SUMMARY OF REVISIONS

The standard crew duty day for an OSA standby launch is now 14 hours for C-12 and 12 hours for C-21s. Aircrews are now charged with keeping their commanders informed of mission progress and or difficulties. Crash and rescue units are no longer required during aeromedical evacuation. All OSA crewmembers are allowed to travel on additional crewmember status. Once established on approach, aircrews are allowed to continue to decision height or minimum descent altitude regardless of ceiling and visibility. Minimums are no longer modified without full flight instrumentation. New items have been added to the reportable mishap list. Many paragraphs in chapters 1 through 6 have been renumbered in an attempt to standardize paragraph numbering between other airlift and tanker aircraft. In addition, some paragraphs have been rewritten to clarify their intent. Aborted takeoff procedures now use the word "ABORT." AETC formal schoolhouse-assigned C-12 and C-21 instructor pilots are authorized to use 5,000 feet for touch-and-go landings.

Paragraph Page
Chapter 1--General Information
General 1.1 6
Not used 1.2 6
Deviations and Waivers 1.3 6
Supplements 1.4 6
Requisition and Distribution Procedures 1.5 6
Revisions 1.6 6
Definitions 1.7 6
Chapter 2--Command and Control (C2)
General 2.1 8
Operational Control (OPCON) 2.2 8
Not used 2.3 8
Not used 2.4 8
Aircraft Commander Responsibility and Authority 2.5 8
Mission Clearance Decision 2.6 8
Aircrew Responsibilities 2.7 8
Operational C2 Reporting 2.8 8
Not used 2.9 8
Paragraph Page
Not used 2.10 8
Not used 2.11 8
Chapter 3--Crew Complement and Management
Aircrew Qualification 3.1 9
Crew Complement 3.2 9
Additional Crewmembers (ACM) 3.3 9
Mission-Essential Ground Personnel (MEGP) 3.4 9
Mobility Mission Observer (MMO) 3.5 10
Scheduling Restrictions 3.6 10
Alerting Procedures 3.7 10
Crew Release Policy 3.8 10
Crew Duty Time (CDT) 3.9 10
Crew Rest 3.10 11
Standby Duty 3.11 11
Incentive Flights 3.12 12
Chapter 4--Command Operating Guidelines
Objectives 4.1 13
Policy 4.2 13
Minimum Equipment 4.3 13
Chapter 5--Operating Policy
Checklists 5.1 15
Control 5.2 15
Flight Station Entry 5.3 15
Takeoff and Landing Policy 5.4 15
Cockpit Coordination 5.5 15
Outside Observer 5.6 16
Seat Belts 5.7 16
Aircraft Lighting 5.8 16
Portable Electronic Devices 5.9 16
Smoking Restriction 5.10 16
Advisory Calls 5.11 16
Communications Policy 5.12 17
Transportation of Pets 5.13 18
Alcoholic Beverages 5.14 18
Airfield Requirements 5.15 18
Aircraft Taxi Obstruction Clearance Criteria 5.16 19
Illumination Requirements for Helicopter Landing Areas 5.17 19
Reverse Taxi 5.18 20
Aircraft Recovery From Unprepared Surfaces 5.19 20
Engines Running Offload and Onload (ERO) Procedures 5.20 20
Rotor Turning Onload and Offload Procedures (UH-1) 5.21 20
UH-1 Altitude Restrictions 5.22 20
Functional Check Flights (FCF) 5.23 20
Chapter 6--Operations
Section A--Premission
Aircrew Uniform 6.1 21
Personal Requirements 6.2 21
Mission Planning 6.3 21
Aircrew Publications Requirements 6.4 21
Section B--Predeparture
Authentication and Classified Documents 6.5 21
Aircrew Intelligence Briefing 6.6 22
Flight Crew Information File (FCIF) 6.7 22
Not used 6.8 22
Not used 6.9 22
Mission Kits 6.10 22
Route Navigation Kits 6.11 22
Briefing Requirements 6.12 22
Aircraft Call Signs 6.13 22
Instrument Flight Rules (IFR) 6.14 22
Flight Plan Verification 6.15 22
Departure Planning (not applicable for UH-1) 6.16 23
Alternate Planning 6.17 23
Takeoff Minimums and Departure Alternates 6.18 23
Destination Requirements (not applicable for UH-1) 6.19 24
Alternate Requirements 6.20 24
Adverse Weather Planning 6.21 24
Fuel Planning 6.22 25
Section C--Preflight
AFTO Form 781 Binder 6.23 25
Aircraft Servicing and Ground Operations 6.24 25
Dropped Object Prevention 6.25 26
Oxygen Requirements 6.26 26
Life Support Equipment Documentation 6.27 26
Passenger Handling and Cargo Documentation 6.28 26
Hazardous Cargo Procedures 6.29 27
Handling Classified Cargo, Registered Mail, and Courier Material 6.30 28
Section D--Departure
Takeoffs 6.31 28
Takeoff Minimums 6.32 29
Section E--En Route
Flight Progress 6.33 29
NAVAID Capability 6.34 29
Intelligence Reports 6.35 29
Communications 6.36 29
Inflight Meals 6.37 30
Inflight Emergency Procedures 6.38 30
Weather Forecasts 6.39 30
Forced and Precautionary Landings (UH-1) 6.40 30
Section F--Arrival
Briefings 6.41 31
Instrument Approach Procedures 6.42 31
Classified Equipment and Material 6.43 32
Operational Landing Site Procedures (UH-1) 6.44 32
Power Available Check (UH-1) 6.45 33
Power Required (UH-1) 6.46 34
Border Clearance 6.47 34
Insect and Pest Control (Aircraft Spraying) 6.48 36
Aircraft Impoundment 6.49 37
Section G--Debriefing Requirements
Maintenance 6.50 37
Weather 6.51 37
Chapter 7--Aircraft Security
General 7.1 38
Security 7.2 38
Security Procedures 7.3 38
Protective Standards for Aircraft Carrying Distinguished Visitors (DV) 7.4 38
Arming Crewmembers 7.5 38
General Hijacking Guidance 7.6 39
Ground Resistance 7.7 39
Inflight Resistance 7.8 39
Covert Communications 7.9 40
Forced Penetration of Unfriendly Airspace 7.10 41
Chapter 8--Operational Reports and Forms
General 8.1 42
AF Form 457, USAF Hazard Report 8.2 42
AF Form 651, Hazardous Air Traffic Report (HATR) Program 8.3 42
USAF Aircraft Mishap Report Worksheet, MAJCOM-Approved Form 8.4 42
Reports of Violation 8.5 43
Petroleum, Oil, and Lubricants (POL), Aviation Fuels Documentation 8.6 44
AF From 15, United States Air Force Invoice 8.7 44
Aircraft Commander's Report on Services/Facilities, MAJCOM-Approved Form 8.8 44
Transient Aircrew Facilities Report, MAJCOM-Approved Form 8.9 44
MIJI Incident Report Sheet, MAJCOM-Approved Form (AFI 10-707) 8.10 45
Chapter 9--Training Policy
General 9.1 46
Crew Complement and Scheduling 9.2 46
Crew Duty Time 9.3 46
Instructor Pilot Briefings 9.4 46
Debriefing 9.5 46
Not used 9.6 46
Simulated Emergency Flight Procedures (not applicable for UH-1) 9.7 46
Touch or Stop-and-Go Landings 9.8 47
Training Restrictions (not applicable for UH-1) 9.9 48
Not used 9.10 48
Simulated Instrument Flight 9.11 48
Category II Instrument Landing System (ILS) Training 9.12 48
Helicopter Maneuver Standards 9.13 48
Unaided Night Unprepared Area Operation (UH-1) 9.14 52
Chapter 10--Local Operating ProceduresGeneral 10.1 53
Chapter 11--Navigator Procedures
General 11.1 54
Flight Charts 11.3 54
Navigator Procedures 11.4 54
Flight Records 11.5 55
Celestial Fixing 11.6 56
Grid Navigation 11.7 56
Chapter 12--Flight Engineer and Flight Mechanic Procedures
General 12.1 58
Responsibilities 12.2 58
Authority to Clear Red X 12.3 58
Refueling and Defueling 12.4 58
Concurrent Servicing Operations 12.5 58
AFTO Form 76, C-135 Aircraft Structural Assessment Data 12.6 58
AMC Form 139, C-25/C-135/C-137 Mission History 12.7 58
Mission Flight Planning and Weight and Balance Documentation (UH-1) 12.8 58
Not used 12.9 58
Chapter 13--Inflight Passenger Service Specialist Procedures
General 13.1 59
Responsibilities 13.2 59
Not used 13.3 59
Premission Duties 13.4 59
Preflight Duties 13.5 59
Passenger Handling 13.6 59
Border Clearance 13.7 59
En Route and Postflight Duties 13.8 59
Not used 13.9 60
MEGP Procedures 13.10 60
Not used 13.11 60
Not used 13.12 60
Not used 13.13 60
AMC Form 409, Mission Planning Worksheet 13.14 60
AMC Form 410, Mission Expense Record 13.15 60
Chapter 14--Communication System Operator (CSO) Procedures
General 14.1 61
Responsibilities 14.2 61
Premission Procedures 14.3 61
Preflight Procedures 14.4 61
Inflight Procedures 14.5 61
Postflight Procedures 14.6 61
Postmission Procedures 14.7 61
Chapter 15--Aeromedical Evacuation (AE)
Section A--General Information
Mission 15.1 62
Definitions 15.2 62
Deviations and Waivers 15.3 62
AE Forms 15.4 62
Not used 15.5 62
Section B--Aeromedical Evacuation C2
Operational Control and Reporting of Aeromedical Forces 15.6 62
Aircraft Commander Responsibilities 15.7 62
Flight Crew Responsibilities 15.8 63
Aeromedical Crew Responsibilities 15.9 63
Patient Death Inflight 15.10 63
Section C--Aeromedical Crew Complement and Management
Aeromedical Crew Complement 15.11 63
Aeromedical Crew Management 15.12 64
Not used 15.13 64
Section D--Aeromedical Aircrew Procedures
Checklists 15.14 64
Section E--Aeromedical Airlift Operations
General 15.15 64
En Route Diversions 15.16 64
Ground Handling 15.17 65
Refueling Operations 15.18 65
Aircraft Pressurization 15.19 65
Aircraft Configuration 15.20 65
Passengers and Cargo 15.21 66
Crash Coverage and Fire Protection 15.22 66
AE Call Sign and Use Of Priority Clearance 15.23 66
Not used 15.24 66
Load Message 15.25 67
Change In Patient Status 15.26 67
Not used 15.27 67
Not used 15.28 67
Chapter 16--Crew Chief Duties and Responsibilities
General 16.1 68
Responsibilities 16.2 68
Briefings 16.3 68
Chapters 17-18Not used
Chapter 19--MAJCOM Specific Guidance 69
Chapters 20-31--Not used
Tables
3-1. Crew Complement 12
3-2. Crew Duty Time (CDT) Limitations 12
4-1. Operational Equipment and Systems 13
5-1. C-20 Takeoff and Landing Crosswind Components 18
5-2. C-12 and C-21 Takeoff and Landing Crosswind Components 18
5-3. Minimum Runway Lengths 19
6-1. Aircrew Publications Requirements 21
6-2. Takeoff Minimums and Departure Alternate Requirements 24
6-3. C-12 and C-21 Fuel Planning Chart 33
6-4. C-135, C-20, and CT-43 Fuel Planning Chart 33
9-1. Training Maneuver Restrictions (not applicable for UH-1) 48
Attachment
Glossary of References and of Abbreviations and Acronyms 70

1.1. General:

1.1.1. This instruction should be used by aircrews that operate OSA aircraft and 45th Airlift Squadron (AS) aircrews. Use it with the aircraft flight manual, FLIPs, and applicable Air Force directives. This instruction contains policy and guidance unique to the performance of the OSA passenger, cargo, and aeromedical mission. Procedures for training missions are also included.

1.1.2. The Chief, Aircrew Standardization (HQ AMC/DOV), has overall responsibility for administration of this MCI.

1.2. Not used

1.3. Deviations and Waivers. Do not deviate from the policies and guidance in this instruction except:

When waived by appropriate command authority as published in chapter 19.

If beyond command and control (C2) communications capability, aircraft commanders (AC) have the authority to deviate, the responsibility to exercise sound judgment, and the accountability for her or his decisions. However, in no case will safety, personnel welfare, or aircraft limitations be compromised.

Request waivers through normal C2 channels. Report deviations without waiver to appropriate operations group (OG) standardization-evaluation (stan/eval).

1.5. Requisition and Distribution Procedures. Order this MCI through servicing publishing distribution offices (PDO). PDOs will consolidate unit requirements within their area of responsibility. Requisitions for additional copies will contain a statement of justification, i.e. fair wear and tear, unit activation, increase of personnel, etc. Distribute this MCI to each aircrew member assigned or attached to OSA units.

1.6. Revisions. Personnel at all echelons are encouraged to submit proposed changes to the office of primary responsibility (OPR). Use AF Form 847, Recommendation for Change of Publication.

1.7. Definitions:

1.7.1. BLUE BARK--US military personnel, US citizen civilian employees of the Department of Defense (DoD), and the dependents of both categories who travel in connection with the death of an immediate family member. It also applies to escorts for dependents of military members traveling under competent orders.

1.7.2. Category I Route--Any route that does not meet the requirements of a category II route, including tactical navigation and overwater routes.

1.7.3. Category II Route--Any route on which the position of the aircraft can be accurately determined by the overhead crossing of a radio aid (nondirectional beacon [NDB), very high frequency omnidirectional radio [VOR], tactical air navigation [TACAN]) at least once each hour with positive course guidance between such radio aids.

1.7.4. COIN ASSIST--Nickname used to designate dependent wives accompanying dependent children, and dependent parents of military personnel reported missing or captured who may travel space available on military aircraft for humanitarian purposes upon approval of the Chief of Staff, US Army; Chief of Staff, US Air Force; Chief of Naval Operations; or the Commandant of the Marine Corps.

1.7.5. Conference SKYHOOK--Communication conference available to help aircrews solve inflight problems that require additional expertise.

1.7.6. Controlling Agency--AMC Tanker Airlift Control Center (TACC) is responsible for central management of all continental United States (CONUS) based C-21 aircraft during airlift missions. For other OSA aircraft, controlling agencies will be defined in each theater-published supplement to chapter 19.

1.7.7. HAMMER ACE--Air Force Command, Control, Communications and Computer Agency (AFC4A) assigned personnel performing essential communication missions carried by OSA aircraft for accident investigations.

1.7.8. Maintenance Status:

• A-1--No maintenance required.
• A-2 (Plus Noun)--Minor maintenance required but not serious enough to cause delay. Add the nouns that identifies affected units or systems; i.e. hydraulic, UHF radio, radar, engine, fuel control, generator, boom and drogue, etc. Attempt to describe the nature of the system malfunction to the extent that appropriate maintenance personnel will be available to meet the aircraft. When possible, identify system as mission essential (ME) or mission contributing (MC).
• A-3 (Plus Noun)--Major maintenance. Delay is anticipated. Affected units or systems are to be identified as in A-2 status above.
• A-4. Aircraft or system has suspected or known biological, chemical, or radiological contamination.

2.1. General. C2 of OSA operational airlift forces is exercised through controlling agencies. Aircrews will receive information and direction from these agencies and in turn must keep them advised of changes and problems.

2.2. Operational Control (OPCON):

2.2.1. Airlift Missions. OPCON will be exercised through appropriate C2 agencies. The AMC Tanker Airlift Control Center (TACC) is responsible for central management of all continental United States (CONUS) based C-21 aircraft during airlift missions. Theater-assigned OSA will publish specific C2 guidance in chapter 19.

2.2.2. Training Missions. Local commanders have control.

2.2.3. OPCON during exercises, contingencies, or war may transfer to other commanders.

2.3 and 2.4. Not used

2.5. Aircraft Commander Responsibility and Authority. The AC is:

In command of all persons aboard the aircraft.

Responsible for the crew welfare and the safe accomplishment of the mission.

Vested with the authority necessary to manage the crew and accomplish the mission.

Final mission authority and will make decisions not specifically assigned to higher authority.

Final authority for accepting any waiver affecting the crew or the mission.

Charged to keep applicable commander informed concerning mission progress and difficulties.

2.7. Aircrew Responsibilities. The aircrew is the key factor in successful mission accomplishment. The AC is the focal point for interaction between aircrew and mission support personnel. The controlling agency is the focal point for all required mission support activities and, therefore, must receive information from the AC on any factor that may affect mission accomplishment. Additionally, mission itinerary, passenger requirements, scheduled arrival times, etc., will be updated and verified as required.

2.8. Operational C2 Reporting. Check in with the controlling agency prior to the first scheduled departure each day. Keep the controlling agency informed concerning mission progress or difficulties. They should be contacted:

When aircraft maintenance is required. The controlling agency will contact the designated contractor maintenance representatives.

When a deviation of 15 minutes, early or late, or more from the scheduled takeoff or landing time is expected or has occurred.

When scheduled passengers are "no-shows."

When any unusual occurrence, incident, or mishap has occurred. In addition, ensure the unit of assignment is notified.

When waivers to directives are required. Waiver requests must be initiated by the AC through the controlling agency, who will coordinate the request with the appropriate waiver authority.

When overflying scheduled en route stops. When overflying an en route stop, the overflown station and controlling agency should be informed. Controlling agencies must approve planned overflights. Exception: PACAF does not require controlling agency approval.

When entering crew rest at a remain-overnight (RON) station. Provide the controlling agency the maintenance status, planned departure time, and telephone number where the AC can be contacted.

3.1. Aircrew Qualification. Primary crewmembers must be qualified and current. Those occupying primary crew positions during flight must also be qualified and current or in training for qualification in that crew position and mission. (See below.)

3.1.1. Pilots:

3.1.1.1. Operational missions. Two qualified and current pilots must be at the controls for all takeoffs and landings. exception: Comply with MAJCOM or theater directives.

3.1.1.2. Operational training missions, local training, or evaluation missions. Noncurrent or unqualified pilots may perform crew duties under the supervision of a current instructor or flight examiner. If passengers (including mission-essential ground personnel) are carried, paragraph 3.1.1.1 applies.

3.1.2. Other noncurrent or unqualified crewmembers may be assigned in addition to the minimum complement of qualified or current primary crewmembers and may perform duties in their designated crew position when under direct supervision of a current instructor or flight examiner qualified in the respective crew position. Noncurrent or unqualified crewmembers may fill a primary crew position under the direct supervision of a flight examiner during flight evaluations according to MAJCOM directives.

3.1.3. Distinguished visitor (DV) operating procedures. The following applies for incumbents of general officer positions who desire to fly:

Approved by the HQ AMC/DO (CONUS OSA).

Must fly under the supervision of an instructor pilot.

When a supported general officer has flight authority and has indicated a desire to fly, the local unit will include the general officer on the AFORMS flight authorization. See AFI 11-401.

When a general officer not mission-qualified occupies a primary crew position on an operational mission an additional pilot will accompany the mission.

3.2.1. Crew complement for UH-1 functional check flights (FCF):

Aircraft commander.

Copilot or flight engineer is required to occupy the copilot seat. Unit operations officer or designated representative concurrence is required when a copilot is not used.

Other personnel as required to flight check aircraft indicators, systems, and subsystems.

UH-1 pilots noncurrent for mission items may perform FCFs.

Any UH-1 pilot performing FCF ground runs and checks must be FCF-qualified. exceptionS: Beep range adjustments, manual fuel changeover, as well as other routine ground checks approved by the flight commander.

3.3. Additional Crewmembers (ACM). Detailed ACM policies are in MAJCOM or appropriate theater directives. In general, OSA crewmembers who are assigned to or authorized to accompany the normal crew complement are authorized ACM status on all AMC and OSA operating aircraft. Cargo or manifested duty passengers will not be displaced.

3.4. Mission-Essential Ground Personnel (MEGP). Procedures and restrictions will be according to MAJCOM directives.

3.5. Mobility Mission Observer (MMO). Procedures and restrictions will be according to MAJCOM directives.

3.6. Scheduling Restrictions. Procedures and restrictions will be according to AFI 11-401 and its supplements.

3.7. Alerting Procedures:

3.7.1. The AC sets crew reporting time when self-alerting procedures are used. Crew reporting time is normally 2 hours prior to scheduled departure time. exception: CONUS OSA crew reporting time following en route crew rest is normally 2 hours. This time may be reduced to a minimum of 1 and 1/2 hours through coordination with the AC and the controlling agency. The AC may establish other reporting times as required for mission accomplishment, e.g. scheduled mission departure time changes, etc.

3.7.2. Agency Alerting. The controlling agency will alert the crew 3 hours prior to departure. exception: CONUS OSA crews will self alert en route and will establish unit home station alerting procedures.

3.8. Crew Release Policy. If aircraft is not in commission or otherwise capable of home station departure within four hours after scheduled departure time, the aircrew will be released. Exceptions may be granted only with the concurrence of the AC.

3.9. Crew Duty Time (CDT):

3.9.1. CDT begins at the scheduled crew reporting time. exceptions:

Early reporting for aircrew member convenience: CDT begins at the scheduled reporting time.

Crewmembers performing other duties prior to flight-related duties: CDT begins when reporting for other duties.

CDT for a standby crew begins when the crew is notified of the mission.

If any crewmember is required to remain at the aircraft to perform duties exceeding normal postflight duties, CDT ends when these duties are completed.

Communication system operators, navigators, and passenger service specialists may exceed duty if the final portion of a mission or series of mission segments can be conducted without their services, and they do not exceed authorized CDT up to this point. They will be credited with flying time, but not assigned duties.

3.9.4. A basic crew may not be augmented after the crew duty day has started.

3.9.5. Flight examiners, when administering evaluations and not occupying a primary crew position, will not exceed the augmented CDT limitations of table 3-2.

3.9.6. For missions in progress, waiver authority for maximum CDT (in excess of 2 hours) is delegated to the operations group commander. ACs initiate request for waiver

3.9.6.1. ACs must concur with requests.

3.9.6.2. Waivers are granted only for the next mission leg.

3.9.7. Waivers anticipated prior to mission operation require approval from appropriate authority as published in command chapter 19.

3.9.8. Deadhead time before or after performing primary crew duties is CDT. Crewmembers may perform primary duties after deadheading if they will not exceed the applicable CDT limitations. In this case, CDT begins at reporting time for the deadhead flight. Crewmembers may deadhead following primary crew duties if they will not exceed the augmented crew limitations of table 3-2.

3.9.9. Aircraft with inoperative autopilot: If the autopilot fails while airborne, the mission may continue to next stop, even though the limitations of this paragraph are exceeded. If the autopilot can't be repaired, comply with table 3-2 unless a waiver is requested and granted by the appropriate operations group commander.

3.9.10. The CDT limitations of table 3-2 do not apply to crew chiefs and other crewmembers assigned to perform ground duties.

3.10. Crew Rest:

3.10.1. Home Station Predeparture Crew Rest. All crewmembers will enter crew rest 12 hours prior to reporting for a mission (including local training missions). When mission requirements permit, 24 hours crew rest will be given for crewmembers departing on missions which exceed a basic crew duty day. If the aircraft is incapable of departure within 6 hours of show time, the crew will reenter crew rest. The AC must concur with exceptions.

3.10.2. En Route Ground Time or Crew Rest. Minimum scheduled ground time between arrival at the end of a crew duty period and the next departure is 15 hours (exception: CONUS OSA minimum scheduled ground time will be 14 hours and 30 minutes). This provides crew sufficient time for postflight duties, aircraft servicing, transportation, and eight hours rest. If aircraft is incapable of departure within 4 hours of scheduled departure time, the crew will reenter crew rest. The AC must concur with exceptions. The AC may modify ground time:

3.10.2.1. In the interest of safety.

3.10.2.2. To no less than 12 hours from the start of crew rest until mission reporting, if the mission is behind schedule. The controlling agency will not ask the AC to accept less than normal ground time.

3.10.3. Postmission Crew Rest. Crewmembers returning to home station will be given time to recover from the cumulative effects of the mission and tend to personal needs.

3.10.3.1. For aircrews TDY in excess of a basic crew duty day, one hour of postmission crew rest (up to 72 hours) will be given for each 3 hours of TDY. This time is in addition to and will not run concurrently with predeparture crew rest. (Not applicable to continuing missions.) Crewmembers will not be required to perform duties or attend formations during postmission crew rest. In cases of extreme operational necessity, the appropriate OG/CC may defer postmission crew rest and require aircrew members to report for another mission with a minimum of 12 hours rest.

3.10.3.2. For aircrew TDY less than a basic crew duty day, the flying unit commander will determine postmission crew rest time.

3.11. Standby Duty:

3.11.1. Prestandby Crew Rest. Crews receive 12 hours rest.

3.11.2. Duty Time. Normally, standby duty will not exceed 24 hours. If launched while on standby, CDT begins at mission notification and will not exceed the times specified in table 3-2.

3.11.3. Poststandby Mission. On completing standby duty, the crew may be used for a mission. Standby duty and predeparture crew rest may be concurrent if at least a 12-hour notice is given before departure.

3.11.4. Poststandby Crew Rest:

• If standby duty was performed in normal quarters, no crew rest time is authorized.
• If standby duty was performed away from quarters, crew rest is computed the same as for a mission.

Table 3-1. Crew Complement.

Basic Augmented

C-20 C-135 CT-43 C-21 C-12 UH-1 C-135

AC 1 1 1 1 1 1 1

First pilot 1

Copilot 1 1 1 1 1 1 1

Navigator1 1 2

Flight engineer or mechanic 15 1 1 2

Communications systems operators2 1 1 2

IPSS3 1 2 3 34

Table 3-2. Crew Duty Time (CDT) Limitations.

C-135

Mission Basic Crew Augmented Crew

OSA C-21 missions 124

Other OSA missions 161 24

HQ USAF/CVAM directed mission 182 242

Local training mission and FCFs 12 NA

Operational training mission 143 NA

UH-1 missions and locals 12 NA

4.1. Objectives. The ultimate objective of the logistics effort is to provide aircraft with operational equipment. However, redundant systems may allow safe and reliable operation with less than all equipment operational for certain mis-sions under specific circumstances. Acceptance by one AC to operate an aircraft with an inoperative item or system on a mission or mission segment does not commit that AC or a different AC to subsequent operations with the same discrepancies.

4.2. Policy:

4.2.1. ACs with maintenance difficulties away from home station (operational or training missions) will coordinate all requirements for supply and maintenance assistance through the controlling agency. In all cases, the AC will ensure the controlling agency is kept informed of the maintenance condition and mission-ready status of the aircraft.

4.2.2. If an aircraft has a safety-of-flight condition beyond the repair capability of an en route facility, a decision may be made to allow a one-time flight to a pre-selected facility capable of final repair. ACs will coordinate mission requirements, i.e. revised departure time, maintenance requirements, etc., through the controlling agency.

4.2.3. Flight engineers and flight mechanics supervise or perform aircraft maintenance (C-20 and CT-43 in compliance with contract logistics support (CLS) agreement) as required to maintain aircraft in a mission-capable condition.

4.3. Minimum Equipment:

4.3.1. Aircraft Recorder Procedures. Both the flight or crash data recorder (FDR or CDR) and the cockpit voice recorder (CVR) should be operative prior to mission departure. It is the responsibility of the aircrew to check the status of this equipment prior to engine start according to flight manual procedures. If either the FDR or CDR or CVR fail en route, the aircraft may continue the flight or series of flights (i.e. mission) to a destination where repairs or replacement can be made. If involved in a mishap or incident after landing with the emergency terminated, open the CVR power circuit breaker.

4.3.2. Crash Position Indicators (CPI). If installed, CPIs must be operative for all flights except those remaining in the local area. If the CPI deploys inadvertently, notify the air traffic control (ATC) agency immediately. If the aircraft is scheduled to fly a local or is en route with no replacement airfoil available and the airplane is per-mitted to continue the mission, a locally manufactured airfoil will be installed over the mission CPI.

4.3.3. C-21 Go or No-Go Equipment List. Table 4-1 contains operational equipment and systems considered essential for safe flight. Unless otherwise specified, restrictions apply at home and en route stations. "En route" applys to locations where contract maintenance is not available. When AC considers an item not covered by this list essential, that item will be treated as if it is included in the table. Listing does not include all of the minimum essential sub-sytems list (MESL) required by the maintenance contractor. Go or no-go items are required for all C-21 operations:

Table 4-1. Operational Equipment and Systems.

Equipment and System	EXCEPTION
Pitch trim systems
Both yaw damper systems
Both stall warning systems
Both control-wheel master switches fully operational
Spoiler and spoileron	Can operate below 25,000 feet; must comply with abnormal procedures
Known flight control malfunctions
All fuel system components (except fuel counter)	Fuselage transfer or fill pump and valves not required on local missions with no fuel in fuselage
Engine hydraulic pumps
Auxillary hydraulic pump
Hydraulic pressure gage
All ice and rain protection	Can operate in areas without known or forecast icing
Ice detection lights	OK in daytime
Anti-skid system

Table 4-1. (Continued)

Nose-wheel steering
All pressurization components
Anti-collision and strobe lights	If 1 inoperative, comply with AFI 11-206
Landing and taxi lights	OK in daytime, en route OK if 1 inoperative nighttime
Position lights	OK in daytime
Minimum communication radios required for flight
Flight data recorder	En route OK
CVR	En route OK
All electrical generators and batteries
All attitude gyros	2 or 3 attitude gyros must be working to continue en route
Weather radar	Can operate in areas without known or forecast thunderstorms
Transponder	Locals OK according to AFI 11-206
NAVAIDs appropriate for flight	En route OK if 1 inoperative
HSI or RMI
Magnetic compass
Emergency air system
Fuel computer
RPM N1 and N2 (fan and turbine speeds)	En route OK with either analog or digital readout
ITT (inlet turbine temperature)	En route OK with either analog or digital readout
Oil pressure and temperature
Crew oxygen system
NOTE: MAJCOMs will establish waiver authority for operating without an item in this table.

5.1. Checklists. Accomplish all checklists with strict discipline. Insert only current, approved checklist guides. The operations group standardization-evaluation section (DOV) is the approving authority. Normally, the pilot taxiing will not read the checklist.

5.2. Control. A qualified pilot will be in control of the aircraft at all times during flight. All required crewmembers, except inflight passenger specialists, will normally be in their seats at all times, except while at cruise altitude.

5.3. Flight Station Entry. Procedures and restrictions will be according to MAJCOM directives.

5.4. Takeoff and Landing Policy (not applicable for UH-1). The pilot in command will occupy either the left or right seat during all takeoffs and landings, and after thoroughly evaluating all conditions, determine who accomplishes the takeoff and landing.

5.4.1. Newly upgraded ACs may allow other pilots to takeoff and land after thoroughly evaluating all conditions.

5.4.2. Multiple approaches and landings are not authorized on airlift missions.

5.4.3. A qualified AC will:

Accomplish all engine out approaches and landings.

Accomplish category II ILS approaches.

5.5. Cockpit Coordination:

5.5.1. C-12 Cockpit Coordination:

5.5.1.1. The landing gear will normally be operated by the pilot in the left seat. Actuate landing gear on command of the pilot flying the aircraft and acknowledgment by the other pilot.

5.5.1.1.2. The flaps will normally be operated by the pilot not flying the aircraft. Actuate flaps on command of the pilot flying the aircraft, acknowledge the command setting, and visually confirm the flap gauge indicates the desired setting. Instructors may operate flaps as required.

5.5.1.1.3. Propeller levers are normally operated by the pilot not flying aircraft. On command of the pilot flying aircraft, the other pilot will select the desired propeller setting. Pilots may elect to operate their own propeller levers as situation warrants. In all cases, propeller lever commands and settings will be verified by both pilots.

5.5.2. C-21 Cockpit Coordination:

5.5.2.1. The landing gear normally will be operated by the pilot in the right seat. Actuate the landing gear upon command of the pilot flying the aircraft and acknowledgment by the other pilot.

5.5.2.2. The flaps will normally be operated by the pilot not flying the aircraft. Actuate the flaps upon command of the pilot flying the aircraft, acknowledge the flap setting commanded, and visually confirm the flap gauge indicates the desired setting. Instructors may operate the flaps as required.

5.5.3. Right-Seat Procedures (not applicable for C-12, C-21, and UH-1). Use when active pilot is in right seat.

5.5.3.1. Gear and flap operation, including go-arounds, will be commanded and activated by the right seat pilot. The left-seat pilot will acknowledge the command prior to system activation.

5.5.3.2. The right-seat pilot will call for the appropriate checklist. The FE or FM (or other pilot if applicable) will read it. The right-seat pilot will respond to items that require both pilots' replies, e.g. "gear down." (IPs may perform their own checklists.)

5.6. Outside Observer. Use an observer when available to aid in outside watch during taxi operations and inflight during arrivals and departures when below 10,000 feet (FL 100).

5.7.Seat Belts:

5.7.1. All occupants will have a designated seat with a seat belt. The AC directs use of seat belts.

5.7.2. Crewmembers occupying a primary crew position seat will have seat belts fastened at all times.

5.7.3. All crewmembers will be seated with seat belts and shoulder harnesses fastened during taxi, takeoff, and landing unless circumstances dictate otherwise. Personnel performing flight examiner or instructor duties need not use seat belts and shoulder harnesses during ground or flight operations unless they occupy a crew station.

5.7.4. On the UH-1, a seat belt, or authorized restraint harness, will be worn by all occupants in the cabin compartment during flight when doors are open. Crewmembers may perform duties that require them to be unrestrained for short periods of time provided the doors are closed. The AC may direct crewmembers to perform duties that require the use of an approved restraint harness in lieu of a seat and seat belt when mission requirements dictate (e.g. photography, etc.). At least one pilot will have seat belt and harness fastened when rotors are engaged.

5.8. Aircraft Lighting. Procedures and restrictions will be according to AFI 11-206, General Flight Rules; AFI 11-218, Aircraft Operation and Movement on the Ground; and the aircraft flight manual.

5.9. Portable Electronic Devices. Procedures and restrictions will be according to AFI 11-206.

5.9.1. Approved electronic devices will only be used in cruise flight, above 10,000 feet. If the aircrew detects any interference from an electronic device used aboard the aircraft, then the use of this device will be discontinued for the duration of flight.

5.9.2. Non-transmitting battery operated, hand-held pocket-sized tape recorders, laptop computers, dictaphones and radio receivers may be used.

5.9.3. Cellular telephone use is prohibited by the Federal Communications Commission Report # CL-142.

5.10. Smoking Restriction. Smoking is not authorized.

5.11. Advisory Calls:

5.11.1. Mandatory altitude calls for the pilot not flying the aircraft:

5.11.1.1. Nonprecision Approaches:

100 feet above minimum descent altitude (MDA).

"Minimums" at MDA.

"Runway in sight." Call when the runway environment is in sight.

"Go-around." Call at missed approach point if the runway environment is not in sight.

100 feet above decision height (DH).

"Land." Call at decision height if the runway environment is in sight and the aircraft is in a position for a safe landing.

"Go-around." Call at decision height if the runway environment is not in sight or if the aircraft is not in a position for a safe landing.

5.11.1.3.1. 100 feet above DH.

5.11.1.3.2. "Land." Call at DH if the following are met:

Landing environment is in sight.

Airspeed is plus or minus 5 knots of the final approach speed.

Localizer or glide slope deviations do not exceed one-half dot deviation on the GSI or CDI.

The aircraft track will remain within the lateral confines of the runway extended.

5.11.1.4. Climb Out:

5.11.1.4.1. Transition altitude

5.11.1.4.2. 1,000 feet below assigned altitude

5.11.1.5. Descent:

Transition level

1,000 feet above assigned altitude

1,000 feet above initial approach fix altitude or holding altitude

100 feet above procedure turn and final approach fix altitude

5.11.3. UH-1 mandatory altitude calls for the pilot not flying the aircraft during initial night VFR descents will be:

1,000 feet above intended altitude

100 feet above intended altitude

Intended altitude

5.12.1. Aircraft Interphone:

5.12.1.1. Do not discuss classified information on interphone.

5.12.1.2. During takeoff, if a condition arises before GO (V1, S1) speed is reached which would make the takeoff unsafe, the crewmember observing the condition will state "ABORT" and the takeoff will be discontinued.

5.12.1.3. Pilots will periodically announce their intentions when flying departures, arrivals, and approaches.

5.12.1.4. All crewmembers will notify the AC prior to going off interphone.

5.12.2. Command Radios:

5.12.2.1. The pilot not flying the aircraft normally makes all radio calls.

5.12.2.2. In terminal areas, the pilot and copilot, navigator and flight engineer or mechanic (if applicable), and crewmembers at ACM stations will monitor the primary command radio unless directed to do otherwise.

5.12.2.3. The pilot operating command radios tells the crew which radio is primary.

5.12.2.4. Monitor guard frequency.

5.12.2.5. One pilot will record and read back all ATC clearances.

5.13. Transportation of Pets. Transporting pets (birds, fish, mammals, reptiles, etc.) is prohibited unless approved by a service chief of staff according to DoDR 4515.13, Air Transportation Eligibility.

5.14. Alcoholic Beverages. Controlling agencies will inform crewmembers when alcoholic beverages are authorized.

5.15. Airfield Requirements. Comply with the weather and runway limits listed below.

5.15.1. Wind Restrictions. Airfields will be considered below minimums for takeoff and landing when winds (including gusts) are greater than established below.

5.15.1.1. Fixed Wing:

Maximum operating wind--50 knots

Maximum tailwind component--10 knots.

Crosswinds--Maximum takeoff and landing crosswind component for a dry runway (runway condition reading [RCR] 23) is 25 knots (C-12/21) or 30 knots (C-20, CT-43, C-135). Maximum takeoff and landing crosswind components, corrected for RCR, are shown in tables 5-1 and 5-2.

Training Mission:

30 knots steady state or 20 knots gust spread

40 knots steady state or 20 knots gust spread when an instructor pilot is in command

Operational and Support Missions. According to the flight manual.

5.15.2.1. C-20. Maximum takeoff and landing crosswind components, versus RCR, are shown in table 5-1.

Table 5-1. C-20 Takeoff and Landing Crosswind Components.
RCR Values 2 3 4 5 6 7 8 9 10 11 12 and above*
Crosswind Component for Takeoff and Landing 0 2 5 7 10 12 15 17 20 22

• See appropriate performance manual

5.15.2.3. C-12 and C-21. RCR 6 is the minimum, regardless of wind conditions. (See table 5-2.)

Table 5-2. C-12 and C-21 Takeoff and Landing Crosswind Components.
RCR VALUES 6 7 8 9 10 11 12 and above
Crosswind Component for Takeoff and Landing 10 12 15 17 20 22 25

5.15.2.4. For operation on wet, ungrooved runways, use RCR designated as "wet" in the aircraft flight manual for all takeoff and landing data. For operations on grooved runways, use the reported RCR.

5.15.2.5. When RCR and RSC reporting is not available, flight crews are to consider a runway surface as wet when there is sufficient water on the surface to cause a reflective glare, or when rain is falling.

5.15.2.6. Do not use runways with a reported RCR lower than the lowest RCR correction contained in the flight manual.

5.15.3. Runway and Minimum Taxi Width Requirements (not applicable for UH-1):

5.15.3.1. Minimum Runway Length. Do not use runways shorter than specified in table 5-3. If operationally necessary, C-12 and C-21 aircraft may use shorter runways provided:

A qualified instructor or flight examiner makes the takeoff or landing. (MPs require applicable operations group commander waiver.)

Operations are limited to daytime. (The applicable operations group commander is waiver authority.)

Takeoff distance does not exceed or landing distance is less than theparagraph 5.15.3.2 requirements.

For C-21. Runway available will not be less than 4,500 feet.

For 517 AS site-qualified pilots, minimum runway length for takeoff is computed takeoff distance (including climb to 50 feet) plus 500 feet. Site-qualified pilots must be instructor-qualified or highly experienced ACs and approved by 517 AS commander.

Do not attempt takeoff if runway available is less than critical field length, takeoff distance, or accelerate stop distance adjusted for RCR, whichever applies.

C-12s do not attempt takeoff if runway available is less than accelerate-stop distance (computed without reverse). Use of stopways and overruns in determining runway available is authorized.

NOTE: When flying a civil SID, runway available must equal accelerate-go or accelerate-stop, whichever is greater to comply with climbout gradient.

For 517 AS site-qualified pilots, minimum landing distance will be computed ground roll plus 500 feet. Plan to land in the first 500 feet of usable runway. Site-qualified pilots must be instructor-qualified or highly experienced ACs and approved by 517 AS commander.

exception: When operationally necessary and reported RVR (VIS) is equal to or greater than 40 (3/4 mile), landing distance for C-135 aircraft with operational four-engine reverse capability may be computed with 2-engine reverse.

5.15.3.4. Minimum Taxiway Width. 49 feet and 15 meters for C-135 and CT-43 operations.

Table 5-3. Minimum Runway Lengths.

Aircraft Minimum Runway (Feet/Meters)

C-20 5,000/1,525

C-135 7,000/2,135

CT-43 5,000/1,525 (for touch-and-go: 7,000/2,135)

C-21 5,000/1,525 (for touch-and-go: 6,000/1,830)

C-12C 4,000/1,220 (for touch-and-go: 5,000/1,525)

C-12F 4,500/1,373 (for touch-and-go: 6,000/1,830)

5.16. Aircraft Taxi Obstruction Clearance Criteria. Comply with AFI 11-218. When taxi clearance is doubtful, use a wing walker or stop. Deplane a crewmember if required.

5.17. Illumination Requirements for Helicopter Landing Areas. Helicopters on essential operational or support missions may be authorized by the unit commander to operate into and from unlighted areas provided all available illumination is used. On all other missions, operations into remote restricted areas between official sunset and official sunrise will be made only if one of the following conditions can be met:

5.17.1. The area is outlined by discernible lights.

5.17.2. The pilot can clearly see the approach path and landing surface (as would be possible immediately after official sunset or before sunrise).

5.18. Reverse Taxi (C-12 only). The aircraft may be backed, using reverse, when no other means of moving the aircraft is available. This procedure will not be used at any time for the purpose of preventing delays when towing equipment is available or when other aircraft or equipment can be moved to provide adequate taxi clearance. Pilots should exercise extreme caution during reverse taxi operation due to the inherent hazards. Ensure a marshaller is present for all reverse taxi operations.

5.19. Aircraft Recovery From Unprepared Surfaces. Aircrews should not normally attempt to recover an aircraft after inadvertent entry onto soft, unprepared surfaces which are not suitable for taxi.

5.20. Engines Running Offload and Onload (ERO) Procedures. An ERO may be made if it will not cause a deviation in scheduled itinerary of more than 30 minutes and all passengers are available. Controlling agency approval is required for deviations greater than 30 minutes.

5.21. Rotor Turning Onload and Offload Procedures (UH-1). The following procedures will be employed when rotors are turning:

5.21.1. Throttles will normally be set at flight idle.

5.21.2. Passengers will be briefed by the aircraft commander or designated representative on procedures to be followed.

5.21.3. One crewmember will escort passengers through the safe approach zone when onloading or offloading the aircraft.

5.22. UH-1 Altitude Restrictions:

5.22.1. Conduct all operations at or above 500 feet above ground level (AGL) according to AFI 11-206 except when lower altitudes are required for takeoff, landing, and operational missions.

5.22.2. Minimum en route altitude during night navigation, both operationally and for training, is 500 feet above the highest obstacle within 5 NMs.

5.23. Functional Check Flights (FCF). FCF and acceptance flights will be flown according to TO 1-1-300, the applicable -6 TO and local procedures.

Section A--Premission

6.1. Aircrew Uniform:

6.1.1. Wear the aircrew uniform, as outlined in AFI 36-2903, Dress and Personal Appearance of Air Force Personnel, on all missions, unless otherwise authorized. When the Foreign Clearance Guide requires civilian attire, wear conservatively styled civilian clothing.

6.1.2. Each wing commander will determine clothing and equipment to be worn or carried aboard all flights commensurate with mission, climate and terrain involved.

6.1.3. Personnel will have in their possession the appropriate items of clothing when flying in Arctic and Antarctic regions. exception: Not applicable to trans-oceanic flights or when staging or transiting Elmendorf.

6.2. Personal Requirements. Crewmembers will carry and comply with the following:

Passports (not applicable for UH-1). Carry a valid passport when required. A crewmember who has applied for a passport, or submitted one for renewal, may be used providing the planned mission does not transit countries that require possession of a passport. The AC is responsible for ensuring passports (with applicable visas) are included in the mission kit.

Shot Record (not applicable for UH-1). Ensure immunizations are current for the mission duration. Carry shot records when required.

Finger Rings or Jewelry. Do not wear finger rings or other loose fitting jewelry while in, on, or around aircraft.

Identification (ID) Tags. Individuals will wear (or have in their possession) ID tags when performing duties as an aircrew member. Do not wear ID tags while working on electrical systems.

Wearing Corrective Lenses. Comply with AFI 11-206.

Flashlight.

Helmets (UH-1). Helmets are required for all flights in the UH-1.

UH-1 Tool Kits. One flight engineer tool kit will be on board for all missions. Tool kits will be stored inside the navigation kit. Contents of tool kits will be determined by the section superintendent. Annual inventories will be the responsibility of the superintendent.

All aircrew members will have Nomex gloves in their possession.

Wearing Nomex gloves is highly recommended for all primary aircrew members during engine start, taxi, takeoff, and landing.

6.4. Aircrew Publications Requirements. Primary crewmembers will ensure the applicable publications specified in table 6-1 are carried on all missions. Units determine if publications may be stored on aircraft.

Table 6-1. Aircrew Publications Requirements.

Publication AC NAV 1FE/FM 1CS 1IPSS

Aircraft Flight Manual X X

Aircraft Performance Manual X X

Abbreviated Checklist X X X X X

AFI 11-206 X

MCI 11-221 X X X X X

AMCP 55-17** X*

Section B--Predeparture

6.5. Authentication and Classified Documents. Obtain and safeguard authentication and operational code documents. These documents are required for flights into an Air Defense identification zone (ADIZ), when specified by operations plans or theater directives, or when directed by the unit commander.

6.6. Aircrew Intelligence Briefing. This paragraph and MAJCOM directives (C/NOFORN) apply to overseas missions only. The controlling agency, AC, unit commander, and unit intelligence personnel are jointly responsible to ensure that aircrew receive intelligence information as necessary. ACs will be advised (mission directive, CCC, etc.) when formal intelligence briefings or debriefings are required. As a minimum, if not formally briefed, review the intelligence read file.

6.7. Flight Crew Information File (FCIF). Comply with AFI 11-401 and appropriate MAJCOM directives.

6.8 and 6.9. Not used

6.10. Mission Kits. Mission kits will be used on all missions. Flying unit commanders will ensure the kit contents contain all forms and publications necessary for the safe and efficient conduct of the mission.

6.11. Route Navigation Kits. Route navigation kits will be used on all missions. The AC and navigator, if applicable, are jointly responsible for currency and contents of route navigation kits. Kit contents are determined by the appropriate operations group commander.
NOTES:
1. Navigation sight reduction tables (HO 249, volumes I, II, and III) and the Air Almanac will be maintained on C-135 aircraft at all times.
2. UH-1 crews will annotate the current amendment low flying (CALF) edition on their maps.

6.12. Briefing Requirements:

6.12.1. Aircraft Commander Briefing. Before departing home station, the AC will brief crewmembers using approved briefing guides.

6.12.2. Predeparture Briefing. Contact the controlling agency prior to flight planning to confirm mission requirements.

6.12.3. Weather Briefings. Obtain current weather, trends, and forecast for the proposed route, destination, and alternates. Comply with AFI 11-206.

6.12.4. Buffer Zone. Prior to operating aircraft within or adjacent to an established buffer zone, ensure crewmembers are briefed on current buffer zone procedures outlined in appropriate directives.

6.12.5. Wartime SAFE PASSAGE Procedures. All pilots must be familiar with wartime safe passage of friendly military aircraft procedures in NORAD Regulation 55-67. On implementation of safe passage procedures, get specific procedural information for operations in the NORAD area from C2 prior to entry into such area.

6.13. Aircraft Call Signs:

6.13.1. Airlift Missions. Mission call signs are designated by the controlling agency using unit call signs. For RON missions, call signs may change for the following day's mission. After RON, confirm mission call sign with the con-trolling agency. Personal distinguished visitor (DV) call signs are to be used only on the leg transporting that DV. Some countries may require using diplomatic clearance in lieu of standard call signs while operating in their airspace.

6.13.2. Aeromedical Evacuation Missions. For aeromedical evacuation missions, use call sign "E" followed by the 5-digit aircraft tail number or mission designator (as required by FLIP). Use this call sign during positioning leg and evac portion of the mission. Use unit call sign for depositioning.

6.13.3. Training Missions. Use assigned unit call signs.

6.14. Instrument Flight Rules (IFR). Comply with AFI 11-206.

6.15. Flight Plan Verification. The aircrew will verify proposed routes and flight altitudes or levels, provide proper terrain clearance (AFI 11-206), and agree with the computer flight plan (CFP), FLIP requirements and charts, notices to airmen (NOTAM), FCG, organized tracks and the approved diplomatic clearances.

6.15.1. On flights requiring a navigator, use the navigation forms prescribed in chapter 11 in lieu of AF Form 70, Pilot's Flight Plan and Flight Log.

6.15.2. On flights without a navigator, computer flight plans and AMC Form 488, Pilot's INS Flight Plan and Log, or other approved MAJCOM forms, may be used in lieu of AF Form 70.

6.15.3. Other navigation forms may be utilized in lieu of AF Form 70 if approved by headquarters standardization.

6.16. Departure Planning(not applicable for UH-1). Use instrument departure procedures to maximum possible extent. If departure at night or in instrument meteorological conditions (IMC), request radar monitoring, if available.

6.16.1. Gross Weights. Limit aircraft to gross weight, zero fuel weight, and center of gravity according to aircraft flight manual. Flight safety may also require additional restrictions due to operating conditions, such as turbu-lence, icing, temperature, altitude, runway length, runway weight bearing capacity, and obstacles in the flight path. Limit maximum takeoff gross weight so that in the event of an engine failure after decision speed takeoff can be continued and aircraft will be able to make minimum climb gradient of at least 2 percent for CT-43, at least 2.4 percent for C-12, C-20, and C-21, and at least 2.8 percent at recommended TRT, MAX mode, 3-engine climb speed for C-135.

6.16.2. Obstacle Clearance. Aircraft must be capable of clearing all obstacles in climb-out flight path in the event of engine failure after decision speed. Use flight manual performance data to determine maximum takeoff gross weight limited by obstacle clearance. Criteria for obstacle clearance is always based on one engine inoperative, and does not require any specified clearance above obstacles. Just be able to clear them. If you are unable to limit gross weight sufficiently and the mission requires, ACs may use a see-and-avoid concept of obstacle clearance at their discretion. The pilot must know the location of the obstacles to be avoided, and there must be at least 3 miles' flight visibility until aircraft is past or above obstacles. If departure maneuvering is required, coordinate in advance with ATC.

6.16.3. Comply with AFMAN 11-217, Instrument Flying and AFI 11-206 for airfield or NAVAID capability, SIDs, and IFR departure procedures.

6.17. Alternate Planning. Comply with AFI 11-206.

6.18. Takeoff Minimums and Departure Alternates. See table 6-2 for fixed-wing operations. For UH-1 operations, AFI 11-206 and the following guidance apply:

6.18.1. VFR Minimums. The following minimum weather criteria, ceiling, and visibility applies during all VFR training operations (unless higher is specified elsewhere):

6.18.1.1. VFR Training Minimums:

Day training--700-foot ceiling and 1 statute mile (1,600 meters)

Night training--1,000-foot ceiling and 2 statute mile (3,200 meters)

Day--700-foot ceiling and 1 statute mile (1,600 meters)

Night--700-foot ceiling and 2 statute miles (3,200 meters)

6.18.2.1. Training flight weather will be equal to or higher than published approach minimums (ceiling and visibility), but no less than one-half mile (RVR 2400) at the departure airfield (unless higher is specified elsewhere).

6.18.2.2. Operational Mission:

Weather at the departure airfield must be equal to or higher than ceiling and visibility minimums required for appropriate aircraft category for an available approach if takeoff is made without departure alternate.

Takeoff with a departure alternate requires weather conditions equal to or above 1/2 the visibility minimums required for the appropriate aircraft category, but no less than 1/4 mile (1200 RVR) for an available approach at the departure airfield. Select the departure alternate using the following criteria:

Weather en route to the alternate must permit flight within aircraft limitations. The aircraft must be capable of maintaining minimum en route altitudes (MEA or MOCA, whichever is higher) to the alternate if an engine fails.

The departure alternate prevailing weather must be equal to or better than the lowest published approach ceiling and visibility minimum (no lower than 1200 RVR) and forecast to remain so for one hour after takeoff. NOTE: When a copter-only approach is used, published visibility is required.

Required
Below published approach minimums, but RVR Existing weather at an alternate within 30 minutes flying time will be is 16 or greater ( 1/4 mile or greater). (See Note 1.) equal to or better than the published approach minimums and forecast to
remain so until 1 hour after takeoff, but in no case forecast to be lower
than 200 foot ceiling/RVR 24 (visibility 1/2 mile).
or or
Below published approach minimums, but RVR Existing weather at an alternate within 1-hour flying time must be at
is 12 or greater at the approach end and 10 or least 500-1 above lowest compatible published approach minimums,
greater at the departure end, and runway center- but in no case lower than 600-2 for a precision approach, or 800-2 for
line lighting is operational. (See notes 1, 2, 4.) a nonprecision approach, and forecast to remain so until 1 hour after
ETA at the alternate.
NOTES:
1. If an engine fails, the aircraft must be able to climb to and maintain MEA or MOCA if published on an airway or route or the minimum altitude as established in AFI 11-206.
2. Must have centerline lighting and dual RVR display slave readouts for both approach and departure ends of the runway. If a middle RVR display is installed and operational, corresponding required RVR is that of departure end.
3. For runways that provide triple RVR slave readouts, takeoff may be performed using 2 consecutive RVR displays equal to or greater than the minimum required provided runway available between 2 RVR instruments is equal to or greater than basic runway requirements.
4. For C-20, CT-43, and C-135 on USAF/CVAM-directed mission and USAFE-scheduled mission in support of DV-4 or higher, use RVR 700/210M and 600/180M in lieu of RVR 1200/370M and 1000/300M. The AC must have 2,500 hours of total flying time and 200 in the aircraft. The copilot must be AC-qualified or have 2,500 hours total with 200 hours in type.

6.19. Destination Requirements(not applicable for UH-1). Destination alternate requirements will be according to AFI 11-206, except as follows:

6.19.1. File two alternates if forecast visibility, prevailing or intermittent, is less than published for an available approach or forecast surface winds, prevailing or intermittent, exceed limits when corrected for RCR, or when RCR is below operating minimums.

6.19.2. File an alternate when the destination is outside CONUS. If the destination is remote or an island, with no alternate available, use 1+15 holding fuel in lieu of an alternate. Intratheater flights outside CONUS, comply with AFI 11-206. Forecast weather at the remote or island destination must meet the following restrictions:

6.19.2.1. The prevailing surface winds, considering RCR, must be within limits at ETA and remain so for 2 hours thereafter.

6.19.2.2. The prevailing ceiling and visibility are equal to or greater than published minimums for an available nonprecision approach (excluding ASR) for ETA plus two hours or, if a precision approach is available, the ceiling or visibility may be temporarily or intermittently below nonprecision approach minimums (excluding ASR), but not below precision approach minimums.

6.20. Alternate Requirements. Comply with AFI 11-206 and paragraph 6.18 and 6.19 above.

6.21. Adverse Weather Planning. Plan all missions to avoid areas of forecast or known severe weather, including icing or severe turbulence. National Weather Service inflight weather advisories are not limiting to Air Force aircraft, but may indicate a need for the aircrew to contact an Air Force weather facility.

6.21.1. Avoid thunderstorms and cumulonimbus (CB) clouds using the following criteria:

6.21.1.1. Climbout--En Route--Descent:

FL 230 and above: 20 NMs.

Below FL 230: 10 NMs (5 NMs for UH-1).

Avoid gust fronts and winds preceding a rapidly moving thunderstorm or CB cloud.

Do not fly directly above thunderstorm or CB clouds (within 2,000 feet).

Avoid the rain shaft and cloud base of thunderstorms and CB clouds by 10 NMs (5 NMs for UH-1).

Avoid thunderstorm and CB clouds visually by airborne radar or by specific request to a ground-based radar with a weather painting capability. When relying exclusively on ground-based radar for weather avoidance and the ground controller is unable to provide avoidance instructions, attempt to maintain VMC.

Thunderstorm or CB clouds and associated gust front can be avoided.

The distance from thunderstorm or CB clouds is increased as soon as possible after takeoff to meet the criteria in 6.21.1.1.

A missed approach course from the missed approach point is available which will provide separation similar to that for departures.

Aircraft is not flown below thunderstorm, CB clouds, or through rain shaft associated with CB clouds.

6.21.2. Icing. Operation is prohibited in forecast or reported areas of freezing rain or severe icing.

6.21.3. Turbulence. Operation is prohibited in forecast or reported areas of severe turbulence. Operations are prohibited in forecast or reported areas of moderate to severe mountain wave turbulence.

6.21.4. Volcanic Dust Precautions. See Airman's Information Manual. Plan all missions to avoid general vicinity of volcanic activity. Aircraft operation in area of forecast or known volcanic activity or dust is prohibited.

6.22. Fuel Planning. Use flight manual data for fuel planning. (C-135 aircraft use AMCP 55-17, C-135A/B Fuel Planning Manual [rescinded, but listed here per PACAF request].)

6.22.1. Cruise Speed. Plan fuel to overhead destination at normal cruise speed and Mach.

6.22.2. Required ramp fuel load (RRFL) and flight plan fuel load (FPFL) will be according to tables 6-3 and 6-4. Add extra fuel above RRFL only if required for mission accomplishment.

6.22.3. Fuel Conservation. Conserve fuel. Jettison fuel (if applicable) only in an emergency.

6.22.4. For UH-1, when visibility-only criterion is used for determining destination suitability, fuel requirements for descent, approach, and missed approach will be 250 pounds. Additionally, for all flights VFR or IFR, plan to arrive at destination with fuel reserve of 200 pounds. Initiate action to assure safe landing when the fuel low-level caution light illuminates.

Section C--Preflight

6.23. AFTO Form 781 Binder. Review AFTO 781-series forms before applying power to the aircraft or
operating aircraft systems. The exceptional release, if required, must be signed before flight. The maintenance officer, authorized contract personnel, or AC may sign the exceptional release.

6.24. Aircraft Servicing and Ground Operations:

6.24.1. Aircraft Refueling and Defueling. Qualified flight engineers or mechanics and crew chiefs as well as C-12 and C-21 pilots are authorized to refuel or defuel their aircraft. Comply with the appropriate aircraft technical orders and TO 00-25-172.

6.24.2. Concurrent Ground Operations. See TO 00-25-172 for authorization to perform concurrent ground operations. The following restrictions apply to aircraft authorized concurrent ground operations:

6.24.2.1. Aircrew members are authorized to enplane or deplane during fuel servicing to perform mission essential duties.

6.24.2.2. INS FSAS systems may remain energized and may be updated during refueling operations.

6.24.2.3. Aircrew personnel are authorized to conduct "power off" portions of inspections during servicing when this is essential to meet operational turnaround requirements. (TO 00-25-172)

6.24.2.4. Passengers may remain on-board aircraft during refueling, provided they are briefed on hazards of the operation and given the option to deplane prior to refueling. Standby fire truck is required. (TO 00-25-172.)

6.25. Dropped Object Prevention. During aircraft exterior visual inspections, pay particular attention to surfaces, panels, fuel caps, and other components which are potential dropped objects. If a dropped object is discovered, the flight crew will ensure the write-up is entered in AFTO Form 781A and notify the controlling agency as soon as practical to include route of flight, altitude, weather, etc.

6.26. Oxygen Requirements. Comply with AFI 11-206. The minimum aircraft oxygen quantity before takeoff must be sufficient to accomplish the planned flight or divert should oxygen be required.

6.27. Life Support Equipment Documentation:

6.27.1. The AC or designated representative will ensure sufficient quantities of appropriate serviceable life support or survival equipment and protective clothing for the mission are aboard the aircraft.

6.27.2. UH-1 aircrews and passengers will wear life preservers and carry life rafts on overwater flights when route of flight is beyond autorotational gliding distance of the shore. Flights of these types also require crewmembers to wear HEEDS. The above is not required for overwater flights immediately after takeoff or before landing.

6.27.3. If equipment is discovered missing at en route stops, ensure an entry is made in AFTO Form 781A. Contact local authorities, local C2, or airport management representatives, as appropriate. Aircraft will not be delayed for extensive searches for missing equipment. Also, shortages of life support equipment need not be replaced if not required to complete the mission.

6.27.4. Assist, as required, in preparing report of survey in accordance with appropriate Air Force instructions.

6.28. Passenger Handling and Cargo Documentation:

6.28.1. Passenger Handling. ACs of UH-1, C-12, and C-21 aircraft are responsible for required passenger handling duties.

6.28.1.1. Passengers are limited to 30 pounds of baggage unless specific allowance for excess baggage is authorized and planned by the controlling agency. Passengers (duty and standby) with excess baggage may be transported after the AC determines that aircraft weight limitations and mission requirements are satisfied.

6.28.1.2. Ensure passengers are manifested and the required antihijacking inspections are performed. When passenger service is not available, leave a passenger manifest with a responsible ground agency prior to takeoff.

6.28.1..3. After security and antihijacking inspection, passengers should be under the constant supervision of a passenger service representative or a crewmember. Ensure the security and antihijacking inspection is reaccomplished prior to boarding passengers when unable to provide constant supervision.

6.28.1.4. Make every effort to enhance passenger comfort.

6.28.1.5. Accomplish passenger briefings according to aircraft checklist or approved briefing guides. Use of seat belts, shoulder harnesses, and emergency equipment will be briefed or demonstrated as required. Additionally, passengers should be notified prior to takeoffs and landings to ensure seat belts and harnesses are fastened, loose articles stowed, seat backs upright, etc.

6.28.1.6. Ensure the highest ranking DV is afforded the seat of preference, and other passengers are aware of DV status of passengers.

6.28.1.7. Release space available seats to the maximum extent possible, unless restriced by the controlling agency.

6.28.1.8. Child or infant safety seats or restraints for use in aircraft:

6.28.1.8.1. Acceptable child or infant safety seats. The following child or infant safety seats are considered acceptable for use in all phases of air transportation:

Any child or infant safety seats manufactured between 1 Jan 81 and 26 Feb 85, which have a label stating: "This child restraint system conforms to all applicable motor vehicle safety standards."

Seats and restraints manufactured after 26 Feb 85 must have an additional label printed in red stating: "This restraint is certified for use in motor vehicles and aircraft."

No other seat or restraint is authorized.

Acceptable child and infant safety seats or restraints may be used for takeoff, landing, or during an emergency in forward or aft facing seats only.

If a passenger seat is not available for an infant less than 2 years old, the infant should be taken out of the child or infant seat or restraint and held in the adult's lap. Normally, passengers with infants will be manifested so each person has a seat. In-lap seating is authorized in unusual or abnormal circumstances; however, each person must have an emergency oxygen mask available.

6.28.2. Cargo Documentation. OSA Aircraft do not normally carry cargo. If cargo other than passenger bags are carried, proper cargo documentation must accompany each cargo load. A cargo manifest is required prior to all departures with cargo, unless one is not available because of a lack of, or failure of, the manifest processing equipment. In this case, a cargo listing or a punch card deck will accompany the load. The C-135 Load Planning Worksheet is not a manifest. Cargo or mail listing may be an abbreviated manifest, but will contain all required MILSTAMP data and 463L pallet information for weight and balance purposes. Special handling documents (DD Form 1387-2, Special Handling Data Certification; DD Form 1252, US Customs Declaration for Personal Property Shipments; AF Form 127, Traffic Transfer Receipt) are required for special handling cargo.

6.29. Hazardous Material Procedures:

6.29.1. Hazardous material will not normally be carried without an operations group commander or equivalent waiver. Small arms ammunition in quantities less than 11 pounds may be carried within a passenger's checked baggage provided they are in the manufacturer's original package or securely boxed (49 Code of Federal Regulations, paragraph 175.1). This excludes asmmunition with explosive or incendiary projectiles. Prohibited items are cryogenic liquids, poisonous liquids or gases, and toxic materials. These items will not be carried.

6.29.2. Hazardous material will be handled in strict compliance with AFMAN 24-204 , Preparing Hazardous Material for Military Air Shipment, and AFJI 11-204, Operational Procedures for Aircraft Carrying Hazardous Materials. The term "hazardous material" (AFJI 11-204) includes any material that, because of its quantity, properties, or packaging, may endanger human life or property.

exceptions:
1. Aircraft may carry approved medical support equipment and supplies when performing aeromedical evacuation missions.
2. High pressure spheres and canisters are authorized in support of the USs Air Force and DoD Atmosphere Research Program.
3. Equipment containing lithium batteries or batteries themselves may be transported as required to support special mission needs.
4. Aircraft batteries may be carried when required for maintenance support or mobility requirements.
5. HAMMER ACE personnel and equipment, including lithium batteries, may be carried when properly packaged and loaded. When transporting HAMMER ACE, no other passengers are authorized. Aircraft consumables, i.e. icing inhibitors, oil, etc., are aircraft supplies and may be carried.

6.30. Handling Classified Cargo, Registered Mail, and Courier Material. Use the cargo manifest to acknowledge receipt for classified cargo and registered mail at on and offload stations:

6.30.1. Defense Courier Service (DCS) couriers are authorized to designate officer crewmembers on military aircraft as couriers to escort and safeguard courier material when other qualified personnel are not available. Qualified passengers will be designated prior to designating crewmembers. It is the basic responsibility of aircrew members to support this program. If aircrew members are selected, the following restrictions apply:

6.30.1.1. Neither the AC nor copilot will be designated without consent of the AC.

6.30.1.2. Crewmembers on aircraft scheduled to make an extended en route stop at a location where DCS couriers cannot provide en route support will not be designated as couriers. This does not relieve the AC of the responsibility for life and death urgent shipments.

6.30.2. During stops at en route locations supported by DCS stations, DCS couriers are required to meet designated couriers and guard and protect the material so that crewmembers can perform their primary duty or use their ground time as authorized by the AC.

6.30.3. During unscheduled en route stops, crewmembers may place courier material in temporary custody of the following in descending order of priority:

DCS courier

TOP SECRET control officer of the United States armed forces

United States Department of State diplomatic courier

United States Department of State activity

United States military guards

United States DoD civilian guards

Section D--Departure

6.31. Takeoffs:

6.31.1. Takeoff and Landing Data (TOLD) Cards. Complete the TOLD card according to the aircraft flight manual. Set airspeed reminder "bugs" if applicable.

6.31.2. Departure Briefing. The pilot performing takeoff or departure will brief the crew according to aircraft flight manual or approved briefing guide.

6.31.3. On-Time Takeoffs:

6.31.3.1. Departures are on time when airborne within 0.3 hours before to 0.2 hours after scheduled takeoff.

Home station delay occurs when scheduled takeoff time is exceeded by 0.2 hours.

En route delay occurs when the later of authorized ground time or scheduled takeoff time is exceeded by 0.2 hours.

6.32. Takeoff Minimums. See table 6-2.

Section E--En Route

6.33. Flight Progress. The pilot not flying the aircraft and, if applicable, the navigator will monitor the departure and report any deviations from the planned departure. The pilot flying the aircraft will announce intentions periodically throughout the departure.

6.33.1. Use all available NAVAIDs to monitor INS/doppler/UNS/GNS navigation system performance. Obtain a coast-out fix prior to the overwater portion of any mission leg. Use all available NAVAIDs to confirm your position prior to ADIZ penetration within sufficient time to maneuver the aircraft to meet tolerances. When the aircraft is operated at an altitude where terrain clearance is a factor, use all available NAVAIDs to maintain positive fixing of aircraft position relative to the intended flight path.

6.33.2. Maintain a fuel management log for any category I route mission when the flight time between suitable en route airfields within 50 NMs of flight plan course exceeds 5 hours.

6.33.3. The pilot in control of the aircraft will review the fuel management log after each entry to confirm mission progress.

6.33.4. Update CFP, AF Form 70, Pilot's Flight Plan and Flight Log, or AMC Form 488, INS Flight Plan and Log, or approved MAJCOM form at selected points on the route.

6.33.5. Oceanic planning charts (OPC) will be used on all transoceanic flights.

6.34. NAVAID Capability:

6.34.1. North Atlantic route minimum navigation performance specifications (MNPS) and Hawaii-Mainland United States composite route navigation standards:

6.34.1.1. MNPS standards of FLIP AP/2 and the Hawaii-Mainland United States composite route navigation standards of the FLIP IFR en route supplement (Pacific, Australia, and Antarctica) are mandatory.

6.34.1.2. C-135 aircraft that lose one INS prior to airspace entry may continue. Aircraft that lose all INS capability prior to designated airspace entry may continue if the crew refiles outside MNPS airspace or outside the Hawaii-Mainland United States composite route structure.

6.34.2. North Pacific Region. Westbound aircraft on the NOPAC North route that lose radar capability at any point may continue when one INS is inoperative providing INS accuracy can be monitored and radar is not required for weather avoidance. If INS accuracy cannot be determined, refile a route on another track, fuel permitting, or return to the nearest facility with radar maintenance.

6.34.3. C-12 and C-21 Aircraft. Long-range navigation systems must be operable for all category I routes unless positive course guidance is provided for the entire route. If the long range system is required, both pilots need to check position, time accuracy, and waypoint coordinates.

6.35. Intelligence Reports. Report all vital intelligence sightings from the aircraft as indicated in FLIP planning or the FLIP Flight Information Handbook.

6.36. Communications:

6.36.1. Contact command posts, when applicable. Other times, contact pilot-to-dispatcher (PTD) or as directed by IFR supplement. Call at least 15 minutes prior to arrival at military stations and include the following information:

Block time.

Maintenance status.

Fuel requirements.

Passenger and cargo offload and outbound seat release.

DV code on board and special requirements. Do not pass the name of the DV on board without the consent of the DV. Outside the continental limits of the United States, the name of the DV will not be passed over unsecure radios.

Proposed departure time and next destination.

6.36.3. HF Communications. Confine message traffic to essential operational matters. Support DV requests within operational capabilities.

6.37. Inflight Meals. The AC and the pilot should not eat meals at the same time, and their meals should consist of different menus.

6.38. Inflight Emergency Procedures. If conditions or severity of the emergency dictate, consideration should be given to replacing flying general officers or unqualified OP or XP with the mission copilot. Deviations from directives that may occur as a result of an emergency will be reported by the AC in accordance with AFI 11-206 or this directive.

6.39. Weather Forecasts. Aircrews must be aware of weather affecting their mission. En route, destination, and alternate weather should be updated while en route and prior to descent.

6.40. Forced and Precautionary Landings (UH-1). Precautionary landings have proven to be an extremely effective safety measure and our aircrews are encouraged to take this action anytime conditions warrant. Report all precautionary landings through appropriate channels as soon as communications are established.

6.40.1. Forced and Precautionary Landings Due to Inflight Malfunction:

6.40.1.1. When forced or precautionary landing occurs at an Air Force base and the cause has been investigated, corrected, and inspected by qualified maintenance personnel in accordance with applicable directives, and, further, the AC has determined that no operational hazards exist at the departure base or en route, the aircraft may continue flight.

6.40.1.2. The squadron commander's approval is required prior to further flight when the host base commander transfers maintenance responsibility to the crew, or when the precautionary landing occurs at a location other than a United States Air Force base.

6.40.1.3. In the event a forced or precautionary landing occurs at a location where communications are not available, the following procedures apply:

6.40.1.3.1. Remain at the landing site and await search and rescue if the AC determines the aircraft is not safe for flight.

If the aircraft is safe for flight, the AC may authorize further flight.

If a greater hazard exists to the crew or aircraft at the landing site than continuing to the nearest safe landing area, flight may be resumed. The decision to resume flight under these circumstances may be based on a thorough evaluation of all the hazards and risks involved.

6.40.2.1. If deteriorating weather is encountered during VFR operations, consider a precautionary landing as a viable option in addition to course reversal and deviation or continuing under IFR.

6.40.2.2. Further flight may be authorized by the AC after a precautionary landing for weather. Make a reasonable effort to notify appropriate agencies of the precautionary landing and to determine additional weather information.

Section F--Arrival

6.41. Briefings:

6.41.1. Prior to Descent. Ensure the crew is briefed on the expected route of flight, minimum safe altitude, significant terrain and obstacle hazards in the terminal area, and the approach procedure.

6.41.2. Primary crewmembers will not be involved in duties other than aircraft operation, descent and approach monitoring, and required checklist items from the initial descent point to block in.

6.41.3. Prior to Approach. The pilot flying the approach will update the approach briefing as required. The pilot not flying the aircraft (and navigator) will monitor the approach and report any deviations.

6.42. Instrument Approach Procedures:

6.42.1. Instrument approaches will normally be flown to maintain proficiency and to positively identify arrival airports. Radar vectors to a visual approach are authorized. VFR approaches and patterns are authorized when required for mission accomplishment.

6.42.2. A precision approach, if available, should be flown at night and during marginal weather. If required, pilots may fly night non-precision approaches or VFR traffic patterns at familiar airfields. Back up the VFR approach using precision approach guidance if available.

6.42.3. When an autopilot-coupled approach is flown, assume manual control of the aircraft at or above published minimum altitude, but no lower than 200-foot AGL.

6.42.4. Radio Altimeter Procedures. Set the radio altimeter on the runway available (RA), height above touchdown (HAT), and height above approach (HAA) for the approach. Comply with flight manual procedures.

6.42.5. Category II ILS Approaches:

6.42.5.1. Do not fly category II ILS approaches that have no RA setting for decision height (RA-NA).

6.42.5.2. To fly actual approaches to category II minimums, the aircraft and crew must be category II certified.

6.42.6. Alternate Flight Publications. The following publications are authorized if acceptable DoD FLIP products are not available:

6.42.6.1. Jeppesen

6.42.6.2. United States Department of Commerce National Oceanic and Atmospheric Administration (NOAA).

6.42.6.3. Host government instrument approach procedures (must be approved by headquarters standardization, approval will include approach minimums)

6.42.7. If the minimum sector or en route altitude is not adequately depicted on the instrument approach procedure chart and terrain clearance is not confirmed by ATC radar, continue to the initial approach fix at or above the minimum altitude depicted on the en route chart and complete the descent to the initial approach altitude in a holding pattern.

6.42.8. Instrument Approach Minimums (not applicable for UH-1). Instrument approach visibility and ceiling minimums will be as published with the following exceptions:

6.42.8.1. Limit PAR minimums to a DH based on HAT of 200 feet and visibility no lower than RVR 24 (1/2 mile when no RVR is available), or published minimums if higher.

6.42.8.2. Circling approach minimums will be as published for category.

6.42.8.3. Weather Below Minimums. If the ceiling is below the value depicted for approach, but the visibility is at or above the authorized minimum, comply with the fuel requirements for missed approach plus alternate as outlined in table 6-3 or 6-4 prior to initiating an en route descent, penetration, or approach.

6.42.8.3.1. If advised prior to commencing en route descent, penetration, or approach that the field is below authorized landing minimums, but forecast to improve to (or above) minimums, pilots may hold until the weather improves provided:

6.42.8.3.1.1. The aircraft has more fuel remaining than that required to fly to the alternate plus the required fuel over the alternate (see tables 6-3 and 6-4).

6.42.8.3.1.2. The weather at the alternate must be forecast to remain at or above required alternate minimums for filing purposes for the period, including holding time.

6.42.8.3.1.3. The destination weather is forecast to be at or above minimums before the excess fuel is consumed.

6.42.8.3.2. Established on a segment of the approach.

6.42.8.3.2.1. Established on published non radar approach. Once established on a published segment of the approach and subsequently advised that the field is below minimums, the pilot may continue to the MAP/DH and, if sufficient visual cues are available, execute a landing.

6.42.8.3.2.2. Established on radar approach. If the airfield is reported below landing minimums after initiating descent on final approach, the pilot may continue to the MAP/DH and, if sufficient visual cues are available, execute a landing.

6.43. Classified Equipment and Material:

6.43.1. Equipment. Zero IFF SIF mode 4 before leaving the aircraft.

6.43.2. Material. Safeguard classified material according to AFI 31-401, Managing the Information Security Program. Arrange for turn-in or temporary storage with base operations, base command post, United States embassy, or other suitable facility. If equipped with suitable and certified safe, aircraft safe may be used when turn-in is not feasible and the aircraft is appropriately guarded.

6.44. Operational Landing Site Procedures(UH-1):

6.44.1. An operational site is one which is specifically prepared and maintained for helicopter operations and used in the performance of unit missions (nontraining).

6.44.2. A mission site evaluation will be made prior to landing at each site that does not have current site folder, and:

6.44.2.1. Out-of-ground effect (OGE) hover power is not available at the landing site, or;

6.44.2.2. An "operational site evaluation" (OSE) will be accopmplised when any of the following conditions exist:

No published information (DoD or host nation publications) is available for the site (i.e. elevation, location, obstructions, etc.), or

Out-of-ground effect (OGE) hover power is not available at the landing site, or

When deemed necessary by the AC.

Table 6-3. C-12 and C-21 Fuel Planning Chart.
Fuel Load Component
1. Start, taxi, takeoff C-21--200 pounds; C-12--90 pounds (150 pounds with run-up).

2. En route1 Fuel for planned climb and cruise to overhead destination at cruise altitude or initial
approach fix altitude.

3. En route reserve Fuel for 10 percent of flight time over category 1 route or route segments not to exceed 1
hour at normal cruise.

Table 6-3. (Continued)
4. Alternate, required by Fuel from overhead destination to the alternate at normal speed and altitude.
paragraph 6.19
or

Alternate, based on VIS only Fuel for descent, approach, and missed approach; use 300 pounds (C-21 and 200 pounds
criteria (see paragraph 6.42)2 (C-12) + fuel from destination to alternate using climb and normal cruise charts.

5. Holding 0+45 fuel using holding charts at 10,000 feet. When holding in lieu of alternate is required
(paragraph 6.19) or when the alternate is located in Alaska or at latitudes greater than 59
degrees N/S, use 1+15 holding fuel computed at 20,000 feet.

6. Approach and landing C-21--200 pounds; C-12--150 pounds.

7. Known holding delays Fuel for planned holding when delays are anticipated.
NOTES:
1Include all planned off-course maneuvering for departure or en route deviations.
2When two alternates are required, compute fuel from the destination to the most distant alternate only.
3Required ramp fuel loads include 1-7.
4Flight plan fuel load includes 2-7.
5Minimum fuel required over destination or alternate is fuel for holding plus approach and landing or 1,000 pounds (C-21) or 600 pounds (C-12), whichever is greater.

Table 6-4. C-135, C-20, and CT-43 Fuel Planning Chart.
Fuel Load Component Aircraft Type
1. Start, taxi, takeoff C-135--2000 pounds1; C-20--500 pounds; CT-43--1,000 pounds.

2. En route2 Fuel for planned climb and cruise to overhead destination at cruise altitude or IAF. Optional
for C-135: Fuel for planned climb and cruise to begin descent point + 1,500 pounds descent fuel.

3. En route reserve Fuel for 10 percent of flight time over category 1 route or route segments not
to exceed 1 hour at normal cruise.

4. Alternate, required Fuel from overhead destination to the alternate at normal speed and altitude. For C-135,
by paragraph 6.19 fuel from over destination to alternate according to AMCP 55-17 (per PACAF request).
or
Alternate, based on Fuel for descent, approach, and missed approach, use 500 pounds (C-20) and 2,000 pounds
VIS only criteria (CT-43) + fuel from destination to alternate using climb and normal cruise charts. For C-135,
(see paragraph 6.423) 3,500 pounds from destination to alternate according to AMCP 55-17 (per PACAF request).

5. Holding 0 + 45 fuel using holding charts at 10,000 feet. When holding in lieu of an alternate is required
(paragraph 6.19) or when alternate is located in Alaska or at latitudes greater than 59 degrees
N/S, use 1+15 holding fuel computed at 20,000 feet.

6. Approach and landing C-135--2400 pounds; C-20--500 pounds; CT-43--1,000 pounds.

7. Known holding delays Fuel for planned holding when delays are anticipated.
NOTES:
1Does not include fuel from brake release to flaps up. Acceleration fuel is 1500 pounds.
2Include all planned off-course maneuvering for departure or en route deviations.
3When two alternates are required, compute fuel from the destination to the most distant alternate only. Add 300 pounds per minute for C-135, if not in CFP.
4Required ramp fuel loads include 1-7.
5Flight plan fuel load includes 2-7.
6Minimum fuel required over destination or alternate is fuel for holding plus approach and landing or 3,000 pounds (C-20) or 4000 pounds (CT-43), whichever is greater.

6.46. Power Required (UH-1). Power required charts are based on having ground effect. When making a landing to a site that is less than the diameter of the rotor system, such as a pinnacle or ridge line, aircrews must ensure sufficient power is available. The degree of slope also affects power required due to loss of ground cushion. Power tables will be computed using "without wind" charts for unknown or predicted site conditions.

6.46.1. When landing to a surface area smaller than the rotor blade diameter, such as a pinnacle, power for an OGE hover should be available.

6.46.2. When landing to an area where the flat surface is not at least two rotor diameters, power for a 20 foot hover should be available.

6.46.3. Unprepared Area Operations Training Power Restrictions:

Clear escape route--Hover Power plus 5 percent

Restricted escape route--OGE plus 5 percent

Night power restriction--clear or restricted escape routes both require OGE plus 5 percent

6.47.1. General. AC is responsible for border clearance. Arrange for required border clearance inspections in the mission planning phase. US embassy personnel and defense attaches will assist DV aircraft. The air terminal manager or base operations at a regular United States foreign clearance base will arrange required inspections. If entering or departing the United States at a special foreign clearance base, contact with security police military customs inspectors can expedite arrangements. If clearing at a special foreign clearance base and not covered by one of the authorized projects for that base (see FCG), contact base commander for special arrangements. Contact United States Customs offices to arrange inspections at civil airports of entry or landing rights aerodromes. De-tailed border clearance requirements are in the FCG; AFPD 24-4, Customs and Border Clearance; AFI 24-401, Customs--Europe; AFI 24-402, Customs--Pacific; AFI 24-403, Customs--Southern; AFI 24-404, Customs--Domestic;and AMCR 76-1, volume I, chapter 16, Border Clearance. Be familiar with these directives.

6.47.2. Documentation. See the FCG for foreign countries' requirements. Documentation required to enter and depart the United States is specified in the FCG, AFPD 24-4, AFI 24-401, AFI 24-402, AFI 24-403, AFI 24-404, and AMCR 76-1. Requirements for passenger aircraft have been extracted from these publications and are outlined below for ease of reference:

6.47.2.1. Aircraft departing the United States with only United States military passengers and crewmembers require no documentation.

6.47.2.2. Aircraft departing the United States with United States civilian passengers or foreign nationals (NATO military excluded) require the following documentation for the United States Immigration Service inspector:

1 copy of Customs Form (CF) 7507, General Declaration, listing all crewmembers and the total number of passengers.

1 copy of Immigration Form I-92, Aircraft/Vessel Arrival/Departure Report, indicating the total number of civilian passengers, including United States civilians and all aliens aboard.

1 set of Immigration Forms I-94, Arrival/Departure Record, for each foreign national, except NATO military.

If departing the United States from an AMC aerial port, the air terminal manager (ATM) will complete I-92 and collect I-94 from each enplaning foreign national, except NATO military. The AC or designated representative will give the ATM the completed CF 7507 (if required by local officials). If departing from a base without an AMC aerial port facility or from a civilian airport, comply with immigration clearance requirements.

Four copies of CF 7507 (for United States Customs, Immigration, Agriculture, and Public Health). List all crewmembers and the number of passengers.

One copy of DD Form 1854, US Customs Accompanied Baggage Declaration, for each crewmember and passenger.

Two copies of the passenger manifest (for customs and immigration).

One copy of Immigration Form 1-94 for each foreign national (except NATO military) aboard aircraft.

One copy of Immigration Form I-92 if United States civilians or foreign nationals (NATO military excluded) are aboard.

All crewmembers and passengers will present passports, identification cards, and international certificates of vaccination for inspection, if requested.

6.47.4. When an aircraft lands for United States border clearance, a United States customs representative will normally meet the aircraft to obtain required documents. Do not deplane passengers or crewmembers unless necessary for safety or the preservation of life and property (AC, FE or FM, and guards excepted). Do not unload until approved by customs and agriculture personnel. This procedure applies to the initial landing in the United States and all landings required when operating on a permit to proceed, or until all crew and passengers complete final border clearance.

6.47.4.1. The military customs program (DoDR 5030.49, Customs Inspection; and AFI 24-4, Customs and Border Clearance) was developed to assist DoD and other US government agencies to expedite entry of DoD personnel and material into the customs territory of the United States (CTUS).

6.47.4.2. This inspection will be accomplished by military customs inspectors immediately prior to departure and may involve more than one preclearance inspection on CTUS bound aircraft. Inspection of aeromedical evacuation crews, attendants, and patients will be conducted so as to preclude delays in patient movement. All crewmembers will ensure compliance with military customs preclearance requirements.

6.47.5. Obtain customs, agriculture, and public health clearance, as required, prior to enplaning and deplaning personnel.

6.47.6. Proceed directly from the aircraft to customs, immigration, or agricultural inspection for processing at those stations where federal or local inspections are required. The AC completes the necessary forms before reporting to inspectors.

6.47.7. After clearing with border clearance agencies, the AC will return to the aircraft for off-loading and other post flight procedures.

6.47.8. All crewmembers will obey foreign or host country laws and customs as prescribed in the FCG.

6.47.9. Inspections of United States aircraft by foreign officials:

6.47.9.1. Follow Air Force policy stated in the Air Force FCG, General Information, chapter 3, section 4. This policy holds that United States military aircraft are immune from searches, seizures, and inspections (including customs and safety inspections) by foreign officials. In addition, ACs must be aware of and adhere to any specific FCG provisions for individual countries.

6.47.9.2. When confronted with a search request by foreign authorities, aircrews should consider the following procedures:

6.47.9.2.1. In most cases, search attempts may be stopped by a statement of the AC to the foreign officials that the aircraft is a sovereign instrumentality not subject to search without consent of Air Force or the Chief of Mission in the country concerned. This should be clearly conveyed in a polite manner so as not to offend foreign authorities who may honestly, but mistakenly, believe they have authority to search Air Force aircraft.

6.47.9.2.2. If foreign authorities insist on conducting a search, the AC must negotiate to delay the search until contact is made with HQ USAF/XOXXI or the appropriate embassy. The AC should unequivocally state that she or he has no authority to consent to the search and that he or she must relay the foreign request to these agencies for decision. The AC should then notify these agencies of the foreign request by the most expeditious means available. Thereafter, the AC should follow instructions provided by the appropriate embassy and the Air Force.

6.47.9.2.3. If foreign officials refuse to desist in their search request, the AC should indicate that he or she would prefer to fly the aircraft elsewhere (provided fuel and mechanical considerations permit a safe departure) and request permission to do so.

6.47.9.2.4. If permission is refused and the foreign authorities insist on forcing