NVGs focused properly because if they are not you can easily get a headache after a while. I found them to be comfortable once you learned what you couldn’t do (as opposed to your normal eye) and techniques to overcome those differences. Glasses... you are encouraged to get contacts or eye surgery if you are going to be using NVGs on a regular basis (as you do in C-17s). As I mentioned before in the cockpit you don’t look inside with the NVGs so you have to look around them to see inside. In essence you are also looking at the edge of your glasses when looking inside. I’m definitely going to get on the contact lens program when I arrive at my unit. The next day we had a classified brief in the VTRAT (visual threat recognition and avoidance trainer). We learned about current threats and what maneuvers we can perform to improve survivability. On Thursday and Friday we had our first and second NVG sims. In the first sim we performed a normal takeoff and then came in for a tactical approaches followed by continual normal and assault landings with NVGs. The second sim we did the same but added a low level. I’m definitely going to enjoy NVG operations. I hit the flightline later this week with my checkride next Thursday. Below are some pics I took of the NVGs I used. I also added a study guide for the flightline checkride in the Links section. This will be my last post until we arrive in HI. I’m taking down the site until after survival training due to the info gathering they do on the internet prior to interrogation exercises.

You attach the NVGs to your helmet and the goggles move into the up position when not in use.

They modify your helmet from SUPT to fit the banana clip (the plastic piece that has the metal clips). The battery pack is velcroed on the back of the helmet. They also add a mic extension so that you aren’t required to wear the mask as before.

 The battery pack as a primary and backup batteries. I highly encourage getting a counterweight to attach (velcro) to the back of your battery pack to reduce fatigue. The helmet w/goggles tend to be front heavy.

16 Mar 07

Well, things are pretty easy going. We started this week with the second of two sims covering our onboard systems that communicate with outside agencies under the overarching theme of GATM (global air traffic management). We then had our introduction into AFMSS (air force mission support system). This system can be used to plan out every flight from low levels to air refueling. We did all these calculations by hand in SUPT but now we are allowed to let the computer crunch numbers. An AFMSS session is planned in conjunction with two different sims so that you can plan out your flight and print out charts. Our first DDS (direct delivery sortie?) mission took us on a low level entry into an assault air strip in Germany. When we were on the ground we did a start turn (180 degree turn in a 90’ wide strip) followed by a combat offload. We then took off again were we tried to get fuel from a KC-10. Our second DDS mission took us out of Kuwait city to Balad where we did another combat offload. We then took off, took a missile in the #3 engine followed by a landing in Bagdad. Well fun times but we landed. This scenario is based on a real life event in OIF. Next week we start NVGs! In a couple of weeks I’ll be taking the website temporarily down until I reach Hickam so that when I go to survival school they won’t have a multitude of information to interrogate me with. 

11 Mar 07

This past week has been great. Definitely a different environment (much more relaxed). Our first sim following the checkride was our tactical approaches. You pick up a tactical guide from the publications office. Tactical approaches emphasize quick entry to the airfield and noise reduction (minimal use of engines). The final portion of the approach has a much steeper glidepath requiring a significant power push to reduce the impact force. We practiced approaches to the assault strip which is 3500’ long. We then had two aerial refueling sims where we practiced rendezvous to both KC-135 and KC-10s. 10s provide a little more difficulty in the contact position due to their center engine thrust hitting our high T-tail. As long as the sim is acting correctly staying in the contact position isn’t that difficult (we practiced these same procedures in UPT). At the end of the week we began covering the onboard systems that enable communication back to command & control as well as communication with air traffic control through satellites when out of range of towers. Following our second AR sim after completing all the objectives, we were able to do assault landings at Hickam. Our instructor previously lived there and he pointed out various places around the island. I’m scheduled to be done on Apr 5 so less than a month left in training. I put a great aerial study guide in the study aid links.

3 Mar 07

Instrument Check - Q-1E

Huge! All I can say is God is good and he has blessed me and my flying partner (same checkride score). Well, the grading scale is different from SUPT. Previously you received a Excellent, Good or Unsatisfactory (hook). Out in the operational world, the grading scale for a checkride is Q-1 (passing), Q-2 (passed but needs additional training in a particular area), Q-3 (failure and you need to repeat the checkride). In AETC, the AF training command, they divide Q-1 into three categories, Q-1E (excellent), Q-1 (Good), Q-1 minus (Good but a few clear mistakes). This past week flew by as I was preparing for my checkride on Thursday. This checkride counted as my instrument qualification, including my CAT II certification. Unlike UPT, starting with this checkride, my scores are on my permanent record and are readily reviewable by my unit. My checkride profile was just as listed in my last post and was no surprise. The GK session was about 1.5 hours and reviewed systems, procedures and instrument rules. I added a great study guide under the study links. There were no huge surprises here and it is simply if you prepared or not. I went first and my partner was released for 1.5 hours until his turn. My checkride score definitely doesn’t mean I didn’t make any mistakes. The debrief was short and we were thrilled with our scores. It feels like it is downhill from here. We start next week with tactical procedures and then move on to aerial refueling and night operations. We were told we probably wouldn’t do another instrument approach while here at Atlus. We are suppose to pick up our tactical guide next week so we can learn Altus’s tactical approaches to the assault runway. Tactical approaches are approaches designed to minimize our time being low and being heard. These are the tactics used in combat zones so it will be rewarding to learn these. I know without a doubt that God was at work in this checkride! 

25 Feb 07

Well, another big milestone down this week and another one coming up. On Friday, I took the end of course CBT test and the Lord blessed me with a 98%.  The amount of information to study is overwhelming but there are a few study aids out there to help narrow down what to study. It is a closed book test, 100 questions, multiple choice. It is administered by an instructor logging you in. You also complete a boldface and turn it in. The last several sims have been concentrating on checkride profiles. You have two checkrides in PIQ, one in the sim (mid way through) and at the very end in the aircraft. A checkride profile is generally a departure, fix-to-fix (not like a Tweet but not fully automated), instrument approach to a circle, touch and go, then somehow on departure you have an outboard engine failure and the weather goes down to 150’. You then try to shoot an CAT II ILS and have to go missed approach. You ask for weather and it got better so you shoot another CAT II and you land. Then there is a seat swap and you fly a nonstandard (your flaps or slats become inoperative) configuration approach to a full stop. That’s it. We have been practicing this profile over and over and will continue up till my checkride this Thursday. I feel it will be downhill from there because one month is left and then a final checkride. Following our checkride, we get to do tactical approaches, low levels and air refueling. I’ve heard the GK is pretty lengthy and detailed so I’m definitely preping this week for that. 

Almost to the midpoint of PIQ...

16 Feb 07

Last Saturday we had the IRC (Instrument Refresher Course). We got there at 0800 and a Capt. from the 58th Squadron (active duty pilots who give checkrides, flights and evaluations) gave us a 3-4 hour class on instrument rules review and recent hot topics from around the flying world. The length of this class can vary with instructor. Afterwards we went into the testing room and we took the ~ 65 question test. It is open note, open book, multiple choice test. You would almost be nuts not to bring or borrow a laptop so that you can use electronic pubs (they don’t normally provide you a computer). This gives you the ability to search large pubs for answers. The first 55 questions are not aircraft specific and cover all different publications. The last 10 questions are aircraft specific (various procedures). I finished in just over 2 hours and the Lord blessed me with a 100%. FYI, the DG (Distinguished Graduate) program is based mainly on 4 items... the IRC, CBT end of course test, Sim checkride and final aircraft checkride. I have my CBT end of course test (closed book) next Thursday and my sim check on 1 March. The DG program here is kind of abstract due to unconventional classes (you are all split up) so I wouldn’t really worry or think about it and if you end up getting that award then good on you. On Sunday, we had another sim. We had sims on Tues though Fri and we are concentrating on abnormal configurations (engine out or loss of flaps or slats). These configuration changes will affect your landing attitude and approach speeds. Two of our sims we finished the objectives early and we were given the time to simply fly patterns for half of the sim time. This was truly great because we could figure out how to actually fly the C-17 and actually feel like competent pilots. All patterns are normally flown by hand and it is fun to use the stick and HUD to fly around. Today we practiced Cat II ILS (Category II Instrument Landing System). All through SUPT we flew Cat I ILSs and this meant that we used barometric pressure to measure our altitude and we normally flew down to 200’. With a Cat II approach you use your radar altimeter (equipment that measures your height above the ground). With more measuring equipment and special airfield lightning we will be able to fly to 100’ without seeing the runway until that point(that is really low). If you have to go around you will come within 40-50 feet before you begin flying away from the ground. We will leave here being Cat II qualified. We also practiced circling approaches. In a large aircraft it can sometimes be hard to see the runway beside you that you are circling to. In T-1s, you would primarily use timing to gain displacement from the runway so that when you turned towards the runway all would work out. In the C-17 with the computer displays you use your range rings(in nautical miles) to determine proper displacement and then use your PFP (predictive flight path) that tells where you will be in 1 minute based on current conditions. They normally call the PFP the noodle. It is as simple as putting the end of the noodle where you want to be. C-130s and C-17s are a few of the only aircraft that can shoot night approaches without airfield glideslope guidance. We can do this because we have a tool called a FPV (flight path vector). It is a great tool if you know what it is telling you. It is a circle that moves around the HUD (heads up display) and tells you with current power and attitude where your aircraft will go. When you have asymmetric thrust (an engine out) or you have strong crosswinds, your aircraft will point one direction (off of the runway) while you are actually moving towards the runway. You FPV can verify this and help you fly the approach angle you desire and actually fly towards the runway with varying conditions. We have so many tools to fly in the C-17 that there is really no excuse for error once you become competent. I’m not saying that to be rude or cocky but that is just a fact. It is a very advanced aircraft. All is going well and I’m really looking forward to Hawaii and getting the family and I settled.

9 Feb 07

First C-17 Flight!!!

OK, so I wasn’t in the pilot’s seat but it was still great. As of this past Monday, we are done with the first type of sim called the CSS (cockpit simulator system). A CSS sim can be with no motion and no visual. Those mostly dealt with systems and your interaction with checklists. We are now in the second part called the WSTs (Weapon Systems Trainers). We had our first WST this past Tuesday and I was fully tasked. We flew several approaches including a circle and pattern. I left a little frustrated because I didn’t feel I was getting time to just get use to the airplane (too many points to cover besides “simply fly a pattern and land.”) We still had the occasional emergency but those were quickly resolved. I had Weds through today to be scheduled and fly my observation flight. Nate and I were both on the same flight and it wasn’t just any flight. It was two upgrade students to aircraft commander. We flew multiple approaches then went and performed an air refueling with an Altus KC-135 and then we flew a low level. When we were on the ground we did a star turn (180 degrees direction changed in a 90’ wide strip). We also did combat offloads. It was below freezing when we showed up at 0545 for the prebrief. After any initial questions (the main brief was the day before), we all boarded the crew bus and went out to the aircraft. The loadmasters (training as well) went and reviewed forms and cargo. The pilots went back to baseops to review the flight plan, weather and NOTAMs. We came back from base ops and ran the preflight checklists and checked “the box” (the mission computer containing the flight plan, takeoff and landing data, etc... extremely important in the C-17 to have all this correct). The first upgrade AC (aircraft commander) student flew several Tacan approaches which after the first landing he circled to the assault strip (92’ x ~3000’ ) The glideslope, in the box, is around 5.0 degrees, pretty steep as opposed to a normal 3.0 degree glideslope (i.e. ILS). In the C-17 you bump the power approximately 50’ above the ground to decrease the descent rate. On the combat assault landings, we do bang into the ground. It actually takes more skill because you can’t misjudge your touchdown and float down the runway (only 3000’). If I remember right, after we had a good assault landing and the brakes & thrust reversers were engaged we stopped in around 1500’. We are not fully loaded so that would increase this distance. We departed to rendezvous with a tanker north of Oklahoma. It made me appreciate the T-1 training we had that dealt with airdrop and air refueling because the procedures were nearly the same. I heard the questions that the instructor was asking the AC upgrade students and I knew some of the techniques and answers. That T-1 training was definitely valuable. They grade by the time and # of latches you perform during air refueling. You don’t use autopilot at any time when you are in close proximity and you feel the vibrations from aerodynamics. This was my first time seeing air refueling from the receiver side. After AR we went to Altus and then to a local low level. Along the low level, we had several simulated threats (aka ground fire).  The tactics used to avoid these threats are classified. At one point we flew down to 300’ AGL and performed a 60 degree angle of bank and pulled two Gs. This may not seem much since we aren’t a Tweet or fighter but it was a great deal in a large aircraft. I remember thinking that our wing tip seemed like it could dig into the ground. I was very impressed. We flew back to Altus to finish our 6.1 hour local flight (very long for a local). We landed and went to some pavement to do ground ops. The first maneuver was a combat offload. I really didn’t know what to expect and I about flew out of my seat. You lower the cargo door and ramp and unlock the cargo on the roller system. The pilot runs up the engines and releases the brakes making the cargo fly out the back. We then did a start turn which allows the C-17 to basically turn around in a space as small as 90’. You can actually deploy the 4 thrust reversers and move the aircraft backwards. We finished up ground ops and debriefed back at the squadron. Overall I was very impressed and motivated. The C-17 can take some punishment and still perform. I felt like I was able to learn so much more by being in an operational aircraft. I’ll learn a good bit here but I do believe most of my learning will start when I arrive at Hickam. Tomorrow I take the IRC (yes Saturday and I work on Sunday too). This is a regular exam that covers your knowledge of instrument procedures. It is open book and is preceded by a refresher class. I’ll let you know how it goes. Any questions? Let me know.

A Altus KC-135 refueling a Altus C-17

30 Jan 07

CBTs are getting fewer than the first three weeks. We just got done with the infamous LA Basin instrument sims. These two sims are where the instructors literally throw you into the fire by having you fly 6-7 approaches in California. Not only do you fly the approaches (ILS, Localizer, NDB, back course localizer, and a high penetration approach) but you also fly the published missed approach and go into holding until you receive further instructions (you didn’t do this in UPT). These sims force you to be very familiar with the autopilot. You would think that since it is autopilot that it is easy but no. Both pilot and copilot are going nonstop and you still feel behind the jet. Tonight we had a semi emergency sim were we had starting malfunctions and a engine fire requiring us to do an emergency return. On our next sim we are suppose to wear the aircrew chemical ensemble. I added a 202 & 217 publication study sheet. I feel a little behind knowledge wise but all is well. I’m very grateful to be here.

23 Jan 07

Another week or so has gone by and things are going well. We had an ice storm two weeks ago and a snow storm (2-3”) this past weekend. I added some of the study aids at the top of the page. I’m on sim #9 and we have about two more until we start flying from start to finish. My latest sim covered use of the autopilot which is used extensively in the C-17. You don’t have a flight engineer like you do on the C-5 because systems have become more automated. The aim is to reduce the workload on the pilot/copilot so that you can do other things. Having so much automation is sometimes contrary to what you thought you would be doing out of pilot school. Needless to say it is a great airplane and I definitely got a shot of motivation from the aircraft tour we had yesterday. We were shown a walkaround and the instructor pointed out major components on the aircraft and asked us questions that are typical of a checkride evaluation. Back to my sim today, I actually landed the aircraft twice and didn’t crash! On the first I handflew on a short final after disengaging autopilot and the second I flew a pattern. We are starting to use the motion sim with 180-270 degrees of view. Your first sims that cover systems don’t have visuals or motion. Our earliest sims this week have been 0545 and next week we have sims scheduled for 1945. In just over a week we will have our first actual flight sitting as an observer. On another note, many people wear their patches from pilot school and order a black nametag from the BX if they need one for their jackets. Nate and I ordered nametags (in our unit’s colors) and PACAF (Pacific Air Forces) patches from http://www.mardonco.com/ and we also ordered Georgia Tech pencil (morale) patches from http://www.wings-and-things.com/ . I’ll end with this recommendation. I loaded up my plate with a masters course and SOS in correspondence (seems to be a prerequisite for in residence) and I wouldn’t recommend this. PIQ is definitely the time you want to get very familiar with the C-17 and all the many publications. Don’t wait to read till weekends or later once you get to your unit. Each sim and CBT has a list of “required” readings. You don’t have to spend hours but at least scan the readings so that you don’t arrive at your sim cold.   

12 Jan 07

Well, I’ve had a week to get my feet wet and it is a different beast from pilot training. I’ve heard things are easy here but I haven’t experienced it just yet. The C-17 is very sophisticated and it will take a while to learn it well. We are still referred to as unqualified pilots so just a little better than being students in UPT. PIQ stands for pilot initial qualification. In C-17s, you get 42 sims and 3 flights in 14 weeks. On the 30th sim we are evaluated by Air Force personnel and it is considered our first checkride. We have one more checkride in the jet near the end of training. I have completed 4 sims. There is little to no class that you are normally use to. You are paired with a partner and you and he/she go through the entire program. CBTs are the delivery method for information. It is truly a big boy program. No one makes you learn anything and you can get left behind quickly if you don’t study at home. The sims go from 0600-1200. The schedule assigns you two weeks of late sims and then two weeks of early sims and then continues to alternate. The beginning sims are two hours with a half hour of briefing and the first sims mainly cover checklists procedures and systems knowledge. The airplane is extremely automated and it normally takes care most problems and you finish up with cleanup procedures. Your schedule is finalized every Friday by 1200 for the next week and you know every event you are responsible for finishing. I highly recommend you get one day ahead to have some breathing room in your schedule. Your tentative schedule is actually in the computer system through graduation day. Several days are built in for slop... my official graduation day is Apr 10 but my current schedule has me finishing on Apr 5. We haven’t been to the aircraft yet and that is a little disappointing. We are scheduled for an observation flight on the first of Feb., a month into training. Not all of the sims have visual so they aren’t as motivational as being in the fully functional sim or going to the aircraft. I wanted to take a picture of the sim (they look extremely expensive) but they are protective of them and no pictures are allowed (as with alot of areas in the Boeing building). All of the personnel we are working with are Boeing contractors and normally the sim instructors are former military pilots. We get involved with AF people for evaluations and the few flights. In the first week you visit Life Support for a day to cover local area survival and aircrew chemical protection gear and what you will find in the survival kits on the C-17s here at Altus. That is about it...CBTs then almost a sim daily. We are scheduled to start actually taking off in the sim around #9. I’d recommend buying a 1-2 Gig thumb drive (USB) to get a electronic copy of all the publications so you don’t have to carry them around with you. You’ll get issued one when you get to your unit but for PIQ you have to provide your own if you want it.  Another note, CBTs actually take time. I remember in UPT that CBTs would say a hour to complete but you could finish in 20 minutes. Not so here. They are long and interactive. If it says it takes 1.5 hours then it really does. This helps with scheduling your time. There are a few study aids that are helpful with C-17 knowledge and CBTs, so I’d suggest you get that from someone. One side note for C-5 guys... C-5s are moving training from here to Kelly Annex/Lackland AFB, TX. Planes have already began to move down there. The hopes here at Altus is that the new tanker(currently still in the acquisition phase) training will come here to replace the C-5 workload. As always, if you have any specific questions send me an email.

CBTs (Computer Based Training) from SUPT were pretty straight forward... side-by-side computers. The C-17 learning center is divided up where each computer is surrounded by a cockpit layout so that while you are studying about something you can associate what switch you are studying with what panel it is located on. Pretty helpful.

The Boeing operated C-17 building.

My pubs. I spent way to much time putting these together and based on new policies in the training squadron you have to turn them all back in after training except for the condensed checklist (blue one).

30 Dec 06 Here we go!

Well, we’re here. It was a long drive and near the end (Hwy 62) we figured out why people say you are in the middle of no where. We were definitely curious about what would be in the town of Altus but when you just came from Columbus, MS it isn’t so bad. When you drive into town on hwy 62 you can see the base off to the right. It was good to see the C-17, the aircraft I’ll be flying for a long time. Altus is an older town but it still has several establishments. Just to list a few: new super walmart, mcdonalds, sonic, applebees, KFC, several mexican places, Burger King, GNC, Hibbett Sports, whataburger, arby’s, wendy’s, long john silvers. Altus doesn’t have many upscale eating establishments. The base has all the normal stuff (theater, bowling alley, bx w/food, commissary, golf course). For families, Temporary Living Facilities (TLF) are available for students in both 1 & 2 bedrooms. They don’t allow pets, so with our cat we are living offbase. If you don’t get a non-availability slip (no room on base) then you’ll get the TLF rate (~$36). I have to throw a plug in for our apartment place because they are extremely friendly and helpful to military folks. We are staying in a furnished 2 bedroom with utilities included and washer/dryer for $945 a month which averages to around $32 a day. Their website is http://www.enterprisesquareapts.com. Its not brand new but very adequate and about 3 minutes outside the main gate. Altus AFB trains people on C-17s, KC-135s and C-5s. I counted 10 C-17s, 6 C-5s and numerous KC-135s. Altus trains both enlisted positions (i.e. loadmasters) and officer (i.e. pilots). For aircraft commander upgrade and airdrop training for C-17 I’ll have to come back to Altus later. My PIQ (pilot initial qualification) last around 14 weeks and I start on 3 Jan and finish on 10 Apr. This is the shortest of any AMC initial qualifications. If you have any questions, just email me.