C17

BY ORDER OF THE AIR FORCE MANUAL 11-2C-17V3
SECRETARY OF THE AIR FORCE

19 AUGUST 2024
Corrective Action, 28 AUGUST 2024
Flying Operations
C-17 OPERATIONS PROCEDURES
COMPLIANCE WITH THIS PUBLICATION IS MANDATORY
ACCESSIBILITY: Publications and forms are available for downloading or ordering on the e-
Publishing website at www.e-Publishing.af.mil.
RELEASABILITY: There are no releasability restrictions on this publication.
OPR: AMC/A3V Certified by: AF/A3T

(Mr Howard D. Hall)
Supersedes: AFMAN11-2C-17V3, 30 July 2019 Pages: 146
This manual implements Air Force Policy Directive (AFPD) 11-2, Aircrew Operations and
references Air Force Manual (AFMAN) 11-202, Volume 3, Flight Operations, as well as Air Force
Tactics Techniques and Procedures (AFTTP) 3-3.C-17, Combat Fundamentals C-17. This is a
specialized publication intended for use by Airmen who have graduated from technical training
related to this publication. It provides guidance for the operation of the C-17 aircraft to safely and
successfully accomplish worldwide mobility missions. It applies to individuals at all levels
operating C-17 aircraft, including the Air Force Reserve Command (AFRC) and National Guard
Bureau except where noted otherwise. This publication does not apply to the United States Space
Force. This manual may be supplemented at any level, but all supplements that directly implement
this publication must be routed to the office of primary responsibility (OPR) for coordination prior
to certification and approval. Refer recommended changes and questions about this publication to
the OPR using Department of the Air Force (DAF) Form 847, Recommendation for Change of
Publication; route DAF Forms 847 from the field through the appropriate functional chain of
command. The authorities to waive wing/unit level requirements in this publication are identified
with a Tier (“T-0, T-1, T-2, T-3”) number following the compliance statement. See DAFMAN
90-161, Publishing Processes and Procedures, for a description of the authorities associated with
the Tier numbers. Submit requests for waivers through the chain of command to the appropriate
Tier waiver approval authority, or to the publication OPR for non-tiered compliance items. Report
all deviations in accordance with (IAW) the current paragraph 1.4. Ensure all records generated
as a result of processes prescribed in this publication adhere to Air Force Instruction 33-322,
Records Management and Information Governance Program, and are disposed in accordance with
the Air Force Records Disposition Schedule, which is located in the Air Force Records Information
2 AFMAN11-2C-17V3 19 AUGUST 2024
Management System. The use of the name or mark of any specific manufacturer, commercial
product, commodity, or service in this publication does not imply endorsement by the Air Force.
SUMMARY OF CHANGES
This document has been substantially revised and must be completely reviewed. Major changes
include the removal of sections and paragraph renumbering due to the revision of AFMAN 11-
202V3, AMC Supplement, Flight Operations. It standardizes format, paragraphs, and information
with other Air Mobility Command (AMC) Mission Design Series (MDS)-specific volumes by
relocating and renumbering paragraphs and chapters throughout. The Minimum Equipment List
has been realigned with the Minimum Essential Subsystem List (MESL) utilized by maintenance
personnel.
Chapter 1—GENERAL INFORMATION 9

1.1. General. .................................................................................................................... 9
1.2. Applicability. ........................................................................................................... 9
1.3. Key Words Explained. ............................................................................................. 9
1.4. Deviations and Waivers. .......................................................................................... 9
1.5. Supplemental Procedures. ........................................................................................ 10
1.6. Local Supplement Coordination Process. ................................................................ 10
1.7. Improvement Recommendations. ............................................................................ 10
1.8. Definitions. .............................................................................................................. 10
1.9. Aircrew Operational Reports. .................................................................................. 10
Chapter 2—ROLES AND RESPONSIBILITIES 11

2.1. Major Command (MAJCOM). ................................................................................ 11
2.2. Pilot in Command (PIC). ......................................................................................... 11
2.3. Aircrew. ................................................................................................................... 11
Chapter 3—AIRCREW COMPLEMENT/MANAGEMENT 12

3.1. General. .................................................................................................................... 12
3.2. Aircrew Complement. .............................................................................................. 12
Table 3.1. Aircrew Complement. .............................................................................................. 12
3.3. Loadmasters. ............................................................................................................ 13
3.4. Aircrew Management. ............................................................................................. 13
3.5. Standby Forces......................................................................................................... 14
3.6. Crew Rest/Enroute Ground Time. ........................................................................... 14
3.7. Alerting Procedures. ................................................................................................ 14
AFMAN11-2C-17V3 19 AUGUST 2024 3
3.8. Flight Attendants on Distinguished Visitor Missions. ............................................. 14
Chapter 4—AIRCRAFT OPERATING RESTRICTIONS 15

4.1. Objective. ................................................................................................................. 15
4.2. Minimum Equipment List (MEL) Guidance. .......................................................... 15
4.3. Waiver Request Guidance........................................................................................ 15
4.4. Technical Assistance................................................................................................ 16
4.5. Gear Down Flight Operations. ................................................................................. 16
4.6. MEL Table Definitions/Column Identifiers............................................................. 17
4.7. C-17 MEL. ............................................................................................................... 18
Table 4.1. C-17 Minimum Equipment List (MEL)................................................................... 18
Chapter 5—OPERATIONAL PROCEDURES 49

5.1. Duty Station. ............................................................................................................ 49
5.2. Takeoff and Landing Policy..................................................................................... 49
5.3. Landing Gear and Slat/Flap Operating Policy. ........................................................ 49
5.4. Observer/Jump Seat Duties. ..................................................................................... 49
5.5. Seat Belts. ................................................................................................................ 50
5.6. Aircraft Lighting. ..................................................................................................... 50
5.7. Aircraft Armor. ........................................................................................................ 50
5.8. Advisory Calls. ........................................................................................................ 50
5.9. Communications Policy. .......................................................................................... 50
5.10. Transportation of Animals. ...................................................................................... 51
5.11. Runway, Taxiway, and Airfield Requirements........................................................ 51
5.12. Aircraft Taxi and Taxi Obstruction Clearance Criteria and Foreign Object
Damage (FOD) Avoidance. ..................................................................................... 52
Figure 5.1. Taxi Obstruction Diagram. ...................................................................................... 53
5.13. Functional Check Flights (FCFs), Acceptance Check Flights (ACFs) and
Operational Check Flights (OCFs). ......................................................................... 54
5.14. Traffic Alerting and Collision Avoidance System (TCAS). .................................... 55
5.15. Radar Altimeter........................................................................................................ 55
5.16. Engine Starts. ........................................................................................................... 55
5.17. Ground Proximity Warning System (GPWS) / Terrain Alert Warning System
(TAWS). .................................................................................................................. 55
5.18. Standard Automatic Flight Control System (AFCS) Terminology. ........................ 56
5.19. C-17 HUD/MFD Endorsement. ............................................................................... 57

5.20. C-17 Engine Start Policy. ........................................................................................ 57
5.21. Aircrew Data Transfer Device (ADTD). ................................................................. 57
Chapter 6—AIRCREW PROCEDURES 58
Section 6A—Pre-Mission 58
6.1. Large Aircraft Infrared Counter-Measure (LAIRCM)............................................. 58
6.2. Aircrew Publications Requirements. ....................................................................... 58
Table 6.1. Minimum Aircrew ePubs. ........................................................................................ 58
6.3. Airfield Review........................................................................................................ 59
Section 6B—Pre-Departure 59
6.4. Global Decision Scheduling System (GDSS) Account. .......................................... 59
6.5. Mission Kits. ............................................................................................................ 59
6.6. Briefing Requirements. ............................................................................................ 60
6.7. Departure Planning. ................................................................................................. 60
6.8. Weather Minimums for Takeoff. ............................................................................. 61
6.9. Adverse Weather...................................................................................................... 62
Section 6C—Preflight 62
6.10. Aircraft Servicing and Ground Operations. ............................................................. 62
6.11. Fire Protection and Crash Rescue Requirements. .................................................... 62
Section 6D—Departure 62
6.12. NVG Departures. ..................................................................................................... 62
Section 6E—Enroute 63
6.13. Flight Progress. ........................................................................................................ 63
6.14. Oceanic Procedures.................................................................................................. 63
6.15. Communications. ..................................................................................................... 64
Section 6F—Arrival 64
6.16. Instrument Approach Procedures. ............................................................................ 64
6.17. NVG Approach and Landing. .................................................................................. 66
Section 6G—Miscellaneous 66
6.18. Hung Flare Procedures............................................................................................. 66
6.19. Enplane/Deplane Crewmember(s)/Maintenance Personnel with Engines Running. 66
Chapter 7—AIRCRAFT SECURITY 67

7.1. General. .................................................................................................................... 67
7.2. Security. ................................................................................................................... 67
7.3. Integrated Defense. .................................................................................................. 67
7.4. Arming of Crewmembers. ....................................................................................... 67
7.5. Force Protection. ...................................................................................................... 67
Chapter 8—TRAINING AND OPERATING LIMITATIONS 68

8.1. Passengers on Training Missions. ............................................................................ 68
8.2. Touch-and-go Landing Limitations. ........................................................................ 68
8.3. Training on Operational Missions. .......................................................................... 68
8.4. Simulated Emergency Flight Procedures. ................................................................ 69
8.5. Prohibited Flight Maneuvers.................................................................................... 69
8.6. Flight Pilot Training................................................................................................. 69
8.7. Night Vision Goggle (NVG) Training. .................................................................... 69
8.8. Planned Go Around After Touchdown (GOAT). .................................................... 70
8.9. Miscellaneous. ......................................................................................................... 70
Table 8.1. Training Flight Restrictions. .................................................................................... 71
Chapter 9—NAVIGATION PROCEDURES 72

9.1. Post Flight. ............................................................................................................... 72
9.2. Navigation Databases/Flight Plans/Data Verification. ............................................ 72
9.3. Navigation Capability / Airspace Requirements...................................................... 73
9.4. Enroute/Flight Progress. .......................................................................................... 76
9.5. Low-Level Navigation. ............................................................................................ 77
9.6. Mission Computer Approaches................................................................................ 78
9.7. Mission Computer Approach Planning Guidance. .................................................. 79
Chapter 10—AIRCREW MAINTENANCE SUPPORT PROCEDURES 80

10.1. General. .................................................................................................................... 80
10.2. Responsibilities. ....................................................................................................... 80
10.3. Refueling/Defueling................................................................................................. 80
10.4. Maintenance Monitor Panel. .................................................................................... 80
10.5. Aircraft Servicing Requirements. ............................................................................ 80
Table 10.1. Job Guides................................................................................................................ 80
10.6. Aircraft Recovery Away from Main Operating Base (MOB). ................................ 81
Chapter 11—CARGO AND PASSENGER PROCEDURES 82

11.1. Transportability Problem Items. .............................................................................. 82
11.2. Emergency Exits and Safety Aisles. ........................................................................ 83
11.3. Pre-Mission Duties. ................................................................................................. 83
11.4. Passenger Handling.................................................................................................. 85
11.5. Passengers. ............................................................................................................... 85
11.6. Loaded Weapons...................................................................................................... 85
11.7. Weight and Balance. ................................................................................................ 85
11.8. Alcoholic Beverages. ............................................................................................... 86
11.9. Rucksacks. ............................................................................................................... 86
11.10. Cargo and Material Handling Equipment (MHE) Issues. ........................................ 87
11.11. Procedures for Loading Hazardous Cargo. .............................................................. 87
11.12. Silver Bullet Command and Control Module (CCM).............................................. 87
11.13. Senior Leader In-Transit Conference Capsule (SLICC) and Senior Leader In-
Transit Pallet (SLIP). ............................................................................................... 88
Chapter 12—FUEL PLANNING AND CONSERVATION 90

12.1. General. .................................................................................................................... 90
12.2. Fuel Reserves. .......................................................................................................... 90
Table 12.1. Identified Extra Fuel. ............................................................................................... 90
12.3. Fuel Conservation. ................................................................................................... 91
12.4. Fuel Planning Procedures. ....................................................................................... 91
12.5. Computer Flight Plan. .............................................................................................. 92
12.6. Tactical Fuel Planning. ............................................................................................ 92
12.7. AAR Fuel Planning. ................................................................................................. 92
Chapter 13—AIR-TO-AIR REFUELING 93

13.1. General. .................................................................................................................... 93
13.2. AAR Limitations...................................................................................................... 93
13.3. Receiver PIC Responsibilities.................................................................................. 94
Chapter 14—COMBAT MISSION PLANNING 95

14.1. General. .................................................................................................................... 95
14.2. Drop Zone (DZ) and ALZ Surveys. ......................................................................... 95
14.3. Route Planning......................................................................................................... 95
Figure 14.1. Inherent Chart Errors. .............................................................................................. 97

Figure 14.2. Night VMC Enroute Altitude................................................................................... 98
14.4. Peacetime Route Restrictions. ................................................................................. 98
14.5. Navigation Chart Preparation. ................................................................................. 99
14.6. Route Study.............................................................................................................. 99
14.7. Airlift Support Forces Coordination. ....................................................................... 99
14.8. Briefings................................................................................................................... 99
Chapter 15—MISSION EMPLOYMENT/TACTICAL PROCEDURES 100

15.1. Tactical Checklists. .................................................................................................. 100
15.2. Tactical Descents, Arrivals and Departures. ............................................................ 100
15.3. Ground Operations. .................................................................................................. 100
15.4. Emergency Airlift of Personnel. .............................................................................. 102
Chapter 16—AIRCRAFT FORMATION 104

16.1. General. .................................................................................................................... 104
16.2. Specified Times. ...................................................................................................... 104
16.3. Weather Minimums. ................................................................................................ 104
16.4. Ground Operations. .................................................................................................. 104
16.5. Takeoff. .................................................................................................................... 104
16.6. Bank Angles, Airspeeds, and Rates of Ascent/Descent. .......................................... 105
16.7. Radio Discipline. ..................................................................................................... 105
16.8. Airborne Aborts (Departure, Enroute and Element Lead Abort)............................. 105
16.9. Visual Procedures. ................................................................................................... 105
16.10. SKE Procedures. Note: ........................................................................................... 107
Figure 16.1. Standard SKE Enroute Formation. .......................................................................... 109
16.11. Formation Air Refueling Procedures. ...................................................................... 111
Chapter 17—AIRDROP 113

17.1. General. .................................................................................................................... 113
17.2. Radio Discipline. ..................................................................................................... 113
17.3. NVG Airdrop. .......................................................................................................... 113
17.4. Unmarked DZ. ......................................................................................................... 113
17.5. Airdrop Equipment. ................................................................................................. 113
17.6. Safety Equipment. .................................................................................................... 113
17.7. Airdrop Load Information........................................................................................ 114

Table 17.1. Airdrop Configuration Restrictions. ........................................................................ 115
17.8. Required Navigation Performance (RNP). .............................................................. 116
17.9. Notice To Airmen (NOTAM) Requirements. .......................................................... 116
17.10. Minimum Drop Altitudes......................................................................................... 116
17.11. IFR Drop Profile. ..................................................................................................... 117
Figure 17.1. IFR Airdrop Profile. ................................................................................................. 117
Table 17.2. IMC Drop Profile Calculation. ................................................................................ 118
Table 17.3. Slowdown Distance (part 1 of 3). ............................................................................ 120
17.12. VFR Drop Profile..................................................................................................... 122
17.13. Dual Row. ................................................................................................................ 122
17.14. High Altitude Airdrop Operations. .......................................................................... 122
17.15. High Altitude Airdrop Oxygen Requirements. ........................................................ 123
17.16. High Altitude Personnel Airdrop Procedures. ......................................................... 123
17.17. Personnel Airdrop. ................................................................................................... 123
Table 17.6. Personnel Formation Drift. ...................................................................................... 124
17.18. Slowdown Planning. ................................................................................................ 124
17.19. Navigation to the Computed Air Release Point (CARP). ........................................ 124
17.20. GPS Airdrop. ........................................................................................................... 125
17.21. JPADS/ICDS Airdrop. ............................................................................................. 125
Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 128

Chapter 1
GENERAL INFORMATION
1.1. General. This manual provides guidance for operating the C-17A aircraft. When guidance
in this manual conflicts with another source document, that document takes precedence. For
matters where this manual is the source document, reference paragraph 1.4.
1.2. Applicability. This AFMAN applies to aircrew members, maintenance/support personnel,
and managers involved with employing C-17 aircraft. Unit commanders and agency directors
involved with or supporting C-17A operations shall make current copies of this manual available
to appropriate personnel. (T-2)
1.3. Key Words Explained.
1.3.1. “Will” and “Must” indicate a mandatory requirement.
1.3.2. “Should” indicates a preferred, but not mandatory, method of accomplishment.
1.3.3. “May” indicates an acceptable or suggested means of accomplishment.
1.3.4. “Note” indicates operating procedures, techniques, etc., considered essential to
emphasize.
1.3.5. “Caution” indicates operating procedures, techniques, etc., which could result in
damage to equipment if not carefully followed.
1.3.6. “WARNING” indicates operating procedures, techniques, etc., which could result in
personal injury or loss of life if not carefully followed.
1.4. Deviations and Waivers. Do not deviate from policies in this manual except when the
situation demands immediate action to ensure safety.
1.4.1. Deviations. The pilot in command (PIC) will report deviations or exceptions taken
without a waiver through command channels to their Chief, major command (MAJCOM)
Standardization/Evaluation (Stan/Eval), who will notify Chief, AMC Stan/Eval (lead
command) as appropriate for follow-on action. (T-2) Note: For Air Education and Training
Command (AETC), MAJCOM Stan/Eval or A3V refers to 19AF Stan/Eval (19AF/A3V).
1.4.2. Waivers. Unless otherwise directed, waiver authority for the contents of this manual is
the MAJCOM/A3 with mission execution authority. Note: For AETC, MAJCOM/A3 refers
to 19 AF Director of Operations (19AF/A3) or appropriate delegated authority. For United
States Transportation Command/AMC operational missions, reference the most current AMC
tiered waiver delegation memo on the Air Mobility Command Standardization/Evaluations
(AMC/A3V) SharePoint® when flying 618th Air Operations Center (AOC) controlled
missions. For aircrews that change operational control to a different Combatant Commander,
the Commander, Air Force Forces is the waiver authority.
1.4.2.1. Waivers may affect multiple aircraft and/or missions but are not permanent in
nature (expire at a specific date/time). MAJCOM Stan/Eval will send AMC Stan/Eval
(lead command) copies of MAJCOM/A3-approved waivers. (T-2)
1.4.2.2. When coordinating a waiver for a mission in execution, the PIC will provide the
Command and Control (C2) agent the nature of the request, individual crewmember
10 AFMAN11-2C-17V3 19 AUGUST 2024
qualifications, mission leg(s) requiring the waiver, weather or other adverse conditions,
and the governing directive of waiver request, to include volume, chapter, and paragraph.
(T-2) Initiate waiver requests as soon as possible; plan at least 1 hour for waiver processing
time. If beyond C2 communication capability, or when it is necessary to protect the crew
or aircraft, the PIC may deviate from policies in this manual when the situation demands
immediate action to ensure safety.
1.5. Supplemental Procedures. This AFMAN is a basic directive. Each MAJCOM or
operational theater may supplement this AFMAN according to AFPD 11-2 and DAFMAN 90-161.
Stipulate unique MAJCOM procedures (cannot be less restrictive than this basic document) in the
MAJCOM supplement.
1.5.1. Combined Command Operations. Plan and conduct all operations that include forces
from multiple MAJCOMs using provisions in this manual. MAJCOM/A3s planning multiple
command operations are responsible for coordinating MAJCOM/theater unique procedures to
include special instructions (SPINS) and air operations directive review with supporting
MAJCOM/A3.
1.5.2. Forward MAJCOM-approved supplements (attach DAF Form 673, Department of the
Air Force Publication/Form Action Request) to Air Mobility Command/A3V, 510 POW/MIA
Dr., Suite W101, Scott AFB IL, 62225-5302.
1.6. Local Supplement Coordination Process. Operations Group commanders (OG/CCs) may
define local operating procedures to this instruction in a unit supplement. OG/CCs must obtain
approval from MAJCOM prior to releasing their supplement. (T-2) Send an electronic copy of
the approved version through Stan/Eval channels to MAJCOM/A3V. MAJCOM/A3V will send
approved copies to AMC/A3V. (T-2)
1.7. Improvement Recommendations. Send comments and suggested improvements to this
manual on a DAF Form 847, Recommendation for Change of Publication, through Stan/Eval
channels to AMC/A3V, IAW procedures in DAFMAN 90-161.
1.8. Definitions. Find explanations or definitions of terms and abbreviations commonly used in
the aviation community in Title 14, Code of Federal Regulations, Part 1, Definitions and
Abbreviations; DoD FLIP General Planning, Chapter 2; and The DoD Dictionary of Military and
Associated Terms. See Attachment 1 for common terms used in this manual.
1.9. Aircrew Operational Reports. The reporting requirements in this manual are exempt from
licensing IAW AFI 33-324, The Air Force Information Collections and Reports Management
Program.
AFMAN11-2C-17V3 19 AUGUST 2024 11
Chapter 2
ROLES AND RESPONSIBILITIES
2.1. Major Command (MAJCOM). MAJCOMs will provide guidance and approve waivers (as
required), where specified throughout this manual.
2.2. Pilot in Command (PIC). The PIC is the aircrew member designated by competent
authority, regardless of rank, as being responsible for, and is the final authority for the operation
of the aircraft. The PIC will ensure the aircraft is not operated in a careless, reckless, or
irresponsible manner that could endanger life or property. The PIC will ensure compliance with
this publication and the following:
2.2.1. Headquarters Air Force, MAJCOM, and Mission Design Series (MDS)-specific
guidance.
2.2.2. Flight Information Publication (FLIP) and Foreign Clearance Guide (FCG).
2.2.3. Air Traffic Control (ATC) clearances.
2.2.4. Notices to Airmen (NOTAM).
2.2.5. Aircraft Technical Orders (T.O.’s).
2.2.6. Combatant Commander’s instructions and other associated directives.
2.3. Aircrew. Individuals designated on the flight authorization are responsible to fulfill specific
aeronautical tasks regarding operating USAF aircraft as specified in this manual or by other
competent, supplemental authority.
12 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 3
AIRCREW COMPLEMENT/MANAGEMENT
3.1. General. This chapter provides guiding principles to form and manage mobility aircrews to
enable work/rest schedules that optimize the efficiency of mobility forces engaged in worldwide
operations.
3.2. Aircrew Complement.
3.2.1. Squadron commanders (SQ/CCs) will form aircrews based on fragmentation
order/mission directive, Crew Duty Time (CDT) and Flight Duty Period (FDP) requirements,
aircrew member qualification, and other constraints to safely accomplish the mission tasking.
(T-3) Table 3.1 below summarizes the minimum crewmember complement for different crew
types. When a mission requires more than one aircrew member at a position, the SQ/CC will
determine whether an instructor and a Non-Mission Ready crewmember meet mission
requirements. (T-3)
3.2.2. SQ/CCs will form augmented aircrews for missions planned to take longer than a basic
CDT. (T-3) Augmenting aircrew members must be Mission Ready in accordance with
AFMAN 11-2C-17V1, C-17 Aircrew Training, unless an instructor is on the Flight
Authorization for that crew position. (T-3) SQ/CCs will augment an aircrew for the full Flight
Duty Period (FDP). (T-3) The MAJCOM/A3 may identify aircrews as augmented during
mission execution (see paragraph 3.4 for more on CDT/FDP).
Table 3.1. Aircrew Complement.
Crew Complement (1, 2, 3, 4)

Crew Position
Basic Augmented Basic + 1 (5)
Aircraft Commander
1 1 1
(AC)
First Pilot 1 2 (6) 1
Loadmaster (LM) 1 2 (7) 1
Notes:
1. Two loadmasters or one loadmaster and one pilot are required in the cargo compartment if
more than 40 passengers are scheduled to be carried. Both crewmembers must remain in the
cargo compartment, one forward and one aft, for takeoffs and landings. (T-2) Exception: On
personnel airdrop sorties, only one loadmaster is required with more than 40 jumpers planning
to jump. This exception does not apply to airland segments of an airdrop mission.
2. One loadmaster and another qualified crewmember/physiological technician are required in
the cargo compartment on any mission segment where cabin altitude exceeds 13,000 feet
Mean Sea level (MSL).
3. Two loadmasters are required for dual-row airdrop and Joint Precision Airdrop System
(JPADS)/Improved Container Delivery System (ICDS) missions. Both loadmasters must be
qualified in the specific mission. (T-2) Exception: For dropsonde and ICDS airdrops, a
single loadmaster may concurrently perform LM1 and LM2 duties.
4. For formation flight/airdrop, the following lead pilot requirements apply:
AFMAN11-2C-17V3 19 AUGUST 2024 13
a. Single-element formations. An airdrop instructor or lead pilot is required in the

formation (any position) when the element consists of three aircraft. Two-ship elements
do not require a lead certified pilot.
b. Multiple-element formation. In a formation greater than two elements, a lead certified
pilot is required within the formation, and should be in the lead element unless required
for training. An airdrop instructor or lead certified pilot is required in each element of this
type of formation. In a formation of two elements, an airdrop instructor pilot is required
within the formation, and will be in the lead element unless required for training. Any
crew can fly the last ship of a formation even if it is an element lead position. (T-2) The
lead or airdrop instructor pilot should be in the first aircraft of the element they are in,
unless required for training purposes.
5. Basic + 1 is 2 pilots, 1 loadmaster, and 1 additional mission-qualified C-17 pilot or
loadmaster (additional crewmember will be dictated by mission requirements).
6. Pilots who have graduated from the Aircraft Commander Initial Qualification course may
augment the crew. Pilots who have graduated from the Pilot Initial Qualification course, when
approved by the SQ/CC, may act as the augmenting crewmember.
7. For augmented airdrop missions, one loadmaster must be airdrop qualified. The other
loadmaster may be airland qualified.
3.3. Loadmasters.
3.3.1. A non-current or unqualified loadmaster may serve as a primary aircrew member on
any mission when supervised by a qualified instructor or flight examiner loadmaster (direct
supervision for critical phases of flight).
3.3.2. Multiple Loadmaster Crew Resource Management (CRM). To ensure good CRM when
there is a multiple loadmaster requirement, the primary loadmaster assumes overall
responsibility for the completion of all checklists. They coordinate all loadmaster mission
responsibilities and ensures there is no confusion as to which duties have been accomplished.
3.4. Aircrew Management. SQ/CCs and command and control (C2) agencies ensure work/rest
cycles permit an aircrew adequate time to safely accomplish mission duties and personal time for
rest.
3.4.1. Flight Duty Period (FDP). Maximum FDP for basic and augmented aircrews is IAW
AFMAN 11-202V3_AMCSUP.
3.4.1.1. Reduce FDP for autopilot failure after departure IAW AFMAN 11-
202V3_AMCSUP. If the autopilot fails after departure, consider mission requirements and
determine the best course of action to preclude further mission delays due to reduced FDP.
The best course of action may include diverting to an airfield with maintenance capability.
Contact C2, coordinate intentions, and comply with limitations.
3.4.1.2. For augmented FDPs, two aircraft commanders are required if Air-to-Air
Refueling (AAR) is accomplished after 14 hours in the FDP. (T-3) The intent of having
two ACs is to manage rest cycles in a way that allows one AC to accomplish any AAR
prior to the 14-hour point, and for the second AC to accomplish any AAR past the 14-hour
point. The second AC fulfills the requirement for an additional pilot.
3.4.2. Crew Duty Time (CDT). CDT is that period of time an aircrew may perform combined
ground/flight duties. An aircrew member may perform mission-related duties for other
14 AFMAN11-2C-17V3 19 AUGUST 2024
missions when approved by member’s home station SQ/CC or equivalent. Assistant Vice Chief
of Staff of the Air Force, Special Air Missions (CVAM)-directed special assignment airlift
missions (SAAM) aircrew require 89th Air Wing Commander (89 AW/CC) approval for
CDT/FDP extensions.
3.5. Standby Forces. J-Alert and P-Alert are standing C-17 alert taskings. Scheduling, duties,
and length of alert duty may be adapted and managed at the wing level to optimize alert force
availability and tasking fulfillment. Length of alert duty will not exceed 7 days (168 hours). (T-2)
3.6. Crew Rest/Enroute Ground Time. MAJCOMs will follow AFMAN 11-202V3 and
appropriate supplement.
3.6.1. Off-station/Enroute Ground Time. Mobility planners will provide aircrews at least
16+30 hours ground time between engine shutdown and subsequent takeoff. (T-2)
3.6.2. Mission planners, PICs, or C2 agents may modify ground time as follows:
3.6.2.1. In the interest of safety.
3.6.2.2. To alert the aircrew no earlier than 12 hours from the time the aircrew entered
crew rest. Before reducing ground time, PICs should consider time to complete mission
planning, cargo on-/off-load, and non-standard mission related duties. C2 agents will not
ask PICs to accept less than 16+30 hours ground time. (T-2)
3.7. Alerting Procedures. Aircrew alert time is normally 3+45 hours (4+15 for airdrop missions)
before scheduled takeoff time. This allows 1 hour for reporting and 2+45 hours for mission
preparation (3+15 for airdrop missions). The OG/CC may increase or decrease this time depending
on specific capabilities at the aircrew’s home station. OG/CCs may establish self-alert procedures
for local training missions.
3.8. Flight Attendants on Distinguished Visitor Missions. Flight attendants may fly as primary
crewmembers on designated C-17 missions. They fall under the authority of the PIC, or mission
commander (if assigned), throughout the mission. An egress briefing will be given to the flight
attendants prior to the first mission leg.
AFMAN11-2C-17V3 19 AUGUST 2024 15
Chapter 4
AIRCRAFT OPERATING RESTRICTIONS
4.1. Objective. Redundant systems may allow crews to safely perform some missions when a
component/system is degraded. The PIC is the final authority in determining the overall suitability
of an aircraft for the mission. The PIC will ensure a detailed explanation of any discrepancy is
entered in the AFTO Form 781A, Maintenance Discrepancy and Work Document. (T-2) The
following maintenance identifiers should be used to effectively communicate aircraft status:
4.1.1. Mission Essential (ME). An item, system, or subsystem component essential for safe
aircraft operation.
4.1.2. Mission Contributing (MC). An item, system, or subsystem component which is not
currently essential for safe aircraft operation. These discrepancies should be cleared at the
earliest opportunity. If circumstances change or mission safety would be compromised, re-
designate as ME. Do not delay a mission to clear a MC discrepancy.
4.1.3. Open Item (OI). Discrepancies not expected to adversely impact the current mission or
any subsequent mission. These items are normally cleared at home station.
4.2. Minimum Equipment List (MEL) Guidance. The MEL is a pre-launch document that lists
the minimum equipment/systems to operate the aircraft. It is impractical to prepare a list that
would anticipate all possible combinations of equipment malfunctions and contingent
circumstances.
4.2.1. Consider equipment and systems not listed but obviously required for airworthiness
(wings, primary flight controls, flaps/slats, etc.) as grounding items. Also not included are
items that do not affect airworthiness such as galley equipment, passenger convenience items,
speakers, etc. PICs should carefully consider mission requirements when accepting degraded
items not listed on the MEL.
4.2.2. The PIC retains the authority to request a waiver to operate with degraded items. A PIC
who accepts an aircraft with degraded equipment/systems is not committed to subsequent
operations with the same degraded equipment. PICs are not committed to operations with
degraded equipment accepted by another PIC.
4.2.3. The PIC must account for the possibility of additional failures during continued
operation with inoperative systems or components. (T-2) The MEL is not intended for
continued operation over an indefinite period with systems/subsystems inoperative.
4.2.4. Units will install all emergency equipment unless there is a mission
requirement/directive exemption. (T-2)
4.3. Waiver Request Guidance. Waivers to operate with degraded equipment are granted on a
case-by-case basis. The PIC determines the need for a waiver after coordinating with the lowest
practical level of command.
4.3.1. The wing commander (WG/CC) or equivalent, delegable no lower than the OG/CC, is
the waiver authority for locally tasked missions (e.g., training, exercises).
4.3.2. Mission execution authority (i.e., 618 AOC for TRANSCOM missions) is the waiver
authority for AOC and MAJCOM tasked missions. (T-2)
16 AFMAN11-2C-17V3 19 AUGUST 2024
4.3.3. A PIC prepared to operate with a degraded MEL item will request a waiver through C2
channels. (T-3) A PIC operating with waiver(s) for degraded equipment will coordinate
mission requirements (e.g., revised departure times, fuel requirements, maintenance
requirements, etc.) with the controlling C2 agency and/or flight manager (FM). (T-3)
4.3.4. When coordinating a waiver, the PIC must provide the C2 agent the nature of the
request, individual crewmember qualifications, mission leg(s) requiring the waiver, weather or
other adverse conditions, and the governing directive of waiver request to include volume,
chapter, and paragraph. (T-2) Initiate waiver requests as soon as possible; plan at least 1 hour
for waiver processing time. If beyond C2 communication capability, or when it is necessary
to protect the crew or aircraft from a situation not covered by this chapter, the PIC may deviate
from policies in this manual when the situation demands immediate action to ensure safety.
4.3.5. Report deviations (without waiver) through appropriate channels to MAJCOM/A3
within 48 hours. OG/CCs will collect background information and submit a follow-up written
report to MAJCOM/A3 upon request. (T-2)
4.4. Technical Assistance. The PIC may request technical support and additional assistance from
their home unit or MAJCOM C2 agency.
4.4.1. Engineering Disposition (ED). Dispositions are requested when aircraft are damaged
and/or established maintenance technical order procedures cannot be followed or do not exist.
The on-site maintenance authority is responsible for determining the need for and requesting
an ED. Most EDs allow maintenance to repair the aircraft and return it to unrestricted status;
dispositions of this nature do not concern aircrews. However, EDs affecting aircrew operations
require MEL waiver authority approval.
4.4.1.1. PICs will coordinate dispositions containing flight restrictions, prohibitions,
additional operating limits, or modified/nonstandard operating procedures with the
appropriate MEL waiver authority. (T-2)
4.4.1.2. PICs will not accept dispositions appearing incomplete, in error, or unsafe. (T-3)
Prior to rejecting a disposition, the PIC will contact the appropriate MEL waiver authority.
(T-3) The waiver authority will attempt to resolve the issue. (T-3) Note: Requests for
deviations or waivers to specific flight manuals are submitted through the operating
MAJCOM Stan/Eval to the MAJCOM/A3 for approval IAW AFI 11-215, Flight Manuals
Program. (T-2)
4.4.2. CONFERENCE HOTEL Procedures. Contact the nearest or controlling C2 agency to
initiate a CONFERENCE HOTEL when technical order guidance is unable to resolve an issue
and/or further guidance is required. Reference AFMAN 11-202V3_AMCSUP for more
detailed information.
4.5. Gear Down Flight Operations. Limit gear down flight operations to sorties required to
move the aircraft to a suitable repair facility. (T-2) Consider gear down flight only after the PIC
exhausts all avenues to repair the aircraft in place.
4.5.1. PICs will not takeoff until there is reasonable assurance that they will achieve/maintain
adequate obstacle clearance (to include enroute stops and alternates). (T-1) The appropriate
drag index is required to correctly calculate fuel requirements and to determine terrain
clearance using T.O. 1C-17A-1-1, Performance Data, “Climbout Flight Path – 3-ENG” charts.
AFMAN11-2C-17V3 19 AUGUST 2024 17
4.5.2. Time and communications capability permitting, validate takeoff data with Operations
Group Stan/Eval (OG/OGV) or MAJCOM Stan/Eval.
4.6. MEL Table Definitions/Column Identifiers. MEL tables are arranged by aircraft system
to provide the PIC a mechanism to determine minimum system requirements. Components are
listed by number installed and minimum required for flight. Requirements are defined as Home
Station Departure/Main Operating Base (MOB) (Column A) and non-MOB locations (Column B).
An asterisk (*) in the required column indicates the number required is situation dependent; refer
to the Remarks/Limitations/Exception column for clarification.
4.6.1. Home Station Departures utilize Column A. Local training missions, to include off-
station trainers, utilize Column B.
4.6.2. MOBs for all AMC, Pacific Air Forces (PACAF), and Air Reserve Component (ARC)
aircraft (includes all AMC-gained aircraft) are: Joint Base Charleston, SC; Dover AFB, DE;
Joint Base Lewis-McChord, WA; Joint Base McGuire-Dix-Lakehurst, NJ; and Travis AFB,
CA.
4.6.3. Any aircraft transiting Joint Base Elmendorf-Richardson, AK and Joint Base Pearl
Harbor-Hickam, HI will utilize Column B. Exception: PACAF may coordinate agreements
to provide Column A support for PACAF aircraft.
4.6.4. MOBs for ARC aircraft (dependent on their component) are March ARB, CA (AFRC);
Wright-Patterson AFB, OH (AFRC); Pittsburgh IAP, PA (AFRC); Jackson, MS (ANG);
Martinsburg, WV (ANG); Memphis, TN (ANG); Stewart, NY (ANG); and Charlotte, NC
(ANG).
4.6.5. AETC will consider Altus AFB, OK a MOB.
4.6.6. When transiting a MOB on a de-positioning leg use Column B. Example: A McChord
aircraft transiting Charleston enroute to Ramstein Air Base (active) will use Column A.
However, when transiting Charleston enroute to McChord (de-positioning) use Column B.
Note: Column B requirements will not normally be waived when transiting a MOB on a de-
positioning leg. Aircraft transiting other component MOBs will use column B. Example: An
AMC aircraft transiting Stewart ANGB will use Column B for both active and de-positioning
legs.
4.6.7. Remarks/Limitations/Exceptions. Some technical information and procedures are
contained in this column. This is not all-inclusive; refer to the flight manual and other
directives for procedures, techniques, limitations, etc.
4.6.7.1. One-time Flight Clarification. Although a one-time flight may be authorized IAW
the MEL, maintenance release (“clearing the Red X”) will still be required. A Red X
discrepancy must be downgraded through maintenance channels prior to flight. (T-3)
Contact C2 channels to coordinate the Red X discrepancy downgrade from the
Maintenance Group Commander that owns the aircraft. The priority is to move the airplane
to a repair capable facility. PICs must coordinate with C2 to ensure repair capability exists
at the destination. (T-3)
4.6.7.1.1. One-time flight to nearest repair capable facility: Flight is limited to the
nearest (shortest enroute time) repair capable base.
18 AFMAN11-2C-17V3 19 AUGUST 2024
4.6.7.1.2. One-time flight to a repair capable facility: Flight is not restricted to the
nearest repair capable facility.
4.6.7.1.3. One-time flights may include enroute stops only when necessary to recover
the airplane. Example: An airplane departs on a gear-down flight from Djibouti IAP
and requires an enroute fuel stop (Cairo) before landing at the nearest repair capable
facility, Sigonella Naval Air Station.
4.6.7.1.4. An approved one-time flight does not prohibit carrying cargo and passengers
unless stipulated otherwise by the waiver.
4.6.7.2. Other Mission and Repair Clarifications:
4.6.7.2.1. Will be repaired at next repair capable facility: Mission may continue as
scheduled, and the item will be repaired upon reaching a repair capable facility. (T-3)
Designate item missions essential (ME) upon reaching repair facility. Once
maintenance action is initiated, and it is determined repairs are not possible, the PIC
will discuss possible courses of action with C2 agency to return aircraft to service.
(T-3)
4.6.7.2.2. Per mission requirements: PIC considers the entire mission profile, not just
the next leg. Example: An airplane is departing an enroute station with repair capability.
After engine start it is discovered that the #1 engine anti-ice is inoperative. Icing
conditions are not forecasted for the next leg. However, because the mission spans
several days and repair capability does not exist at the scheduled enroute stops, the PIC
elects to have the item repaired prior to departing.
4.7. C-17 MEL. The MEL listed below in Table 4.1 applies to all C-17 models and lists the
minimum equipment and systems to launch the aircraft under routine operations.
4.7.1. The MEL is not applicable for troubleshooting component failure(s) in flight. However,
it may be used inflight to determine aircraft status after recovery. Additional guidance specific
to Special Operations Low Level II (SOLL II) operations is listed in AFMAN 11-2C-17V3,
Addenda B, C-17 Special Operations. Additional guidance for Operation DEEP FREEZE
operations is listed in AFMAN 11-2C-17V3, Addenda-C, C-17A Antarctic Operations.
4.7.2. Navigation systems and equipment listed in Flight Information Publication for
permitting compliance with Minimum Navigation Performance Specifications (MNPS) is
mandatory. Loss of any component before airspace entry requires return to a station with
maintenance capability or re-filing via routes permitting equipment degradation. (T-2)
Table 4.1. C-17 Minimum Equipment List (MEL).

Message/Cue
Item/System Installed Required Remarks/Limitation/Exceptions
/Alert
A B
AIR CONDITIONING / PRESSURIZATION
10,000 Foot A one-time flight below 10,000
Pressure feet MSL to nearest repair
1 1 1*
Warning capable facility is authorized
Aneroid Switch IAW paragraph 4.6.7.1.1.
AFMAN11-2C-17V3 19 AUGUST 2024 19
Message/Cue
/Alert
A B
Air
Conditioning
13 0 0
Outlet Air
Valves
1 complete air conditioning pack
system must be fully operational
Air for flight.
L/R Pack
Conditioning 2 2 1* Both packs required for takeoff
DISAG
Pack into known icing conditions, or
any Aeromedical Evacuation
(AE) mission.
Air
Conditioning
1 per side required, inop valve(s)
Supply Check 4 2* 2*
will be closed.
Valve, Cargo
Compartment
Avionics
Cooling
2 1 1
Differential
Pressure Sensor
Avionics
Valve required to be closed if
Cooling
10 0* 0* corresponding avionics
Equipment Air
equipment is not installed.
Shutoff Valve
Avionics 3 required for airdrop above
3 2* 2*
Cooling Fan 25,000 feet MSL.
Avionics
Cooling Fan 3 3 3
Check Valves
Will have air conditioning pack
Avionics
operating for ground operations.
Cooling Skin 1 0* 0*
Valve will be manually locked
Heat Exchanger
open if heat exchanger is inop.
Avionics
Will have filter installed for
Ground
1 1 1 ground operation of avionics
Cooling Inlet
equipment.
Filter
These requirements include
AUTO Cabin Pressure Sensor and Air
Cabin Pressure
PRESS 2 1* 1* Conditioning Outflow Valve
Controller
SINGLE Motor. 1 complete cabin pressure
system will be operational.
20 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Cabin Pressure Outflow valve must be
1 1 1*
Outflow Valve operational in manual mode.
Cabin 2 of 3 indicators on the panel will
Pressurization be operational. The Cabin
1 1* 1*
Panel Indicator Altitude indicator must be
Unit operational.
Cargo Required during prolonged
Compartment 2 0* 0* operation of engine-powered
Exhaust Fan equipment inside the aircraft.
Cargo
Compartment Will be operable if 1 air
1 1 0*
Recirculation conditioning pack is inop.
Fan
Cargo
Required for Aerial Bulk Fuel
Compartment
1 0* 0* Delivery System and Dispensing
Redistribution
System operations.
Fan
Engine Anti-Ice
Will be operational for flights
Systems
into known or forecast icing. If
(includes
icing is anticipated, manually
valves, cockpit 4 4 0*
open Shutoff Valve after
switches,
associated engine has been
temperature
started.
sensors)
Environmental
Control Panel,
Required if air cart is unavailable
Auxiliary 1 1 0*
for engine start.
Power Unit
(APU) Air
Environmental
Control Panel,
Pack Discharge
Temperature/
8 0 0
Supply/
Compartment
Temperature
Indicator
Environmental If 1 inop, continue the mission to
System ECS X 2 2 1* a repair capable facility IAW
Controller paragraph 4.6.7.2.1.
AFMAN11-2C-17V3 19 AUGUST 2024 21
Message/Cue
/Alert
A B
If ENV PANEL SINGLE, a one-
Environmental ENV PANEL
time flight to a repair capable
System Fire SINGLE/ 1 1 1*
facility is authorized IAW
Detection Panel INOP
paragraph 4.6.7.1.2.
GND
Ground Inlet Will be manually closed for flight
COOLING 1 1 0*
Shutoff Valve if inop.
INLET
Avionics Cooling Override
HI-FLOW On
1 0* 0* Switch will be operational if HI-
Switch
FLOW Switch is inop.
Ice Detector
1 1 0* Crew will monitor for ice if inop.
Probe
Inlet Air
1 sensor per zone will be
Temperature 6 3* 3*
operational.
Sensor
L/R Pack Operable switch will correspond
2 1* 1*
DISAG Switch to operating pack.
Inoperative Ram Air Inlet Door
will be wired open. Cargo
Ram Air
compartment heat may be
Inlet/Exhaust 2 1* 1*
degraded.
Doors
Both doors are required for AE
missions.
Ram Air
Left Ram Air ducts must be
Ventilation 1 1 1
operational.
Valve
Ramp
Temperature 1 0 0
Sensor
Loadmaster Temp Control
Remote Temp Selector will be operational if
1 0* 0*
Control Switch Remote Temp Controller Switch
is inop.
TAT
TAT Heater HEATER L/R 2 2 2
DISAGREE
Trim Air Check
3 2* 2* Center check valve may be inop.
Valve
22 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
These requirements cover the
Trim Air Differential Pressure
Trim Air Sensor. Inop valve will be locked
2 1* 1*
Regulator closed. All associated equipment
will be operational on same side
as operational trim air regulator.
Trim Air
Switch /Flight
1 0 0
Deck Overhead
Panel
Defog must be operational for
Window Defog 1 1* 1* windshields (front) and sliding
windows.
Windshield Ice Will be operational for flights
2 2 0*
Protection into known or forecast icing.
Windshield Required for operations in
2 2 0*
Wipers precipitation.
Wing Ice
Protection
System Will be operational for flights
(includes into known or forecast icing.
2 2 0*
valves, cockpit Failed valve will be locked
switch, closed.
temperature
sensor)
Zone
Auto or manual control. Must
Temperature 3 3* 3*
have control of all 3 zones.
Control
Zone
1 sensor per zone will be
Temperature 6 3* 3*
operational.
Sensor
BLEED AIR
Cowl Ice
Protection
Burst Duct 8 8 4* 1 per engine will be operable.
Differential
Switch
AFMAN11-2C-17V3 19 AUGUST 2024 23
Message/Cue
/Alert
A B
1 SOV per wing may be failed in
the closed position if flight is not
conducted into known or forecast
Engine Shut- icing conditions. Any aircraft
Off Valve 4 4 2* with an SOV failed in the open
(SOV) position will be considered Non
Mission Capable. All
components will be functioning
on the operational bleed system.
MANF FAIL DET indication
Manifold MANF FAIL
warns of a loss of detection
Failure DET/
* * * capability for region(s). Ensure
Detection MANIFOLD
all regions have monitoring
System FAIL
capability prior to flight.
Manifold
Failure MANF FAIL
1 1 1
Detector DET
Controller
Pneumatic
APU required if ground service
Ground Service 2 1 0*
system inop.
System
Wing Ice
Protection
4 4 2* 1 per wing will be operable.
Burst Duct
Differential
May be manually closed after
engine start. If manually closed,
Wing Isolation
1 1 1* all engine bleed air sources will
Valve
be operational for each operating
pack.
CARGO MISSION SYSTEMS
Manual operation permissible to
continue the mission to a repair
Aerial Delivery capable facility IAW paragraph
System 4.6.7.2.1 unless AE or airdrop.
1 1 1*
Controller Consideration will be given to
(ADSC) cargo jettison capability.
All associated components for
airdrop are required.
24 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Will be operational if upload of
Worldwide Navigation Database
Aircrew Data
1 1 0* (WWNDB) and Terrain
Transfer Device
Avoidance Warning System
(TAWS) is required.
Continue mission if WWNDB
and TAWS databases will remain
AOC Hub 2 2 0*
current for the duration of the
mission.
Required to integrally jack the
aircraft. Mission may continue to
Cargo Loading a station with repair capability if
2 2 0*
Stabilizer Struts struts are not needed for mission
accomplishment IAW paragraph
4.6.7.2.1.
Home Station Departure: All
rails, locks, lips, and rollers will
be fully operational.
Cargo Rails and
Enroute: Rails, locks, lips,
Locks (ADS * *
and/or rollers may be inop if
and Logistic)
supplemental restraint is possible.
Cargo will not be placed over
missing/inop rollers.
Mission may continue if winch is
Cargo Winch 1 1 0* not needed for mission
accomplishment.
Cockpit Printer 1 0 0
At least 1 ramp toe requires an
operational proximity sensor.
Ramp Toes 4 4 0* May have less than 4 operational
toes if not needed for mission
accomplishment.
As required for personnel airdrop
Troop Doors 2 2 0*
or egress.
CARGO MISSION SYSTEMS (AIRDROP)
Buffer Stop As required for Container
1 1* 0*
Assembly Delivery System (CDS) airdrop.
Required for heavy equipment
Drogue
airdrop unless a clear,
Parachute 1 1* 0*
unobstructed view of the drogue
Video System
chute is available.
Gate Release
6 6* 0* As required for CDS airdrop.
Mechanism
AFMAN11-2C-17V3 19 AUGUST 2024 25
Message/Cue
/Alert
A B
Left Rail
Left rail bridge assembly required
Bridge 1 1* 0*
for heavy equipment airdrop.
Assembly
Paratroop
Retrieval 2 2* 0* As required for personnel airdrop.
Systems
Ramp Edge Required for heavy equipment
1 1* 0*
Cover airdrop.
Retrieval Required for airdrop using
2 2* 0*
Winches non-breakaway static lines.
Airdrop prohibited if release latch
Roller
in load path is missing, damaged,
Conveyor * *
safety wired, and/or taped to the
Release Latches
cargo floor.
Station Keeping
Equipment
(SKE)/
1 0* 0* Per mission requirements.
Formation
Flight System
(FFS)
Tow Release Required for heavy equipment
1 1* 0*
Mechanism airdrop.
Troop Door Air
2 0* 0* As required for personnel airdrop.
Deflector
COMMUNICATIONS
AERO-I,
Airline
Operational
AERO-I
Control (AOC), As required for ATC airspace
INOP CMU 1 1 0*
Controller-Pilot restrictions.
1, 2
Direct Link
Communication
(CPDLC)
ARC-210 Very High Frequency
(VHF) and Ultra High Frequency
(UHF) capability required. ARC-
Comm 1 1 1* 1*
210 Secure Voice and SATCOM
will be operational IAW mission
requirements.
Comm 2/UHF/
3 3 2
VHF
26 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
With 1 inop, a one-time flight to a
Communication
CCU FAULT repair capability facility is
Control Unit 2 2 2*
X authorized IAW paragraph
(CCU)
4.6.7.1.2.
Communication
Navigation
2 2 1* Pilot CNC must be operational.
Control Panel
(CNC)
Control, Pilot, copilot, and forward and aft
Intercom Set 7 4* 4* loadmaster intercom control sets
(ICS) will be operational.
High Frequency Per mission requirements.
2 0* 0*
(HF) Radios 1 required for flights over water.
INMARSAT
AERO-H 1 0* 0* Per mission requirements.
Antenna
When carrying passengers, PA
Public Address will be operational unless other
1 1 0*
(PA) System suitable means of communication
are available.
UHF
SATCOM/ 3 0* 0* Per mission requirements.
GPS Antennas
DEFENSIVE SYSTEMS
CMDS 1 0* 0* Per mission requirements.
IRCM 1 0* 0* Per mission requirements.
MWS 1 0* 0* Per mission requirements.
DOORS
Cargo Door capable facility IAW paragraph
4 4 4*
Ditching Locks 4.6.7.2.1 unless AE or airdrop.
Consideration will be given to
cargo jettison capability.
Cargo Door
Downlock 2 2 2
Assemblies
Cargo Door
2 2 2
Uplocks
AFMAN11-2C-17V3 19 AUGUST 2024 27
Message/Cue
/Alert
A B
All proximity sensors and
indicating systems associated
with the cargo door and ramp
system will be operational. May
be inop on unpressurized flights
Cargo if it can be determined that the
Door/Ramp locks are positively locked.
Proximity * * All proximity sensors and
Indicating indicating systems affecting the
Systems ADSC, Loadmaster’s Forward
Control Panel (LFCP),
Loadmaster’s Aft Control Panel
(LACP), and Precision Airdrop
System (PADS) will be
operational for airdrop.
All cargo ramp latches will be
operational.
Cargo Ramp continue the mission to a repair
22 22 22*
Latches capable facility IAW paragraph
4.6.7.2.1 unless AE or airdrop.
Crew Entrance ENTRY Indicating systems will be
1 1 1
Door DOOR operational.
Door Warning
Indication
Systems (Crew,
Indicating systems will be
Troop, X DOOR * *
operational.
Emergency
Exit, Air
Deflector)
All cargo ramp electrical safety
locks will be operational.
Electro-
Mechanical 2 2 2*
capable facility IAW paragraph
Ramp Locks
4.6.7.2.1 unless AE or airdrop.
Emergency Exit EMERG Indicating systems will be
1 1 1
Door EXIT operational.
28 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Horizontal /
Vertical Stab
Access Doors,
Maintenance
Ditching Hatch, May be inop if the door is
HATCH/
Oxygen Access * * visually verified closed and
ACCESS
Doors, Service locked.
Hatch (Belly),
Proximity
Indicating
Systems
Sidewall Jamb
34 34 34
Spindles
ELECTRICAL
60hz Power Will be operational for AE
1 1 0*
Supply System missions.
With 1 inop and all Integrated
Drive Generators (IDGs)
operational, a one-time flight to a
repair capable facility is
authorized IAW paragraph
AC BUS TIE 4.6.7.1.2.
4 4 4*
Relays On missions with Air
Transportable Galley Lavatory
(ATGL) or Distinguished Visitor
(DV) Module installed and
powered, all 4 IDGs must be
operational.
If inop, continue the mission to a
repair capable facility IAW
paragraph 4.6.7.2.1 if 4 IDGs
and all AC bus ties are
operational.
AC X TIE 1 1 1*
If operating with 3 IDGs or any
AC bus tie is failed, a one-time
flight to nearest repair capable
Batteries and BATT (X)
Battery NOT 2 2 2
Chargers CHARGING
AFMAN11-2C-17V3 19 AUGUST 2024 29
Message/Cue
/Alert
A B
With 1 inop and transformer
rectifiers operational, a one-time
DC BUS TIE
2 2 2* flight to a repair capable facility
Relays
is authorized IAW paragraph
4.6.7.1.2.
DC X TIE 1 1 1
Emergency EMER PWR IN USE illuminates
1 1 1
Power Relay when relay is tied.
APU Generator will be
operational.
External Power 1 1 0*
External power is required for AE
missions.
Integrated
GEN/OFF authorized IAW paragraph
Drive
Switchlight 4 3* 3* 4.6.7.1.2.
Generators
Illuminated On missions with ATGL or DV
(IDG)
Module installed and powered, all
4 IDGs must be operational.
Loadmaster LM 1
1 1 1
Bus 1 BUSES
Loadmaster LM 4
1 1 1
Bus 4 BUSES
Static Inverter 1 1 1
AC/DC
Transfer Buses XFER BUS 2 2 2
OFF
Transformer DC X TIE and both DC BUS
4 3* 3*
Rectifiers TIEs will be operational.
ENGINES/APU
APU will be operational for any
mission departure into a field
APU 1 1 0* without alternate electric & air
sources when engine shutdown is
planned.
1 channel (A or B) may be inop.
If channel A is inop, engine will
EEC FAULT operate in N1 mode.
EEC 4 4 4*
X Continue the mission to a repair
4.6.7.2.1.
30 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Exhaust Gas
Temperature
6 probes per engine, 5 required.
(EGT) 24 20* 20*
2 channels per engine, 1 required.
Thermocouple
Probes
Engines 4 4 4
Channel B may be inop. If only 1
engine has channel A inop, a one-
Ignition System 8 8 4* time flight to a repair capable
Low Oil
ENG OIL
Pressure 4 4 4
PRESS (X)
Indication
Oil pressure and temp indications
Oil Quantity ENG OIL
4 4 0* will be operational. Verify oil
Transmitter ABNORMAL
quantity prior to flight.
Oil
Temperature 4 4 4
Indication
Standby Engine
1 1 1
Display (SED)
Starter control valve will be
manually operable. For manual
Starter Control
4 4 4* operation, starter position
Valve
indicator (amber engine start
button light) must be operable.
Thrust Reverser Inop TRs will be locked out
4 2* 0*
(TR) symmetrically per job guide.
Turbine ENG
Inop Valve must be safed open
Cooling Air STABILITY 4 0* 0*
for flight.
Valve (TCA) X
EMERGENCY EQUIPMENT
Cockpit Voice repair capable facility IAW
Recorder 1 1 1* paragraph 4.6.7.2.1 if the Signal
(CVR) Data Recorder-Reproducer is
operational.
Crash Axes 2 2 2
Emergency
Locator
1 1 1
Transmitter
(ELT)
AFMAN11-2C-17V3 19 AUGUST 2024 31
Message/Cue
/Alert
A B
Flotation
All FEDS components will be
Equipment
* * operational. All 4 ladders must
Deployment
be installed.
System (FEDS)
Raft quantity will be adequate to
accommodate total persons
FEDS Life
3 0* 0* onboard when flight exceeds
Rafts
power off gliding distance from
land.
Required placement areas:
flight deck/crew rest area (3),
forward loadmaster station (1),
Portable Fire crew entrance door (1).
9 9 7*
Extinguishers The remaining fire extinguishers
will be placed in the cargo
compartment at the loadmaster’s
discretion.
Ramp Blow
1 1 1
Down System
Underwater
1 1 0* Required for overwater flight.
Beacon
1 cargo bay and 1 underfloor
Warning Horn 4 2* 2*
warning horn must be
operational.
EQUIPMENT AND FURNISHINGS
Continue the mission (if
practical) to a repair capable
facility IAW paragraph
4.6.7.2.1. Can be inop with
Lavatory/Toilet 1 1 1* comfort pallet onboard. See
AFMAN 11-2C-17V3, Addenda
A, C-17 Configuration and
Mission Planning, for passenger
restrictions.
Potable Water If inop, ensure adequate supply of
1 0 0
System water.
Mission may continue if meal
Refrigerator 1 0* 0* refrigeration is not required, or
alternate cold storage is available.
FIRE PROTECTION
APU Fire AGENT
1 1 0* If inop, the APU will not be used.
Bottle LOW
32 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Column A: Either loop A or B
APU Fire
will be operational.
Detection 1 1* 0*
Column B: If both loops are inop,
System
the APU will not be used.
Avionics
2 1 1
Smoke Detector
Cargo
Sensors 9, 10, 13 & 14 plus 2
Compartment 14 6* 6*
others will be operable.
Smoke Detector
Crew Rest
1 0 0
Smoke Detector
A one-time flight to a repair
Engine Fire AGENT X
4 4 4* capable facility is authorized
Bottle LOW
IAW paragraph 4.6.7.1.2.
Engine Fire
Either loop A or B for each
Detection 4 4* 4*
engine will be operational.
System
Corresponding IRU must be
Inertial
deactivated.
Reference Unit
4 4 3* Reference IRU guidance (this
(IRU) Smoke
chapter) and T.O. 1C-17A-1, Sect
Detector
III IRU INOP procedure.
Lavatory
1 0 0
Smoke Detector
FLIGHT CONTROLS (AUTO-FLIGHT)
Automatic
Flight Control
1 1 1
System (AFCS)
Panel
Aileron Trim
1 1 1
Actuator
Air Refueling A/R MODE
* * Required for A/R missions.
(A/R) Mode INOP
Alpha Limiter ALPHA
1 1 1
System LIMIT INOP
AFMAN11-2C-17V3 19 AUGUST 2024 33
Message/Cue
/Alert
A B
1 AOA may be failed (single Cat
2 fault) if both
Aircraft/Propulsion Data
Management Computers
FCC_AOAx
Angle of Attack (A/PDMCs) are operational.
on Avionic 6 6 5*
(AOA) Vanes Verify only 1 AOA vane is INOP
Fault List
by comparing Avionic, Electronic
Flight Control System (EFCS),
A/PDMC Fault List and Warning
Annunciator Panel (WAP).
Autopilot and
Autothrottles
Autopilot/Air
Refueling
2 0* 0* Required for A/R missions.
Disconnect
Switch
Autothrottle/
Air Refueling
Disengage
Button
Axis Fail Roll, Yaw, or
Do not takeoff with any axis
Operation Pitch Req Req
FAIL OP conditions.
Modes FAIL OP
Direct Lift
Control
2 1 1
(DLC)/Speed
Brake Switch
No more than 1 CAT 2 fault for
EFCS Pre-flight EFCS Home Station and no more than 2
* *
BLIN Codes RESET CAT 2 faults for Enroute
departures.
FCS cue with
Electronic
any EFCS
Flight Control 5 5 5
Axis “FAIL”
Axis
Light
Flap Position Multi-function display (MFD)
1 0* 0*
Indicator indication will be operational.
Flap Position
4 4 4
Transducer
34 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
4.6.7.1.2. For one-time flights,
both Spoiler Control/Electronic
Flap Computer (SC/EFC) will be
operational, no (Pitch, Yaw, Roll,
Flight Control Pitch Trim Fail) FAIL OP
Computer FCC X 4 4 4* messages will be illuminated, and
(FCC) the FCC pre-flight built-in test
(PFBIT) must have been
accomplished in the previous 72
hours.
Air Refueling may be restricted
IAW T.O. 1C-17A-1.
If FCC 1 or FCC 4 is the failed
FCC, flight is limited to FL200.
Ground
If inop, TAWS is required. A
Proximity
one-time flight to a repair capable
Warning GPWS FAIL 1 1 1*
System
(GPWS)
Integrated With the upper IFCM inop, a
Flight Control one-time flight to a repair capable
Module 2 2 2* facility is authorized IAW
(IFCM), paragraph 4.6.7.1.2. Lower
Rudder rudder must be fully operational.
Continue the mission to a repair
Pitch Autopilot PITCH AP
1 1 1* 4.6.7.2.1. if the FCC PFBIT has
Actuator ACT FAIL
been accomplished within the
previous 72 hours.
Pitch Ratio PITCH
Change RATIO 1 1 1
Actuator DISAG
Continue the mission to a repair
Roll Autopilot ROLL AP
1 1 1* 4.6.7.2.1 if the FCC PFBIT has
Actuator ACT FAIL
been accomplished within the
previous 72 hours.
Roll Ratio ROLL
Change RATIO 1 1 1
Actuator DISAG
AFMAN11-2C-17V3 19 AUGUST 2024 35
Message/Cue
/Alert
A B
No more than 1 CAT 2 fault for
SC/EFC Pre-
Home Station and no more than 2
flight BLIN * * *
CAT 2 faults for Enroute
Codes
departures.
Slat Actuator 16 14* 14* 1 actuator per wing may be inop.
Speed Brake MFD indication will be
1 0* 0*
Indicator operational.
With 1 inop and 4 FCCs
operational, a one-time flight to a
4.6.7.1.2, provided SC/EFC
Spoiler Control/
PFBIT was accomplished in the
Electronic Flap SC/EFC X 2 2 2*
previous 72 hours and flight
Computer
control or hydraulic system
integrity has not been
compromised.
Air refueling may be restricted
IAW T.O. 1C-17A-1.
One-time flight to a repair
capable facility is authorized
IAW paragraph 4.6.7.1.2, if
Stall Warning STALL Alpha Limiting System is
1 1 1*
System WARN INOP operational. STALL WARN
INOP will be annunciated when
both stall system channels are
inop.
Stick Shaker 2 2 2*
4.6.7.1.2.
With any single surface fail op
Aileron, Flap,
Surface Fail condition, a one-time flight to a
Elevator,
Operation Req * repair capable facility is
Rudder, or
Modes authorized IAW paragraph
Slat FAIL OP
4.6.7.1.2.
System Fail ALS, Pitch A one-time flight to a repair
Operation Trim, ADC Req * capable facility is authorized
Modes FAIL OP IAW paragraph 4.6.7.1.2.
TOGA
TOGA Button BUTTON 1 1 1
FAIL
36 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Trim
Indicators:
Aileron, MFD indication will be
1 0* 0*
Rudder, operational.
Horizontal
Stabilizer
FUEL
A/R Amp
Required if Emergency Boom
Override
1 0* 0* Latching authorized by mission
Switch,
directive.
Overhead Panel
A/R
Annunciator 1 0* 0* Required for night A/R missions.
Dimming Unit
A/R
Annunciator
For A/R missions READY light
Lights
1 0* 0* may be inop if overhead panel
(READY,
READY light is operational.
DISC, &
LATCHED)
A/R Separation valve will be operable.
L/R Master Inop valves will be closed prior to
2 1* 0*
DISAG Switch, takeoff.
Overhead Panel Required for A/R missions.
Inop valve will be manually
closed prior to takeoff. With any
A/R Master
2 0* 0* inop valve, the center separation
Valves
valve will be operable.
1 required for A/R missions.
A/R Rheostat For night missions, A/R may only
Annunciator/ be accomplished if at least 1
1 0* 0*
Slipway, tanker boom nozzle light is
Overhead Panel operable.
Crossfeed
4 4 4
Valves
Left and Right Master, or
Dump Valves 2 2 1* separation valve, will be
operational.
4 required for A/R missions. Fill
valves 1 and 4 will be
Fill Valve 4 4 2* operational.
Over wing refueling is required
for affected tanks.
AFMAN11-2C-17V3 19 AUGUST 2024 37
Message/Cue
/Alert
A B
Fuel Manifold May be inop but manifold must
Drain & Check 1 1 0* stay dry and have manifold drain
Valves & Pump capability.
With 1 channel inop, a one-time
Fuel Quantity FUEL QTY flight to a repair capable facility
1 1 1*
Computer SYSTEM is authorized IAW paragraph
4.6.7.1.2.
Total fuel quantity indication will
be operational with any single
Fuel Quantity
overhead fuel quantity display
Display, 4 4 3*
inop. Erratic or fluctuating
Overhead Panel
indications will be considered
inop.
Fuel Quantity 1 probe in main tanks 1, 2, 3, & 4
Probes – may be inop and 1 additional
Extended probe in ER tanks 2 & 3 may be
* *
Range (ER) inop.
aircraft No more than 6 probes per
aircraft may be inop.
Fuel Quantity
1 probe per tank may be inop.
Probes
* * No more than 4 probes per
(Non-ER
aircraft may be inop.
aircraft)
Ground Refuel
L/R Valve Ground Refueling Panel will be
2 0* 0*
Switch, Operational.
Overhead Panel
Left or Right ground refueling
Ground
and separation valve switchlights
Refueling 1 1 0*
on overhead refuel panel must be
Control Panel
operational.
Ground
Inop valve will be closed
Refueling 2 0* 0*
manually prior to takeoff.
Isolation Valve
Ground
Refueling
1 1 1
Manual Drain
Valve
Ground
Separation valve must be
Refueling 2 1* 1*
operational.
Receptacle
38 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Hi-Level 4 required for A/R missions.
Shutoff Test 4 4 0* Quantity Select method required
Valve for ground refueling.
Low-Level Fuel
4 4 4
Dump Shutoff
1 per wing may be inop if inboard
Main Tank transfer pumps and crossfeed
8 6* 6*
Boost Pumps valves are operational on affected
side.
FUEL If FUEL PANEL SINGLE, a one-
Overhead Fuel PANEL time flight to a repair capable
1 1 1*
Panel SINGLE/ facility is authorized IAW
INOP paragraph 4.6.7.1.2.
If failed closed, both A/R
Separation isolation valves will be operable
1 0* 0*
Valve and both ground refueling
receptacles must be operational.
Total Fuel
Required if any fuel quantity
Quantity 1 1 0*
display inop.
Indicator
Transfer Pump,
Extended For extended range missions, 1
4 0* 0*
Range (ER) pump required per side.
Tanks
If fuel quantity in tank 2 or 3 is
greater than 36K lbs., respective
XFER pump will be operational.
Transfer Pump,
4 2* 2* 1 transfer pump/switch per wing
Wing Tanks
may be inop; tank with inop
pump will have both boost pumps
and crossfeed valve operational.
UARRSI Door
Door will be verified open before
Assembly & 1 0* 0*
flight for A/R missions.
Handle
UARRSI
System
Valve Secondary climb/dive valve,
Assembly, override solenoid valve, and fuel
2 0* 0*
Primary tank pressure transducer will be
Climb/Dive fully operational.
AFMAN11-2C-17V3 19 AUGUST 2024 39
Message/Cue
/Alert
A B
Valve Primary climb/dive valve,
Assembly, override solenoid valve, and fuel
2 0* 0*
Secondary tank pressure transducer will be
Climb/Dive fully operational.
Valve
Assembly,
Solenoid, Fuel Primary and secondary
Vent Override, 2 0* 0* climb/dive valve will be
Fuel Tank operational.
Pressure
Transducer
HYDRAULICS
If the failed Aux pump is on #2 or
#3 system, the transfer pump will
be operational.
If failed Aux pump is on #1 or
#4, a one-time flight to a repair
AUX Pumps 4 4 3* capable facility is authorized
IAW paragraph 4.6.7.1.2. Open
the circuit breaker and select the
pump to AUTO (prevents
associated “HYDRAULIC”
takeoff warning).
System #1 and #4 must have one
of the two engine driven pumps
operational. System #2 and #3
may have one engine driven
pump inop provided both system
#2 and #3 have Aux and transfer
pumps operational.
Engine Driven
If an engine driven pump fails to
Hydraulic 8 8 5*
depressurize, a one-time flight to
Pumps
a repair capable facility is
4.6.7.1.2.
Note: “HYDRAULIC” will
annunciate on takeoff roll. Crew
should brief takeoff
considerations.
Hydraulic
Associated pump LOW pressure
Manifold Press 4 3* 3*
light and temp indicator required.
Transducer
40 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Hydraulic Associated system reservoir low
Quantity 4 0* 0* quantity proximity sensor
Transducer required.
Hydraulic
May be inop on system #1 or #4
Reservoir Low
only. Associated system
Quantity 4 4 3*
reservoir hydraulic quantity
Proximity
transducer required.
Sensor
If HYD PANEL SINGLE, a one-
Hydraulic HYD PANEL
time flight to a repair capable
System Control SINGLE/ 1 1 1*
Panel INOP
If HSC SINGLE, a one-time
Hydraulic HSC
flight to a repair capable facility
System SINGLE/ 2 2 2*
is authorized IAW paragraph
Controllers INOP
4.6.7.1.2.
Ram Air
1 1 1 Will be stowed prior to departure.
Turbine
If inop, all system 2 and 3 (engine
Transfer Pump 1 1 0* driven and AUX) pumps will be
operational.
INDICATING SYSTEMS
Annunciator
(Light), 2 1 1
WACS Fail
Central Aural AURAL
Warning WARNING 1 1 1
Computer INOP
Loudspeaker,
2 1 1
CAWS
Proximity
Sensor PROX UNIT
2 2 2
Interface Unit (X)
(PSDAU, PIU)
Quick Access If inop, continue the mission to a
Recorder 1 1 1* repair capable facility IAW
(QAR) paragraph 4.6.7.2.1.
Signal Data If inop and the CVR is
Recorder- FLIGHT operational, continue the mission
1 1 1*
Reproducer RECORDER to a station with repair capability
(SDRR) IAW paragraph 4.6.7.2.1.
AFMAN11-2C-17V3 19 AUGUST 2024 41
Message/Cue
/Alert
A B
Switch, Master
Caution & 2 1 1
Reset
Switch, Master
Warning & 2 1 1
Reset
Warning and
WAC
Caution
COMPUTER 2 2 2
Computer
(X)
(WCC)
WAP 1 1 1
LANDING GEAR AND BRAKES
Anti-Skid
Brake
Temperature 1 1 1
Monitor
Control Unit
Anti-Skid ANTI-SKID
1 1 1
Braking INOP
Brake
2 2 2
Accumulator
Brake Pressure
Indicator, 1 1 1
Cockpit
Accurate gear indication will be
available on either the
configuration page or the landing
Landing Gear
2 2 2* gear control indication panel.
Indicators
With 1 inop, continue the mission
to a station with repair capability
A brake worn beyond limits does
not automatically require
deactivation. If deactivation is
Multiple Disc required, then 1 brake/hose per
12 12 10*
Brakes side may be deactivated and no
more than 2 brakes may be
deactivated on the aircraft at a
time.
42 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
Nose Wheel
Steering 2 2 2*
4.6.7.1.2.
Control (Tiller)
The Pilot Flying will have the
operable tiller.
With PARK BRAKE INOP, the
parking brake levers will engage,
PARK
allowing the IRUs to align.
Parking Brake BRAKE 2 2 1*
A one-time flight to a repair
INOP
capable facility is authorized
1 sensor per bogie may be inop.
Sensor, Erroneous indications verified by
Temperature, 12 8* 8* qualified maintenance personnel
Brake Monitor and documented in AFTO 781A
may be considered inop.
Steering
Cylinder 2 2 2
Assembly
Transducer,
Brakes (7 or 8) and (11 or 12)
Motional
transducers will be operational.
Pickup, Wheel 12 12 10*
Brake on affected wheel will be
Speed, Main
deactivated.
Landing Gear
See Tire Limits in T.O. 1C-17A-1
Chapter 5.
Wheel & Tire With any tire exceeding the
Assembly, Maximum Wear Limit (3 cords
12 12 12
Main Landing showing), a one-time flight to a
Gear repair capable facility is
4.6.7.1.2.
See Tire Limits in T.O. 1C-17A-1
Chapter 5.
Wheel & Tire With any tire exceeding the
Assembly, Maximum Wear Limit (3 cords
2 2 2
Nose Landing showing), a one-time flight to a
Gear repair capable facility is
4.6.7.1.2.
LIGHTING
AFMAN11-2C-17V3 19 AUGUST 2024 43
Message/Cue
/Alert
A B
A/R Flood
1 0* 0* Required for night A/R.
Light
Emergency Exit
Lighting 3 3 3
Systems
Emergency Exit
13 13 13
Signs
Emergency
Lighting,
3 3 3
Battery Power
Supply
Main instrument panel floodlight,
Flight
cockpit dome, and thunderstorm
Compartment 1 1 1*
lights will be operational for
Lighting
night flight.
Fuselage
2 0* 0* 2 required for night formation.
In-Trail Light
A Column: Both Infrared (IR)
nose landing lights will be
operational for night vision
Nose Landing goggle (NVG)-required missions.
2 0* 0*
Light, Covert
B Column: One IR nose landing
light will be operational for
NVG-required missions.
Nose Landing 1 wingtip or nose landing light on
2 2 1*
Light, Overt each side will be operational.
Nose taxi light may be inop
provided the nose landing light
on the same side is operational.
Nose Taxi
2 0* 0* Not required if mission will be
Light
conducted in day/Visual
Meteorological Conditions
(VMC).
Nurse Call
Will be operable if required by
Light & 2 0* 0*
Medical Crew Director.
Buttons
Rudder-Based
Tailcone 2 0* 0* 1 required for night formation.
In-Trail Light
Runway
Turnoff Light, 2/2 0 0
Overt/Covert
44 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
For night missions, A/R may only
UARRSI
be accomplished if at least 1
Perimeter Light 3 0* 0*
tanker Tail Mounted Floodlight is
Panel
operable.
UARRSI
4 0* 0* Required for night A/R.
Slipway Light
See AFMAN 11-202V3
requirements.
If either the upper or lower light
is inop, a one-time flight to a
Upper & Lower repair capable facility is
Anti-Collision 2 2* 2* authorized IAW paragraph
Light 4.6.7.1.2.
For Semi-Prepared Runway
Operations (SPRO), lower light
may be removed, upper light
must be operational.
2 required for night formation.
Wing In-Trail Wing tip position lights can be
2 0* 0*
Light used as an alternate for training
only.
Winglet
Both IR wingtip lights will be
Retractable
2 0* 0* operational for NVG-required
Landing Lights,
missions.
Covert
Wingtip
1 wingtip or nose landing light on
Landing Lights, 2 2 1*
each side will be operational.
Overt
1 position light assembly per
Wingtip
wing will be operational.
Navigation
4 4 2* Note: There are 2 light
Lamp, Aft
assemblies with single white
Position
bulbs on each wing.
Wingtip 1 position light assembly per
Navigation wing will be operational.
4 4 2*
Lamp, Forward Note: There are 2 bulbs in each
Position lighting assembly.
Wingtip
See AFMAN 11-202V3
Recognition 4 0* 0*
requirements.
Lights (Strobe)
NAVIGATION SYSTEMS
AFMAN11-2C-17V3 19 AUGUST 2024 45
Message/Cue
/Alert
A B
1553 Continue the mission to repair
1553 Databus Degraded 1 1 0* capable facility IAW paragraph
(Scratchpad) 4.6.7.2.1.
Each ADC has 2 channels.
Air Data
ADC 1A, 1B, Must have 3 operational
Computer 2 2 2*
2A, 2B channels, to include both 1A and
(ADC)
2B.
A/PDMC APDMC X 2 2 2
Bearing
Distance
Blank display Pilot will have a full set of
Heading 2 2 1*
or OFF flags standby indicators.
Indicator
(BDHI)
Both may be inoperative if
Commercial MGPS is operational.
Global Refer to Precision Landing
2 1 0*
Positioning System Receiver
System (CGPS) (PLSR) 1/2 (this chapter) for
ADS-B restrictions.
Core Integrated
MC X 2 2 2
Processor (CIP)
Distance
Measuring
Equipment
(DME) 1/2
5 of 6 displays (HUD/MFDs) will
Heads Up be operational.
2 2 1*
Display (HUD) 2 HUDs required for assault
landings and NVG.
Mode S required for ADS-B
Identification operations.
Friend or Foe 1 1 1* Mode 1, 2, & 5 may be inop
(IFF) based on mission/airspace
requirements.
Positions 1 and 4 must be
IRU & Battery IRU INOP X 4 4 3*
operational.
LF/ADF 1 0* 0* Per mission requirements.
46 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
As required for ATC airspace
restrictions.
Both may be inoperative if CGPS
Military Global is operational.
Positioning If both MGPS are inop:
2 1 0*
System -- Weather Radar & Flight Path
(MGPS) Vector (FPV) will revert to
degraded mode.
-- FFS will not function; airdrop
not authorized.
Mission
Computer/
4 4 3
Communication
Display (MCD)
Mission
Computer/
Communication 2 2 2
Keyboard
(MCK)
Multi-Function
2 2 2
Control (MFC)
Multi-Function 5 of 6 displays (HUD/MFDs) will
MFD (X) 4 4 3*
Display (MFD) be operational.
Verify heating elements on all 4
probes are operational. If fault is
P/S XX
Pitot Static an indication only, continue the
MAST/HEAD 4 4 4*
Probes mission to a repair capable
HTR
facility IAW paragraph
4.6.7.2.1.
PLSR #1 must be operational for
ADS-B operations. Both are
required when CAT II ILS
operations are expected. Aircrew
PLSR 1/2 NAV X 2 2 1*
will comply with single FM
Immunity receiver procedures in
the applicable Area Planning
series.
Radar RADAR ALT
2 1 1
Altimeter (X)
Standby Pilot will have a full set of
Altimeter standby indicators. Altimeter set
2 2 1*
Airspeed function will be operational on
Indicator both.
AFMAN11-2C-17V3 19 AUGUST 2024 47
Message/Cue
/Alert
A B
Standby
Pilot will have a full set of
Attitude 2 2 1*
standby indicators.
Indicator
Tactical
Aircraft Control
1 1 0* Per mission requirements.
and Navigation
(TACAN)
Required if ATC airspace
Traffic Alerting
mandates equipment; otherwise a
and Collision
TCAS INOP 1 1 1* one-time flight to a repair capable
Avoidance
System (TCAS)
Terrain
Avoidance
TAWS FAIL 1 1 1* repair capable facility IAW
Warning
System
Required for air refueling when
TCAS is inop or when
Weather Radar 1 1 0*
thunderstorms are forecast for the
planned route of flight.
OBIGGS
Single system operation allowed
OBIGGS I
2 1* 1* if supply crossfeed valve is
(ER aircraft)
operational.
OBIGGS I
(Non-ER 2 0 0
aircraft)
Single system operation allowed
if crossfeed valve is operational.
Reference T.O. 1C-17A-1
OBIGGS II 2 1* 1*
Section II, Operation With
OBIGGS Shutoff Valve(s)
Locked Closed.
OXYGEN
May be inop if passenger and/or
25-liter Crew CREW OXY
1 1 1* auxiliary system and crossfeed
LOX Converter LOW
are operational.
75-liter AUX May be inop if passenger system
OXY LOW 1 1 1*
Converter is operational.
75-liter PAX May be inop if auxiliary system is
OXY LOW 1 1 1*
LOX Converter operational.
48 AFMAN11-2C-17V3 19 AUGUST 2024
Message/Cue
/Alert
A B
2 bottles (minimum) required for
each primary crewmember.
Ensure requirements of AFMAN
Portable
10 10 6* 11-202V3 are met. Crew rest and
Oxygen Bottles
forward loadmaster station will
be equipped with Unmodified or
Modified2 bottles.
Required for each occupied crew
seat.
When oxygen sources with
attached mask are not
prepositioned throughout the
Quick-Don cargo compartment,
15 15 *
Mask crewmembers mobile in the cargo
compartment will have a portable
oxygen walk-around bottle with
quick-don mask/helmet available
for use in the event of an
emergency.
Pilot, copilot, and loadmaster
regulators will be operational.
Regulators 10 3* 3*
Other regulator(s) required for
each occupied crew position.
Note: An asterisk (*) in the required column indicates the number required is situation
dependent; refer to the Remarks/Limitations/Exception column for clarification.
AFMAN11-2C-17V3 19 AUGUST 2024 49
Chapter 5
OPERATIONAL PROCEDURES
5.1. Duty Station. Both pilots will be in their seats during flight. (T-2) With both pilots in their
seats, PICs may authorize rest periods for one pilot occupying a primary duty station during non-
critical phases of flight (the other pilot will be awake and alert).
5.1.1. All crewmembers will be at their duty stations during all critical phases of flight, unless
crew duties dictate otherwise. (T-2) Headsets or helmets will be worn at all times while
crewmembers are operating at their primary duty station. (T-2)
5.1.2. During non-critical phases of flight, crewmembers may leave their duty stations, for
brief periods, to meet physiological needs and perform normal crew duties provided one pilot
remains at a primary duty station during flight. Crewmembers will coordinate with the pilot
flying (PF) before departing their assigned primary duty stations. (T-3)
5.2. Takeoff and Landing Policy. An aircraft commander, or above, will occupy either the left
or the right seat during all takeoffs and landings. (T-2) The designated PIC (A-code) is not
required to occupy a primary position, but still retains overall authority for conduct of the mission.
5.2.1. An Aircraft Commander (AC) or Instructor Pilot (IP) will make all takeoffs and
landings during:
5.2.1.1. Aircraft emergencies unless conditions prevent compliance. (T-3)
5.2.1.2. Emergency Nuclear Airlift Operations. (T-3) Additional information is in
AFMAN 13-526, Nuclear Airlift Operations.
5.2.1.3. Assault or substandard airfield operations. (T-3) Exception: Pilots receiving
upgrade training or receiving an evaluation.
5.2.1.4. Category II Instrument Landing System (ILS) approaches and landings when the
weather is below Category I minimums. (T-3)
5.2.2. Unless the other pilot in the seat is a certified AC or higher, the PIC with less than 100
primary assigned aircraft hours since AC certification will make all takeoffs and landings under
any of the following conditions:
5.2.2.1. Ceiling/visibility less than 300 feet and/or Runway Visual Range (RVR) 4000 (3/4
SM visibility). (T-3)
5.2.2.2. Runway Condition Reading (RCR) less than 12. (T-3)
5.2.2.3. Crosswind component greater than 15 knots. (T-3)
5.3. Landing Gear and Slat/Flap Operating Policy. The PF commands configuration changes.
The pilot monitoring (PM) verifies appropriate airspeed and configuration prior to echoing the
gear or slat/flap actuation command. The pilot in the right seat operates the landing gear. The
slats/flaps are operated by the PM.
5.4. Observer/Jump Seat Duties. Unless crew duties dictate otherwise, an extra pilot or
loadmaster should occupy the augmented crew station to the maximum extent possible, especially
in times of increased crew workload (e.g., critical phases of flight) to assist in scanning, promote
50 AFMAN11-2C-17V3 19 AUGUST 2024
effective Crew Resource Management/Threat and Error Management (CRM/TEM), and perform
other tasks as determined by the PIC.
5.5. Seat Belts.
5.5.1. All occupants will have a designated seat with a seat belt. (T-2) A crew bunk does not
meet the requirement of a designated seat.
5.5.2. Equipment will be properly secured, and all crewmembers and passengers will be seated
with seat belts and shoulder harnesses fastened during critical phases of flight unless crew
duties dictate otherwise. (T-1). The PIC may authorize passengers to observe AAR, but seat
changes will be completed no closer than 100ft in trail. The PIC may authorize passenger
movement via the aircraft seat belt signs. Crewmembers may remove the shoulder harness
during non-critical phases of flight. (T-2)
5.6. Aircraft Lighting. Configure lighting IAW AFMAN 11-202V3, AFMAN 11-218, Aircraft
Operations and Movement on the Ground, and applicable T.Os. See mission directives, SPINS,
or Operations Order (OPORD) for NVG lighting configuration.
5.7. Aircraft Armor. If a flight control check determines interference or binding is occurring
PICs are approved to remove and securely stow armor plates. (T-3) The PIC will then notify
maintenance, if available, and write the removal up in the aircraft AFTO 781A. (T-3)
5.7.1. Aircrew are not permitted to replace the armor themselves. (T-3) Only maintenance
can replace armor once it is removed.
5.7.2. If a mission requires aircraft armor, notify maintenance and have the armor replaced
and secured properly prior to takeoff, if possible. If this is not possible, the PIC will assess the
risk and make the decision whether or not to continue the mission to the location requiring
aircraft armor.
5.8. Advisory Calls. Advisory calls are IAW AFMAN 11-202V3_AMCSUP. Note: Automated
aircraft advisories satisfy this requirement if the crew acknowledges the advisory. On instrument
approaches, if the PF can maintain visual contact with the landing runway, and states “Visual,”
subsequent instrument advisory calls are not required.
5.9. Communications Policy.
5.9.1. Remain cognizant of critical phases of flight and do not allow non-critical
communications to cause distractions. Communications with C2 should be avoided during
critical phases of flight and while the aircraft is taxiing in congested areas. If a C2 interruption
occurs during these times, answering AOC or AERO-I should be postponed or the
crewmember monitoring the C2 radio should simply acknowledge with “Standby.”
5.9.2. Aircraft Interphone (ICS). Primary crewmembers will actively monitor ICS during
critical phases of flight and remain connected to ICS during all phases of flight, unless crew
duties dictate otherwise. (T-2) Crewmembers will advise the PF before checking off
interphone or operating in ISOLATE. (T-2) Crewmembers will ensure personnel on headset,
or within listening distance, are cleared prior to discussing classified information over
interphone. (T-2)
AFMAN11-2C-17V3 19 AUGUST 2024 51
5.9.3. Use secure and jam-resistant communications to the maximum extent possible. In a
threat environment, limit radio transmissions with the objective area to those required for
safety of flight or factors affecting force employment.
5.10. Transportation of Animals. Pets are defined in DoDI 4515.13, Air Transportation
Eligibility. Transporting pets in conjunction with the sponsor’s permanent change of station is
authorized. Other pets or animals are normally prohibited but may be moved according to DoDI
4515.13. Service animals are working animals, not pets. Follow the guidance prescribed in
Section 10 of DoDI 4515.13, when transporting a qualified individual with a disability who is
accompanied by a service animal. (T-0) The service animal must be properly harnessed and
leashed. (T-3) Proper sanitation is the responsibility of the passenger and must be maintained at
all times. (T-3) Government-owned animals (military working dogs) will be transported in pet
crates and manifested as cargo. (T-3)
5.11. Runway, Taxiway, and Airfield Requirements.
5.11.1. Minimum Runway and Taxiway Requirements. Minimum runway width is 90
feet/27.5 meters. Minimum runway length is 3,500 feet. Minimum taxiway width is 50
feet/15.5 meters. Minimum width for star turns is 90 feet/27.5 meters. (T-2)
5.11.2. Runway Length for Takeoff and Landing. Do not takeoff if computed critical field
length exceeds runway available. Minimum runway for a normal landing (3/4 or full flap) is
computed landing distance with IDLE reverse. (T-2)
5.11.3. Minimum runway length for a full flap assault landing, to include SPRO, is computed
ground roll, with MAX reverse including applicable NEAT corrections, plus marked landing
zone distance (marked landing zone distance is normally 500 feet). Touchdown is within the
marked landing zone. Weather minimums will be circling minimums, no lower than 600-2.
(T-2) Prior to landing, the PIC reviews takeoff performance to ensure they can take off after
the planned offload/onload.
5.11.4. Pilots may accomplish intersection takeoffs provided the operating environment (i.e.,
gross weight, obstructions, climb criteria, weather, etc.) allows a safe takeoff and departure.
Calculate takeoff performance based on the runway remaining from the point at which the
takeoff is initiated.
5.11.5. During operations on runways partially covered with snow or ice, base takeoff
computations on the reported runway surface condition (RSC) and/or RCR for the cleared
portion of the runway. A minimum of 45 feet either side of centerline should be cleared. If
45 feet either side of centerline is not cleared, compute takeoff data based on the un-cleared
portion up to 45 feet either side of centerline.
5.11.6. Use of Overruns. If approach end overruns are available and stressed or authorized
for normal operations, they may be used to increase the runway available for takeoff.
Departure end overruns (if stressed and authorized) may also be used for landing if needed.
5.11.7. Arresting Cables.
5.11.7.1. Do not land prior to or touchdown on approach end arresting cables (does not
include recessed cables). If the aircraft lands before the cable, the crew should contact the
tower to have the cable inspected. Contact the airfield manager if landing distance
calculations require landing prior to the arresting gear to have the cables derigged.
52 AFMAN11-2C-17V3 19 AUGUST 2024
5.11.7.2. Do not takeoff over an approach end cable that has been reported as slack, loose,
or improperly rigged by NOTAM, automated terminal information service (ATIS), or
ATC.
5.11.7.3. When conditions permit (aircraft gross weight, runway length, weather, winds,
TOLD, etc.) and the pilot in command has considered the potential for damaging the
aircraft, make takeoffs and landings beyond raised cable barriers. Use the entire length of
runway only if necessary. Be aware that operations over arresting gear barriers at speeds
in excess of taxi speed may result in damage to the aircraft.
5.11.8. Other Airfield Requirements.
5.11.8.1. Consult with AMC Airfield Suitability Branch (AMC/A3AS) for suitability
guidance, COMM: 618-792-7114. Airfield certification requirements are detailed in the
Airfield Suitability Restriction Report (ASRR). Aircrews and planning agencies will
contact AMC/A3AS for all questions pertaining to airfield weight bearing capacity and
will review the Global Decision Support System (GDSS) or ASRR. (T-2)
5.11.8.2. A current landing zone (LZ) survey (within the past five-years as specified in
DAFMAN 13-217, Drop Zone, Landing Zone, and Helicopter Landing Zone Operations)
is needed before using other than hard-surfaced runways or taxiways.
5.11.9. RCR Considerations. Runway Condition Assessment Matrix (RCAM) should be used
in conjunction with reported RCR at some airfields. When no RCR is available, refer to the
RCAM in T.O. 1C-17A-1-1 or T.O. 1C-17A-1CL-1, Pilot’s Abbreviated Flight Crew
Checklist. During periods of reported low RCR, the taxiways and ramps may have an even
lower RCR than reported for the runway. The runway surface should be considered wet when
water on the runway causes a reflective glare.
5.11.10. Semi-Prepared Runway Operations. See T.O. 1C-17A-1-1, Performance Data,
Appendix B. OG/CC approval is required for semi-prepared runway operations within the
Contiguous United States (CONUS), Alaska, and Hawaii. MAJCOM/A3 approval is required
in all other instances. For semi-prepared LZs other than matted surfaces, the PIC will ensure
proper engineering evaluations (i.e., Dynamic Cone Penetrometer (DCP) or equivalent) are
completed by qualified personnel within one week of the first landing to verify the LZ meets
C-17 requirements. (T-2)
5.12. Aircraft Taxi and Taxi Obstruction Clearance Criteria and Foreign Object Damage
(FOD) Avoidance.
5.12.1. The pilot will coordinate taxi directions and signals to be used with the loadmaster and
marshaller (when available). (T-3) Do not taxi an aircraft within 25 feet of obstructions
without wing walkers monitoring the clearance between aircraft and obstruction. With wing
walkers, avoid taxi obstructions by at least 10 feet. Wing walkers do not absolve the crew of
their responsibility for obstruction clearance. For small permanent obstructions underneath
the wing and tail, follow clearance criteria in Figure 5.1. During aircraft backing operations,
do not taxi within 25 feet of an obstruction with or without a marshaller/wing walker.
Exception: Stations where the WG/CC has established local procedures for operating under a
waiver to the 25-foot requirement along taxi lines IAW AFMAN 11-218.
AFMAN11-2C-17V3 19 AUGUST 2024 53
5.12.2. Adjacent aircraft are considered a permanent obstruction, provided the aircraft is
parked properly in its designated spot and is not moving. Aerospace Ground Equipment (AGE)
and vehicles are considered permanent obstructions, provided they are parked entirely within
a designated area. Areas will be designated by permanent markings such as painted boxes or
lines on the ramp or another suitable means. (T-3)
Figure 5.1. Taxi Obstruction Diagram.
5.12.3. Permanent obstacles (e.g., fuel hydrants), 3 feet high or shorter, are not considered
obstructions as long as they remain a minimum of 10 feet away from the landing gear doors.
A marshaller or crewmember verifies the height and location of 3 feet, 5 feet, and 8 feet high
obstacles to ensure specified clearances from the wing, engines, landing gear doors, and ramp
toes or ramp.
5.12.4. Consider positioning loadmaster(s) at paratroop doors to relay taxi obstruction
clearances.
5.12.5. Stop the aircraft any time clearance is in question and deplane a crewmember to verify
clearance and walk the wing, if necessary. If wing walkers are unavailable, deplane one or
54 AFMAN11-2C-17V3 19 AUGUST 2024
more crewmembers to maintain obstruction clearance and provide marshaling signals IAW
AFMAN 11-218, Aircraft Operations and Movement on the Ground. Use wing walkers,
deplaned crewmembers, or a crewmember on interphone positioned at the paratroop door(s)
or ramp to act as an observer while maneuvering on narrow taxiways. During night taxi
operations, marshallers will have an illuminated wand in each hand. (T-3) Wing walkers are
only required to have one illuminated wand. Observers should be in a position to see wing
walkers at all times (through door or windows) and communicate with the pilot.
5.12.6. FOD Avoidance. Make every effort to minimize the potential for engine FOD. Crews
should:
5.12.6.1. Carefully review airfield layout paying particular attention to taxi routes, turn
requirements, and areas for potential FOD.
5.12.6.2. Minimize power settings during all taxi operations.
5.12.6.3. Where possible, avoid 180° turns. If required to accomplish a 180° turn on a
narrow runway, the turn should be accomplished at an intersection of a link taxiway or at
a designated turn around pad.
5.12.6.4. Where possible, avoid taxi operations that position an engine over an unprepared
or un-swept surface. If unavoidable, leave the engine in idle (to the maximum extent
possible) until the engine is over an improved surface.
5.12.7. Aircraft Backing:
5.12.7.1. The pilot will coordinate backing directions and signals to be used with the
loadmaster and marshaller (when available). (T-3) During the entire backing operation, if
the loadmaster states the word “Stop”, the pilot will immediately stop the aircraft. (T-2)
Failure to comply may result in damage to aircraft or injury to personnel.
5.12.7.2. Confirm all passengers are seated with seatbelts fastened and cargo is secure.
(T-2)
5.12.7.3. The loadmaster must have enough maneuverability to observe and direct backing
operations and report any hazards. (T-3) The loadmaster provides the pilot with continuous
interphone instructions on conditions in the maneuvering area. This includes turns,
distance remaining (for wingtips, empennage, and main gear), and stopping point. During
aircraft backing, if the pilot and loadmaster lose interphone contact the pilot will stop the
aircraft. (T-3)
5.12.7.4. When backing the aircraft at night, the pilots and loadmaster will ensure the taxi
area is sufficiently illuminated. (T-3) Use the staging lights, retracted landing lights, or
any other source that provides adequate lighting of the taxi area.
5.12.7.5. During backing operations, stop at least 25 feet from an obstruction with or
without a marshaller/wing walker. The aircraft tail cannot be seen by the loadmaster from
inside the aircraft and could possibly strike an obstruction well before the main gear tires
are near the ramp edge. If any doubt exists as to sufficient clearance, stop the aircraft.
5.13. Functional Check Flights (FCFs), Acceptance Check Flights (ACFs) and Operational
Check Flights (OCFs). Check flights are accomplished IAW T.O. 1C-17A-6, Inspection
Requirements Manual, Department of the Air Force Instruction (DAFI) 21-101, Aircraft and
AFMAN11-2C-17V3 19 AUGUST 2024 55
Equipment Maintenance Management, T.O. 1-1-300, Maintenance Operational Checks and Check
Flights, and T.O. 1C-17A-6CF-1, Acceptance and Functional Check Flight Procedures Manual.
Periodic Ram Air Turbine (RAT) checks are not considered part of an FCF check. RAT checks
are conducted IAW T.O. 1C-17A-1, Ram Air Turbine Functional Deployment Procedure.
5.14. Traffic Alerting and Collision Avoidance System (TCAS).
5.14.1. For TCAS Traffic Alert and Warning procedures refer to T.O. 1C-17A-1, Flight
Manual.
5.14.1.1. PM confirms the action being performed by the PF. Advise the PF of any
deviation from the vertical path indicated by flight director guidance, the TCAS Plan
Position Indicator (PPI) display, and/or other annunciations.
5.14.1.2. If a Ground Proximity Warning System (GPWS) or stall warning occurs,
terminate the resolution advisory (RA) maneuver.
5.14.2. Multi-ship formation.
5.14.2.1. Lead aircraft (or designated alternates) will operate TCAS in the “TA only”
mode. (T-3)
5.14.2.2. Consideration should be given to having the last aircraft in multi-element
formations operating TCAS in “TA only” mode.
5.14.3. Low-level operations. This system was not designed for use in the low-level
environment but could provide valuable awareness of light aircraft or other military aircraft
using military airspace.
5.14.4. North Atlantic High Level Airspace (NAT HLA). IAW the NAT Doc 007, excessive
climb and descent rates in excess of 1500 feet per minute within about 1500 feet of level-off
altitude could lead to inadvertent TCAS warnings.
5.14.5. Resolution Advisory Documentation. The PIC will document all pertinent information
surrounding an RA event on the AF Form 651, Hazardous Air Traffic Report (HATR), and
submit the report to the nearest USAF Safety office. (T-3)
5.15. Radar Altimeter. Any crewmember detecting the “TOO LOW” annunciation on the
Primary Flight Display (PFD)/HUD) will immediately notify the PF. (T-3) Terrain clearance and
aircraft position must be verified. (T-3)
5.16. Engine Starts.
5.16.1. Crossbleed Starts. If using an engine to provide bleed air for engine start, the PIC will
ensure a FOD check is accomplished under and around the engines. (T-3) A higher chance of
ingesting FOD exists due to the inlet vortices created when above idle power on the donor
engine.
5.16.2. Buddy Starts. Buddy starts must be approved by MAJCOM/A3 or equivalent (OG/CC
for local training missions). (T-3) Repeated buddy starts are not authorized for multiple
scheduled enroute stops.
5.17. Ground Proximity Warning System (GPWS) / Terrain Alert Warning System
(TAWS). During GPWS/TAWS WARNINGs, apply the Terrain Warning Maneuver IAW T.O.
1C-17A-1, unless during VMC operations with terrain/obstacle clearly in sight. Do not delay pull-
56 AFMAN11-2C-17V3 19 AUGUST 2024
up for diagnosis of the low altitude WARNINGs. Failure to roll wings level during the maneuver
described above decreases stall margin.
5.17.1. Exceptions to this policy are addressed in the GDSS Giant Report and ASRR for
specific airfields. The PIC may only disregard GPWS/TAWS warnings at night or in
Instrument Meteorological Condition (IMC) if all the following conditions are met: (T-1)
5.17.1.1. The airfield has a known GPWS/TAWS anomaly as listed in the GDSS Giant
Report and ASRR.
5.17.1.2. The warning occurs inside the Final Approach Fix (FAF) and within any
parameters listed in the Giant Report remark.
5.17.1.3. A plan of action is briefed to the crew prior to commencing the approach.
5.17.1.4. Either the aircraft is at or above the ILS glideslope or Derived Decision Altitude
(DDA) on a non-precision approach with both PLSRs being monitored, or the runway is in
sight with the aircraft at or above the glideslope as determined by the Visual Approach
Slope Indicator (VASI), Precision Approach Path Indicator (PAPI), or similar device. If
any of these conditions are not met execute the escape maneuver.
5.17.2. Ensure the mode of the GPWS/TAWS is commensurate with the aircraft’s phase of
flight.
5.17.3. Aircrews will annotate all TAWS and GPWS alerts deemed to be nuisance warnings
in the aircraft forms (AFTO 781A). Write-ups must include type of alert (TAWS/GPWS),
aural warning received, location, and time of incident. Maintenance, in turn, will forward the
event data IAW the deficiency report procedures through appropriate command channels.
(T-2) In addition, crews will annotate nuisance warning information on the TAWS/GPWS
Nuisance Event Worksheet and forward to their unit OGV office for processing. (T-2)
5.18. Standard Automatic Flight Control System (AFCS) Terminology. Under certain
conditions, complete commands may be required. This would require an action, the proper axis,
then the setting (e.g., “SELECT HEADING 060”).
5.18.1. SELECT or ENGAGE directs the selection of a value on the AFCS panel which results
in the value being placed in the “Engaged” (Top) portion of the Flight Mode Annunciation
(FMA). SELECT is normally used with rotary knobs labeled “SEL,” however, ENGAGE is
acceptable. The Flight Director (FD), Takeoff Go-Around (TOGA), Approach (APPR),
Attitude (ATT), Airdrop (AD), Autopilot (AP), Autothrottle (AT) are normally engaged. For
added clarification, selecting an Engine Pressure Ratio (EPR) rating means pressing a thrust
rating button on the SED panel; engaging EPR means pressing the AFCS “EPR” pushbutton.
5.18.2. For ATC assigned altitudes, one pilot selects and arms the assigned altitude in the ALT
window. Both pilots confirm the altitude in the ALT window and FMA is correct.
5.18.3. ARM directs the selection of a value on the AFCS panel which results in the value
being placed in the “Armed” (Bottom) portion of an FMA.
5.18.4. For LNAV and VNAV selections, command the actual value intended, not “ARM
LNAV” or “ENGAGE VNAV.” For example, “ARM VOR” or “ENGAGE VPROF” are
proper commands.
AFMAN11-2C-17V3 19 AUGUST 2024 57
5.18.5. Standard terminology is precise but can unnecessarily congest cockpit communication.
In-flight context generally allows simplified direction and execution. For example, “ARM
10,000” is obviously an altitude command and does not require the noun “altitude” to clearly
communicate the PF’s desires. Airspeeds appended with “PITCH” or “THRUST” are
sufficiently clear and do not require the use of the noun “speed.” VERT SPDS appended with
“UP” or “DN” are sufficiently clear. If requested by the PF, ATC vectors (headings) may be
automatically selected, and altitudes automatically armed by the PM. At any time the PM is
unsure of the command, they will ask for clarification. (T-2) If the PF sees an uncommanded
FMA, they clearly restate the command and ensure the actual value is made.
5.19. C-17 HUD/MFD Endorsement. The C-17 MFD and Replacement Heads Up Display
(RHUD) are certified as a single medium display and may be used as a primary flight reference
(PFR). Due to the lack of a full-time attitude reference, the Legacy Heads Up Display (LHUD) is
endorsed as a PFR as long as one primary flight display is present on an MFD. To the maximum
extent possible, keep a primary flight display (PFD) on one of the MFDs at all times(including
RHUD equipped aircraft). When mission requirements dictate, the PFD may be replaced with
another display for short periods of time.
5.20. C-17 Engine Start Policy. Maintenance personnel or a crewmember should be used as
“ground” during engine starts. The engines may be started without someone outside the aircraft.
If this option is used, ensure all crewmembers are thoroughly briefed.
5.21. Aircrew Data Transfer Device (ADTD). Issued devices from mission planning cells are
approved. All other devices to be used on the ADTD require approval from AMC/A3V.
5.21.1. Do not make changes to any of the operating properties of the ADTD. Installing or
running programs not specifically authorized in the flight manual, is prohibited.
5.21.2. The ADTD has not been granted approval for viewing/accessing electronic pubs,
regardless of whether the program or file is saved to the hard drive or read and executed from
a removable media source.
5.21.3. The ADTD requires a separate DVD/CD drive. This drive is not part of the aircraft
equipment; therefore, they are included in the Mission Kit. If the drives are missing or
damaged, do not make a write-up in the AFTO 781A.
58 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 6
AIRCREW PROCEDURES
Section 6A—Pre-Mission
6.1. Large Aircraft Infrared Counter-Measure (LAIRCM).

6.1.1. Aircrew should utilize the LAIRCM to the maximum extent possible and IAW SPINS.
6.1.2. Removable User Data Module (UDM) cards will be stored in the secure stowage facility
(gun box) on board the aircraft anytime the LAIRCM system is not in use. (T-3)
6.1.3. A Standard Form (SF) 702, Security Container Check Sheet, will be annotated by the
individual opening and closing the gun box. (T-3)
6.1.4. The PIC is responsible for ensuring the UDM card is in the gun box prior to the flight,
and before leaving the aircraft at the end of the duty day. If the UDM card is missing, notify
appropriate C2 agency.
6.2. Aircrew Publications Requirements. All crewmembers will be issued an Electronic Flight
Bag (EFB) and will maintain as a minimum, the publications specified in AFMAN 11-202V3,
applicable MAJCOM supplement, and Table 6.1 (T-2) Operating crewmembers will carry an EFB
meeting these requirements on all sorties (N/A for flight surgeons). (T-3) EFBs are the primary
reference source for abbreviated aircrew checklists. In the event of device failure(s), a minimum
of 3 EFBs with a current set of ePubs and FLIP dataset are required for continued flight. (T-2)
Reference AFI 11-215, Flight Manuals Program, for guidance on electronic publications.
6.2.1. OGVs will ensure units maintain and provide a current paper copy of T.O. 1C-17A-
1CL-1, Pilot’s Abbreviated Flight Crew Checklist, T.O. 1C-17A-1CL-2, Loadmaster’s
Abbreviated Flight Crew Checklist, and T.O. 1C-17A-1-6CL-1 in the aircraft mission kits, and
T.O. 1C-17A-1CL-1-2, Quick Reaction Card, in the flight deck’s center console paper holders.
(T-2) Paper copies are intended as a backup medium in the event of EFB failures and must be
accessible in flight. (T-3) Exception: The Quick Reaction Card (QRC) will be referenced in
accordance with MAJCOM guidance.
6.2.2. Units will ensure a process is in place to confirm crews have synced their EFBs prior to
departure from home station for missions, or prior to stepping to the aircraft for locals. (T-3)
Table 6.1. Minimum Aircrew ePubs.

Item Medium
T.O. 1C-17A-1, Flight Manual Digital
T.O. 1C-17A-1-1, Performance Data Digital
T.O. 1C-17A-1-2, Mission Computer Digital
T.O. 1C-17A-1-4, Airdrop Mission Digital (Airdrop only)
Crew Manual
T.O. 1C-17A-1-5, Special Operations Digital (SOLL II only)
Crew Manual
T.O. 1C-17A-9, Loading Instructions Digital
AFMAN11-2C-17V3 19 AUGUST 2024 59
Digital: All abbreviated checklists for required parent

manuals.
Paper: One paper copy of T.O. 1C-17A-1CL-1, T.O.
Abbreviated Checklists
1C-17A-1CL-2, T.O. 1C-17A-1-6CL-1, and T.O. 1C-
17A-1CL-1-2 will be carried on all aircraft until
removal directed by command guidance.
Fanfold Checklists Digital and Paper
Checklist Inserts/Briefing Guides Digital
AFMAN 11-202V3
Digital
(Parent and HHQ supplements)
AFMAN 11-2C-17V3 Digital
NATO Standard ATP-3.3.4.2, Air-to-
Digital
Air Refueling
AFMAN 13-526 (CUI), Nuclear Airlift Digital or Paper (PNAF only)
Operations
AFI 91-115, Safety Rules for Nuclear Digital or Paper (PNAF only)
Airlift Operations
T.O. 1C-17A-16-1, Loading and Air Digital or Paper (PNAF only)
Transport of Nuclear Weapons (Non-
palletized)
6.3. Airfield Review. As a minimum, airfield review will include:
6.3.1. Airspace/Airfield Review. FLIP, Flight Information Region (FIR)/Upper Information
Region (UIR)/Area Defense Identification Zone (ADIZ) procedures.
6.3.2. Airspace classifications, GDSS/ASRR, and Giant Report.
6.3.3. Special Pilot in Command (SPIC) airport and Airfield Qualification Program (AQP)
reviews.
Section 6B—Pre-Departure
6.4. Global Decision Scheduling System (GDSS) Account. Pilots will obtain a GDSS account
prior to operating on Integrated Flight Management (IFM)-planned sorties. (T-3)
6.5. Mission Kits. Carry mission kits on all operational missions. Forms may be maintained and
carried electronically provided a printing capability exists (e.g., a portable printer.) Suggested
items are listed below. Note: An asterisk (*) indicates mandatory for all 618 AOC or AMC
missions away from home station and directed by C2 authority.
6.5.1. Forms:
6.5.1.1. *CBP Form 6059B, Customs and Border Protection Customs Declaration.
6.5.1.2. *DD Form 1748-2, Joint Airdrop Malfunction Report (Personnel-Cargo)
(required on airdrop missions only).
6.5.1.3. *DD Form 2131, Passenger Manifest.
6.5.1.4. *DD Form 1385, Cargo Manifest.
60 AFMAN11-2C-17V3 19 AUGUST 2024
6.5.1.5. *CBP Form 7507, General Declaration (Outward/Inward).

6.5.1.6. AF Form 457, Hazard Report.
6.5.1.7. *AF Form 651, Hazardous Air Traffic Report (HATR).
6.5.1.8. *AFTO Form 781, ARMS Aircrew/Mission Flight Data Document.
6.5.1.9. *DAF Form 1297, Temporary Issue Receipt.
6.5.1.10. AF Form 711B, USAF Mishap Report.
6.5.1.11. AMC Form 54, Aircraft Commander’s Report on Services/Facilities.
6.5.1.12. *AMC Form 97, AMC In-Flight Emergency and Unusual Occurrence
Worksheet.
6.5.1.13. *SF 44, Purchase Order-Invoice-Voucher (Storage Safeguard Form).
6.5.1.14. *SF 702, Security Container Check Sheet.
6.5.1.15. *Japanese Customs Service Forms.
6.5.2. Orders:
6.5.2.1. *DD Form 1610, Request and Authorization for TDY Travel of DoD Personnel.
6.5.2.2. DAF Form 1631, NATO Travel Order (when required).
6.5.2.3. *AF Form 4327a, Crew Flight (FA) Authorization.
6.5.3. Miscellaneous:
6.5.3.1. *Box car seals.
6.5.3.2. *Masking tape.
6.5.3.3. *Pad lock (compatible with crew entry door).
6.5.3.4. CD/DVD drive.
6.6. Briefing Requirements. The AMC Briefing Guide addresses all mission phases and should
be used for each brief. Reference AFTTP 3-3.C-17 for additional briefing information.
6.7. Departure Planning. Use AFMAN 11-202V3, appropriate MAJCOM supplements, and the
C-17A Departure Planning Checklist. Regardless of the type of departure flown, Instrument Flight
Rules (IFR) or Visual Flight Rules (VFR), review the following (as appropriate): IFR Departure
Procedure, instrument approach plate, NOTAMS, GDSS Giant Report, and suitable terrain charts.
6.7.1. In the event the aircraft is unable to meet the published ALL ENGINE climb gradient,
download cargo/fuel or delay until more favorable conditions exist.
6.7.2. Minimum climb gradient.
6.7.2.1. If a Special Departure Procedure (SDP) is not available, the crew must ensure
compliance with any obstacle-based minimum climb gradients for the selected departure,
with one-engine inoperative. (T-1) Contact AMC Airspace Ranges/Airfield Operations
Division (AMC/A3A) for ad hoc SDP requests.
AFMAN11-2C-17V3 19 AUGUST 2024 61
6.7.2.2. Onboard Performance Tool (OPT). To facilitate easier reference to Jeppesen

SDPs, the OPT application is configured with C-17A data and is authorized for use only if
current SDP data is uploaded to the application. OPT SDP Data is updated on a 28 day
cycle and should be synced every month. OPT can be referenced in lieu of the Jeppesen
Runway Analysis (JRA) MilPlanner website.
6.7.3. If operational requirements justify increased risk, the mission execution authority may
authorize the PIC to subtract up to 48 feet per nautical mile (NM) from the published (or
standard) climb gradient for One-Engine Inoperative departure planning. For all 618 AOC,
613 AOC, CVAM, and training missions with external users, the PIC is authorized to subtract
up to 48 feet/NM.
6.7.4. Preflight Predictive Receiver Autonomous Integrity Monitoring (RAIM) Check. Pilots
or mission planners are required to accomplish a predictive RAIM check during planning when
terminal area navigation (RNAV) operations using Standard Instrument Departure (SIDs),
Standard Terminal Arrival Routes (STARs), or other approaches are planned and no other
backup navigation aids/procedures are available to identify planned outages or lack of adequate
coverage. (T-1)
6.7.4.1. If RAIM will not be available at the time(s) and location(s) when GPS updating
is required, the mission must be altered to a time when RAIM will be available. (T-3) If
the predictive RAIM check cannot be completed, do not file terminal RNAV procedures.
(T-3)
6.7.4.2. The following websites are available to meet this requirement and contain KGPS
NOTAM coverage.
6.7.4.2.1. Eurocontrol. Using an EFB or a non-government computer, visit
http://augur.eurocontrol.int/. Select the “Terminal/Approach Tool”. Select the box
below “Airports”, input desired International Civil Aviation Organization (ICAO), then
click “Save Changes”. Under Settings, select the following from the dropdown
options: “FDE”, “SA on”, “Baro aiding”, “5 deg mask angle”, and “Approach (RNP
0.3)”. Select “Check Outages” to calculate results (depending on your browser, you
may need to scroll down the page to see the results). Two sets of results must be
generated, one for approach and one for terminal. (T-3) The “Export in TXT” option
provides RAIM outage results at the selected ICAOs in a printable format.
6.7.4.2.2. National Airspace System (NAS). Visit https://sapt.faa.gov and scroll
down to “Grid Display Tool” under the RAIM Prediction Tool section. Select the
desired airspace, Terminal or non-precision approach (NPA). Ensure Baro-Aiding is
selected “On”. Select “Click to View” for each Terminal and NPA airspace selection.
(T-3) Alternatively, users can also click the applicable images in the “RAIM Summary
Pages” section below “Grid Display Tool”.
6.7.4.2.3. Other Outside Contiguous United States (OCONUS) consult General
Planning (GP) /Aeronautical Information Publication (AIP) for RAIM prediction tools.
6.8. Weather Minimums for Takeoff. Reference AFMAN 11-202V3_AMCSUP for departures
with weather below landing minimums.
62 AFMAN11-2C-17V3 19 AUGUST 2024
6.9. Adverse Weather.

6.9.1. The C-17A is a category III aircraft for turbulence. Crews should confirm the type of
aircraft the forecast turbulence applies to, or what type of aircraft reported the encounter, to
gain a more accurate picture for their route of flight. The Aircraft Turbulence Category table
is found in Air Force Handbook (AFH) 11-203V2/ATC 3-04.14-2, Weather for Aircrews –
Products and Services.
6.9.2. The 618 AOC issues charts for CAT II aircraft. C-17 crews must interpret the
conditions for their category using the Aircraft Turbulence Intensity Conversion Chart found
in AFH 11-203V2/ATC 3-04.14-2 (e.g., turbulence reported as MOD/OCL SEV [M/(S)] for
CAT II is actually MOD [M] for CAT III.)
6.9.3. FMs will not plan flights into freezing levels below -60 degrees Celsius. (T-1)
Section 6C—Preflight
6.10. Aircraft Servicing and Ground Operations. Reference paragraph 10.5 for additional
information.
6.10.1. Aircrew T.O. 1C-17A-1, Preflight Inspection Requirements.
6.10.1.1. The aircrew T.O. 1C-17A-1 preflight inspection remains valid until either
aircraft ground time exceeds 12 hours (72 hours provided the aircraft is sealed, not flown,
and documented entry control is maintained) or another maintenance T.O. 1C-17A-6
preflight is performed.
6.10.1.2. Crews should consider adding an info note in the AFTO 781A indicating the date
and time the FCC and SC/EFC Hydraulic PFBIT was accomplished.
6.10.1.3. When an aircrew assumes a preflighted spare or quick turn, perform a thorough
visual inspection. (T-3)
6.11. Fire Protection and Crash Rescue Requirements.
6.11.1. The aircraft engine/APU fire extinguisher system fulfills the minimum requirements
for fire protection during engine/APU start.
6.11.2. A fireguard should be used for all engine starts. A crewmember or ground controller
may act as fireguard.
Section 6D—Departure
6.12. NVG Departures.

6.12.1. NVG Departure Weather Minimums. Weather minimums for NVG departures for
crewmembers who are non-current and/or unqualified is 1500-3. (T-1) Current and qualified
NVG aircrews may fly NVG departures weather down to 600-2 (OG/CC or equivalent may
approve down to 300-1). Give careful consideration to potential hazards during the critical
phase of flight. Other weather limitations are IAW this manual and AFMAN 11-202V3 and
MAJCOM supplements. NVGs have inherent limitations which can further be reduced by
poor weather conditions. Consider weather conditions, moon illumination and position, sky
AFMAN11-2C-17V3 19 AUGUST 2024 63
glow at dawn and dusk, cultural lighting, and weapon/expendable effects when planning NVG
operations.
6.12.2. NVG Crosswind Limits for Departure.
6.12.2.1. Runways 90 to 120 feet wide. Maximum crosswind component is 15 knots.
(T-3)
6.12.2.2. Runways wider than 120 feet. Maximum crosswind component is 20 knots.
(T-3)
6.12.3. NVG Malfunctions During Takeoff. During an NVG takeoff, if the PF experiences
NVG failure, the takeoff may be continued at the discretion of the PIC. The PIC will brief
NVG failure on takeoff procedures. (T-2) The PM should be ready to immediately assume
aircraft control if the PF experiences spatial disorientation or an NVG malfunction.
Section 6E—Enroute
6.13. Flight Progress. In-flight, monitor mission computer navigation performance.

Immediately report malfunctions or any loss of navigation capability that degrades centerline
accuracy to the controlling air route traffic control center (ARTCC). (T-2)
6.14. Oceanic Procedures. Pilots will use the following procedures prior to entering oceanic
airspace to comply with coast out/in (gross nav) navigation accuracy checks:
6.14.1. Select a Navigation Aid (NAVAID) that provides a DME signal (within its standard
service volume range) as close to the beam position from the aircraft as possible. DME
distance should be no closer than the first two digits of the flight level value (e.g., FL310 equals
a minimum distance of 31 miles).
6.14.2. Display progress page on a mission computer display (MCD) and enter the NAVAID
identifier at BRG DST TO Line Select Key (LSK) 5R.
6.14.3. Change one MFD to the Navigational Display (ND) Compass display and associated
MFC HDG REF SEL switch to TRUE.
6.14.4. Change the NAVAID Course Deviation Indicator (CDI) course selector to center the
CDI for a course TO the NAVAID, note the DME distance then immediately record the
progress page course and distance information displayed onto the Master Document.
6.14.5. Record the following navigation accuracy check information on the Master Document:
NAVAID identifier, universal coordinated time (UTC), Mission Computer (MC) Actual
Navigation Performance (ANP) value, and courses and distances from progress page display
and ND Compass display.
6.14.6. If the noted DME distance and course in the CNC window are not within 4 miles and
4 degrees attempt another navigation accuracy check with another NAVAID, check MC
position during over flight of a VOR/Non-Directional Beacon (NDB), or use ATC radar
position information referencing a NAVAID or airfield compared with the progress page 1
BRG DST TO LSK 5R.
6.14.7. Ten-minute plotting and position verification can be performed either manually on an
approved oceanic plotting chart or via software program. If a software program is used, crews
64 AFMAN11-2C-17V3 19 AUGUST 2024
will record the information from the mission computer, not the GPS information from the
software program (e.g., ForeFlight). Aircrews will annotate the following:
6.14.7.1. Full Lat/Long position.
6.14.7.2. UTC time at that position.
6.14.7.3. Flight Level/Altitude.
6.14.7.4. MC position update source with MC ANP.
6.14.7.5. Pilot ID switch position.
6.14.7.6. Hourly altimeter checks on the Master Document.
6.14.8. When approaching each waypoint, recheck coordinates for the next waypoint.
6.14.9. Aircrews operating missions requiring unique or specially developed routing will
normally be briefed at home station, onload station, and/or by the last C2 facility transited
before performing the critical portion of the mission.
6.15. Communications. Controller-Pilot Direct Link Communication/Automatic Dependent
Surveillance – Contract (CPDLC/ADS-C) data link communications are only used on AERO-I.
AOC communications may utilize HF DATA if AERO-I is unavailable.
Section 6F—Arrival
6.16. Instrument Approach Procedures.

6.16.1. Aircraft approach category. The C-17 is a category “D” aircraft. If maneuvering speed
exceeds 165 Knots Indicated Airspeed (KIAS), the minimums for category “E” will be used.
(T-1)
6.16.2. Derived Decision Altitude (DDA). Use 50 feet above the Minimum Descent Altitude
(MDA) as the DDA when executing a Continuous Descent Final Approach (CDFA).
6.16.3. Prior to starting an instrument approach, pilots will confirm their aircraft can comply
with the missed approach climb gradient requirements established in AFMAN 11-202V3.
(T-0) If unable to meet required climb gradients, pilots must coordinate alternate missed
approach procedures with ATC, which will ensure terrain clearance, prior to commencing the
approach. (T-1) If this is not possible, do not attempt the approach.
6.16.4. Weather minimums. Before starting an instrument approach or beginning an enroute
descent, pilots will confirm the existing weather is reported to be IAW AFMAN 11-202V3
requirements (i.e., straight in or sidestep, circling) and at or above the minimums listed below.
6.16.4.1. For Precision Approach Radar (PAR) approaches, visibility will be no lower than
RVR 2,400 (730 meters) or 1/2-mile visibility (800 meters) with no RVR readout available.
(T-1)
6.16.4.2. If the ceiling is below the value depicted for published DoD or approved
precision approach, but visibility is at or above authorized minimums, comply with fuel
requirements of Chapter 12 before initiating enroute descent, penetration, or approach.
6.16.5. Flight Instrumentation Requirements. Aircraft are limited to a Decision Height
(DH)/MDA based on a height above touchdown (HAT) of 300 feet and RVR 4,000, or ¾-mile
AFMAN11-2C-17V3 19 AUGUST 2024 65
visibility (1,220 meters) with no RVR if full flight instrumentation is not available and
operational. Full flight instrumentation consists of the following:
6.16.5.1. PAR and Category I Instrument Landing System (ILS). Flight director, a HUD
or PFD and NAV display at each station, and no shared ADC or IRU.
6.16.5.2. CAT II ILS. Flight director, a HUD or PFD and NAV display at each station,
and no “No CAT II” warning message. A HUD will be used by the PF position, if
available. (T-2)
6.16.6. Category I ILS Procedures. Decision Altitude for precision approaches will be as
published, but no lower than 200 feet HAT. (T-2)
6.16.6.1. ILS Precision Runway Monitor (PRM) Approaches. Both pilots must be
certified to conduct an ILS PRM approach. (T-2) Comply with the following operational
procedures:
6.16.6.1.1. Two operational VHF-capable communication radios are required.
6.16.6.1.2. Brief the approach as an ILS/PRM approach referencing the PRM
Attention All Users Page (PRM AAUP) corresponding to the approach.
6.16.6.1.3. All breakouts from the approach will be hand flown. (T-1) Autopilot must
be disengaged when a breakout is directed. (T-1)
6.16.6.1.4. Should a TCAS Resolution Advisory (RA) be received, the pilot will
immediately respond to the RA. (T-1) If following an RA requires deviating from an
ATC clearance, the pilot must advise ATC as soon as practical. (T-1) While following
an RA, comply with the turn portion of the ATC breakout instruction unless the pilot
determines safety to be a factor.
6.16.6.2. IAW AIM 5-4-5, aircrews complying with the required equipment provisions
listed on the approach may execute Category I Instrument Landing System (ILS)
approaches with less than 2400 RVR, but 1800 RVR or greater, at locations without
Touchdown Zone Lighting (TDZL) and Centerline Lighting (CL), or when such system is
inoperative.
6.16.7. Category II ILS Procedures. DH is based on radar altitude. Minimum HAT is 100
feet. Minimum RVR is 1,200. Maximum crosswind component limitation is 10 knots. (T-2)
Aircrews will not execute an actual Category II ILS to minimums unless both pilots are
qualified and current in Category II ILS. (T-3) The AC must have logged at least 100 hours
in command since AC certification. (T-3)
6.16.8. ILS Special Authorization (SA) CAT I Approach. Procedurally, the crew will fly a
SA CAT I ILS approach the same as a CAT II ILS approach. (T-1) All CAT II limitations
(crosswinds, autopilot status, required equipment, AFMAN 11-202V3, etc.) must be met.
(T-1) If the crew receives a CAT II unsafe annunciation above 300 feet, they may elect to
continue to the normal CAT I minimums to the same runway (no lower than 200 feet DH). If
a CAT II unsafe annunciation is received below 300 feet, the crew will immediately commence
a go-around, unless visual cues are sufficient to complete the approach to landing. (T-1) Use
of the HUD to DH is mandatory. SA CAT II ILS approaches are not authorized.
66 AFMAN11-2C-17V3 19 AUGUST 2024
6.16.9. Holding. An aircraft may hold at a destination that is below landing minimums, but
forecast to be at or above minimums provided:
6.16.9.1. The aircraft has more fuel remaining than that required to fly to the alternate and
hold for the appropriate holding time, and the weather at the alternate is forecast to remain
at or above alternate filing minimums for the period, including the holding time.
6.16.9.2. Destination weather is forecast to be at or above minimums before excess fuel
will be consumed.
6.17. NVG Approach and Landing.
6.17.1. NVG Approach Weather Minimums. Aircrews may fly NVG instrument approaches
which transition to NVG landings with weather down to 600-2 (180m/3200m) (OG/CC or
equivalent may approve down to 300-1 [90m/1600m]) or circling minimums (whichever is
higher). Note: Noncurrent and unqualified aircrew are restricted to 1500-3.
6.17.2. NVG Crosswind Limits for Approach.
6.17.2.1. Runways 90 to 120 feet wide. Maximum crosswind component is 15 knots.
(T-3)
6.17.2.2. Runways wider than 120 feet. Maximum crosswind component is 20 knots.
(T-3)
6.17.3. NVG Failures During Approach and Landing. If the pilot or copilot experience NVG
failure or other malfunctions at or below 300 feet above ground level (AGL), perform a go-
around. The PIC will ensure NVG failure procedures are briefed. (T-2)
Section 6G—Miscellaneous
6.18. Hung Flare Procedures. Reference T.O. 1C-17A-1 Hung Flare Inspection procedure.
6.19. Enplane/Deplane Crewmember(s)/Maintenance Personnel with Engines
Running. The Engine Running On/Offload (ERO) checklist may be run, but is not required, when
enplaning/deplaning crewmembers and maintenance personnel actively working a maintenance
issue through the crew entry door. If not run, the PIC will ensure the aircraft is depressurized and
parking brakes are set prior to authorizing the door to be opened. The PIC will ensure the crew
entry door is closed prior to aircraft movement.
AFMAN11-2C-17V3 19 AUGUST 2024 67
Chapter 7
AIRCRAFT SECURITY
7.1. General. This chapter provides guidance on aircraft security and preventing and resisting
aircraft piracy (hijacking) of the C-17 aircraft. AFI 13-207-O, Preventing and Resisting Aircraft
Piracy (Hijacking) (CUI), DAFI 31-101, Integrated Defense (ID), and specific MAJCOM security
publications contain additional guidance. Aircrews will not release information concerning
hijacking attempts or identify armed aircrew members or missions to the public. (T-2)
7.2. Security. The C-17 is a “Protection Level-3” resource. Aircraft security at non-United States
military installations is the responsibility of the controlling agency.
7.3. Integrated Defense. The following security procedures implement DAFI 31-101
requirements for C-17 aircraft:
7.3.1. The aircraft will be parked in an established restricted area and afforded protection IAW
DAFI 31-101. (T-2)
7.3.2. When no permanent or established restricted area parking space is available, establish
a temporary restricted area consisting of a raised rope barrier, and post with restricted area
signs. Portable security lighting will be provided during the hours of darkness if sufficient
permanent lighting is not available. (T-2) Post security forces IAW DAFI 31-101.
7.3.3. The security force must be made aware of all visits to the aircraft. (T-3) The security
force point of contact must be identified to the PIC. (T-3)
7.3.4. Security support is a continual requirement and is not negated by the presence of aircrew
or ground crewmembers. Security force support terminates only after the aircraft doors are
closed and the aircraft taxis. (T-2)
7.4. Arming of Crewmembers. Crews will arm IAW mission directive (Mission Detail, SPINS,
OPORD, etc.) (T-2) Arming is required anytime mission directives conflict. The following
procedures apply when arming is directed:
7.4.1. Weapons Issue. Arming for anti-hijacking requires hollow-point ammunition while on
the aircraft. If crews are also required to be armed for force protection away from the aircraft,
use ball ammunition, unless approved/directed per regional guidance (SPINs, OPORD, FCG,
etc.). (T-2) The PIC determines which crewmembers will be armed. For missions that require
all crewmembers to be armed for force protection annotate the Flight Authorization with “Bulk
Arming Required.” (T-2)
7.4.2. When mission directive does not require crews to arm and transiting CONUS locations,
arming is at the discretion of the PIC when enroute locations have an AMC or Logistics
Readiness Squadron passenger terminal. Passenger movement will be accommodated to the
maximum extent possible IAW DoDI 4515.13, Air Transportation Eligibility.
7.5. Force Protection. Remain alert to the possibility of terrorist activities at all times. Reference
AFTTP 3-4, Airman’s Manual, Chairman of the Joint Chiefs of Staff (CJCS) Guide 5260, A Self-
Help Guide to Antiterrorism, and DoDIO-2000.16V1_DAFI31-145-O, Antiterrorism (AT)
Program Implementation, for Force Protection measures.
68 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 8
TRAINING AND OPERATING LIMITATIONS
8.1. Passengers on Training Missions. Passengers are defined as anyone listed on a passenger
manifest. Mission Essential Personnel (MEP) are not considered passengers.
8.1.1. Do not carry passengers with an unqualified pilot occupying a primary crew position.
(T-2) Initial qualification or re-qualification for pilots will not be conducted with passengers
onboard. (T-2)
8.1.2. Mission certification training, upgrade training, evaluations, off station trainers, and
Joint Airborne/Air Transportability Training (JA/ATTs) may carry passengers only if the
aircrew in training is qualified. Tanker and receiver AAR is authorized if the pilot flying is
qualified (AF Form 8 on file documenting successful completion of an aircraft flight evaluation
including air refueling). (T-2)
8.1.3. Multiple practice approaches, touch-and-go landings, simulated emergency training,
and airdrops are prohibited with passengers on board. (T-2) Exception: Personnel scheduled
to jump following a heavy/CDS airdrop, safeties, MEP (defined in DAFMAN 11-401, Aviation
Management), exercise participants that will be offloaded by “airland” procedures following
the airdrop, or any personnel authorized by the JA/ATT tasking order may be transported on
airdrop training missions.
8.2. Touch-and-go Landing Limitations.
8.2.1. Only accomplish touch-and-go landings under the direct supervision of an IP. (T-2)
8.2.2. Limitations.
8.2.2.1. Comply with all flight manual restrictions and procedures to include performance
degradation with fuel, cargo limits, etc. (T-2)
8.2.2.2. Minimum runway length: 7,000 feet (if there is a published declared distance, the
Landing Distance Available (LDA) must be 7,000 feet minimum). Minimum runway
width: 120 feet. (T-2) Raised barriers reduce runway available for touch-and-go landings.
8.2.2.3. Minimum ceiling/visibility: 300 feet and RVR 40 (3/4 SM visibility). (T-2)
8.2.2.4. RCR will be 12 or higher. (T-2)
8.2.2.5. Do not accomplish touch-and-go landings on runways reported with standing
water, slush, or snow. (T-2)
8.2.2.6. Maximum crosswind component: 25 knots. (T-2)
8.2.2.7. Touch-and-go landings may be performed with cargo onboard. After the first
Approach Checklist is accomplished, cargo security is only required to be checked every
hour. Touch-and-go landings with hazardous cargo onboard in quantities which require
their identification on flight plans are prohibited. (T-2)
8.3. Training on Operational Missions. Crews may accomplish AAR training on operational
missions provided the following requirements are met:
8.3.1. All mission-required fuel is onloaded prior to commencing any training. (T-3)
AFMAN11-2C-17V3 19 AUGUST 2024 69
8.3.2. Passengers and MEPs are briefed on the activity.

8.3.3. AAR training may be accomplished with an unqualified receiver pilot at the controls if
under IP supervision and no passengers are on board the aircraft. (T-3)
8.3.4. Unscheduled AAR is not authorized without coordination with appropriate C2 agencies.
(T-2)
8.4. Simulated Emergency Flight Procedures.
8.4.1. Simulated emergency flight procedures will be conducted IAW AFMAN 11-202V3 and
this manual. (T-2) Do not practice emergency procedures that degrade aircraft performance
or flight control capabilities (in-flight). Emergency procedure training with degraded aircraft
performance or non-standard configurations will only be accomplished in the simulator. (T-2)
8.4.2. The PIC or IP will alert all crewmembers prior to practicing emergency procedures. In
an actual emergency, terminate all training and flight maneuvers practice. (T-2) Training
should be resumed only when the PIC determines it is safe.
8.5. Prohibited Flight Maneuvers. Practice of the following maneuvers are prohibited in flight:
(T-1)
8.5.1. Stall and approach to stalls including initial buffet.
8.5.2. Dutch roll.
8.5.3. Abnormal configuration approaches.
8.5.4. Unusual Attitudes.
8.5.5. Bank angles greater than 60-degrees.
8.5.6. Aerobraking during landing.
8.6. Flight Pilot Training.
8.6.1. A Mission Ready Mobility Pilot Development Phase I Pilot (FPC)/Mission Ready
Mobility Pilot Development Phase II Pilot (FPQ) may practice AAR from either seat (to
include the contact position) with the following restrictions:
8.6.1.1. Accomplished under direct IP supervision.
8.6.1.2. No passengers are authorized. (N/A for Senior Officer Qual FPs with a Form 8
documenting AR accomplishment.)
8.6.1.3. Contacts by non-AAR qualified pilots are only made after receiving
acknowledgment from the tanker pilot and boom operator. An AAR qualified pilot will
make a contact prior to any FP training to validate system functionality.
8.6.2. An FPC/FPQ may perform any tactical maneuver under the direct supervision of an IP.
8.7. Night Vision Goggle (NVG) Training.
8.7.1. Airland Training.
8.7.1.1. Ground Operations Training. NVG combat offloads and ground maneuvering are
approved. Combat offloads may be conducted with cargo compartment lighting set to
minimum red/ANVIS (overt) or IR (covert).
70 AFMAN11-2C-17V3 19 AUGUST 2024
8.7.1.2. Takeoff and Landing Restrictions:

8.7.1.2.1. One RA and one GPS must be operational. (T-3)
8.7.1.2.2. Both HUDs must be operational. (T-3)
8.7.1.2.3. NVG touch-and-go landings are authorized.
8.7.1.3. Runway must be lit with an authorized covert/overt lighting pattern IAW
DAFMAN 13-217. Expected runway lighting configuration should be briefed prior to
executing the approach. Landings to unlit (AMP-4) runways/LZs are not authorized,
unless specially certified.
8.7.2. Airdrop Training Restrictions. Drop zones will be lit IAW DAFMAN 13-217 lighting
patterns (covert or overt) or in accordance with paragraph 17.4. (T-3)
8.8. Planned Go Around After Touchdown (GOAT). A GOAT is a planned training maneuver,
accomplished in conjunction with a full flap approach to an Assault Landing Zone (ALZ) or
simulated ALZ. The approach and landing for the GOAT are accomplished IAW the approach
and assault landing sections of T.O. 1C-17A-1. No later than main gear touchdown, a go-around
will be initiated IAW T.O. 1C-17A-1. (T-3)
8.8.1. An instructor pilot must occupy a primary pilot position during the maneuver. (T-3)
8.8.2. The following parameters must be met:
8.8.2.1. Landing data and brake temperatures must support a full stop. (T-2) For GOATs
to a marked ALZ on a larger than 5,000-foot runway, crews may calculate brake
temperature-corrected landing distance for the actual runway remaining, not the marked
ALZ.
8.8.2.2. T.O. 1C-17A-1 requirements for landing gear cooling periods following
consecutive landings apply.
8.8.2.3. Sink rate reduction and FPV movement are associated with the landing phase and
accomplished in addition to the power advance for the go-around.
8.8.2.4. A "TAKEOFF" or "LANDING" cannot be logged for currency, but will be logged
on AFTO Form 781H as touch-and-go landings. (T-2)
8.8.2.5. Will not be accomplished on Semi-Prepared Runways. (T-2)
8.9. Miscellaneous.
8.9.1. For unilateral training, center bundle targeting at an Airdrop Damage Estimation (ADE)
Level 3 is authorized with actuals provided the minimum Drop Zone (DZ) size is met IAW
DAFMAN 13-217 and the ADE Level 3 ellipse is within the confines of the surveyed drop
zone. The mission specific point of impact (PI) will be validated by Weapons and Tactics
Flight (OSK). (T-3)
8.9.2. Training without GPS updating is encouraged. When conducting GPS-off training,
crews will be in VMC. (T-2) If IFR, do not exceed Required Navigation Performance (RNP)
restrictions for the airspace. (T-2) Crews should use an additional crewmember with moving
map and GPS puck for debrief and an added factor of safety.
8.9.3. Table 8.1 summarizes additional limitations and restrictions.
AFMAN11-2C-17V3 19 AUGUST 2024 71
Table 8.1. Training Flight Restrictions.

Maneuver Altitude Remarks
Initiate practice instrument missed
Instrument Missed/ approaches no lower than the minimum
DDA/DH
Low Approaches altitude for the type of approach
executed. (T-3)
Visual Low Initiate no lower
Approach/Planned Go than 100 feet (T-2)
Around HAT
Go Around due to
Initiate above 500
Personnel and (T-2)
feet HAT
Equipment on Runway
Minimum ceiling & visibility of 200-½.
CAT II ILS As published Crosswind components up to 15 knots
are permitted. (T-2)
Due to high descent rates, ensure ATC
understands crew intentions.
Complete above
Tactical Descents Minimum ceiling is 5000 feet AGL.
2,000 feet AGL
NVG tactical descents for training must
remain in VMC at all times. (T-2)
Assault Landing Zone
Operations Max brake temperature 150oC. (T-2)
Note: These restrictions do not apply to operational missions.

72 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 9
NAVIGATION PROCEDURES
9.1. Post Flight. For legs in which suspected or reported navigational error, procedural deviation,
or other abnormality occurred, download and retain a copy of the mission plan, all pertinent forms,
including, but not limited to DD Form 1801, DOD International Flight Plan, Mobility Air Forces
Automated Flight Planning System (MAFPS) AMC Standard Report (ASR) or Computer Flight
Plan (CFP), charts, and navigation log. Units will maintain all operational mission data on file
(hard disk, paper copy, oceanic plotting chart, etc.) for 120 days. (T-2)
9.1.1. For suspected/reported airdrop malfunctions or off-DZ drops, record ADXX RECALL
page information before leaving the aircraft. (T-2)
9.1.2. GPS and Global Navigation Satellite System (GNSS) are synonymous terms when
referencing GPS equipment and/or procedures.
9.1.3. Sources for obtaining IRU Present Position (PPOS) coordinates will be in the following
priority: (T-2)
9.1.3.1. GPS PPOS IAW flight manual.
9.1.3.2. FLIP/Jeppesen Airfield diagrams or MAJCOM-approved parking spot handouts.
9.1.3.3. DoD FLIP Enroute Supplement.
9.1.3.4. Best available chart.
9.2. Navigation Databases/Flight Plans/Data Verification.
9.2.1. Crosscheck WWNDB procedures Digital Aeronautical Flight Information File (DAFIF)
against FLIP prior to flying any procedure IAW AFMAN 11-202V3. If a discrepancy is
identified, submit the details to unit OGV or Stan/Eval office. Unclassified confirmed
discrepancies will be emailed to National Geospatial-Intelligence Agency’s (NGA) aero
quality feedback section at quality@nga.mil and AMC/A3V. (T-2)
9.2.2. Mobility Air Forces Automated Flight Planning System (MAFPS) AMC Standard
Report (ASR) Use. MAFPS ASR is the official source of performance, navigation, and
climatic data, including enroute wind information. If stand-alone computer-based plans are
used, each mission segment should utilize best wind data available. Use only MAJCOM
validated ASRs. (T-2)
9.2.2.1. Use MAFPS ASRs to the maximum extent practical. A printed computer flight
plan derived from other MAJCOM-approved planning software is an approved substitute
if it includes all MAFPS navigational and waypoint data and enroute wind and temperature
deviation data. The computer flight plan must also include the planned payload and ramp
fuel. (T-2) The PIC has final responsibility for flight plan accuracy and diplomatic
clearance compliance. (T-2)
9.2.2.2. Verify MAFPS ASR for route of flight and fuel computation accuracy before
departure. (T-2) Pass any flight plan discrepancies to the 618 AOC flight planning office.
(T-2) On flight-managed sorties, promptly notify the FM of any flight plan discrepancies.
(T-2) Identify inaccurate MAFPS winds to the FM in-flight or 618 AOC flight planners
AFMAN11-2C-17V3 19 AUGUST 2024 73
post flight when the wind at the MAFPS flight level exceeds either 30° error in direction
or 25 knots in speed. (T-2)
9.2.2.3. Flight plan course values may differ between the MAFPS ASR and the mission
computer flight plan. The MAFPS ASR course value (mag or true) is the average course
direction for that leg. The mission computer flight plan course is the initial course
outbound measured from the leg’s beginning waypoint after any rollouts. Therefore, the
mission computer flight plan course may differ by a few degrees from the MAFPS ASR
flight plan course. The magnitude of this difference is more pronounced depending on leg
length and direction.
9.2.3. Aeronautical Information Regulation and Control (AIRAC) cycle.
9.2.3.1. Effectivity of the aircraft’s WWNDB and aircrew Aeronautical Information
Publication (AIP)/FLIP documents are based on AIRAC cycles.
9.2.3.2. ICAO Document 8126 (Aeronautical Information Services Manual) specifies that
0001 UTC will be used to indicate the time when new AIP/FLIP documents become
effective. (T-2) However, some countries have filed an exception. For example, the
United States is 0901 UTC on the effective date while Australia is 1600 UTC the day prior
to the effective date. AIRAC cycle changes require ATC computer systems to be updated.
For that reason, some countries have modified their AIRAC cycle change day/time when
air traffic is at the normal daily minimum for their airspace.
9.2.3.3. Pilot considerations during non-0001 UTC AIRAC cycle changes. Even though
numerous NGA FLIP products have 0001 UTC effective times printed on them, plan not
to receive a clearance for new or changed published procedures/routings until that ATC
system’s airspace computers have been updated.
9.2.4. WWNDB Procedure Omissions. Crews should be vigilant in their review/comparison
of mission computer loaded procedures with published Flight Information Publications (FLIP).
Numerous procedures that are published in DoD’s FLIP may be omitted from the C-17 mission
computer database.
9.2.5. Prior to takeoff, departure clearances may be available via CPDLC at some airports by
logging onto KUSA in the Air Traffic Service Menu. The PIC is responsible for ensuring the
uploaded flight plan is correct.
9.3. Navigation Capability / Airspace Requirements.
9.3.1. RNAV/RNP. C-17A aircraft are approved for unrestricted operations in the following
enroute and terminal airspace: MNPS, Oceanic and remote airspace (RNP-10 & RNP-4),
BRNAV (RNP-5), P-RNAV, RNAV 1, RNAV 2, and GPS Approach (RNP-0.3).
9.3.2. MNPS, RNP-x, P-RNAV, BRNAV, RNAV 2, and RNAV 1 are defined in FLIP and
are considered special qualification airspace. Additional restrictions to include CPDLC/ADS
equipment may be required in special qualification airspace.
9.3.2.1. Should any required equipment fail before entering such airspace, comply with
FLIP restrictions or request a new clearance to avoid this airspace. (T-1)
9.3.2.2. Should any required equipment fail after entry into such airspace, immediately
notify ATC and coordinate a plan of action. (T-1)
74 AFMAN11-2C-17V3 19 AUGUST 2024
9.3.2.3. Document (using AFTO 781A) malfunctions or failures of required equipment,

including the failure of this equipment to meet tolerances. (T-1)
9.3.3. RNAV airspace/procedure restrictions.
9.3.3.1. Manual entry of waypoints using Latitude/Longitude or Place/Bearing is
prohibited on any RNAV procedure. (T-1) RNAV point-to-point navigation such as NAT
track waypoints and remote oceanic navigation waypoints are the only times when
Lat/Long entry is allowed for RNAV airspace operations. (T-1)
9.3.3.2. Pilots will not change any RNAV database waypoint overfly turn property from
“no” to “yes” or vice versa. (T-1)
9.3.3.3. Waypoints may be deleted in order to comply with NOTAMs or ATC clearances
(e.g., deleting the course reversal on an approach when cleared via a NO procedure turn
routing).
9.3.3.4. Altitude and airspeed parameters may be adjusted to match current NOTAMs,
ATC clearance, or cold weather adjustments.
9.3.3.5. Encrypted Precise Positioning Service (PPS) MGPS is authorized as primary
navigation for civil navigation unless directed otherwise by SPINS, command authority, or
host nation guidance for all phases of flight.
9.3.3.5.1. If MGPS cannot be properly verified with encrypted PPS via Technical
Order guidance, then CGPS should be used as the primary navigation source.
9.3.3.5.2. When host nation directives are ambiguous, CGPS should be used as the
primary navigation source.
9.3.3.6. RNAV procedures or routes requiring Satellite-Based Augmentation System or
Ground-Based Augmentation System (GBAS) equipment are not currently authorized.
9.3.4. RNAV SID/STAR restrictions.
9.3.4.1. The use of non-United States Government developed Standard Terminal Arrival
Routes (STARS) is authorized without Terminal Enroute Procedures (TERPS) review.
The use of either the host nation sanctioned, or respective Jeppesen, STAR charts are
authorized without further review. This does not alleviate pilots of the responsibility to
check the Giant Report. (T-2) Additional guidance is found in the ASRR.
9.3.4.2. At least one GPS must be operational and updating the MC present position (MC
PPOS) before departing on an RNAV departure. (T-1) Radio updating is not authorized
as an update source on the ground prior to departing on an RNAV departure. Exception:
If GPS updating fails during takeoff, the takeoff and planned RNAV departure may be
continued. RNAV guidance remains valid for up to fifteen minutes following failure.
When able, follow flight manual Section III procedures after safely airborne regarding
failure of RNAV components. Note: Complete GPS failure is indicated by a NAV
MCD/GPS MCD cue with accompanying MCD messages (MGPS INOP and CGPS
INOP).
9.3.4.3. Aircrews are not authorized to fly SIDs that include Radius to Fix (RF) legs
(Example: RNP1-RF required or RF required note). (T-1)
AFMAN11-2C-17V3 19 AUGUST 2024 75
9.3.5. RNAV/GPS Approach restrictions.

9.3.5.1. Aircrews may fly any procedure with “RNAV (GPS) RWY” in the approach title
or those that have ONLY “GPS RWY” in the approach title. These are stand-alone GPS-
based approaches. These approaches can be identified on approach plates by the presence
of GPS waypoint depictions (black diamond waypoints). Example: “RNAV (GPS) RWY
32” at Dover AFB (KDOV).
9.3.5.2. Instrument approach procedures titled “RNAV (RNP)”, “RNAV (RNP AR)”, or
RNAV procedures that have “Special Aircraft & Aircrew Authorization Required
(SAAR)” statements in the profile view are not authorized. (T-1)
9.3.5.2.1. ICAO instituted a new naming convention for Performance Based
Navigation (PBN) approaches that some countries have adopted. PBN approaches
titled RNAV (GNSS), RNAV (GPS), and RNAV (RNP) will transition to the title
“RNP.”
9.3.5.2.2. RNAV (RNP) Authorization Required (AR – formerly SAAR) will be titled
“RNP AR” in counties that adopt the new naming convention. For example, RNP
RWY 23 is authorized, but RNP RWY 23 (AR) is not authorized.
9.3.5.3. GPS approaches are flown to non-precision MDA (LNAV MDA or S-xx) or
circling minima only.
9.3.5.4. C-17 aircrews may fly published PBN transition to conventional NAVAID final
approach segment instrument approach procedures (IAPs) if available in the mission
computer. That includes approaches with PBN initial, intermediate and/or missed
approach segments. These IAPs must be extracted in their entirety (to include the missed
approach segment) from the navigation database without alteration, and follow the same
operational practices and procedures as RNAV (GPS) approaches. (T-1)
9.3.5.4.1. Each pilot must conduct a proper IAP review and brief how the approach
will be flown to include transition to ground based NAVAIDs and, if necessary, back
to PBN guidance. (T-3)
9.3.5.4.2. If the aircrew/aircraft is not capable of flying RNAV (GPS) approaches, the
crew is authorized to fly the PBN segmented approach, provided they coordinate for
vectors to final or alternate missed approach instructions, as authorized by the approach
procedure.
9.3.5.4.3. Aircrews are not authorized to fly IAPs that include PBN transition-to-final
with Radius to Fix (RF) legs. (T-1) Example: “RNP AR APCH, RF required” in the
notes section of the IAP.
9.3.5.5. C-17 aircrews are not authorized to maintain overlay ground tracks based solely
on GPS. (T-1) GPS overlay approach construction is subject to coding errors and may not
provide course guidance over the proper ground track. These approaches can be identified
on approach plates by the absence of GPS waypoint depictions (black diamond waypoints).
9.3.5.6. Accepting ATC vectors. Aircrews may accept ATC vectors to a published point
on the approach or ATC vectors to intercept the final course.
76 AFMAN11-2C-17V3 19 AUGUST 2024
9.3.5.7. VNAV is not authorized between the FAF and missed approach waypoint. (T-2)
MSN VNAV (MSN descent) may be used between the Initial Approach Fix (IAF) and
Final Approach Fix (FAF). However, crewmembers are reminded that the MSN VNAV
algorithm remains a “dive and drive system” and may command descents greater than
authorized during intermediate approach segments (TERPS criteria is based on a maximum
descent of 500 feet/NM, approximately 1,500 VVI, between the IAF and FAF).
Furthermore, MSN speeds may revert to tech order after vertical profile calculations. As
a result, speed select mode (speed on thrust/pitch) and/or vertical speed mode (vertical
speed command wheel) used in conjunction with MSN LNAV is the recommended mode
for most RNAV approaches.
9.4. Enroute/Flight Progress.
9.4.1. Use all available FLIP enroute charts, and prior to departures and arrivals, terrain charts,
to ensure navigational accuracy and terrain clearance.
9.4.2. For waypoints entered using Lat/Long, both pilots will use the ND CHART format in
conjunction with the DEFINE/REVIEW WAYPOINT pages to ensure the proper coordinates
were loaded for all points in the flight plan. (T-2)
9.4.3. Flying In Polar Regions.
9.4.3.1. Because the C-17 does not rely on magnetic field sensors for heading
determination, navigation in Polar Regions poses no significant difficulties. Magnetic and
grid headings are provided for pilot selection by converting true heading information from
IRU sources.
9.4.3.2. Magnetic variation information is stored as a look-up table in the IRU and
provides variation data from 72°N to 60°S. No variation data is supplied above/below
these latitudes. Refer to the T.O. 1C-17A-1-2 for Polar Operations. Manual magnetic
variation should only be selected when magnetic headings are flown.
9.4.3.3. Manual magnetic variation is not taken into consideration when displaying
runways from the PERMANENT NAV DATABASE, as display logic assumes a zero
magnetic variation. To get correct runway displays on the NAV display, create a new
runway in the CUSTOM NAV DATABASE oriented to true or grid as applicable.
9.4.3.4. Whenever a magnetic heading is displayed, pilots see a jump in the heading scale
as the magnetic variation is significantly changed. This occurs normally at 72°N/60°S or
when manual magnetic variations are inserted into the MC. If the AP/FD is engaged in
HDG or HDG HOLD modes while following this magnetic heading, the aircraft executes
a turn in order to maintain the magnetic heading selected prior to the jump. These turns do
not occur if the heading reference for the pilot ID switch was in TRUE or GRID when the
heading was selected on the AP/FD. No turns occur if the AP/FD is engaged in the MSN
lateral mode when crossing 72°N/60°S.
9.4.3.5. Grid heading reference is provided to pilots with a mathematical relationship
defined in USAF air navigation manuals using a grid chart conversion factor of 1.0. While
grid heading is selectable for display anytime via the MFC panel, it is only accurate at high
latitudes where the grid convergence factor is actually 1.0. Pilots should consider this
heading accurate at the latitudes near and above 72°N/60°S. The message GRID MODE
AFMAN11-2C-17V3 19 AUGUST 2024 77
is displayed on the WAP when passing these latitudes for higher ones to indicate to the
pilot that valid grid headings are available for navigation. If pilots have entered a manual
magnetic variation as described above, the GRID MODE message is removed. Accurate
grid headings are still available, but the MC interprets the pilot entered manual magnetic
variation as a desire to fly magnetic headings, not grid headings.
9.4.3.6. The BDHI is oriented to magnetic headings. Grid reference is provided when
GRID is selected on HDG REF SEL. As mentioned above, for latitudes above 72°N/60°S,
the programmed magnetic variation is zero and the magnetic heading is incorrect; the
BDHI essentially displays true headings. The VOR/TACAN/ADF needles still operate;
the ADF continues to give relative bearing, and the VOR/TACAN needles are slaved to
the correct radials. However, to determine correct magnetic headings for VOR/TACAN
intercepts, input a manual magnetic variation if the stations are oriented to magnetic north.
This is also true if trying to determine magnetic bearing from an NDB. If the
VOR/TACAN/NDB is oriented to true north, then the magnetic variation needs to be zero
for correct display on the BDHI.
9.4.3.7. For VOR and TACAN navigational aids, the course select knob on the CNC is
consistent with the orientation of the NAVAID as defined in the NAV DATABASE. If
the NAVAID is oriented to true, then a 300 course set in the CNC is a 300 true course; if
the NAVAID is oriented to grid, then the course is a 300 grid course. Currently all
NAVAIDs in the PERMANENT NAV DATABASE are defined as magnetic; pilots have
to use the custom database to define a true or grid oriented NAVAID. Navigation position
information is most easily interpreted when the displayed heading is consistent with the
orientation of the NAVAID used (i.e., fly true headings when flying true TACAN radials,
grid headings for grid courses, etc.).
9.4.3.8. For ILS approaches, the MC always assumes the course in the CNC to be
magnetic. This has no effect on the ability of the aircraft to correctly fly the ILS, but is
necessary for the MC to determine the ILS intercept angle and display NAV data. Pilots
desiring to fly a magnetic ILS approach beyond 72°N/60°S should dial the magnetic course
in the CNC and insert a manual magnetic variation in the MC. To fly a true ILS, pilots
should dial the true course and ensure the MAG VAR is zero. Attempts to fly a magnetic
ILS with incorrect magnetic variation should not cause problems once established on final;
the intercept may be erratic and the NAV display shows a heading different from the ILS
course equal to the error in magnetic variation as the aircraft tracks the ILS beam (no wind
situation). Grid only ILS procedures are not supported; pilots convert the grid ILS
approach course in the instrument approach procedure to a magnetic or true course, then
ensure the correct MANUAL MAG VAR is inserted in the MC (local terminal magnetic
variation for MAG ILS, zero magnetic variation for true ILS).
9.4.3.9. Special Aircrew and Aircraft Certification Required Approaches. All C-17As and
aircrews are approved to fly “Special Aircrew and Aircraft Certification Required”
approaches, except for CAT III ILS approaches and any RNAV approach with an RF leg.
9.5. Low-Level Navigation. Threat and emission control requirements permitting, use all
available aids (i.e., mission computer data, navigational aid fixes, map reading) to remain position
oriented.
78 AFMAN11-2C-17V3 19 AUGUST 2024
9.5.1. While aircraft systems provide a self-contained adverse weather, day/night, worldwide
navigation capability, pilots assume ultimate responsibility for enroute navigation, terrain
avoidance, and time control. During low-level operations, attention should be focused outside
the aircraft, emphasizing threat detection and situational awareness. Limit duties that distract
attention from outside the aircraft to mission essential items only.
9.5.2. A Navigation Display (ND) Map format will be displayed on at least one MFD at all
times. (T-3)
9.5.3. Time of Arrival control is primarily accomplished by airspeed adjustments.
9.5.4. Means of Navigation.
9.5.4.1. One radar altimeter will be operational for all low-level operations. (T-2) The
mission computer navigation solution is the primary means of navigation backed-up with
map reading, on VFR low-level routes. If conditions permit, ground-based navigational
aids can be used as additional information sources.
9.5.4.2. The mission computer is the primary means of route navigation in IMC. Onboard
radar, ground-based radar, and/or bearing/distance fixes should be used as backups.
9.5.5. Low-level modified contour flight may result in small deviations above and below the
base altitude for smoothness of flight.
9.5.6. Altimeter Settings. In the absence of reported or forecasted barometric setting, crews
may use the MC GPS barometric setting with the following restrictions:
9.5.6.1. Day VMC. Crews will use visual references to ensure terrain and obstacle
clearance. (T-3)
9.5.6.2. Barometric altitudes (Minimum Safe Altitude (MSA), Emergency Route Abort
Altitude (ERAA), etc.) will be increased by 1,000 feet. (T-2)
9.5.6.3. Night or IMC. Crews will add 1,000 feet to their planned minimum altitudes.
(T-2)
9.6. Mission Computer Approaches.
9.6.1. The C-17 mission computer approach uses the MC APPROACH page of the mission
computer. It only mathematically derives a final approach course and glide path from default
or pilot input data. Note: Reference AFTTP 3-3.C-17 for techniques on programming Mission
Computer approaches.
9.6.2. In a contingency, the crew will be provided an approved (TERPS’d) approach procedure
leading to a mission computer approach final approach fix. (T-2) All course data and altitude
restrictions required to program the approach in the mission computer will be included on the
approach procedure. (T-2) This will include any high-precision waypoints, weather
minimums, and missed approach instructions required to safely execute the approach. (T-2)
9.6.3. Restrictions on Mission Computer Approaches.
9.6.3.1. Mission computer approach procedures in IMC will only be used when no other
published approach procedure is available and with specific authorization from
MAJCOM/A3. (T-2) All crews are authorized to use these procedures for training in VFR
conditions IAW AFMAN 11-202V3.
AFMAN11-2C-17V3 19 AUGUST 2024 79
9.6.3.2. Mission Computer approaches require an RNP value of 0.3 NM from the FAF to
the Runway (unless non-standard TERPs values used). PIC will ensure the RNP value is
set to 0.3 prior to commencing a Mission Computer approach. Aircrews will input a RNP
value of 0.3 on NAV SENSORS page 7, LSK 1L to ensure the aircraft will annunciate
when the ANP is greater than 0.3 NM.
9.6.3.3. It is highly recommended that the approach be flown with the autopilot coupled.
9.6.3.4. Weather minima for approved MC approaches will be no lower than 600-2. (T-2)
9.6.3.5. Ensure Lateral Deviation Indicator (LDI) does not exceed ½ full scale deflection.
9.6.3.6. Execute the missed approach procedure if “UNABLE RNP” or “OVRFLY NOT
POSSIBLE” appears on the MCD unless the runway is in sight. (T-1)
9.6.3.7. All of the waypoints required for flying the approach and missed approach must
exist in the current navigation database. If the waypoints are not in the permanent
navigation database, aircrews will be provided the required waypoints to be loaded
electronically into the custom navigation database. (T-2) Aircrew will not manually enter
or alter the latitude or longitude coordinates for any portion of the approach or missed
approach. (T-1)
9.6.3.8. Enter all of the waypoints for the approach up to the FAF in the primary flight
plan. (T-2)
9.6.3.9. Enter all of the waypoints for the missed approach, starting with the missed
approach waypoint (MAWP), in the secondary flight plan. (T-2) Special attention should
be paid to whether each waypoint is an “over fly” or “under fly.” The MAWP is usually
an “over fly” waypoint. If required to execute the missed approach, the PM will enable the
secondary flight plan to provide lateral guidance. The secondary flight plan will be
displayed on at least one ND Map display. (T-2)
9.6.3.10. Both pilots will review the entire procedure in the mission computer, verifying
the coordinates and the MFD Map display for accuracy, prior to commencing the approach.
(T-2) If any portion does not agree with the approved procedure, the approach will not be
flown. (T-2)
9.7. Mission Computer Approach Planning Guidance. Planners will reference Federal
Aviation Administration (FAA) Order 8260.3F, United States Standard for Terminal Instrument
Procedures (TERPS) and/or AFMAN 11-2C-17, Volume 3, Addenda B, C-17 Special Operations
(CUI). (T-1)
80 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 10
AIRCREW MAINTENANCE SUPPORT PROCEDURES
10.1. General. This chapter contains aircrew procedures not contained in the flight manual, other
portions of this manual, or other publications.
10.2. Responsibilities. Aircrew may assist the normal maintenance function when critical
contingency tasking dictates their use, provided this action does not impact crew duty and crew
rest limits specified in Chapter 3 of this manual.
10.3. Refueling/Defueling.
10.3.1. Aircraft Refueling. Aircrews normally only refuel in cases when maintenance support
is not readily available and the mission would be delayed. If the Fuel Manifold Drain cannot
be drained (lack of personal protective equipment /fuel container), make an AFTO 781A red
diagonal entry stating why the step could not be completed and accomplishment causes delay.
10.3.2. Refer to T.O. 1C-17A-1, T.O. 1C-17A-2-12JG-28-1, Servicing Fuel, and T.O. 1C-
17A-2-12JG-28-2, Servicing Fuel for refueling/defueling procedures.
10.3.3. Specialized Fueling Operations (SFO). Specialized Fueling Operations require
additional certification IAW AMC Aircrew Tactics and Training Division (AMC/A3T)
syllabus. For Specialized Fueling Procedures reference AFI 11-235, Specialized Fueling
Operations, T.O. 00-25-172, Ground Servicing of Aircraft and Static Grounding/Bonding, and
applicable AMC SFO Concept of Operations.
10.3.4. Concurrent Servicing. Concurrent Servicing Operations are defined as the
simultaneous servicing of fuel or oxygen with any of the following: passengers on board,
performance of minor maintenance, fleet servicing, or cargo loading/unloading. Concurrent
Servicing Operations require a refueling supervisor (formerly Concurrent Servicing
Supervisor) and other special precautions IAW T.O. 00-25-172. The C-17A is permitted to
load/unload all classes of hazardous cargo during Concurrent Servicing Operations if only fuel
is being serviced (not permitted during LOX servicing). Refer to T.O. 00-25-172 for further
guidance.
10.4. Maintenance Monitor Panel. Aircrews will not erase any fault unless specifically directed
by maintenance. (T-2)
10.5. Aircraft Servicing Requirements. When adequate maintenance support is not available,
the aircrew may need to perform certain maintenance tasks. Use the Job Guides (JGs) in Table
10.1. If aircrew servicing is required at a base with AMC support, the PIC will notify C2 and
describe the circumstances. Note: Aircrews should consult a qualified maintenance facility when
questions/concerns arise as to performing any maintenance task. (T-2)
Table 10.1. Job Guides.

T.O. Number Title
1C-17A-2-10JG-10-1 Ground Handling Parking/Mooring
1C-17A-2-10JG-30-1 Ground Handling Quick Turn-Around
AFMAN11-2C-17V3 19 AUGUST 2024 81
1C-17A-2-10JG-50-1 Ground Handling Launch

1C-17A-2-10JG-60-1 Ground Handling Servicing Equipment Positions
1C-17A-2-10JG-70-1 Ground Handling Mission Reconfiguration Cargo Compartment
1C-17A-2-12JG-28-1 Servicing Fuel
1C-17A-2-12JG-28-2 Servicing Fuel
1C-17A-2-12JG-29-1 Servicing Hydraulic Power
1C-17A-2-12JG-79-1 Servicing Engine Oil
1C-17A-2-40JG-20-1 System Integration Displays
1C-17A-2-00GV-00-1 General Vehicle Manual
1C-17A-2-1 Aircraft Cross Servicing Guide
1C-17A-6 Inspection Requirements Manual
10.6. Aircraft Recovery Away from Main Operating Base (MOB). When an aircraft lands at
a base other than the MOB, a crew chief should accompany the aircraft. The PIC is responsible
for ensuring the aircraft is turned to meet subsequent mission taskings. If qualified maintenance
specialists are unavailable, the aircrew is responsible for turning the aircraft to meet subsequent
mission taskings.
10.6.1. Recovery items the aircrew may be responsible for include, but are not limited to, the
following:
10.6.1.1. Parking and receiving.
10.6.1.2. Aircraft servicing.
10.6.1.3. Supervision of minor maintenance within local capability.
10.6.1.4. Minor configuration changes to meet mission tasking.
10.6.1.5. Securing the aircraft before entering crew rest.
10.6.1.6. Coordinating aircraft security requirements.
10.6.1.7. AFTO Form 781-series forms maintenance.
10.6.2. In all cases where aircrews service the aircraft without qualified maintenance specialist
assistance, comply with procedures in this chapter. (T-2)
10.6.3. Aircrews are not qualified to accomplish the required ground inspections. In those
instances where maintenance personnel are not available, the aircrew will enter a red dash
symbol in the AFTO 781A, updating current status and enter a red dash symbol and a
discrepancy that reflects that the applicable maintenance inspection (e.g., pre-flight, thru-flight,
basic post-flight) is overdue. (T-2) Reference T.O. 00-20-1, Aerospace Equipment
Maintenance Inspection, Documentation, Policies, and Procedures.
82 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 11
CARGO AND PASSENGER PROCEDURES
11.1. Transportability Problem Items.

11.1.1. An air transportability problem item is any item in its proposed shipping configuration
which may be denied transport aboard US Air Force cargo aircraft due to excessive size,
weight, fragile or hazardous characteristics, lack of adequate means for handling, restraint, or
a requirement for special support equipment.
11.1.2. Items defined as transportability problem items should be coordinated through
AFLCMC/EZFC Air Transportability Test Loading Agency (ATTLA) prior to being offered
for air shipment. Coordination for certification is the shipper’s responsibility. Loadmasters
are not responsible for determining if an item requires certification.
11.1.3. In addition to the procedures/limitations listed in T.O. 1C-17A-9, the following should
be considered when determining the loadability of cargo:
11.1.3.1. Any vehicles, including any additional cargo they contain, must be fully
restrained. Loose items such as those listed below will have provisions to be secured to
the frame of the vehicle or they will be secured separately to the floor:
11.1.3.1.1. Spare wheels, tools and toolboxes, towing chains, pinch bars, etc.
11.1.3.1.2. Bulldozer blades and push arms.
11.1.3.1.3. Cranes or booms on wrecking trucks, etc.
11.1.3.1.4. Dump truck bodies and other hydraulic or mechanical lift mechanisms.
11.1.3.1.5. Machines and tools in shop trucks, shelters, and containers.
11.1.3.2. Commercial vehicle axle weights should be less than or equal to 80 percent of
the manufacturer’s gross weight rating. This information is normally found on the vehicle
data plate. If sleeper shoring is used under the frame, the item may be airlifted at weights
up to 100 percent of the manufacturer’s gross weight rating.
11.1.3.3. Equipment must have a suitable number of tiedown provisions to allow for
restraint to the aircraft using on-board tiedown devices. Examples of such tiedown
provisions are vehicle frames, axles and crossmembers, pintle hooks, and cut-outs or other
openings in structural members. Tiedown rings on non-military items (commercially
manufactured items) should not be used unless the rating is provided. If tiedown rings are
not present or rating available, restrain the vehicle using largest frame components,
preferably at longitudinal main frames adjacent to lateral cross members.
11.1.4. Some non-standard cargo/equipment not contained in aircraft loading manuals
requires certification for air shipment. The shipper will provide a copy of the certification to
the designated aircrew member prior to loading. (T-2) If the certification letter with loading
instructions/requirements is not provided to the designated aircrew member, the cargo should
be carefully considered prior to accepting the cargo for airlift. Contact Air Transportability
Test Loading Agency AFLCMC/EZFC (ATTLA) at Wright Patterson AFB, OH, (937) 255-
AFMAN11-2C-17V3 19 AUGUST 2024 83
2330 or MAJCOM Stan/Eval for questions concerning cargo certification. ATTLA

certification is required for:
11.1.4.1. Items that operate in flight or connect to the aircraft (e.g., vents, electrical outlets,
antennas, etc.).
11.1.4.2. Non-palletized items with questionable structural integrity or items with
significant damage to the frame or structural components (e.g., battle damaged equipment).
11.1.4.3. Items that exceed the allowable loading limits of the aircraft as described in the
applicable aircraft TO 1C-XXX-9.
11.1.4.4. Items that require special equipment or loading procedures not listed in the
applicable aircraft TOs.
11.1.4.5. Items designed to interface with the aircraft rail systems (e.g., LSA™ adapters),
not contained in the applicable aircraft TO.
11.1.4.6. Any type of watercraft, fixed-wing and rotary-wing aircraft not identified in the
applicable aircraft TO.
11.1.4.7. Enclosed items (airtight containers, on-board tanks, etc.) not designed with
pressure relief devices or items that cannot be configured in a way to allow for aircraft
cabin pressure changes.
11.1.4.8. Items that cannot be restrained using standard restraint procedures listed in the
aircraft’s TO or items requiring specific restraint procedures.
11.1.5. If the ability to restrain an item or its structural integrity is questioned, it will not be
loaded. (T-2) If there is any question as to whether an item meets air transportability
requirements contact ATTLA at: AFLCMC/EZFC (ATTLA), 2145 Monahan Way, Building
28, Wright-Patterson AFB, OH 45433-7101; (937) 255-2330; or visit the website at:
https://intelshare.intelink.gov/sites/attla/.
11.2. Emergency Exits and Safety Aisles. A clear unobstructed path must be maintained in case
of an emergency evacuation of personnel. (T-1) Loose equipment, crew or passenger bags will
not be secured in a manner that will impede the use of emergency exits. (T-2) No part of the
cargo load will extend over the edge of the walkway. (T-2) Exception: Equipment such as spare
tires, mirrors, etc., protruding from rolling stock may extend over the walkway. Palletized cargo
may extend beyond the vertical stacking line of the pallet only if specifically authorized in the
loading manual or a load certification letter.
11.3. Pre-Mission Duties.
11.3.1. Duty Loadmaster Operations. Duty loadmasters are used as a means of flow control,
for example at stations with limited aerial port personnel, when units are deployed as part of
an Expeditionary Airlift Squadron or during a tactical/contingency operation. Duty
loadmasters do not relieve the primary aircrew loadmaster(s) of their duties. Duty loadmasters
ensure items loaded on aircraft do not exceed aircraft limitations and adequate restraint is
applied to cargo to prevent movement. Duty loadmasters are not required to restrain cargo for
flight limits. Duty Loadmasters will accomplish an Exterior and Interior Safety Inspection,
Basic Aircraft Pre-flight and all appropriate loading preparation checklists prior to conducting
loading operations. (T-2) After completion of aircraft loading, duty loadmasters will
84 AFMAN11-2C-17V3 19 AUGUST 2024
accomplish the Before Leaving Aircraft Checklist unless maintenance personnel remain at the
aircraft to monitor operating aircraft systems, or turnover to flight crew. (T-2) Primary aircrew
loadmaster(s) will complete all pre-departure checklists to include the After Loading General
Checklist. (T-2) Upon arrival at an aircraft where loading operations are being directed by a
duty loadmaster, the primary loadmaster will coordinate with the duty loadmaster on
assumption of direct loading supervision. (T-2)
11.3.2. Aerial Port Expediter (APEX) Loading Operations. APEX is an aerial port loading
program directly managed and supervised by AMC Air Cargo Movement Policy Branch
(AMC/A4TC). It provides aerial port management the flexibility to determine the best time to
on/offload aircraft and the ability to evenly distribute port workloads. Loadmasters will not
request APEX loading/unloading. It is not intended to function as an aircrew convenience or
to alleviate the loadmaster’s responsibility to on/offload aircraft.
11.3.2.1. APEX Load directors are qualified to on/offload all types of cargo (except
airdrop equipment), operate the aircraft winch, cargo door, ramp and struts without the
presence of an aircraft loadmaster. A maintenance representative must be present at the
aircraft during APEX operations. Load directors are not authorized to apply/remove
aircraft power or monitor aircraft operating systems. (T-2)
11.3.2.2. Load directors are required to ensure restraint of cargo meets flight criteria. Load
directors will accomplish a basic cargo compartment inspection IAW current APEX
guidance and appropriate loading preparation checklist prior to conducting loading
operations. (T-2) APEX operations do not alleviate the loadmaster from accomplishing
applicable checklists.
11.3.2.3. Load directors have overall control until relieved by the outbound loadmaster(s).
A coordination briefing is required prior to the loadmaster assuming overall control.
11.3.2.4. Loadmasters who need on/offloads for training or evaluations should notify Air
Terminal Operations Center (ATOC) prior to entering crew rest. ATOC should make every
effort to accommodate the request.
11.3.2.5. Loadmasters treat APEX loaded aircraft like any duty-loaded or staged aircraft.
Any cargo discrepancies that cannot be corrected by the loadmasters in a timely manner
will be reported to ATOC. Forward negative APEX trend data to AMC/A3V through
Stan/Eval channels.
11.3.3. Known tiedown equipment deficiencies. Tiedown devices found to be deficient must
be removed from service and identified to Aerial Port for replacement either enroute or upon
mission completion, as supplies allow.
11.3.3.1. Davis 08/08 CGU-3/E 25K tiedown device. Prior to use, ensure tiedown devices
with manufacture date of “08/08” have a repair kit installed. Repair kits consist of a keeper
plate on top side of release handle attached with three Philips head screws. Any devices
that have not been repaired with these kits are defective and must be removed from service.
11.3.3.2. Peck and Hale CGU-4/E 10K tiedown device. The chain can be pulled out of
clasp on these devices once locked. This can be accomplished by pulling on the excess
chain (free end) while locked into the chain pocket of the device. Inspect by tensioning
AFMAN11-2C-17V3 19 AUGUST 2024 85
the device, then pulling on the excess chain (free end). If chain comes out of the pocket,
the device is defective and must be removed from service.
11.3.3.3. Davis CGU-4/E 10K device. The chain can be pulled out of the pocket when
significant slack is present. This can be accomplished by pulling the loaded end of the
chain away from the device, while locked into the chain pocket. Inspect by tensioning the
device, then pulling on the loaded end of the chain. If chain comes out of the pocket, the
device is defective and must be removed from service.
11.3.4. Missions with Passengers. Missions with 20 or more passengers should be planned
with a pallet position available for baggage. Aerial Port will coordinate with the loadmaster
to determine seat release/loose baggage capacity if a full position is not available. (T-2) Hand
carried baggage will not obstruct egress pathways. (T-2)
11.4. Passenger Handling. The PIC will have final authority and may frustrate Hand-Carry-
Only passengers that were selected if the baggage limitations cannot be met. (T-2) If a pallet is
not available, the loadmaster may floor-load passenger baggage in the open pallet position if time
and conditions permit.
11.4.1. When passengers are onboard, loadmasters occupying the forward loadmaster station
will not position the seat or be distracted in a manner that would prevent them from
immediately viewing or assisting passengers. (T-2)
11.4.2. Passengers will not be seated alongside pallets loaded in the logistics rails on the same
side of the aircraft. These seats may be occupied by aircrew/MEPs at the PIC’s discretion if
non-netted cargo on a logistic pallet does not extend past X +/- 85 and a clear unobstructed
path to an emergency exit is maintained. (T-2)
11.5. Passengers. Passengers are required to be seated with seatbelts fastened during critical
phases of flight. Passengers will not be allowed to lay on top of ISUs, containers or palletized
cargo. They will also not be allowed to lay on, inside of, or under rolling stock in flight. Laying
or sleeping on the aircraft ramp is not allowed. Due to the possibility of impeding a safe egress,
hammocks or slings are not to be utilized by attaching to the aircraft and/or cargo by passengers.
PICs, with the Loadmaster’s coordination, will maintain final authority on any requests for non-
standard passenger accommodations. In all circumstances, passengers will have emergency
provisions immediately available and will not impede safe egress of the aircraft in the event of an
emergency.
11.6. Loaded Weapons. Weapons are considered loaded if a magazine is installed in the weapon.
This applies even if the magazine is empty. Normally, personnel are not permitted to carry their
basic combat load or individual issue of hazardous materials removed from its required packaging.
See AFMAN 24-604, Preparing Hazardous Materials for Military Air Shipments, for procedural
exceptions in support of the DoD, Federal agencies, and allies providing sustained, immediate, and
responsive air movement, and delivery of personnel and hazardous material to, within, or from
objective areas under tactical, contingency, or emergency conditions.
11.7. Weight and Balance. Accomplish weight and balance for this aircraft according to T.O. 1-
1B-50, Aircraft Weight and Balance, T.O. 1C-17A-5-2, Loading Data, and Addenda A of this
manual. (T-1) The unit possessing the aircraft maintains the primary weight and balance handbook
containing the current aircraft status and provides a supplemental weight and balance handbook
for each aircraft. (T-2)
86 AFMAN11-2C-17V3 19 AUGUST 2024
11.7.1. The supplemental handbook will include T.O. 1C-17A-5-2, AFMAN 11-2C-
17V3ADD-A, sufficient copies of DD Form 365-4, Weight and Balance Clearance Form F—
Transport/Tactical, and a certified copy of the current DD Form 365-3, Chart C - Basic Weight
and Balance Record. (T-2) Chart C will include the aircraft’s basic weight, basic moment,
and center of gravity. (T-2) Exception: T.O. 1C-17A-5-2 and AFMAN 11-2C-17V3ADD-A
may be excluded from the supplemental handbook if carried in digital format.
11.7.2. The Weight and Balance section of the unit possessing the aircraft will provide the
information required to maintain current and accurate documents to the appropriate agency.
(T-2)
11.7.3. Crews will ensure a sufficient amount of printer paper is onboard to complete the
mission. (T-3) Contact maintenance to restock paper supply if more is required.
11.8. Alcoholic Beverages. MAJCOM/A3 or NAF/CC may authorize the dispensing of alcoholic
beverages.
11.9. Rucksacks. The following procedures apply to loading of rucksacks.
11.9.1. In all cases, rucksacks will be loaded on the same aircraft as the individual. (T-2)
11.9.2. Transported units must ensure that adequate space is provided on the load plan and
aircraft to ensure all personnel have an unobstructed path to evacuate the aircraft during an
emergency. (T-1)
11.9.3. During administrative/training deployments, rucksacks may be loaded on deploying
vehicles, palletized, or floor loaded. Placing rucksacks on the aircraft floor may increase
loading and offloading times. Also, this method may require more space and reduce the
number of personnel or equipment airlifted.
11.9.3.1. During tactical deployments into a Forward Operating Base, rucksacks not
loaded on vehicles will be carried by the individual onto the aircraft. (T-2) When this
provision is used, the following procedures apply:
11.9.3.1.1. The troops may wear the rucksacks in the seat provided the seats are placed
in the paratroop configuration.
11.9.3.1.2. All troops must have quick release straps on their rucksacks. (T-2)
11.9.3.1.3. Brief troops to leave their rucksacks on the seat if an emergency evacuation
is necessary. (T-2)
11.9.3.2. The following procedures apply to transporting hazardous materials in
rucksacks:
11.9.3.2.1. Personnel will only be permitted to carry their basic combat load or
individual issue of hazardous material when they will engage an enemy force
immediately upon arrival. (T-2) Personnel may retain small arms ammunition
(cartridge for weapons, DOT 1.4) and nuclear, biological, and chemical equipment as
long as it is retained in a carrier (e.g., bandoleers, pouches, bags). Weapons will remain
clear until the aircraft has landed or as directed by the loadmaster. (T-2)
11.9.3.2.2. Protect munitions and other hazardous materials placed in rucksacks, field
packs, or other authorized containers, removed from their shipping container from
AFMAN11-2C-17V3 19 AUGUST 2024 87
accidental malfunction. For airland troops and airdrop troops who are not rigged prior
to takeoff, all carriers will be consolidated in one central location on the aircraft (as
directed by the loadmaster) and distributed to personnel after landing. (T-2)
Paratroopers rigged prior to takeoff may retain individual carriers containing hazardous
materials.
11.9.3.2.3. The troop commander or load team chief briefs the loadmaster concerning
the individual issue of hazardous materials. The loadmaster will brief the PIC. (T-2)
11.9.3.2.4. Hazardous materials identified for sustainment must be prepared and
certified according to AFMAN 24-604. (T-1)
11.10. Cargo and Material Handling Equipment (MHE) Issues.
11.10.1. ATOC will coordinate with the shipper or maintenance to connect/disconnect cargo
to aircraft venting systems. (T-2)
11.10.2. Loadmasters will not connect/disconnect cargo to aircraft venting systems. (T-1)
11.11. Procedures for Loading Hazardous Cargo. Hazardous materials and cargo fall into
many categories, handle and transport these items with caution. IAW AFMAN 24-604, the aircrew
must have visual and physical access to all hazardous materials to mitigate any hazard posed by
an in-flight incident. (T-0) Hazardous materials and cargo not properly packaged and documented
in accordance with AFMAN 24-604 will be rejected for air shipment. (T-1)
11.11.1. Lithium Batteries and Pyrotechnic Material (Class/Division 1.3G). Aircraft halon
fire extinguishers only help reduce the intensity of the fire until the lithium and pyrotechnic
material expends itself. The prohibited transportation of damaged lithium batteries and strict
adherence to packaging requirements has greatly reduced the inherent risks associated with
shipment.
11.11.2. Load planners will position primary lithium battery and pyrotechnic material
shipments on aircraft load plans in a manner that will permit easy access and jettisoning in-
flight without moving other cargo. (T-1) Any agency providing hazardous cargo briefings will
ensure aircrew personnel are aware of lithium battery and pyrotechnic material quantity and
location aboard the aircraft. (T-2)
11.11.3. On/Offloading Procedures. Load teams should use extreme caution when handling
or transporting these items and ensure hazard markings and warning labels are visible to
aircrew and load team personnel.
11.11.4. Inflight/Emergency Procedures. Loadmasters must conduct frequent in-flight cargo
checks to monitor primary lithium battery and pyrotechnic material shipments. (T-2) If a fire
is suspected or indicated, loadmasters notify the PIC and complete the applicable aircraft
emergency procedures. Use aircraft Halon fire extinguishers to slow down the thermal
runaway and prevent the spread of fire to other cargo. Jettison if practical. Note: Do not use
water as a fire suppression system for lithium batteries or pyrotechnic material. Water presents
a hazard to electronic equipment and, in less than a large quantity, is ineffective.
11.12. Silver Bullet Command and Control Module (CCM).
11.12.1. When the Silver Bullet is assigned to a mission, the 618th Air Operations Center
Special Assignment Airlift Missions (618 AOC/XOOO) planners will ensure the party is
88 AFMAN11-2C-17V3 19 AUGUST 2024
briefed on the risk for in-flight occupancy. (T-2) Note: Due to lack of rigorous safety
certification, AMC does not endorse occupancy of the Silver Bullet CCM during takeoff,
landing, air refueling, or periods of moderate turbulence. If passengers occupy the Silver
Bullet during these periods they do so at their own risk.
11.12.2. PICs are responsible for personally briefing the DV Contact and DV party (as
applicable) on takeoff, landing, air refueling and turbulence occupancy restrictions. (T-2) The
PIC retains overall authority to remove personnel from the Silver Bullet CCM when passenger
safety may be jeopardized (in-flight emergency, combat threat environments, etc.).
11.12.3. PICs will ensure all crewmembers and passengers are briefed on:
11.12.3.1. Personnel Occupancy Limit (10 personnel total).
11.12.3.2. Aircraft Emergency Procedures.
11.12.3.3. Emergency Procedures specific to the Silver Bullet.
11.12.4. An Emergency Passenger Oxygen System (EPOS) and a life vest (when required)
will be pre-positioned for every occupant.
11.12.5. In the event of a loss of cabin pressurization or smoke/fumes, Silver Bullet occupants
will don EPOS and evacuate the Silver Bullet CCM. (T-1) After all occupants egress the Silver
Bullet, electrical power should be removed.
11.12.6. The Silver Bullet/Steel Eagle wireless router and communications equipment must
be turned off during air refueling operations.
11.13. Senior Leader In-Transit Conference Capsule (SLICC) and Senior Leader In-Transit
Pallet (SLIP).
11.13.1. Only qualified SLICC maintenance personnel will install/remove the SLICC
vestibule and connect/disconnect SLICC electrical power. (T-2)
11.13.2. ADS palletized seats or other cargo will not be loaded immediately forward of the
SLICC Conference Capsule. Maintain a clear forward exit path from the Conference Capsule’s
forward exit door.
11.13.3. A maximum of four operational SLIPs may be airlifted on a single aircraft. When
multiple occupied SLIPs are used on the same aircraft, all SLIPs should be loaded into the
same side of the logistics rails to simplify the inter-SLIP electrical connections.
11.13.4. Due to availability of seat belts, if passenger restraint is required during turbulence,
occupancy is limited to five in the Conference Capsule.
11.13.5. The SLICC Berthing Capsule will not be occupied during critical phases of flight
(takeoff, landing, and aerial refueling).
11.13.6. Passengers may occupy all seats on the SLIP during all phases of flight.
11.13.6.1. Aircrew will ensure seats are facing either fully forward or fully aft for takeoff
and landing. (T-1)
11.13.6.2. Each seat will be equipped with an EPOS and a life vest (when required). (T-2)
11.13.7. SLICC modules power can be shut off immediately in the event of an emergency by
pressing the red emergency shutdown switch on either the external power distribution panel or
AFMAN11-2C-17V3 19 AUGUST 2024 89
internal operator control panel of each module. Aircrews will familiarize themselves with the
location of these emergency shutdown switches prior to transporting passengers in the SLICC
modules. (T-2)
11.13.8. Confirm an emergency key is located in a pouch by each entry door. These are
available for use by aircrew personnel in the event that an emergency situation would require
immediate access to a locked module.
90 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 12
FUEL PLANNING AND CONSERVATION
12.1. General. This chapter provides fuel planning procedures for all C-17 missions including
flight managed and local missions. Missions should be planned at altitudes, routes, and airspeeds
to minimize fuel usage.
12.2. Fuel Reserves.
12.2.1. Table 12.1 shows Identified Extra Fuel additions for mission planning.
Table 12.1. Identified Extra Fuel.

THUNDERSTORMS Isolated - 1,300 lbs.
Corrections are not cumulative Few - 2,500 lbs.
Use only the highest applicable correction Scattered or Numerous - 5,000 lbs.
ICING Departure or Landing - 1,100 lbs. (min)/2,200

Corrections are cumulative lbs. (max)
Add fuel for forecast or actual conditions Enroute - 1,100 lbs.
ATC Altitude Restrictions (1) (2) Hold Down – 4,500 lbs.

Applicable for airfields listed in the Flight Early Descent – 4,500 lbs.
Planning Fuel Policy Letter on the EFB.
ENVIRONMENTAL HI FLOW 100 lbs./hour

GROUND OPERATIONS/ERO 100 lbs./minute
KNOWN HOLDING DELAYS 200 lbs./minute of expected delay
Notes:
(1) Hold down fuel is added as a departure bias and is calculated as if it is burned upon
reaching the top of climb.
(2) Early descent fuel is added as an arrival bias and is calculated as if it is burned on the last
leg of the flight plan.
12.2.2. 2,200 lbs. of fuel is calculated by MAFPS and included in the “Unusable Fuel” block
for Fuel Totalizer bias.
12.2.3. FMs will calculate the MAFPS ASR with a fuel burn bias, specific to aircraft tail
number. (T-2) This bias will be annotated on the MAFPS ASR as “DGDP” (Degrade
Percentage). (T-2) Enter the Tail Specific Fuel Bias (Fuel Flow Factor) value, as found on the
C17/CL_Inserts fuel bias list, into the MC as a Fuel Factor (FF LSK 6L on the Performance
Factors Page). (T-2) The number found on this checklist may not match the MAFPS “DGDP”
number. (T-2) Crews may contact the flight manager for an updated Required Ramp Fuel
Load (RRFL) following a tail swap.
AFMAN11-2C-17V3 19 AUGUST 2024 91
12.2.4. Tankering fuel for convenience is prohibited. If FM planned tankered fuel is deemed
operationally necessary, it will be included in the RRFL and included on the MAFPS ASR in
the Identified Extra block. (T-2)
12.2.5. When filing an alternate located in Alaska or at latitudes greater than 59 degrees (north
or south) use standard holding fuel calculations. (T-2)
12.2.6. Local supplements will not dictate IAF or Top of Descent fuel. (T-2)
12.3. Fuel Conservation. It is Air Force policy to conserve aviation fuel when it does not
adversely affect training, flight safety, or operational readiness. Aircrew and mission planners
manage aviation fuel as a limited commodity and precious resource. Fuel optimization will be
considered throughout all phases of mission planning and execution. (T-2) Comply with the
following whenever consistent with tech order guidance and safety:
12.3.1. Fuel Loads. Excessive ramp and recovery fuel adds to aircraft gross weight and
increases fuel consumption. Do not ferry extra fuel beyond optimum requirements for safe
mission accomplishment and training objectives.
12.3.2. Flight Planning. Aircrew and mission planners optimize flight plans and flight routing
for fuel efficiency based upon wind, altitude, etc. Accepting a “direct to” ATC clearance is
not necessarily fuel or time advantageous. Crews should analyze all factors prior to accepting
a “direct to” clearance off the MAFPS route.
12.3.3. Takeoff. Consider a rolling takeoff and Derated Thrust (DRT) to save fuel and
minimize engine wear. Use DRT for takeoffs unless dictated by performance, tactics, etc.
12.3.4. Climb/Descent. In-flight procedures such as climb/descent profiles and power settings
should also be considered for efficient fuel usage.
12.3.5. Descent. The optimum descent is executed at idle power. Avoid early descents
whenever possible.
12.3.6. Weather Deviations. Attempt to coordinate for off-course deviation early so gross
maneuvering is not required.
12.3.7. Holding. If holding is required, hold clean at the most fuel efficient altitude and
request a large holding pattern. Hold at endurance or performance manual recommended
holding speeds, conditions permitting.
12.4. Fuel Planning Procedures.
12.4.1. Prior to departure, the minimum planned landing fuel at the primary destination is the
greater of:
12.4.1.1. 18,000 lbs. or (T-2)
12.4.1.2. Required fuel reserve, fuel required to transit to alternate (if required),
contingency fuel, and any authorized identified extra fuel. (T-2)
12.4.2. Fuel Calculations. PICs verify the RRFL in the MC by ensuring all required planning
data is input into the MC. (T-2)
92 AFMAN11-2C-17V3 19 AUGUST 2024
12.4.2.1. If the MC calculates a destination fuel less than 18,000 lbs., generates an
INSUFFICIENT FUEL message, or in the PIC’s judgment, the RRFL is insufficient to
complete the mission, the PIC will:
12.4.2.1.1. Ensure the MC is properly programmed including any applicable drag
indexes/factors into the performance factors page. (T-2)
12.4.2.1.2. Contact the FM to identify and resolve discrepancies in fuel planning
calculations. The PIC is the ultimate authority for final fuel load.
12.4.3. When Actual Fuel Load exceeds the RRFL by more than 5,000 lbs., consider defueling
the aircraft to the RRFL if time and mission requirements permit.
12.4.4. Once airborne: Change each destination and rendezvous (RZ) alternate holding fuel
(LSK 4L) to 0+45 or 2+00 (if using holding in lieu of), and remove all ID extra except 2.2K
(fuel totalizer bias) and authorized tankered fuel to reflect the aircrew’s ability to use all, some
or none of the contingency fuel. If the MC generates an INSUFFICIENT FUEL message,
recheck flight plan/performance factors for accuracy. If the MC is accurate, consider divert
options and contact a FM.
12.5. Computer Flight Plan. Reference MAFPS folder on EFB for current examples and
descriptions.
12.6. Tactical Fuel Planning. Ensure low-level time and ground operations are accounted for
during tactical missions. (T-2)
12.7. AAR Fuel Planning.
12.7.1. Preflight Fuel Planning. Enter MC information IAW T.O. 1C-17A-1-2. Ensure that
UNID EXTRA and STORED fuel for any RZ is greater than or equal to 0.0.
12.7.2. In-flight Fuel Planning. For single and multiple AAR, PICs are responsible for
computing recovery fuel requirements, and required on-load requirements. (T-2) Reference
AFTTP 3-3.C-17 for AAR techniques.
AFMAN11-2C-17V3 19 AUGUST 2024 93
Chapter 13
AIR-TO-AIR REFUELING
13.1. General. This chapter establishes air refueling procedures and policy applicable to C-17
aircraft and aircrews and is in addition to those prescribed by the flight manual and other applicable
directives.
13.2. AAR Limitations.
13.2.1. Tanker Autopilot. Tanker pilots notify receiver pilots when any axis of the autopilot
is not used. If a tanker pilot or receiver pilot requires the tanker aircraft to fly autopilot-off for
training, the pilot flying the opposing aircraft will be qualified unless under the direct
supervision of an instructor (N/A for Formal Training Unit or upgrade training). (T-2) Verbal
notification and acknowledgement will take place between the tanker and receiver prior to
conducting autopilot-off refueling. (T-2)
13.2.2. AAR Without Tanker Disconnect Capability. Without tanker disconnect capability
means the boom operator cannot trigger an immediate disconnect. AAR will not be conducted
after a loss of tanker disconnect capability. (T-3) Exceptions: Fuel emergency or contingency
missions, Joint Chiefs of Staff alert (J-alert), and support missions under normal conditions
when refueling is essential for home base recovery, or for any real-world mission when
authorized. Do not accomplish any training, boom limit demonstrations, or practice emergency
separations. (T-2)
13.2.3. Manual Boom Latching (MBL) (also referred to as Emergency Boom Latching (EBL),
Override Boom Latching (OBL) and amplifier override). This is an emergency procedure.
Normal tanker disconnect capability and automatic disconnect limits are inoperative. Use of
this procedure must be authorized in the mission directive. (T-2) C-17s are not authorized to
conduct MBL training. Note: The boom operator and receiver pilot will coordinate all actions
as required by applicable directives and checklists when making AAR contacts using
emergency boom latching procedures. (T-2)
13.2.4. Reverse AAR procedures will be accomplished for operational necessity IAW T.O.
1C-17A-1. (T-2)
13.2.5. Practice Emergency Separations:
13.2.5.1. Follow “Breakaways” guidance in T.O. 1C-17A-1 and ATP-3.3.4.2.
13.2.5.2. Prior to the actual accomplishment of a practice emergency separation,
coordination between the tanker pilot, boom operator, and receiver pilot is mandatory.
Coordination will include when the separation occurs and who will give the command of
execution. (T-2) Pilots will verify the AAR system is not in override. (T-2) Tanker
disconnect capability must be verified by a boom operator initiated disconnect prior to
accomplishing the separation. (T-3) Tanker disconnect capability will not be verified on
the same contact as the practice emergency separation. (T-3) Note: Practice emergency
separations will terminate no lower than 500 feet below tanker altitude. (T-2)
13.2.6. Receiver AAR Training for Unqualified Receiver Pilots (includes first pilots, and
aircraft commanders refueling from the right seat). In-flight training will be accomplished
under direct IP supervision. (T-3) The following procedures apply:
94 AFMAN11-2C-17V3 19 AUGUST 2024
13.2.6.1. The receiver pilot informs and receives acknowledgment from the tanker of crew
qualifications and anticipated training. (T-3)
13.2.6.2. For receiver pilot initial qualification or requalification, the receiver
instructor/examiner pilot will be in one of the pilot seats with immediate access to the
controls through all phases of the refueling from the astern position until back to at least
100 feet in trail of the tanker. (T-2)
13.2.7. Planned changes of aircraft control should be accomplished from no closer than the
astern position. (T-2)
13.2.8. If a tanker or receiver seat change takes place, move back to at least 100 feet in trail of
the tanker and to a point where the receiver pilot can maintain visual contact with the tanker
until the seat change is complete. (T-2)
13.2.9. Tanker disconnect capability will be demonstrated by a boom operator initiated
disconnect before conducting a limit demonstration. (T-2) Tanker disconnect capability will
not be verified on the same contact as the limit demonstration. (T-2)
13.2.10. Weather Limitations.
13.2.10.1. Turbulence. Do not plan AAR if severe turbulence is forecast on the refueling
track. (T-2) Terminate refueling if moderate turbulence is encountered. (T-2)
13.2.10.2. Visibility. Do not close from 1 NM range (2 NM for receiver or tanker
formations) unless you have visual contact with the tankers. (T-2) Discontinue refueling
if in-flight visibility is insufficient to continue safe refueling operations. (T-2)
13.2.10.3. AAR alternate airfields must meet the criteria of AFMAN 11-202V3. (T-2)
13.2.11. NVG Use During AAR. Pilots may use NVGs during air refueling rendezvous to
acquire the tanker but must remove goggles no later than (NLT) 1 NM from the tanker. (T-3)
13.3. Receiver PIC Responsibilities.
13.3.1. Always obtain a stable, astern position (no closure or drifting back) prior to closing to
the contact position. (T-3). The astern position is approximately 50 feet aft and slightly below
the tanker boom nozzle.
13.3.2. Will ensure planned air refueling altitude is within aircraft formatting capability. (T-2)
13.3.3. Must receive permission from controlling authority (i.e., OG/CC, 618 AOC) prior to
accomplishing opportune AAR. (T-3)
13.3.4. Will not redistribute fuel to increase AAR onload rate. (T-2)
AFMAN11-2C-17V3 19 AUGUST 2024 95
Chapter 14
COMBAT MISSION PLANNING
14.1. General. This chapter provides general combat mission planning guidance for planners and
aircrews, standardizing procedures for planning, briefing, and reviewing all missions. Planners
and aircrews should reference AFTTP 3-3.C-17 for additional mission planning techniques. Pilots
will be given one full day of planning for missions employing low-level operations. (T-3)
Exception: Aircrews may perform low-level operations using mission planning cell or equivalent
developed charts and scenarios without a full day of mission planning when circumstances would
prevent sortie execution. Aircrews operating under this exception will add 30 minutes to their
sequence of events to accommodate a thorough low-level study on the day of the flight. (T-3)
14.2. Drop Zone (DZ) and ALZ Surveys. The AMC Zone Availability Report (ZAR) and AMC
Guidance Packages (formerly Digital Tactics Binder) are the approved sources for DZ and ALZ
surveys. (T-2) The ZAR is maintained by AMC Combat Operations Division-Tactics
(AMC/A3TW), and AMC Guidance Packages are maintained by 618 AOC.
14.3. Route Planning. To the maximum extent possible, crews should reference techniques in
AFTTP 3-3.C-17. Low-level flight will be planned using tactical corridors. (T-3) The standard
width for a tactical corridor is 3 NM. Tactical corridor width can vary from 1 NM minimum either
side of centerline, to as wide as desired. Corridors do not have to be symmetrical but must be
annotated on the chart. (T-3) The following altitudes are the minimum established for C-17
operations. FLIP/ICAO procedures, training considerations, terrain, or operational directives may
dictate higher altitudes.
14.3.1. Day VMC is 300 feet AGL, modified contour. (T-1) Fly modified contour by using
radar altimeter, HUD, and visual references. (T-2)
14.3.2. Night Enroute Altitude is an indicated altitude of 500 feet above the highest
obstruction to flight, within a tactical corridor. See example Figure 14.2. Note: If Digital
Terrain Elevation Data (DTED) is not available, Night Enroute Altitude will be calculated
using 400 feet plus one chart contour interval above the highest depicted terrain contour, if
higher. See Figure 14.1 for inherent chart errors. (T-1)
14.3.3. NVG Enroute Altitude.
14.3.3.1. Fly no lower than an indicated altitude of 500 feet above the highest spot terrain
(charted or DTED spot elevation) within a tactical corridor. (T-2) Note: If DTED is not
available, NVG Enroute Altitude will be calculated using 400 feet plus one chart contour
interval above the highest depicted terrain contour, if higher. See Figure 14.1 for inherent
chart errors. (T-1)
14.3.3.2. NLT 3 NM prior to any charted man-made obstacle within the NVG tactical
corridor, the aircrew must visually identify the obstacle. (T-2) If the obstacle is not
identified by 3 NM or lateral deconfliction cannot be ensured with navigational aids (i.e.,
mission computer Ground Reference Points, chart study, etc.) climb to 500 feet above the
obstacle until the aircrew confirms the aircraft is past the obstacle, or until the crew can
identify the obstacle and maintain well clear. (T-2)
96 AFMAN11-2C-17V3 19 AUGUST 2024
14.3.4. VFR Minimum Safe Altitude (VFR MSA). VFR MSA is an initial VFR altitude that
provides additional terrain and obstacle clearance while the aircrew analyzes situations that
require interruption of low-level operations (route disorientation and equipment malfunctions
or when either pilot leaves the seat during low-level operations, etc.). Plan VFR MSA at an
indicated altitude of 500 feet above the highest obstruction to flight, within 5 NM of route
centerline. Note: If DTED is not available, MSA will be calculated using 400 feet plus one
chart contour interval above the highest depicted terrain contour, if higher. An MSA will be
computed for each leg, route segment, or entire low-level route. See Figure 14.1 for inherent
chart errors. (T-2)
14.3.5. Minimum IFR Enroute Altitude.
14.3.5.1. Fly no lower than 1,000 feet (2,000 feet in mountainous terrain) above the highest
obstruction to flight within 4 NM of route centerline (10 NM outside the US unless 4 NM
authorized by MAJCOM/A3). (T-2) Round this altitude to the next 100-foot increment.
(T-2) Note: Mountainous terrain is defined in AFMAN 11-202V3.
14.3.5.2. Minimum altitudes for IFR operations in IMC within published Military Training
Routes (MTRs)/Special Use Airspace (SUAS) in US sovereign airspace or operational
Minimum Risk Routing (MRR) will be the computed leg minimum IFR Enroute Altitude
unless a higher altitude is required by FLIP AP/1B or SPINS. (T-2)
14.3.6. Emergency Route Abort Altitude (ERAA). ERAA is 1,000 feet (2,000 feet in
mountainous terrain) above the highest obstruction to flight within 22 NMs of planned route
centerline.
14.3.6.1. Several ERAAs may be computed for route segments transiting significant
terrain differentials or a single ERAA may be computed for the entire low-level route.
14.3.6.2. Climbing to ERAA may put the aircraft or formation in a controlled (i.e., IFR)
altitude structure and require coordination with Air Traffic Control agencies.
14.3.7. ANP 1.0 or less is required to fly lower than MSA at night. (T-2) ANP 0.3 is required
to fly tactical corridors less than 3 NM left and right of centerline at night. (T-2) In the event
of suspected GPS degradation, crews may continue in a tactical corridor smaller than 3 NM
either side of centerline so long as centerline can be identified via formation position and/or
ground reference.
14.3.8. Obstruction to flight is defined as man-made obstacle, terrain feature, charted spot
elevation, or DTED spot elevation.
14.3.9. DTED information may be used but is not required in determining low-level altitudes.
14.3.10. Fly other than Day VMC (modified contour) altitudes or escape maneuvers with
reference to the barometric altimeter, using the radar altimeter as backup. (T-2)
14.3.11. If the altitude for the next leg is higher than the current leg altitude, complete climbs
before the turn point. If the altitude for the next leg is lower, do not initiate descent until after
the turn point. (T-2)
14.3.12. Legs may be segmented to allow flight closer to the ground. Once the obstruction is
visually identified and the aircraft can maintain well clear, the crew may descend to the next
segmented altitude, if lower.
AFMAN11-2C-17V3 19 AUGUST 2024 97
Figure 14.1. Inherent Chart Errors.
Warning: Aeronautical charts do not depict man-made obstacles less than 200
feet AGL or a change in terrain until it exceeds the chart contour interval. The
worst situation would occur if a 199-foot tower sat on terrain with an elevation
just below the next higher contour. For a TPC (1:500,000) with a contour
interval of 500 feet, this results in an uncharted obstacle existing 698 feet above
charted terrain. Additionally, the highest spot elevation on any given leg may
not be the highest terrain as in the case of gradually rising elevations. Planners
will ensure accurate terrain analysis by evaluating both spot elevations and the
highest contour level. (T-2)
Caution: Some charts may depict terrain and obstacle altitudes in meters
versus feet (e.g., JOG and TLM charts in some areas of the world).
98 AFMAN11-2C-17V3 19 AUGUST 2024
Figure 14.2. Night VMC Enroute Altitude.
14.3.13. Temperature Correction. For all low-level operations, temperature corrections will
be applied to the minimum IFR, VMC night and NVG altitudes. (T-2) Apply corrections IAW
the temperature correction chart provided in the Flight Information Handbook (FIH) to ensure
adequate obstacle clearance. (T-2) Add the values derived from the FIH temperature
correction chart to the IMC and Night minimum enroute altitudes whenever the outside air
temperature is 32°F/0°C or below. (T-2)
14.4. Peacetime Route Restrictions. In addition to restrictions in AFMAN 11-202V3, specific
country or theater of operations publications, and FLIP area planning, routes should not be planned
or flown:
14.4.1. With less than 1 NM of separation (3 NMs when in excess of 250 Knots Calibrated
Airspeed (KCAS)) when below 2000 feet AGL from known sensitive environmental areas
(i.e., hospitals, fish hatcheries, large poultry complexes, recreation areas, institutions, etc.).
14.4.2. With less than 3 NMs of separation from prohibited airspace.
14.4.3. With less than 3 NMs of separation from nuclear power plants.
14.4.4. Through Restricted airspace without clearance.
14.4.5. Below 1,000 feet AGL within a 2,000-foot radius over cities or towns shown as
magenta shaded areas on 1:500,000 (TPC) scale charts, in addition to the restrictions in
AFMAN 11-202V3.
14.4.6. Over or through active live fire or impact areas that may not be specifically designated
as Prohibited or Restricted areas.
14.4.7. Below 500 feet AGL unless:
AFMAN11-2C-17V3 19 AUGUST 2024 99
14.4.7.1. Host nation rules specifically allow such VFR operations.

14.4.7.2. Routes or training areas have been environmentally assessed and surveyed for
operations at 300 feet AGL. This restriction does not apply to one-time-use routes. Consult
FLIP AP/1B for published Military Training Route restrictions.
14.5. Navigation Chart Preparation. Low-level navigation charts will be updated and
annotated with the most recent Vector Vertical Obstruction Data (VVOD) or supplement. (T-2)
In no case will VVOD coverage be less than 22 NMs either side of the entire planned route
centerline. (T-2) Crews may trim charts to no less than 10 NMs of the planned route centerline
after establishing the emergency safe altitude (ESA). Caution: 1:50,000 and smaller scale maps
do not depict aeronautical information, may not show man-made obstacles, and are rarely updated
through the VVOD.
14.5.1. Chart Annotation. Individual chart annotations will have, as a minimum, turn points,
initial point (IP), objective area, course line, navigation information, VVOD data and date,
ERAA and chart series/date. (T-2) Reference AFTTP 3-3.C-17 for standard chart techniques.
14.5.2. Digital or paper low-level navigation charts are approved for use.
14.6. Route Study. Crew route study is mandatory before accomplishing flight in the low-level
environment. The route study will include, at a minimum:
14.6.1. Route overview.
14.6.2. Obstacles/obstructions along the planned route.
14.6.3. Leg information (e.g., course, altitudes, and controlling obstacles).
14.6.4. Low-level hazards and mitigation.
14.6.5. Terrain features.
14.6.6. Individual crewmember responsibilities/duties.
14.6.7. Discussion of any airspace restrictions.
14.6.8. ERAA controlling obstacle and location.
14.7. Airlift Support Forces Coordination. Ensure coordination is complete with airlift and
supporting forces. (T-2)
14.8. Briefings. The PIC will ensure all applicable briefings and de-briefings are completed for
each mission. (T-2) Brief applicable items in sufficient detail to ensure a clear understanding of
mission objectives and procedures. The PIC is responsible for ensuring all crewmembers are
briefed on applicable mission items. (T-2)
100 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 15
MISSION EMPLOYMENT/TACTICAL PROCEDURES
15.1. Tactical Checklists. Initiate the Combat Entry Checklist so it is completed prior to entering
the combat area. Execute the Combat Exit Checklist after vacating the combat area. These
checklists will be executed for all airdrop and tactical airland missions. (T-2)
15.1.1. As a minimum, the PF, PM and primary LM will remain on interphone from initiation
of the Combat Entry Checklist until completion of the Combat Exit Checklist, unless crew
duties require otherwise. (T-2)
15.1.2. Personnel performing duties requiring them to be mobile in the cargo compartment
during airdrop, low-level operations, or threat environments will wear protective headgear.
(T-2) All other personnel in the cargo compartment will be seated with seat belts fastened.
(T-2)
15.1.3. During accomplishment of tactical checklists, do not change IFF or CALLSIGN X
until appropriate FIR boundaries have been transited, or as directed by ATC. (T-2)
15.2. Tactical Descents, Arrivals and Departures.
15.2.1. Formation tactical descents are limited to VMC, 3-ship formations and a minimum of
6,000-foot spacing between aircraft. (T-2)
15.2.2. Unless operational necessity dictates, limit tactical descents to comply with all
required airspace speed restrictions except as directed by T.O. 1C-17A-1 (i.e., 250 KIAS below
10,000 feet). (T-2)
15.3. Ground Operations.
15.3.1. NVG Taxi/Backing. Pilots may taxi using NVGs on airfields without lights (blacked
out) or equipped with overt or covert lights. If taxiing or accomplishing ground operations on
blacked out taxiways/runways/ramps, the PIC will ensure aircraft or environmental lighting
provides for clear definition of taxiway/runway/ramp edge. (T-2) Comply with all taxi
restrictions in Chapter 5 and the ASRR. The LM may provide the pilot with directions to taxi
the aircraft while using NVGs.
15.3.2. Engine Running Onload and Offload (ERO) Procedures. Do not use troop doors.
(T-2) Do not onload or offload through the crew entrance door and cargo ramp/door at the
same time unless both doors are directly supervised by a C-17A qualified pilot/loadmaster.
(T-2) If a combat offload is to be accomplished before offloading vehicles, do not remove
restraint until after the combat offload is completed. (T-2) When EROs are accomplished
through the cargo ramp and door, place engines in reverse idle prior to the pilot giving
clearance for offload/onload operations. (T-2) If a TR will not extend, consideration should
be given to shutting down the affected engine. With exception of small arms ammunition
(Division 1.4), do not ERO explosive cargo unless authorized in the JA/ATT, exercise,
operation or contingency air tasking order, SPINS, etc. (T-2)
15.3.2.1. Do not release vehicle parking brakes until all restraint is removed and cleared
by the loadmaster. (T-2)
AFMAN11-2C-17V3 19 AUGUST 2024 101
15.3.2.2. Personnel to be offloaded will be briefed to secure their baggage aboard vehicles
(when conditions allow). (T-2)
15.3.2.3. Vehicles and all personnel exiting via the ramp will proceed directly aft of the
aircraft at least 25 feet before turning and/or at least 200 feet before stopping. (T-2)
15.3.2.4. The loadmaster directs all onload and offload operations using briefed signals.
Other qualified personnel (Contingency Response Group (CRG) loadmaster, aerial port
member, etc.) may perform these duties; however, the primary loadmaster retains overall
responsibility for the operation. Passengers should be escorted (CRG, Aerial Port, airfield
control personnel, etc.) when enplaning or deplaning. Deplane passengers before removing
cargo and enplane after loading cargo unless cargo size and location dictates otherwise.
(T-2)
15.3.2.5. Load Data. The loadmaster may use the load plan total weight and load center
of balance for entry on the DD Form 365-4 provided these procedures are followed:
15.3.2.5.1. The load plan data will be checked by a qualified load plan validator (i.e.,
aircraft loadmaster, CRG loadmaster, aerial port specialist, or any individual who has
completed the AMC Affiliation Program Airlift Planners Course). (T-2)
15.3.2.5.2. If downloading to an empty aircraft, a DD Form 365-4 is not required for
the subsequent sortie.
15.3.2.6. Crew Entrance Door ERO Procedures. The PIC may approve the offload or
onload of personnel and small cargo through the crew entrance door. In this instance, the
throttles may be positioned to idle or reverse idle. Deplane the loadmaster to assure safety
of deplaning/enplaning of personnel. (T-2)
15.3.2.7. Reduced Lighting EROs. Reduced lighting EROs must be accomplished with
red/NVIS (overt) lighting in the cargo compartment sufficient to permit MHE drivers to
see marshaller’s signals and safely position MHE. (T-2) Dimming rheostat will be set to
minimum amount of lighting to accomplish LM duties. (T-2) Marshallers will not use
NVGs to position MHE within 25 feet of the aircraft for on/offloading operations. (T-2)
MHE operators may utilize NVGs to the final parking position for situational awareness.
LMs may use NVGs to maintain situational awareness behind the aircraft before and after
actual loading.
15.3.3. Combat Offload Procedures. On operational missions, the controlling MAJCOM/A3
or Director of Mobility Forces (DIRMOBFOR) may authorize combat offloads when
conditions warrant. OG/CC may approve combat offloads on training missions following a
thorough risk assessment.
15.3.3.1. Many explosive items have specific “drop criteria” that, if exceeded, render the
item useless or dangerous to the user. Small arms ammunition (Division 1.4) and all other
Class 1 cargo rigged for airdrop (i.e., with cushioning material), may be combat offloaded.
All other Class 1 cargo will not be combat offloaded, unless specifically directed by the
approving authority. (T-2)
15.3.3.2. Excessively rough, sharply undulating or battle-damaged surfaces may cause
damage to the aircraft during combat offload operations. Reducing forward taxi speed on
these surfaces reduces aircraft oscillation. The PIC is responsible for ensuring the offload
102 AFMAN11-2C-17V3 19 AUGUST 2024
area permits the offload operation to be conducted without damage to the aircraft. The PIC
is ultimately responsible for ensuring the area in front and behind the aircraft is clear during
the operation. The loadmaster ensures the area behind the aircraft is well clear of anything
which may be damaged due to engine exhaust blast. To combat offload, a surface of at
least 1,000 feet is required; however, 1,500 feet is desired to provide a margin of safety.
(T-2)
15.3.3.3. Ensure the crew rest window to the cargo compartment is clear of obstructions
for combat offload operations. (T-2)
15.3.3.4. If ground personnel are present, the crew will ensure the individuals are
contacted to ensure no one disrupts the operation. (T-2)
15.3.3.5. If combat offloading to an empty aircraft, a DD Form 365-4 is not required for
the subsequent sortie.
15.3.3.6. NVG Combat Offloads. Pilots may accomplish Combat Offloads on NVGs at
airfield light levels down to and including blacked out, provided aircraft or airfield lighting
permit clear definition of taxiway/runway/ramp edges. Loadmasters may accomplish
Combat Offloads on NVGs with Red/NVIS (overt) or IR (covert) cargo compartment
lighting set at minimum levels to perform loadmaster duties safely. Blacked out (no-light)
operations in the cargo compartment are not authorized. (T-2)
15.4. Emergency Airlift of Personnel. Use these procedures for noncombatant evacuation and
combat loading of personnel when directed by the controlling combatant commander,
MAJCOM/A3, or DIRMOBFOR. Refer to AFTTP 3-3.C-17 for expanded guidance. Airlift of
this nature is normally accomplished without the use of individual seats, seat belts, or litter
stanchions. Emergency Oxygen sources are not available. For mission planning purposes, an
estimated 300 personnel can be seated on the main floor and 50 on the ramp. The actual number
of personnel may exceed this depending on their size, amount of baggage/equipment carried, and
the number of tiedown straps onboard the aircraft. Mission planners should update planning
factors for extended operations. Prior to departure for operations, ensure tiedown straps are fully
stocked and consider carrying extra straps if available.
15.4.1. The following methods are recommended to maximize the number of personnel that
can be carried:
15.4.1.1. Seat passengers in sidewall seats first and then facing forward on the cargo floor
or ramp in lateral rows. Consider reserving the use of sidewall seats for passengers with
special needs (elderly, pregnant, wheelchair bound, small children, etc.).
15.4.1.2. Attach the hook end of cargo straps to tiedown rings in rows A and G. After
personnel are seated, route straps laterally across their legs and secure ratchet end of straps
to the tiedown ring in row D. Use caution as overtightening the strap restricts blood
circulation in the legs of passengers.
15.4.1.3. Combat troops may sit on rucksacks secured with tie-down straps or individual
restraint device (last-resort belt) clipped into tiedown rings. If rucks are worn on backs
and equipped with a quick-release strap, brief troops to leave their rucks on the aircraft in
the event of an emergency.
AFMAN11-2C-17V3 19 AUGUST 2024 103
15.4.1.4. If possible, secure baggage separately, either palletized or stacked/secured on the

ramp.
15.4.2. The maximum altitude for emergency airlift will not exceed FL250. (T-2)
15.4.3. Outboard toes should be stowed after loading.
15.4.4. Consider adding additional emergency equipment, fleet service supplies and cargo
straps.
15.4.5. For floor loading of litter patients, refer to AFMAN 11-2AEV3 Addenda-A,
Aeromedical Evacuation Operations Configuration/Mission Planning.
104 AFMAN11-2C-17V3 19 AUGUST 2024
Chapter 16
AIRCRAFT FORMATION
16.1. General. Formation procedures will be conducted IAW this chapter and T.O. 1C-17A-1.
(T-2) Aircrews will follow formation standards described in AFTTP 3-3.C-17 unless otherwise
briefed. (T-2) Consider safety, aircrew capability, proficiency, survivability and user requirements
when planning any formation.
16.1.1. Vortices generated during departure, airdrop, and recovery can be significant in size,
duration, and velocity. Due to the potential hazards, aircrews should be aware of their
existence and attempt to avoid them.
16.1.2. Aircraft may alter position slightly to avoid vortices from preceding aircraft.
16.1.3. References to “SKE” in this publication apply to all forms of Station Keeping
Equipment and Formation Flying System (SKE/FFS).
16.1.4. Buddy/Enroute Cell Departure Procedures are approved for C-17A crewmembers
qualified in formation departures. Ensure a thorough pre-briefing is conducted with the tanker
lead (e.g., speeds, vertical profile, rejoin coordination, etc.) prior to execution.
16.2. Specified Times. The mission commander determines the sequence of events and mission
times based on Air Tasking Order, Fragmentary Order (FRAG), planning, staff input, fuel
requirements, passenger/jumper comfort, taxi distances, briefing requirements, etc.
16.3. Weather Minimums.
16.3.1. Takeoff. Takeoff minimums are no lower than 200-foot ceiling and one-half mile
visibility (RVR 2400). (T-2) If the departure ceiling or visibility is below published approach
minimums, the formation may takeoff if the requirements for a departure alternate (IAW
AFMAN 11-202V3_AMCSUP) are met. (T-1)
16.3.2. Landing. Landing minimums are the published minimums for the airport navigation
aid used, but no lower than 200-foot ceiling and one half-mile visibility. Note: Formation
NVG landing minimums are in accordance with Chapter 6, NVG Approach and Landing.
16.4. Ground Operations. The minimum taxi interval is one aircraft length. (T-2) Lead may
increase the taxi interval if circumstances dictate.
16.5. Takeoff. For takeoff, aircraft taxi onto the runway individually. The takeoff EPR rating
(i.e., DRT or MAX) will be briefed and all aircraft will take off with the same EPR rating. (T-2)
16.5.1. The minimum takeoff interval is 30 seconds. (T-2) It is possible at high power settings
to cause a FOD hazard to following aircraft, so plan departure spacing accordingly. Begin
timing for takeoff interval when the preceding aircraft starts its takeoff roll.
16.5.2. For aborts during takeoff, a briefed crewmember immediately transmits position
number aborting three times on interplane frequency (e.g., “BASCO 70, number two aborting,
number two aborting, number two aborting.”). The PM transmits the same abort call on
runway controlling frequency (after completing emergency procedures requiring immediate
action). The aborting aircraft clears the runway as safety allows. Succeeding aircraft, if not
AFMAN11-2C-17V3 19 AUGUST 2024 105
on takeoff roll, hold until the runway is clear, and a new takeoff clearance is obtained. Any
aircraft on takeoff roll will abort their takeoff. (T-1)
16.6. Bank Angles, Airspeeds, and Rates of Ascent/Descent. Standard airspeeds and rates of
ascent/descent are depicted in AFTTP 3-3.C-17. These standards will be followed unless otherwise
briefed. (T-2) Lead should select MIN/20 degrees of bank when using SKE. Element leads should
select NORM/20 for turn rate and bank angle on the AFCS panel when flying SKE.
16.7. Radio Discipline. Limit transmissions to those required for safety or control of the
formation. Note: HAVE QUICK and secure communications should be used when available.
16.8. Airborne Aborts (Departure, Enroute and Element Lead Abort). Any aircraft that
cannot maintain formation position will notify lead of the nature of the emergency and intentions.
(T-2) If the emergency does not permit maintaining position until an individual clearance is
obtained, establish a safe heading away from the formation and maintain visual or SKE contact.
If unable to maintain visual or use SKE, the use of air to air (A/A) TACAN, TCAS, or radar skin
paint may aid in maintaining separation from the formation. After departing the formation, the
aborting aircraft will climb or descend out of the formation altitude prior to maneuvering across
the flight path of the formation. (T-2)
16.8.1. Departure. Aircraft aborting during assembly will execute the briefed emergency
procedures, hold clear of departing traffic, maintain VMC if possible, notify lead, and contact
the appropriate controlling agency. (T-2) If possible, the aborting aircraft remains clear of the
formation until a landing can be made without interfering with the remainder of the departing
formation.
16.8.2. Enroute. Aircraft that abort after assembly turn away from the formation and, with
mission commander’s concurrence, may proceed to a suitable recovery airfield or rejoin at the
end of the formation.
16.8.3. Element Lead. If an element lead aborts the formation, the second aircraft of that
element moves to the element lead position. (T-2) If a formation is flying a three-ship element,
aircraft within the element may move up to maintain a two-ship element. For SKE formations,
the appropriate follower aircraft select the new lead, positively identify the new leader on the
SKE MFD, reset cross-track and range as required. (T-2)
16.9. Visual Procedures. Visual formation geometry is driven by the tactical situation, which is
determined by the threat environment, terrain, mission requirements and other factors. For a
complete description of visual geometries reference AFTTP 3-3.C-17. Choose the geometry that
gives the best tactical advantage. Different formation geometries may be required through the
course of the mission. Flight leadership is critical to the success of these tactics.
16.9.1. Departure and Assembly. After crossing the field boundary, wingmen adhere to air
traffic control requirements and close to enroute position. Lead maintains assembly airspeed,
until briefed acceleration time/point.
16.9.2. Late Take Off. Aircraft joining a formation enroute contact lead and rejoin as
briefed/directed. The rejoining aircraft will remain at least 500 feet above or below the
formation until the formation is in sight and cleared to rejoin. (T-2)
16.9.3. Enroute Procedures:
106 AFMAN11-2C-17V3 19 AUGUST 2024
16.9.3.1. Spacing. Plan a minimum of 2,000-foot spacing within each element and 12,000
feet between elements. (T-2)
16.9.3.2. Minimum Altitude.
16.9.3.2.1. Day VMC. Formation lead flies modified contour by using radar altimeter,
HUD, and visual references. (T-2) Element leads/wingmen use a combination of the
above and reference to other aircraft. (T-2)
16.9.3.2.2. Night VMC. Formation lead maintains altitude by reference to the
barometric altimeter. (T-2) Element leads/wingmen use a combination of barometric
altimeter and reference to other aircraft. (T-2)
16.9.3.3. Airspeed. Leads announce unplanned airspeed changes greater than 10 knots.
(T-2)
16.9.3.4. Inadvertent weather penetration (IWP). Formation lead must take necessary
actions to not operate a VFR formation into IMC conditions. (T-2) If clouds and/or areas
of poor visibility are inadvertently entered by a formation operating under VFR, the
primary concern of the formation lead is to provide safe aircraft separation and terrain
clearance. Wingmen immediately notify lead of deteriorating visual conditions if they
occur. (T-2) Terminate these procedures if the entire formation attains VMC, terrain
clearance, and positive separation from other formation aircraft. (T-2)
16.9.3.4.1. It may be necessary to modify these procedures due to formation
geometries other than visual in-trail, terrain, airspace restrictions, etc. Inadvertent
weather penetration in mountainous terrain using these procedures may be hazardous.
Mission planners should brief procedures that best suit the situation.
16.9.3.4.2. The following procedures are for emergency use and do not constitute
authority to violate AFMAN 11-202V3 or Federal Aviation Regulations (FARs).
Formation lead must take all practical measures to avoid entering controlled airspace
without clearance. (T-2) Attempt to avoid leveling at IFR altitudes to minimize the
possible conflict with IFR traffic.
16.9.3.4.3. IWP with SKE. Immediately upon penetrating the weather, formation lead
announces, “XXXX flight, execute inadvertent weather penetration with SKE now,
base altitude XXXX, base heading XXXX, base airspeed XXXX. Acknowledge.”
(T-2) The formation then climbs to a base altitude at or above the ESA for the route.
(T-2) Climb at cruise speed and 1,000 feet per minute. (T-2) After the element
wingmen establish a 1,000 feet per minute climb, set AFCS mode select to SKE, set
cross-track to 1,000 feet left or right as appropriate while maintaining current
separation. (T-2) When level at the base altitude, lead announces “assume SKE interval
now.” (T-2) At this command, followers select appropriate SKE in-trail interval in the
along track (LTRK) and drift back to establish appropriate SKE in-trail interval. (T-2)
Once established in appropriate SKE in-trail interval, select appropriate SKE cross
track (XTRK). (T-2) If visual conditions cannot be promptly reestablished, lead
contacts ATC for IFR clearance; declare an emergency if necessary. (T-2) Note: This
procedure is only used if SKE was tested, all formation aircraft have SKE in Transmit
(XMIT), SKE is operable, and no SKE cautions and warnings.
AFMAN11-2C-17V3 19 AUGUST 2024 107
16.9.3.4.4. IWP without SKE. Immediately upon penetrating the weather, formation
lead announces, “XXXX flight, execute inadvertent weather penetration without SKE
now, base altitude XXXX, base heading XXXX, base airspeed XXXX.
Acknowledge.” (T-2) The formation climbs to a base altitude at or above the ESA for
the route. (T-2) Climb at cruise speed and 1,000 feet per minute. (T-2) After the
element wingmen establish a 1,000 feet per minute climb, #2 turns right using 30
degrees of bank to a heading 30 degrees from the base heading, #3 turns left using 30
degrees of bank to a heading 30 degrees from the base heading. (T-2) They maintain
these divergent headings (once rolled out) for 30 seconds before resuming base
heading. (T-2) The use of A/A TACAN, TCAS, or radar skin paint may aid in
maintaining separation from other members of the formation. The last element in the
formation occupies the base altitude. (T-2) All other elements stack 1000 feet higher
than the following element, with the first element occupying the highest altitude. (T-2)
Do not change base heading while in IMC unless required for terrain clearance or to
avoid controlled airspace. (T-2) If visual conditions cannot be promptly reestablished,
lead contacts ATC for IFR clearance; declare an emergency if necessary. (T-2)
16.9.4. Recovery. If aircraft weights differ significantly, the heaviest aircraft dictates the
speeds flown. Aircraft will not descend below preceding aircraft during the recovery. (T-2)
16.9.5. Formation Landings. All aircraft land on runway centerline with the same flap detent
setting. (T-3) Exception: Last aircraft in formation may use a higher flap setting. Continue
to runway exit point without stopping in any position that would prevent succeeding aircraft
from clearing the runway. (T-2) The minimum landing interval is 45 seconds (60 seconds
desired). (T-2) Extend the interval as necessary for icy runway conditions, short/narrow
runways, or other adverse conditions. (T-2)
16.9.5.1. Aircraft will not perform touch-and-go landings out of formation recoveries.
(T-3)
16.9.5.2. Aircraft may perform GOATs for training provided it is pre-briefed, does not
negatively affect the formation recovery, and all preceding formation aircraft are clear of
the runway.
16.9.6. Lead Changes. To accomplish a visual lead change, the leader signals or commands
the lead change (if it does not occur at a briefed point). (T-3) The aborting leader maneuvers
in the safest direction to assume the new position.
16.9.7. SKE. Use during visual formation. Except for SKE out during visual training, SKE
should be available to the max extent possible while flying visual procedures.
16.9.7.1. During visual procedures, aircrew will set “PROX WARN” to 1000 (1500 if in
personnel spacing). (T-2)
16.9.7.2. Aircraft should select “wingman” and “AR MODE: Yes” on the SKE SETUP
page.
16.10. SKE Procedures. Note: When in actual IMC, aircrews should be prepared to use an
alternate method of identifying other aircraft in the formation (i.e., A/A TACAN, TCAS, and radar
skin paint) in case of a SKE malfunction.
108 AFMAN11-2C-17V3 19 AUGUST 2024
16.10.1. During SKE procedures, aircrew will set “PROX WARN” to 2000 (1500 if in
personnel spacing) and AR MODE to “yes”. (T-2)
16.10.2. Flight Command Indicator (FCI). Element leaders should transmit FCIs prior to
turns. If FCIs are not received prior to turns, wingman SKE XTRK/LTRK positioning is not
affected; FCIs are fundamentally used for situational awareness. Do not delay turns in order
to send FCIs. FCIs may be sent after a lead has initiated a turn for additional situational
awareness.
16.10.3. Departure and Assembly. After takeoff each aircraft flies an independent departure,
(e.g., climb out instructions or SID), while maintaining formation integrity using the PPI until
all aircraft attain formation position or the departure is accomplished, whichever occurs first.
16.10.4. Enroute Procedures. Wingmen maintain position with SKE selected for thrust and
roll flight director guidance. Wingmen periodically crosscheck deviation indicators and the
PPI SKE format. The primary altitude reference is the aircraft barometric altimeter.
16.10.4.1. Climb and Descent. Use the Vertical Deviation Indicator (VDI) to monitor the
selected lead’s altitude during climb or descent. (T-3) Wingmen report significant altitude
deviations to lead. (T-3)
16.10.4.2. Airspeed Changes. Lead signals or announces all changes of 10 knots or greater
from the established base airspeed. (T-3)
16.10.4.3. Domestic Reduced Vertical Separation Minimum (DRVSM). RVSM
separation standards may be applied to formation flights consisting of all RVSM-compliant
aircraft operating in DRVSM airspace. Note: DRVSM airspace includes the airspace of
the lower 48 states of the United States, Alaska, Atlantic and Gulf of Mexico High Offshore
Airspace, and the San Juan FIR between FL290-410 (inclusive).
16.10.4.3.1. RVSM formation flights may file for a single altitude if all formation
aircraft fly the assigned altitude, either offset laterally from each other or in trail.
16.10.4.3.2. RVSM formation flights requiring multiple altitudes should request an
altitude block. Air traffic control may then apply RVSM separation standards between
this altitude block and other RVSM aircraft (e.g., an RVSM formation flight is assigned
FL320-330; ATC assigns other RVSM aircraft at FL310 and FL340).
16.10.4.3.3. RVSM formation aircraft must use their automatic altitude control system
to maintain the assigned altitude. (T-2) Aircraft maneuvering within an altitude block
must ensure they do not exceed the vertical boundaries of the block by utilizing the
aircraft altitude alerting system, altitude capture function (if installed) and automatic
altitude control system. (T-2) If unable to maintain autopilot in vertical axis notify
ATC of non-compliance with RVSM. (T-2)
16.10.4.3.4. Formation flights which do not consist of all RVSM aircraft will continue
to be considered non-RVSM compliant and will have 2,000-foot vertical separation
standards applied in DRVSM airspace. (T-2) In addition, aircraft formations
conducting aerial refueling will continue to be considered non-RVSM compliant,
regardless of the participating aircraft’s single-ship status. (T-2)
16.10.5. Enroute Spacing.
AFMAN11-2C-17V3 19 AUGUST 2024 109
16.10.5.1. Wingman. The second and third aircraft of each element maintain a minimum
of 4,000 and 8,000-foot spacing, respectively, from their element lead. (T-2) Maintain
spacing with reference to the element lead to reduce telescoping effects. (T-2) The
minimum offset distance is 500 feet right for the #2 aircraft, and 500 feet left for the #3
aircraft. See example Figure 16.1. (T-2)
Figure 16.1. Standard SKE Enroute Formation.
16.10.5.2. Element lead. Each element lead maintains a minimum of 12,000-foot

separation from the preceding element lead, stacks up 100 feet, and maintains “R0” cross-
track separation. (T-2)
16.10.5.3. Long Missions. During long missions, mission commanders may extend
enroute spacing and/or cross track to reduce fatigue, as required. (T-3)
16.10.5.4. Position errors. Formation aircraft detecting a significant position error
immediately notify the offending aircraft to determine if the error is known. The offending
aircraft immediately confirms or establishes position by other available means. (T-2)
16.10.6. Loss of SKE.
16.10.6.1. Single aircraft. Any aircraft that loses SKE notifies lead immediately. (T-2) If
IMC, establish a safe heading away from the formation. (T-2) If last aircraft in the
formation loses SKE, an airspeed reduction may be used to obtain immediate separation.
Lead coordinates a separate IFR clearance for the malfunctioning aircraft as needed. (T-2)
16.10.6.2. Entire formation. If the entire formation loses SKE, attempt to correct the
malfunction by changing the selected lead, provided an alternate means of maintaining
formation position is being used (A/A TACAN, weather radar skin paint, radar beacon,
TCAS). If the entire formation loses SKE and is unable to correct the malfunction or
transition to a visual formation, execute inadvertent weather penetration without SKE
procedures. (T-2)
110 AFMAN11-2C-17V3 19 AUGUST 2024
16.10.7. Lead Change. The aborting lead commands the lead change and the new lead
acknowledges receipt of this command. (T-2) If briefed, the change may be accomplished
silently at a planned point or time. Do not accomplish lead changes in turns or descents. (T-2)
16.10.7.1. In IMC, the aborting lead turns 30 degrees away from base heading in the safest
and most logical direction until at least 1 NM from the formation. Reset appropriate
crosstrack, range, and lead number. Drift back to rejoin at the end of the formation. If
VMC, the aborting lead may join at a coordinated position within the formation. (T-2)
16.10.7.2. Wingmen select the new lead and reset crosstrack and range as required. (T-2)
16.10.7.3. New lead completes an FCI check. (T-2)
16.10.8. Recoveries. If recovering a large SKE formation and the planned approach is not a
straight-in, obtain a minimum of five minutes separation between sections of six or less aircraft
prior to reaching the recovery base. (T-2) Ensure the airspace is available for each section of
six or less to hold upon arrival at the recovery base if immediate landing is not possible. (T-2)
If aircraft weights differ significantly, the heaviest aircraft dictates the speeds flown. (T-2)
The formation may proceed visually to the field for a visual recovery, maintain SKE spacing
and assume SKE in-line formation procedures, fly ATC locally approved SKE approach, or
break up for individual approaches.
16.10.8.1. Instrument approaches.
16.10.8.1.1. Do not fly 45/180 procedure ground tracks. (T-2)
16.10.8.1.2. Holding Pattern, Holding Pattern in Lieu of Procedure Turn, or Procedure
Turn pattern entry will be within 70 degrees of the published inbound course on the
non-maneuvering side or within 20 degrees on the maneuvering side and a minimum
of 1,000 feet above procedure turn or Ground Controller Approach (GCA) pickup
altitude. (T-1) Do not enter from the quadrant requiring a turn to the non-maneuvering
side. Request 2-minute holding legs with more than 3 aircraft in formation. Caution:
In a non-radar environment or uncontrolled airspace, lead should consider increasing
the formation’s minimum altitude to ensure terrain/obstacle avoidance.
16.10.8.1.3. Lead signals the turn outbound over the IAF with the FCI at station
passage. Wingmen delay the turn outbound based on SKE timing, maintain formation
interval, and complete the approach in accordance with AFMAN 11-202V3. Formation
lead ensures all aircraft stay in the “remain within” distance for the approach or
coordinate with ATC for additional airspace. (T-2)
16.10.9. Landing. Minimum landing interval is 10,000 feet (12,000 feet desired). (T-2)
16.10.10. Missed Approach. Aircraft executing a missed approach fly the published or
directed procedure. (T-2) If weather at the airfield is reported below minimums after the
approach is started, the formation executes a missed approach, maintaining 160 KCAS (or
minimum flap retract, whichever is higher) and approach separation. (T-2) Formation lead
requests individual approaches, if possible. Coordinate for holding if required. In a radar
environment, give the controlling agency the order in which aircraft are to depart the flight.
(T-2) If individual approaches cannot be obtained or approach control is not available, the
formation proceeds to an alternate airfield. (T-2)
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16.11. Formation Air Refueling Procedures. The procedures contained in this section cover
only the most common receiver/tanker formations and do not cover all possible situations. The
procedures contained in this section do not relieve the mission commander and section lead of the
responsibility to thoroughly plan and brief these procedures and cover all possible combinations.
All AAR operations will be accomplished IAW T.O. 1C-17A-1, and ATP-3.3.4.2. (T-2) Note:
The lead tanker is responsible for navigation of the entire formation (both tanker and receiver
aircraft) from rendezvous through the end of air refueling operations. (T-2)
16.11.1. Briefing. The lead receiver PIC briefs all PICs within the receiver cell. This briefing
will be in sufficient detail to cover all phases of cell operations. (T-2)
16.11.2. Aircraft will have operable SKE for formation air refueling flights. (T-3) If weather
(WX) radar is inoperative, TCAS must be operational. (T-3)
16.11.3. During refueling, receivers address themselves as “Receiver 1” (R1), “Receiver 2”
(R2), and “Receiver 3” (R3). (T-2) Address the individual tankers as “Tanker 1” (T1), “Tanker
2” (T2), etc. (T-2)
16.11.4. Rendezvous Procedures: R1 keeps heading and airspeed changes to a minimum
during transitions to or from AR Echelon. (T-2) When 3 receivers are maneuvering to AR
echelon, R1 has the option prior to the AR Echelon call to direct R3 to assume AR position.
R3 selects R2 as their LEAD and change LTRK/XTRK to 4000/R500 or in-line as required for
turns. R3 reports when established in AR position. (T-2) If R3 has not reported in “AR
position” prior to the AR Echelon call, R2 maneuvers based on established procedures and
does not select 3000/R5000 until approaching echelon position. (T-2) This option may be
briefed to occur at a specific time and/or geographical location.
16.11.5. Emergency Actions: Upon losing all contact with the tanker lead or the respective
tanker, or if unable to maintain formation due to disorientation, the wingman simultaneously
executes the applicable lost wingman procedure while transitioning to instruments. (T-2)
16.11.5.1. Loss of VMC after rendezvous. In the event any aircraft momentarily and
inadvertently enters into IMC, loses sight of other receivers or their respective tanker in
the formation, the affected receiver informs T1 immediately. (T-2) If continuous radar
skin paint off of the respective tanker and SKE position off of all other receivers can be
maintained, all aircraft maintain their current position (awaiting AR, astern, post AR, etc.)
until the formation reenters VMC. (T-2) If visual conditions do not return sufficiently to
safely complete the formation AR procedures, T1, in coordination with the R1, takes action
to ensure both altitude and lateral separation from all receivers and tankers. (T-2)
Subsequent receiver rendezvous may be coordinated with ATC after obtaining proper
separation from the tanker formation (i.e., minimum of 2 NM and 1000 feet between the
lowest tanker and highest receiver).
16.11.5.2. Loss of SKE or WX radar in IMC. The loss of SKE or radar in IMC conditions
after beginning the transition to AR echelon until completion of formation AAR procedures
requires immediate action by R1 and T1. (T-2) R1, with the approval of T1, directs the
appropriate action for the affected receiver to ensure both lateral and vertical separation
from all other receivers and tankers. (T-2)
112 AFMAN11-2C-17V3 19 AUGUST 2024
16.11.5.3. All other receiver aircraft with station keeping ability maintain their current
position (awaiting AR, post AR, etc.) until reentering VMC and are subsequently cleared
by R1 and T1. (T-2)
16.11.5.4. Lost Wingman Procedures During Receiver AR. Immediately contact T1 and
establish visual, A/A TACAN, radar, SKE, or radio contact with any co-altitude aircraft.
(T-2) If visual, A/A TACAN, radar, SKE, or radio contact cannot be established or
maintained, descend to an altitude that provides positive separation from other aircraft and
decrease airspeed to ensure separation. (T-2)
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Chapter 17
AIRDROP
17.1. General. This chapter prescribes C-17 employment procedures for all airdrop operations.
For additional guidance and information, refer to T.O. 1C-17A-1-4 and AFTTP 3-3.C-17. NAS
training operations are required to comply with Title 14, Code of Federal Regulations, Part 105,
Parachute Operations, current edition, restrictions. (T-0)
17.2. Radio Discipline. Unless used in conjunction with airdrop execution, avoid use of the
words “GREEN” or “NO DROP” after the Slowdown Checklist and until completion of the Post
Drop checklist. “GREEN LIGHT” can be seen or heard by the loadmaster for all drops.
17.3. NVG Airdrop. Airdrops may be accomplished on drop zones lit IAW DAFMAN 13-217,
DZ marking patterns (covert and overt) while wearing NVGs.
17.3.1. Pilots are authorized to perform all airdrop methods while utilizing NVGs.
17.3.2. Loadmasters are authorized to perform all equipment type airdrops while utilizing
NVGs. Loadmasters will not conduct personnel airdrop operations while utilizing NVGs.
(T-2)
17.3.3. Red/NVIS (overt) or IR (covert) cargo compartment lighting is set to the lowest
possible setting to accomplish the mission. Blacked out (no-light) operations in the cargo
compartment are not authorized.
17.4. Unmarked DZ. Non-SOLL II crews may drop to an unmarked DZ in peacetime/training
operations with actual cargo/personnel provided all of the following are met:
17.4.1. Positive communication method with the DZ Controller/Drop Zone Safety Officer
(DZSO) and drop clearance relayed. (T-2)
17.4.2. No “UNABLE RNP” messages present. (T-2)
17.4.3. No “CGPS INOP or MGPS INOP” messages present. (T-2)
17.4.4. A “NO DROP” signal is established and coordinated with the ground party in the event
of lost communications. (T-2)
17.5. Airdrop Equipment.
17.5.1. Airdrop Rigging Material. The loadmaster will obtain a sufficient amount of rigging
material to satisfy load or mission requirements. (T-1)
17.5.2. Pole Knives. Loadmasters will ensure pole knives are carried on all heavy equipment
airdrop sorties. (T-1)
17.6. Safety Equipment.
17.6.1. Personnel performing duties required to be mobile in the cargo compartment during
airdrop, low-level operations, or threat environments will wear protective headgear (except
personnel performing water jumps). (T-1) All other personnel in the cargo compartment will
be seated with seat belts fastened. (T-1) Loadmasters will lower their helmet visor before
opening the troop doors and keep them lowered until the troop doors are closed. (T-1)
Exception: Helmet visor is not required while wearing NVGs.
114 AFMAN11-2C-17V3 19 AUGUST 2024
17.6.2. All occupants of the cargo compartment will either wear a parachute or an attached
restraint harness, or be seated with a seat belt fastened before a troop door and/or the cargo
door and ramp is opened. (T-1) When a troop door(s) or the cargo door/ramp is open and the
aircraft is below 800 feet AGL or above 25,000 feet MSL, occupant(s) will wear a restraint
harness. (T-1) For operations over water, when parachute(s) are required, life preserver(s) will
be worn. (T-1) Exception: For static line jumps, static lines are attached to anchor cables
before troop door(s) are opened. Jumpers exiting on subsequent passes may stand and hook
up with door(s) opened if they are forward of fuselage station (FS) 1027.
17.6.2.1. The restraint harness is adjusted to allow mobility to perform duties but not to a
length that would allow the wearer to fall out of the aircraft. The restraint harness will be
checked to ensure no frays or knots are present and fitted/adjusted prior to flight. (T-2)
The lifeline is 18 feet 6 inches long. With the cargo ramp and door open the restraint
harness may be connected to any tie down ring at or forward of FS 1188. With the
paratroop doors open the restraint harness may be connected to any tie down ring.
Exception: Loadmasters requiring mobility in the cargo compartment while using a
restraint harness can be unattached as long as they remain forward of FS 1188 with the
cargo door and ramp open or FS 1027 with the paratroop door(s) open. Warning: Except
for a towed trooper, or emergency that threatens the survivability of the aircraft and crew,
the restraint harness will not be disconnected or lengthened to a point that would allow the
loadmaster to fall outside the aircraft. (T-2)
17.6.2.2. Aircrew Flight Equipment on Personnel Airdrops. EPOS and Life Preservers
not properly secured in storage pouch will be stowed immediately prior to the airdrop.
(T-2) Life preservers may be stowed earlier on non-overwater flights.
17.7. Airdrop Load Information.
17.7.1. The appropriate DD Form 1748 will be completed for all airdrop loads IAW AFMAN
13-210V2, Joint Airdrop Inspection Records, Malfunction or Incident Investigations, and
Activity Reporting Procedures. (T-2)
17.7.2. Planners and aircrew will verify chute types planned with the user during mission
planning. (T-2) Aircrews will be made aware of chute types on planning documents. (T-2)
At a minimum, chute type and planned drop altitude will be annotated on the Mission Data
Card. (T-2)
17.7.3. Joint Airdrop Inspector (JAI) will annotate actual chute type in the remarks section of
the DD Form 1748. (T-2) For all heavy equipment platforms, the loadmaster will not arm the
ADS locks without the JAI present to verify correct lock settings and arming sequence. (T-2)
17.7.4. During execution, aircrews will verify actual chute type loaded on the aircraft by
referencing the remarks section on the DD Form 1748. (T-2) Crews will verify the correct
drop altitude, chute type and number are entered in the MC. (T-2)
17.7.5. Load verification and marking. A pilot will verify with the loadmaster that the actual
number and type of parachutes, load weights, sequence of extraction, and position of loads in
the aircraft agree with entered mission computer data. (T-2) For training missions (e.g.,
unilateral, exercise, or JA/ATT), the PIC will ensure all equipment is marked with the aircraft
call sign and date. (T-2) Markings are placed on the CDS bundle, platform, sling extraction
AFMAN11-2C-17V3 19 AUGUST 2024 115
line bag, and drogue line. (T-2) If more than one CDS bundle is dropped on the same pass,
mark only the first bundle out. (T-2)
17.7.6. If airdrop loads and airland cargo are carried at the same time, refer to the restrictions
listed in Table 17.1. (T-2) These restrictions are designed to prevent airland loads from
interfering with airdrop rigging equipment.
Table 17.1. Airdrop Configuration Restrictions.

Airdrop Configuration Restrictions
ANCHOR CABLE HEIGHT FROM 81 INCHES AT MIDSPAN WHEN
AIRCRAFT FLOOR INSTALLED
DISTANCE BETWEEN ANCHOR CABLES 182 INCHES

122 INCHES INBOARD, 182 INCHES
(a) CDS OR DUAL ROW OUTBOARD
155 INCHES INBOARD, 182 INCHES
(b) PERSONNEL (1) OUTBOARD
FORWARD BULKHEAD
INTERMEDIATE SUPPORTS
AIRLAND CARGO HEIGHT CANNOT INTERFERE WITH

INSTALLED ANCHOR CABLES, OR
AIRDROP RIGGING EQUIPMENT
AIRLAND CARGO WIDTH ON HEAVY CANNOT OBSTRUCT VIEW OR

EQUIPMENT/DUAL ROW/CDS AIRDROPS HINDER ACCESS TO CARGO IN CASE
OF EMERGENCY
CDS/DUAL ROW AIRDROPS

(WHEN DROPPING ONE SIDE ONLY)
(a) MAXIMUM WIDTH OF AIRLAND
CARGO 110 INCHES
(b) POSITION OF AIRLAND CARGO
AFT END OF AIRLAND CARGO
FORWARD OF FS 1280
144 INCHES OR LESS WITH BOTH

AIRLAND CARGO WIDTH ON PERSONNEL TROOP DOORS CONFIGURED
AIRDROPS MAY BE INCREASED TO 178 INCHES
OR LESS IF ONLY ONE TROOP DOOR
IS CONFIGURED
116 AFMAN11-2C-17V3 19 AUGUST 2024
PERSONNEL DISTANCE FROM AIRDROP 30 INCHES MINIMUM

RIGGING EQUIPMENT (2)
Notes:
1. Personnel airdrops may be performed with only one troop door configured for airdrop.
2. Floor-loaded rucksacks will be secured.
17.8. Required Navigation Performance (RNP).

17.8.1. IMC Airdrop. Lead may descend from minimum IFR Enroute altitudes to IMC drop
altitude as long as UNABLE RNP messages are not displayed. IMC airdrop requires no
UNABLE RNP message when using MC guidance. For SKE airdrops, wingmen may descend
to IMC drop altitude and drop off the SKE timer regardless of MC ANP status, and drop off
lead’s SKE timer.
17.8.2. JPADS/Improved Container Delivery System (ICDS). Aircraft cannot drop with an
UNABLE RNP message. (T-2)
17.9. Notice To Airmen (NOTAM) Requirements. For IFR airdrop in uncontrolled airspace, a
Letter of Agreement between local ATC and the military is required. Also, provide a NOTAM to
the FAA Flight Service Station nearest the objective area at least 6 hours in advance of the intended
activity, regardless of actual or forecast weather. NOTAM information includes:
17.9.1. The name of the city or town nearest the route segment and the state. (T-2)
17.9.2. The date and time period of planned activity. (T-2)
17.9.3. The number and type of aircraft expected on the route. (T-2)
17.9.4. The ingress and egress points of the route segment expressed in fix/radial/distance
from a VOR. (T-2)
17.9.5. The altitude at which the aircraft is flown. (T-2)
17.10. Minimum Drop Altitudes.
17.10.1. Day VMC Drop Altitude. Fly minimum airdrop altitude as specified in AFMAN 11-
231, Computed Air Release Point Procedures, visually avoiding high terrain and obstacles in
the vicinity of the drop zone. During training, flight below 500 feet AGL is only authorized
on approved routes in accordance with paragraph 14.4.7.
17.10.2. Night Drop Altitude. If not on NVGs, fly no lower than an indicated altitude of 500
feet above the highest obstruction to flight (man-made obstacle, terrain feature, spot elevation,
or DTED spot elevation) within 3 NM of run-in centerline from slowdown through escape, or
as specified in AFMAN 11-231, whichever is higher. (T-2) Note: If DTED is not available,
Night Drop Altitude will be calculated using 400 feet plus one chart contour interval above the
highest depicted terrain contour, if higher. (T-2) After slowdown, when the drop zone is in
sight and remains in sight, or when a positive position is identified and adequate terrain and
obstacle clearance is assured, the aircraft may descend to the AFMAN 11-231 specified
minimum drop altitude. (T-1)
AFMAN11-2C-17V3 19 AUGUST 2024 117
17.10.3. NVG Drop Altitude. Fly NVG Enroute Altitude through slowdown. Maintain the
tactical corridor. After slowdown, when the DZ is in sight and remains in sight, or when a
positive position is identified and adequate terrain and obstacle clearance is assured, the aircraft
may descend to the AFMAN 11-231 specified minimum drop altitude. (T-1) NLT 3 NM prior
to any charted man-made obstacle within the run-in corridor, the aircrew must visually identify
the obstacle. (T-1) If the obstacle is not identified by 3 NM, climb to 500 feet above the
obstacle until the aircrew confirms the aircraft is past the obstacle. (T-1)
17.10.4. IFR drop altitude is 500 feet above the highest obstruction to flight within 3 NM of
run-in centerline from DZ entry point to DZ exit point. (T-1) If DTED is not available, IFR
drop altitude will be calculated using 400 feet plus one chart contour interval above the highest
depicted terrain contour, if higher. (T-1) Warning: Drop zone surveys do not assure terrain
and obstruction clearance. The responsibility is incumbent upon planners and aircrew through
thorough mission planning and chart updating. Note: AFMAN 11-231 minimum chute
altitudes may require the aircraft to drop at a higher altitude than those listed above.
17.10.4.1. The provisions of FAA Exemption 4371 are not required to operate at IFR drop
altitude in Special Use Airspace that supports operations at that altitude (e.g., an
MTR/Minimum Crossing Altitude (MCA) /Restricted Area with a floor of 300 feet AGL).
17.11. IFR Drop Profile.
Figure 17.1. IFR Airdrop Profile.
17.11.1. IFR Drop Corridor (See Figure 17.1 and Table 17.2.). The IFR Drop Corridor is the
corridor where aircraft may operate below IFR Enroute altitude. The beginning of the corridor,
the IFR Drop Corridor Ingress Point, is a maximum of 40 NM from the IFR Drop Corridor
118 AFMAN11-2C-17V3 19 AUGUST 2024
Egress Point (co-located with the DZ Exit Point). Plan segmented corridor altitudes not lower
than 500 feet above the highest obstruction to flight (man-made obstacle, terrain feature, or
charted or DTED spot elevation), within 3 NMs of centerline. Note: If DTED is not available,
IFR Drop Corridor altitudes will be calculated using 400 feet plus one contour interval above
the highest depicted terrain contour, if higher. (T-1)
17.11.1.1. Drops conducted through or originating from IMC are only authorized from
within or above an active restricted area or military operations in uncontrolled airspace.
17.11.1.2. In addition to required RNP, do not initiate descent from the minimum IFR
Enroute altitude to IFR drop altitude unless all aircraft in the element are inside the DZ
entry point, on course, with element lead’s position positively known. Note: The 40 NM
IFR Drop Corridor is an agreement with the FAA in designated FAA airspace. When
conducting IFR airdrops outside of FAA airspace, reference these IFR drop corridor
procedures for planning purposes, however, the 40 NM restriction does not apply.
17.11.2. IFR DZ Entry Point. A fixed point in the IFR Drop Corridor where an aircraft or
formation may safely begin descent from IFR Enroute altitude or a segmented altitude to IFR
drop altitude. Formation descent will not begin until the last aircraft is at or past the DZ entry
point.
17.11.3. Earliest Descent Point (EDP). Earliest point in the IFR Drop Corridor where the
formation lead may descend the entire formation to IFR drop altitude and be assured of terrain
clearance for the entire formation. Computed by subtracting formation length (e.g., a 4-ship
is 2 NMs long) from the computed DZ entry point. A minimum of 6 NM stabilization point is
recommended in IMC.
17.11.4. IMC Stabilization Point. The point after the DZ entry point where the lead aircraft
will plan to be stabilized at IFR drop altitude and airspeed (normally 6 NM from the PI).
17.11.5. Latest Descent Point (LDP). Latest possible point in the IFR Drop Corridor where
formation lead may begin descent to IFR drop altitude and be assured of terrain clearance for
the entire formation. This is the latest point that ensures all aircraft in the formation are
stabilized on altitude and airspeed.
17.11.6. IFR DZ Exit Point. A fixed point on the DZ escape flight path centerline where each
aircraft will be at minimum IFR Enroute altitude. Calculate the exit point based upon three-
engine performance at airdrop gross weight. This point will be a minimum of 4 NMs track
distance from the trailing edge of the DZ. Also referred to as the IFR Drop Corridor Egress
point.
Table 17.2. IMC Drop Profile Calculation.
Step Result
A DZ Exit Point. Compute this distance as 1 minute at 160 KCAS + climb at 1000
feet per minute (FPM) or as briefed (no greater than 3 engine climb
performance). Climb at least 500 FPM or as required by terrain/obstructions.
B DZ Length (Total DZ Length-Leading edge to PI Distance/2025 yd/NM)
Example: (1688-550)/2025 = .6 NM
AFMAN11-2C-17V3 19 AUGUST 2024 119
C IFR Drop Corridor Entry Point. Computed by subtracting distances A and B

above from 40 NM. Example: (40 NM - A - B) 40 - 4.1 - .6 = 35.3 NM
D IMC Stabilization Point. Recommended at least 6 NM from the PI, the mission
commander may extend this distance. Example: 6 NM
E Slowdown from 160 KCAS to Drop Speed. Example 160 to 145 KCAS = .7
NM (See slowdown distance table)
F Descent from IFR Enroute to IFR drop altitude. Example Descent from 2000
feet to 1000 feet MSL = 2.7 NM @ 160 ground speed and 1000 FPM (see
attached distance)
G Formation Length (3-ship elements, no ghosts) 2-ship .7 NM, 3-ship 1.3 NM, 4-
ship 2.0 NM, 5-ship 2.6 NM, 6-ship 3.3 NM. Example: 3-ship 1.3 NM
H DZ Entry Point. To extract this distance, compute the slowdown point for the
last aircraft and subtract the initial deceleration distance, or add D + E + F + G
above. Example (D + E + F + G) 6 + .7 +2.7 +1.3= 10.7 NM. Verify the result
is not greater than the IFR Drop Corridor Entry Point.
I Minimum IFR Drop Altitude. Example: 716 + 500 = 1216 feet
J Planned Drop Altitude. Highest point on DZ plus AGL drop altitude. Will not
be less than IFR Drop Altitude. Example: 289 + 800 = 1089 feet (use higher of
Minimum IFR Drop Altitude and Min Chute Altitude)
K Initial Slowdown Distance. Distance needed to slow from enroute airspeed to
160 KCAS* (see Table 17.3)
L Slowdown Distance (See Table 17.3). Total distance from initial slowdown to
PI. Item K + Item F + Item E + Item D
Example (from 240 KCAS to drop airspeed, 2000 feet to 1216’) 4.7 + 2.7 +.7 +
6
120 AFMAN11-2C-17V3 19 AUGUST 2024
Table 17.3. Slowdown Distance (part 1 of 3).

AFMAN11-2C-17V3 19 AUGUST 2024 121

122 AFMAN11-2C-17V3 19 AUGUST 2024
17.12. VFR Drop Profile.

17.12.1. VFR DZ Entry Point. A fixed point in the Drop Corridor where the aircraft or
formation transitions from VFR enroute procedures to VFR airdrop procedures (normally the
planned slowdown point).
17.12.2. VFR DZ Exit Point. A fixed point on the DZ escape flight path centerline where each
aircraft will be at minimum VFR enroute altitude. Calculate the exit point based upon three-
engine performance at airdrop gross weight. (T-2)
17.13. Dual Row.
17.13.1. Reference dual row drop altitudes in accordance with Cargo Parachute Ballistic Data
for C-17 Aircraft.
17.13.2. Formation Dual Row. Formation airdrop of dual row platforms is authorized from
any position in the element. Increase minimum drop zone width by 400 yds (200 yds each
side) in addition to DAFMAN 13-217 minimum drop zone calculations. (T-2)
17.14. High Altitude Airdrop Operations.
17.14.1. For communications and signals, interphone and hand signals are the primary
methods of communications. Written messages may be necessary in some instances to
communicate with individuals not connected to the aircraft interphone. Loadmasters will carry
a suitable writing utensil and medium to write out messages that cannot be dealt with by using
hand signals. (T-3) When dropping parachutists, the jumpmaster may monitor interphone.
The loadmaster will coordinate all hand signals with the jumpmaster. (T-3)
AFMAN11-2C-17V3 19 AUGUST 2024 123
17.14.2. Maintain interphone contact between the cockpit and the cargo compartment. The
loadmaster must be on interphone from completion of applicable Pre-Slowdown Checklist
until the completion of Post Drop Checklist and the cabin altitude is below 10,000 feet MSL.
(T-2) The jumpmaster may also monitor interphone during high altitude personnel airdrops.
17.15. High Altitude Airdrop Oxygen Requirements.
17.15.1. See AFMAN 11-409, High Altitude Airdrop Mission Support Capability Program,
for high altitude airdrop operations oxygen requirements (pre-breathe requirements and
exposure limits, restrictions, Physiological Technician requirements, etc.).
17.15.2. For the purposes of high-altitude oxygen requirements, supplemental oxygen with a
fitted helmet and mask will be used when cabin altitude exceeds 10,000 feet MSL. (T-1)
17.16. High Altitude Personnel Airdrop Procedures.
17.16.1. Air deflectors must be operational if paratroop doors are used. (T-2) If an air
deflector does not extend, do not open the affected troop door. (T-2)
17.16.2. The cargo ramp and door or paratroop door may remain open during racetracks if
required, provided racetrack altitude is at or above a safe drop altitude and paratroopers are
rigged for high altitude airdrops.
17.16.3. For High Altitude Low Opening (HALO)/High Altitude High Opening (HAHO)
drops, the allowable methods determining the release point are Launch Acceptability Region
(LAR) using a MAJCOM-approved source (e.g., Consolidated Airdrop Tool), AFMAN 11-
231, Jumpmaster directed, or user defined (jointly agreed upon release point/region).
17.16.3.1. For LAR drop, the green light will be turned on when entering the LAR, and
the red light will be turned on when exiting the LAR. (T-2) The pilot will provide a
standard “Green Light” call at the jointly agreed upon release point. User assumes
responsibility for drop accuracy once a release point/LAR has been jointly agreed upon.
(T-2)
17.16.3.2. For High Altitude Release Point (HARP) Jumpmaster directed HAHO/HALO
drops, the green light may be turned on one minute prior to the release point. The pilot
will provide a standard “Green Light” call at the jointly agreed upon release point. (T-2)
User assumes responsibility for drop accuracy.
17.16.3.3. SOLL II crews are authorized to drop on a special operations user specified
release point. User assumes responsibility for drop accuracy.
17.16.4. Normally, the jumpers will exit the aircraft at their own discretion; however, their
exit must occur during the green light time. (T-2)
17.16.5. Ensure any paratroopers remaining on-board de-arm their parachutes before cabin
altitude descends below set parachute activation altitude. (T-2)
17.17. Personnel Airdrop.
17.17.1. Drop parameters. Aircraft will no-drop if not within the following tolerances at green
light. (T-2)
17.17.1.1. Element leads must maintain a minimum of 32,000 feet to preceding element
lead. (T-2)
124 AFMAN11-2C-17V3 19 AUGUST 2024
17.17.1.2. Wingman Spacing Within Elements (For up to 12 Degrees of Drift). The

second aircraft in each element will be positioned 3,000 feet aft and 650 feet right for a
right echelon, 650 feet left for a left echelon. (T-2) The third aircraft in each element will
be positioned 6,000 feet aft and 1,500 feet right for a right echelon, 1,500 feet left for a left
echelon. (T-2) For drifts greater than 12 degrees, use appropriate spacing in Table 17.6.
(T-2) Lead signals the direction of echelon and expected drift prior to the pre-IP. (T-2)
Wingmen reset along track LTRK on lead's command and automatically echelon in the
descent to drop altitude (or on lead's command in case of level slowdown or pop-up). (T-2)
Compression to 3,000 or 6,000-foot spacing should be initiated not later than the slowdown
point. All elements fly the same drop altitude. (T-2)
Table 17.6. Personnel Formation Drift.

PERSONNEL FORMATION DRIFT
Drift #2 Wing #3 Wing
L/R L/R L/R
1 to 12 650 1500
13 700 1500
14 750 1500
15 800 1600
16 850 1750
17 950 1850
18 1000 1950
19 1050 2050
20 1100 2200
17.17.1.3. Wingmen restrictions are ±500 feet fore/aft, ±200 feet left/right of position.
Warning: If the second aircraft is not within these tolerances, a no drop will be called for
both Number Two and Number Three aircraft by Number Two. (T-2) Note: To prevent
course correction at mission computer red light, consider using split axis or heading hold.
17.18. Slowdown Planning. For equipment and CDS drops, the aircraft should be at drop altitude
and drop airspeed by 10 seconds prior to the computed air release point. During personnel drops,
the aircraft should be at or above drop altitude and at airspeed not later than 1 minute to go (2
minutes for jumpmaster-directed drops) to allow the jumpmasters access to the paratroop doors.
17.19. Navigation to the Computed Air Release Point (CARP). The primary method for
navigating to the CARP is using a MC-calculated release solution updated with GPS. Alternate
approved methods include SKE, Ground Radar Aerial Delivery System (GRADS), Ground
Marked Release System (GMRS), Verbally Initiated Release System (VIRS), and Pilot-Directed
Airdrop (PDA).
17.19.1. The PF is responsible for ensuring the aircraft is positioned at the release point at
green light and for maintaining drift-corrected track through red light. The PM is responsible
for ensuring a countdown to green light, the green light call, and the red light calls are given.
AFMAN11-2C-17V3 19 AUGUST 2024 125
17.19.2. Element Lead. After slowdown, each element lead flies an independent run-in to the
CARP. (T-2)
17.19.3. Pilot-Directed Airdrops. SOLL II, 57th Weapons Squadron cadre, and pilots who
successfully accomplished the AMC-approved Pilot-Directed Airdrop (PDA) training
syllabus are authorized to conduct PDAs. All others require MAJCOM/A3 approval before
accomplishing actual PDAs. Exception: PDAs may be accomplished by any airdrop pilot for
training on dry passes.
17.20. GPS Airdrop. A 300-yard preflight drop box will be computed and updated prior to
initiation of the release point checklist. (T-2). If the aircrew determines that the aircraft will be
outside the drop box at green light, a no drop will be called. (T-2)
17.20.1. During the Slowdown Checklist, the following items must be confirmed if planning
to drop in IMC:
17.20.1.1. At least one GPS receiver will be updating with no "CGPS INOP and/or MGPS
INOP" WAP messages present. (T-2)
17.20.1.2. No “UNABLE RNP” messages will be present. (T-2)
17.20.2. Crews will load GPS PPS codes and update PPOS with MGPS for all airdrop
operations to enhance GPS accuracy. (T-2)
17.21. JPADS/ICDS Airdrop.
17.21.1. JPADS certified PADS Operators (PO) are authorized to use the JPADS mission
planner and software to calculate release points for JPADS/ICDS airdrop operations.
17.21.2. The PO or mission planner is required to provide Joint Precision Airdrop System-
Mission Planner (JPADS-MP) derived CARP(s) for each airdrop pass and a completed Airdrop
Damage Estimate (ADE) prior to an airdrop mission. Both pilots will review preflight
CARP(s)/ADE for each respective airdrop. (T-2)
17.21.3. Airdrop Damage Estimate (ADE). Units must perform a full ADE prior to
JPADS/ICDS airdrops. (T-2) The ADE must be coordinated and approved by the area
controlling agency. (T-2) Coordinate with the owning agency of the restricted airspace or
controlled airspace and landowners with property surrounding the DZ for all JPADS/ICDS
operations. Examine the area in the vicinity of the DZ for potential damage or hazards in the
course of normal operations or during extraordinary system failure events. If the ADE
demonstrates potential damage or hazards restrict airdrop release LAR, lower the drop altitude,
change the run-in, change parachute type or cancel operations. Inform the controlling unit of
the risk to their operations; the controlling unit, and the Joint Force Controller (JFC) designated
agency are approving authorities for risk to the area surrounding the DZ. Intelligence personnel
are responsible for providing the JFC-designated agency close-up and overview imagery to
facilitate ADE. For actual JPADS training drops, AMC units are required to contact their Wing
Tactics two weeks prior in order to ensure all planning, coordination and reviews/assessments
have been accomplished. (T-3) Operations conducted at Yuma Proving Ground under
JPADS-related test plans do not need Wing Tactics review. See AFTTP 3-3.C-17 and
DAFMAN 13-217 for further information. The ADE must include, at a minimum, a review of
the airspace and ground space with respect to:
17.21.3.1. CARP and LAR location.
126 AFMAN11-2C-17V3 19 AUGUST 2024
17.21.3.2. ICDS success ellipse.

17.21.3.3. Chute failure footprint.
17.21.3.4. Guidance failure footprint.
17.21.4. Weather restrictions. CONUS training drops in/through IMC will be flown IAW
para 17.11.1. (T-2)
17.21.4.1. JPADS parachutes will not be dropped through severe turbulence or severe
icing.
17.21.4.2. Wind Limits. Surface wind limitations are unrestricted for dropsonde
operations, 17 knots for JPADS Ultra-Light Weight 2K/2K-M/10K, and as published in
DAFMAN 13-217 for all other parachutes.
17.21.5. When dropping JPADS, dropsondes are not required. When dropping near the edge
of the LAR or in strong/variable wind conditions, dropping a dropsonde is recommended to
improve the drop solution and reduce risk.
17.21.6. Altitude and Weight Limits.
17.21.6.1. JPADS 2K/2K-M operations conducted from 5,000 feet AGL to 24,500 feet
MSL have a weight range of 850 to 2,280 lbs. rigged weight. (T-2) Training payloads may
be dropped as low as 3,500 feet AGL. When dropping 3,500 to 5,000 feet AGL, payload
weights will be within 1,380 to 1,780 lbs. rigged weight.
17.21.6.2. JPADS 10K operations conducted from 5,000 feet AGL to 24,500 feet MSL
have a weight range of 5,000 to 10,000 lbs. rigged weight. (T-2) Training payloads may
be dropped as low as 3,500 feet AGL.
17.21.7. Drop Zone Size. Drop zone size criteria for JPADS and ICDS drops during
contingency operations is at the discretion of the user. DAFMAN 13-217 drop zone size
restrictions apply during training.
17.21.8. JPADS Guided and Dropsonde Footprint Locations. During normal training
operations, a JPADS and Dropsonde DZ, CARP, chute failure footprint and guidance failure
footprint will be located within restricted airspace. If winds force the CARP outside of
restricted airspace additional coordination with ATC is required prior to airdrop operations.
This includes coordination with the ATC agency, filing a NOTAM, and ensuring airspace is
clear for the entire guided system’s flight profile from the drop altitude to the ground. (T-2)
17.21.9. During training operations, the entire ICDS success footprint will be located within
the surveyed DZ boundaries. The chute failure footprint must fall within restricted airspace.
If outside of restricted airspace, the chute failure must fall on the surveyed DZ. If operating in
a restricted area and winds force the CARP outside of restricted airspace, coordination with
ATC is required prior to airdrop operations. This includes coordination with the ATC agency,
filing a NOTAM and ensuring airspace is clear from the drop altitude to the ground. (T-2)
17.21.10. JPADS Modular Autonomous Guidance Unit (MAGU) Military Global Positioning
System (MILGPS) Procedures. Follow MILGPS keying procedures. The JPADS contains a
Selective Availability Anti-Spoofing Module (SAASM) GPS within the guidance unit
(referred to as “JPADS MILGPS”). The JPADS MILGPS is approved to receive crypto-
variable GPS keys and is an UNCLASSIFIED but controlled item and must be handled to
AFMAN11-2C-17V3 19 AUGUST 2024 127
preclude unauthorized access, tampering, theft, or loss. Due to the general application and
associated security protocols, black GPS keys will be used. (T-2)
17.21.10.1. Jettison of JPADS MAGU with Military GPS (MILGPS). Instances of jettison
of the JPADS with MILGPS must be reported to the GPS controlling authority. Each such
report must include the Avionics Module/enclosure serial number and must state whether
the system was keyed or unkeyed. This serial number will be recorded on the DD Form
1748, Joint Airdrop Inspection Record during the JAI Inspection.
17.21.10.2. Reporting is submitted to US Army Soldier Systems Center, Assistant Product
Manager Cargo Aerial Delivery Systems Team, Product Manager Force Sustainment
Systems (PM FSS) SFAE-CSS-FP-F, 10 General Greene Avenue, Natick, MA 01760-
5057. (T-2) Time permitting, the LM, with concurrence from the PIC/PO, will remove the
Avionics Module from the JPADS prior to load jettison. (T-2)
ADRIAN L. SPAIN, Maj Gen, USAF

Deputy Chief of Staff, Operations
128 AFMAN11-2C-17V3 19 AUGUST 2024
Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION
References
Code of Federal Regulations Title 14, Part 1, Definitions and Abbreviations
Code of Federal Regulations Title 14, Part 105, Parachute Operations, 4 June 2004
DoD Dictionary of Military and Associated Terms
DoD Flight Information Publication, General Planning
AFH 11-203V2/ATC 3-04.14-2, Weather for Aircrews – Products and Services, 13 August 2015
AFMAN 11-2AEV3 Addenda-A, Aeromedical Evacuation Operations Configuration/Mission
Planning, 16 June 2020
AFMAN 11-202V3, Flight Operations, 10 January 2022
AFMAN 11-202V3, AMC Supplement, Flight Operations, 14 June 2021
DAFI 11-209, Participation in Aerial Events, 20 May 2021
AFI 11-215, Flight Manuals Program, 25 March 2019
AFMAN 11-218, Aircraft Operations and Movement on the Ground, 5 April 2019
AFI 11-221, Air Refueling Management (KC-10, KC-46, and KC-135), 5 June 2020
AFMAN 11-231, Computed Air Release Point Procedures, 18 November 2020
AFI 11-235, Specialized Fueling Operations, 31 May 2019
AFI 91-115, Safety Rules for Nuclear Airlift Operations, 1 November 2022
AFMAN 11-301V2, Management and Configuration Requirements for Aircrew Flight
Equipment (AFE), 13 February 2020
DAFMAN 11-401, Aviation Management, 27 October 2020
AFMAN 11-409, High Altitude Airdrop Mission Support Capability Program, 20 November
2020
AFMAN 13-210V2, Joint Airdrop Inspection Records, Malfunction or Incident Investigations,
and Activity Reporting Procedures, 2 May 2024
AFMAN 13-526, Nuclear Airlift Operations (CUI), 05 December 2022
AFI 13-207-O, Preventing and Resisting Aircraft Piracy (Hijacking) (CUI), 5 February 2019
DAFI 21-101, Aircraft and Equipment Maintenance Management, 16 January 2020
DAFI 31-101, Integrated Defense (ID) (CUI), 25 March 2020
AFI 33-322, Records Management and Information Governance Program, 23 March 2020
AFI 33-324, The Air Force Information Collections and Reports Management Program, 22 July
2019
DAFMAN 90-161, Publishing Processes and Procedures, 18 October 2023
AFMAN11-2C-17V3 19 AUGUST 2024 129
AFI 13–210(I), Joint Airdrop Inspection Records, Malfunction/Incident Investigations, and

Activity Reporting, 23 June 2009
AFMAN 11-2C-17V1, C-17 Aircrew Training, 12 February 2020
AFMAN 11-2C-17V3, Addenda A, C-17 Configuration and Mission Planning, 8 August 2018
AFMAN 11-2C-17V3, Addenda B, C-17 Special Operations, 07 January 2021
AFMAN 11-2C-17V3, Addenda-C, C-17A Antarctic Operations, 26 October 2018
AFMAN 24-604, Preparing Hazardous Materials for Military Air Shipments, 9 October 2020
AFPD 11-2, Aircrew Operations, 31 January 2019
AFTTP 3-3.C-17, Combat Fundamentals C-17, 16 June 2023
AFTTP 3-4, Airman’s Manual, 26 September 2022
DAFMAN 13-217, Drop Zone, Landing Zone, and Helicopter Landing Zone Operations, 22
April 2021
DoDI 4515.13, Air Transportation Eligibility, 22 January 2016
DoDIO-2000.16V1_DAFI31-145-O, Antiterrorism (AT) Program Implementation, 14 November
2022
DoD FLIP General Planning
CJCS Guide 5260, A Self-Help Guide to Antiterrorism, 10 June 2013
T.O. 1-1-300, Maintenance Operational Checks and Check Flights, 15 August 2023
T.O. 1C-17A-1, Flight Manual, 1 May 2023
T.O. 1C-17A-1-1, Performance Data, 1 May 2023
T.O. 1C-17A-1-2, Mission Computer, 1 May 2023
T.O. 1C-17A-1-4, Airdrop Mission Crew Manual, 1 May 2023
T.O. 1C-17A-1-5, Special Operations Crew Manual, 1 May 2023
T.O. 1C-17A-9, Loading Instructions, 1 May 2024
T.O. 1C-17A-16-1, Loading and Air Transport of Nuclear Weapons (Non-palletized),
T.O. 1C-17A-2-10JG-10-1, Ground Handling Parking/Mooring, 1 February 2024
T.O. 1C-17A-2-10JG-30-1, Ground Handling Quick Turn-Around, 1 September 2023
T.O. 1C-17A-2-10JG-50-1, Ground Handling Launch, 1 July 2023
T.O. 1C-17A-2-10JG-60-1, Ground Handling Servicing Equipment Positions, 1 February 2024
T.O. 1C-17A-2-10JG-70-1, Ground Handling Mission Reconfiguration Cargo Compartment, 1
April 2024
T.O. 1C-17A-2-12JG-28-1, Servicing Fuel, 1 February 2024
T.O. 1C-17A-2-12JG-28-2, Servicing Fuel, 1 September 2022
T.O. 1C-17A-2-12JG-29-1, Servicing Hydraulic Power, 1 March 204
130 AFMAN11-2C-17V3 19 AUGUST 2024
T.O. 1C-17A-2-12JG-79-1, Servicing Engine Oil, 1 October 2023

T.O. 1C-17A-2-40JG-20-1, System Integration Displays, 1 September 2021
T.O. 1C-17A-2-00GV-00-1, General Vehicle Manual, 1 April 2024
T.O. 1C-17A-2-1, Aircraft Cross Servicing Guide, 1 February 2023
T.O. 1C-17A-1CL-1, Pilot’s Abbreviated Flight Crew Checklist, 1 May 2023
T.O. 1C-17A-1CL-2, Loadmaster’s Abbreviated Flight Crew Checklist, 1 May 2023
T.O. 1C-17A-6, Inspection Requirements Manual, 1 October 2023
T.O. 1C-17A-6CF-1, Acceptance and Functional Check Flight Procedures Manual, 15 April
2007
T.O. 1C-17A-1CL-1-2, Quick Reaction Card, 1 March 2024
T.O. 1-1B-50, Aircraft Weight and Balance, 12 September 2023
T.O. 1C-17A-5-2, Loading Data, 1 February 2024
T.O. 00-25-172, Ground Servicing of Aircraft and Static Grounding/Bonding, 19 April 2024
FAA Order 8260.3F, United States Standard for Terminal instrument Procedures (TERPS), 7
September 2023
NATO Standard ATP-3.3.4.2, Air-to-Air Refueling, April 2019
Adopted Forms
DD Form 1385, Cargo Manifest
DD Form 1610, Request and Authorization for TDY Travel of DoD Personnel
DD Form 1748, Joint Airdrop Inspection Record (Platforms)
DD Form 1748-2, Joint Airdrop Malfunction Report (Personnel-Cargo)
DD Form 1801, DOD International Flight Plan,
DD Form 2131, Passenger Manifest
DD Form 365-3, Chart C - Basic Weight and Balance Record.
DD Form 365-4, Weight and Balance Clearance Form F—Transport/Tactical
CBP Form 6059B, Customs Declaration
CBP Form 7507, General Declaration Outward/Inward
AF Form 457, Hazard Report
AF Form 651, Hazardous Air Traffic Report (HATR)
DAF Form 673, Department of the Air Force Publication/Form Action Request
AF Form 711B, USAF Mishap Report
AFTO Form 781, ARMS Aircrew/Mission Flight Data Document
AFTO Form 781A, Maintenance Discrepancy and Work Document
AFMAN11-2C-17V3 19 AUGUST 2024 131
DAF Form 847, Recommendation for Change of Publication

DAF Form 1297, Temporary Issue Receipt
DAF Form 1631, NATO Travel Order
AMC Form 54, Aircraft Commander's Report on Services/Facilities
AMC Form 97, AMC In-Flight Emergency and Unusual Occurrence Worksheet
AF Form 4327A, Crew Flight (FA) Authorization
SF 44, Purchase Order-Invoice-Voucher
SF 702, Security Container Check Sheet
ICAO Document 8126, Aeronautical Information Services Manual
Abbreviations and Acronym

A/A—Air to Air
AAR—Air to Air Refueling
AC—Aircraft Commander
ACF—Acceptance Check Flight
AD—Airdrop
ADC—Air Data Computer
ADE—Airdrop Damage Estimate
ADIZ—Air Defense Identification Zone
ADS-B—Automatic Dependent Surveillance – Broadcast
ADS-C—Automatic Dependent Surveillance – Contract
ADS—Aerial Delivery System
ADSC—Aerial Delivery System Controller
ADTD—Aircrew Data Transfer Device
AE—Aeromedical Evacuation
AETC—Air Education and Training Command
AFCS—Automatic Flight Control System
AFH—Air Force Handbook
AFI—Air Force Instruction
AFMAN—Air Force Manual
AFPD—Air Force Policy Directive
AFRC—Air Force Reserve Command
AFTO—Air Force Technical Order
132 AFMAN11-2C-17V3 19 AUGUST 2024
AGE—Aircraft Ground Equipment

AGL—Above Ground Level
MAGU—Modular Autonomous Guidance Unit
AIP—Aeronautical Information Publication
AIRAC—Aeronautical Information Regulation and Control
ALZ—Assault Landing Zone
AMC—Air Mobility Command
AMP—Airfield Marking Pattern
ANP—Actual Navigation Performance
AOA—Angle of Attack
AOC—Air Operations Center
AOR—Aera of Responsibility
AP—Autopilot
A/PDMC—Aircraft/Propulsion Data Management Computer
APEX—Aerial Port Expeditor
APU—Auxiliary Power Unit
AQP—Advanced Qualification Program
AR—Authorization Required
A/R—Air Refueling
ARC—Air Reserve Component
ARCT—Air Refueling Control Time
ARMS—Aviation Resource Management System
ARTCC—Air Route Traffic Control Center
ASR—AMC Standard Report
ASRR—Airfield Suitability and Restriction Report
AT—Autothrottle
ATC—Air Traffic Control
ATGL—Air Transportable Galley Lavatory
ATIS—Automatic Terminal Information Service
ATOC—Air Terminal Operations Center
ATT—Attitude
ATTLA—Air Transportability Test Loading Agency
AFMAN11-2C-17V3 19 AUGUST 2024 133
BDHI—Bearing Distance Heading Indicator

BRNAV—Basic Area Navigation Airspace
C2—Command and Control
CARP—Computed Air Release Point
CBP—Customs and Border Protection
CCM—Command and Control Module
CCU—Communication Control Unit
CDFA—Continuous Descent Final Approach
CDI—Course Deviation Indicator
CDS—Container Delivery System
CDT—Crew Duty Time
CFP—Computer Flight Plan
CGPS—Civilian Global Positioning System
CIP—Core Integrated Processor
CJCS—Chairman of the Joint Chiefs of Staff
CL—Centerline Lighting
CNC—Communication Navigation Control
CONUS—Contiguous United States
CPDLC—Controller-Pilot Direct Link Communication
CRE—Contingency Response Element
CRG—Contingency Response Group
CRM—Crew Resource Management
CVAM—Assistant Vice Chief of Staff of the Air Force, Special Air Missions
CVR—Cockpit Voice Recorder
DAF—Department of the Air Force
DAFI—Department of the Air Force Instruction
DAFIF—Digital Aeronautical Flight Information File
DAFMAN—Department of the Air Force Manual
DCP—Dynamic Cone Penetrometer
DDA—Derived Decision Altitude
DGDP—Degrade Percentage
DH—Decision Height
134 AFMAN11-2C-17V3 19 AUGUST 2024
DIRMOBFOR—Director of Mobility Forces

DLC—Direct Lift Control
DME—Distance Measuring Equipment
DoD—Department of Defense
DoDD—Department of Defense Directive
DoDI—Department of Defense Instruction
DRT—Derated Thrust
DRVSM—Domestic Reduced Vertical Separation Minimum
DTED—Digital Terrain Elevation Data
DV—Distinguished Visitor
DZ—Drop Zone
DZSO—Drop Zone Safety Officer
EBL—Emergency Boom Latching
ED—Engineering Disposition
EDP—Earliest Decent Point
EFB—Electronic Flight Bag
EFCS—Electronic Flight Control System
EGT—Exhaust Gas Temperature
ELT—Emergency Locator Transmitter
EPOS—Emergency Passenger Oxygen System
EPR—Engine Pressure Ratio
ER—Extended Range
ERAA—Emergency Route Abort Altitude
ERO—Engine Running Onload/Offload
ESA—Emergency Safe Altitude
ETP—Equal Time Point
FAA—Federal Aviation Administration
FAF—Final Approach Fix
FAR—Federal Aviation Regulation
FCC—Flight Control Computer
FCF—Functional Check Flight
FCG—Foreign Clearance Guide
AFMAN11-2C-17V3 19 AUGUST 2024 135
FCI—Flight Command Indicator

FD—Flight Director
FDP—Flight Duty Period
FEDS—Flotation Equipment Deployment System
FF—Fuel Flow
FFS—Formation Flight System
FIH—Flight Information Handbook
FIR—Flight Information Region
FL—Flight Level
FLIP—Flight Information Publication
FM—Flight Manager
FMA—Flight Mode Annunciation
FOD—Foreign Object Damage
FPC—Mission Ready Mobility Pilot Development Phase I Pilot
FPM—Feet Per Minute
FPQ—Mission Ready Mobility Pilot Development Phase II Pilot
FPV—Flight Path Vector
FRAG—Fragmentary Order
FS—Fuselage Station
FSAF—First Suitable Airfield
GBAS—Ground-Based Augmentation System
GCA—Ground Controlled Approach
GDSS—Global Decision Support System
GMRS—Ground Marked Release System
GNSS—Global Navigation Satellite System
GOAT—Go-Around After Touchdown
GP—General Planning
GPS—Global Positioning System
GPWS—Ground Proximity Warning System
GRADS—Ground Radar Aerial Delivery System
HAHO—High Altitude High Opening
HALO—High Altitude Low Opening
136 AFMAN11-2C-17V3 19 AUGUST 2024
HARP—High-Altitude Release Point

HAT—Height Above Touchdown
HATR—Hazardous Air Traffic Report
HAZMAT—Hazardous Cargo or Materials
HF—High Frequency
HQ—Headquarters
HUD—Heads Up Display
IAF—Initial Approach Fix
IAP—Instrument Approach Procedure
IAW—In Accordance With
ICAO—International Civil Aviation Organization
ICDS—Improved Container Delivery System
ICS—Intercom Control Set
IDG—Integrated Drive Generator
IFF—Identification Friend or Foe
IFCM—Integrated Flight Control Module
IFM—Integrated Flight Management
IFR—Instrument Flight Rules
ILS—Instrument Landing System
IMC—Instrument Meteorological Condition
INS—Inertial Navigation System
IP—Initial Point
IP—Instructor Pilot
IR—Infrared
IRU—Inertial Reference Unit
IWP—Inadvertent Weather Penetration
JA/ATT—Joint Airborne/Air Transportability Training
JAI—Joint Airdrop Inspector
JFC—Joint Force Controller
JG—Job Guide
JOG—Joint Operation Graphics
JPADS—Joint Precision Airdrop System
AFMAN11-2C-17V3 19 AUGUST 2024 137
JPADS-MP—Joint Precision Airdrop System-Mission Planner

KCAS—Knots Calibrated Airspeed
KIAS—Knots Indicated Airspeed
LAIRCM—Large Aircraft Infrared Counter-Measure
LACP—Loadmaster’s Aft Control Panel
LAR—Launch Acceptability Region
LFCP—Loadmaster’s Forward Control Panel
LHUD—Legacy Heads Up Display
LDA—Landing Distance Available
LDI—Lateral Deviation Indicator
LDP—Latest Descent Point
LM—Loadmaster
LNAV—Lateral Navigation
LOX—Liquid Oxygen
LSAF—Last Suitable Airfield
LSK—Line Select Key
LTRK—Along Track
LZ—Landing Zone
MAF—Mobility Air Forces
MAFPS—Mobility Air Forces Automated Flight Planning System
MAJCOM—Major Command
MAWP—Missed Approach Waypoint
MBL—Manual Boom Latching
MC—Mission Computer
MC—Mission Contributing
MCA—Minimum Crossing Altitude
MCD—Mission Computer Display
MCK—Mission Computer Communications Keyboard
MDA—Minimum Descent Altitude
MDS—Mission Design Series
ME—Mission Essential
MEL—Minimum Equipment List
138 AFMAN11-2C-17V3 19 AUGUST 2024
MEP—Mission Essential Personnel

MFC—Multi-function Control
MFD—Multi-function Display
MHE—Material Handling Equipment
MGPS—Military Global Positioning System
MILGPS—Military Global Positioning System
MNPS—Minimum Navigation Performance Specifications
MOB—Main Operating Base
MRR—Minimum Risk Routing
MSA—Minimum Safe Altitude
MSL—Mean Sea Level
MTR—Military Training Route
NAS—National Airspace System
NAT HLA—North Atlantic Track High Level Airspace
NATO—North Atlantic Treaty Organization
NAVAID—Navigation Aid
ND—Navigation Display
NDB—Non-Directional Beacon
NGA—National Geospatial-Intelligence Agency
NGB—National Guard Bureau
NLT—No Later Than
NM—Nautical Mile
NOTAM—Notice to Airmen
NPA—Non-Precision Approach
NVG—Night Vision Goggle
NVIS—Night Vision Imaging System
OB—Operating Base
OBL—Override Boom Latching
OCF—Operational Check Flight
OCONUS—Outside Contiguous United States
OG—Operations Group
OGV—Operations Group Standardization and Evaluation
AFMAN11-2C-17V3 19 AUGUST 2024 139
OI—Open Item
OPORD—Operations Order
OPR—Office of Primary Responsibility
OPT—On-board Performance Tool
PA—Public Address
PACAF—Pacific Air Forces
PADS—Precision Air Drop System
PAPI—Precision Approach Path Indicator
PAR—Precision Approach Radar
PBN—Performance-Based Navigation
PDA—Pilot-Directed Airdrop
PF—Pilot Flying
PFBIT—Pre-Flight Built-In Test
PFD—Primary Flight Display
PFR—Primary Flight Reference
PI—Point of Impact
PIC—Pilot in Command
PLSR—Precision Landing System Receiver
PM—Pilot Monitoring
PM FSS—Product Manager Force Sustainment System
PO—PADS Operator
PPI—Plan Position Indicator
PPOS—Present Position
PPS—Precise Positioning Service
PRM—Precision Runway Monitor
PRM AAUP—Precision Runway Monitor Attention All Users Page
P-RNAV—Precision Area Navigation
QAR—Quick Access Recorder
QRC—Quick Reaction Card
RA—Resolution Advisory
RAIM—Receiver Autonomous Integrity Monitoring
RAT—Ram Air Turbine
140 AFMAN11-2C-17V3 19 AUGUST 2024
RCAM—Runway Condition Assessment Matrix

RCR—Runway Condition Reading
RF—Radius-to-Fix
RHUD—Replacement Heads Up Display
RNAV—Area Navigation
RNP—Required Navigation Performance
RRFL—Required Ramp Fuel Load
RSC—Runway Surface Condition
RVR—Runway Visual Range
RVSM—Reduced Vertical Separation Minimum
RZ—Rendezvous
SA—Special Authorization
SAAM—Special Assignment Airlift Mission
SAAR—Special Aircraft & Aircrew Requirement
SAASM—Selective Availability Anti-Spoofing Module
SC/EFC—Spoiler Control/Electronic Flap Computer
SDP—Special Departure Procedure
SDRR—Signal Data Recorder-Reproducer
SED—Standby Engine Display
SF—Standard Form
SFO—Specialized Fueling Operations
SID—Standard Instrument Departure
SKE—Station Keeping Equipment
SLICC—Senior Leader In-Transit Conference Capsule
SLIP—Senior Leader In-Transit Pallet
SM—Statue Mile
SOLL II—Special Operations Low Level II
SOV—Shut-Off Valve
SPINS—Special Instructions
SPIC—Special Pilot In Command
SPRO—Semi-Prepared Runway Operations
SQ—Squadron
AFMAN11-2C-17V3 19 AUGUST 2024 141
STAN/EVAL—Standardization/Evaluation
STAR—Standard Terminal Arrival Route
SUAS—Special Use Airspace
TA—Traffic Advisory
TACAN—Tactical Aircraft Control and Navigation
TAWS—Terrain Awareness Warning System
TCA—Turbine Cooling Air Valve
TCAS—Traffic Alerting and Collision Avoidance System
TDY—Temporary Duty
TDZL—Touchdown Zone Lighting
TEM—Threat and Error Management
TERPS—Terminal Enroute Procedures
TLM—Topographic Line Map
T.O.—Technical Order
TOGA—Takeoff Go-Around
TOLD—Takeoff and Landing Data
TPC—Tactical Pilotage Chart
TR—Thrust Reverser
TRANSCOM—Transportation Command
TTF—Tanker Task Force
UDM—User Data Module
UHF—Ultra High Frequency
UIR—Upper Information Region
UTC—Coordinated Universal Time
WAP—Warning Annunciator Panel
WCC—Warning and Caution Computer
WG—Wing
WPS—Weapons Squadron
WWNDB—Worldwide Navigation Database
VASI—Visual Approach Slope Indicator
VDI—Vertical Deviation Indicator
VFR—Visual Flight Rules
142 AFMAN11-2C-17V3 19 AUGUST 2024
VHF—Very High Frequency

VIRS—Verbally Initiated Release System
VMC—Visual Meteorological Conditions
VNAV—Vertical Navigation
VOR—Very High Frequency Omnidirectional Range
VPROF—Vertical Profile
VVI—Vertical Velocity Indicator
VVOD—Vector Vertical Obstruction Data
WX—Weather
XMIT—Transmit
XTRK—Cross Track
ZAR—Zone Availability Report
Office Symbols
AMC/A3A—Airspace Ranges/Airfield Operations Division
AMC/A3AS—Airfield Suitability Branch
AMC/A3T—Aircrew Tactics and Training Division
AMC/A3TW—Combat Operations Division-Tactics
AMC/A3V—Aircrew Standardization/Evaluation and Readiness
AMC/A4TC—Air Cargo Movement Policy Branch
AFLCMC/EZFC—Air Force Life Cycle Management Center Crew Systems Branch
OSK—Weapons and Tactics Flight
19 AF/A3—19th AF Director of Operations
618 AOC—Air Operations Center
618 AOC/XOOO—Special Assignment Airlift Missions
Terms
618 AOC (Air Operations Center)—Operations center that controls tanker and airlift forces
worldwide through a network of computer systems. The 618 AOC is organized into geographic
cells consisting of East, West, and Emergency Action Cells. The 618 AOC contains the following
functions: Mobility Management, Global Channel Operations, Operations Management, Current
Operations, Global Readiness, Weather, Logistics Readiness Center, Aerial Port Control Center,
International Clearances, and Flight Plans.
Airdrop Damage Estimation (ADE)—A balance of science and art that produces the best
estimate of potential damage concerns.
AFMAN11-2C-17V3 19 AUGUST 2024 143
Aeromedical Evacuation (AE)—Movement of patients under medical supervision between

medical treatment facilities (MTFs) by air transportation.
Air Force Component Commander (AFCC)—In a unified, sub-unified, or joint task force
command, the Air Force commander charged with the overall conduct of Air Force air operations.
Airlift—Aircraft is considered to be performing airlift when manifested passengers or cargo are
carried.
Air Reserve Component (ARC)—Refers to National Guard Bureau (NGB) and Air Force
Reserve Command (AFRC) forces, both Associate and Unit-Equipped.
Air Route Traffic Control Center (ARTCC)—A facility that provides Air Traffic Control
(ATC) services to aircraft operating on IFR flight plans within controlled airspace, principally
during the enroute phase of flight.
Air Traffic Control (ATC)—A service provided by an appropriate authority to promote the safe,
orderly and expeditious use of the air transportation system and to maximize airspace utility.
Augmented Crew—Basic aircrew supplemented by additional qualified aircrew members to
permit in-flight rest periods.
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.
COIN ASSIST—Nickname used to designate dependent spouses accompanying dependent
children and dependent parents of military personnel reported missing or captured who may travel
space available on military aircraft for humanitarian purposes on approval of the Chief of Staff,
United States Army; Chief of Staff, United States Air Force; Chief of Space Operations; Chief of
Naval Operations; or the Commandant of the Marine Corps.
Command and Control (C2)—Exercise of direction and authority over assigned forces by a
properly designated command echelon in the accomplishment of the mission.
Command and Control Center—Each C2 center provides supervision, guidance, and control
within its assigned area of responsibility. For the purpose of this manual, C2 centers include
operations centers, local AMC C2s, air mobility elements, contingency response elements/groups
(CRE/CRGs), air mobility control centers, unit command posts, and tanker task forces.
Contingency Fuel—An additional 15 minutes of fuel to compensate for unforeseen circumstances
during any phase of flight (e.g., unforecasted weather, launch delay, etc.). Contingency fuel will
not be considered reserve fuel since crews may burn some or all of the contingency fuel at any
time during the mission. Identified extra to compensate for unforeseen circumstances during any
phase of flight (e.g., unforecasted weather, launch delay, etc.).
Contingency Mission—Mission operated in direct support of an OPORD, OPLAN, disaster, or
emergency.
Contingency Response Elements/Groups (CRE/CRGs)—Team of qualified Air Force
personnel established to control, coordinate, and function as an Air Force tanker and airlift C2
facility at a base where normal AMC C2 facilities are not established or require augmentation.
CRE/CRGs support and control contingency operations on both a planned and no-notice basis.
144 AFMAN11-2C-17V3 19 AUGUST 2024
Crew Resource Management (CRM)—The effective use of all available resources (people,
weapon systems, facilities, equipment, and environment) by crews to safely and efficiently
accomplish an assigned mission or task.
Critical Phase of Flight—Terminal area operations including taxi, takeoff and landing, low-level
flight, air refueling, airdrop, weapons employment, flight using NVGs, tactical or air combat and
formation operations (other than cruise), all portions of any test or functional check flight or any
aerial demonstration IAW AFMAN 11-202V3.
Depressurization Fuel—Depressurization fuel will be calculated in MAFPS at FL250/10,000
foot altitude. If additional fuel is required from the Depressurized Engine Out ETP, then MAFPS
automatically adds the additional fuel into the Ramp Fuel.
Deviation—A deviation occurs when takeoff time is not within -20/+14 minutes of scheduled
takeoff time.
Director, Mobility Forces (DIRMOBFOR)—Individual responsible for theater mobility force
management. The Air Force component commander exercises operational control of assigned or
attached mobility forces through the DIRMOBFOR. The DIRMOBFOR monitors and manages
assigned mobility forces operating in theater. The DIRMOBFOR provides direction to the Air
Mobility Division in the AOR to execute the air mobility mission and will normally be a senior
officer familiar with the AOR.
Distinguished Visitor (DV)—Passengers, including those of friendly nations, of star or flag rank
or equivalent status, to include diplomats, cabinet members, members of Congress, and other
individuals designated by the DoD due to their mission or position (includes BLUE BARK and
COIN ASSIST).
Due Regard—Operational situations that do not lend themselves to International Civil Aviation
Organization (ICAO) flight procedures, such as military contingencies, classified missions,
politically sensitive missions, or training activities. Flight under "Due Regard" obligates the PIC
to be his or her own air traffic control (ATC) agency and to separate his or her aircraft from all
other air traffic. See FLIP General Planning, Chapter 8.
Equal Time Point (ETP)—Point along a route at which an aircraft may either proceed to First
Suitable Airfield (FSAF) or return to Last Suitable Airfield (LSAF) in the same amount of time
based on all engines operating. FSAF/LSAF are airports closest to the coast out and coast in route
of flight that meet applicable destination alternate requirements.
Execution—Command-level approval for initiation of a mission or portion thereof after due
consideration of all pertinent factors. Execution authority is restricted to designated command
authority.
Fuel Reserve—Amount of usable fuel that must be carried beyond that required to complete the
flight as planned.
Global Decision Support System (GDSS)—AMC’s primary execution command and control
system. GDSS is used to manage the execution of AMC airlift and tanker missions.
Ground Time—Interval between engine shut down (or arrival in the blocks if engine shutdown
is not scheduled) and next takeoff time.
AFMAN11-2C-17V3 19 AUGUST 2024 145
Hazardous Cargo or Materials (HAZMAT)—Articles or substances that are capable of posing

significant risk to health, safety, or property when transported by air and classified as explosive
(class 1), compressed gas (class 2), flammable liquid (class 3), flammable solid (class 4), oxidizer
and organic peroxide (class 5), poison and infectious substances (class 6), radioactive material
(class 7), corrosive material (class 8), or miscellaneous dangerous goods (class 9). Classes may
be subdivided into divisions to further identify hazard (e.g., 1.1, 2.3, 6.1, etc.).
Joint Airborne/Air Transportability Training (JA/ATT)—Continuation and proficiency
combat airlift training conducted in support of DoD agencies. Includes aircraft load training and
service school support. JA/ATT information can be found in AMCI 10-2101, Joint Airborne/Air
Transportability Training.
Loading Time—Specific time established jointly by the commanders concerned when aircraft
loading will begin.
Local Training Mission—A mission scheduled to originate and terminate at home station (or an
off-station training mission), generated for training or evaluation, and executed at the local level.
Mission—Movement of aircraft from a designated point of origin to a designated destination as
defined by assigned mission identifier, mission nickname, or both in the schedule, mission
directive, OPORD, OPLAN, or FRAG order.
Mobility Air Force (MAF)—Forces assigned to mobility aircraft or MAJCOMs with operational
or tactical control of mobility aircraft.
Mobility Air Forces Automated Flight Planning System (MAFPS)—The software used for
AOC-level mission planning for Mobility Air Forces global strategic airlift, aerial refueling, and
tactical airlift missions. Replaces Legacy AMC Advanced Computer Flight Plan mission planning
system. MAFPS is further designed to provide a means for mission planners to optimize route
planning with respect to flight mission time and fuel considerations.
Operational Control (OPCON)—Functions of command and control involving composition of
subordinate forces, authority to approve allocation of assets to specific missions, assignment of
tasks, designation of objectives, and authoritative direction necessary to accomplish the mission.
This is a higher authority than the command that performs specific mission functions.
Operational Missions—Missions executed at or above 618 AOC level. Operational missions
termed "CLOSE WATCH" include CORONET missions and AFI 11-221, Air Refueling
Management (KC-10, KC-46, and KC-135), priority 1, 2, and 3 missions tasked by the 618 AOC.
Other operational missions such as deployment, re-deployment, reconnaissance operations,
operational readiness inspections (ORI), AMC channel or SAAM, and JA/ATT missions may be
designated "CLOSE WATCH" as necessary.
Operational Necessity—A mission associated with war or peacetime operations in which the
consequences of an action justify the risk of loss of aircraft and crews.
Operations Plan (OPLAN)—A plan for a single or a series of connected operations to be carried
out simultaneously or in succession, based on stated assumptions; a directive to permit subordinate
commanders to prepare supporting plans and orders.
Overwater Flight—Any flight that exceeds power off gliding distance from land.
Passenger—Personnel listed on a passenger manifest (does not include aircrew member or MEP).
146 AFMAN11-2C-17V3 19 AUGUST 2024
Permit to Proceed—Aircraft not cleared at the first US port of entry may move to another US
airport on a permit to proceed issued by customs officials at the first port of entry. This permit
lists the requirements to be met at the next point of landing (i.e., number of crew and passengers,
cargo not yet cleared). PIC is responsible to deliver the permit to proceed to the customs inspector
at the base where final clearance is performed. Note: Heavy monetary fines can be imposed on
the PIC for not complying with permit to proceed procedures.
Positioning and De-positioning Missions—Positioning missions are performed to relocate
aircraft for the purpose of conducting a mission. De-positioning missions are made to return
aircraft from bases at which missions have terminated.
Repair Capable Facility—Stations with the necessary skilled maintenance personnel, support
equipment, and facilities to accomplish required repairs.
Required Ramp Fuel Load (RRFL)—Minimum fuel required at engine start to complete tasked
mission. Required ramp fuel load will consist of all fuel required for engine start, taxi, APU
operation, takeoff, enroute, enroute reserve, contingency, air refueling, decompression
(depressurization), descent, approach and landing, alternate, transition, holding/minimum landing.
Scheduled Takeoff Time—Takeoff time is established in the schedule or OPORD. For air aborts
and diversions, this will be engine shut down time (or arrival in the blocks if engine shutdown is
not scheduled) plus authorized ground time. Early deviation does not apply to aborts or diversions
unless the mission is formally rescheduled by current operations. Scheduled takeoff time may be
adjusted to make good an ARCT. Notify controlling agency prior to takeoff to adjust the scheduled
takeoff time.
Section—Subdivision of a formation. A section normally consists of 6 aircraft (2 elements).
Special Assignment Airlift Mission (SAAM)—Funded airlift that cannot be supported by
channel missions due to unusual nature, sensitivity/urgency of the cargo, or destinations outside
established channel structure.
Tactical Event—A flight event that, due to its complexity and/or increased risk due to fatigue,
limits the period within a crew’s duty day the event may be performed. Not all tactical maneuvers
are considered a tactical event. C-17 tactical events are Airdrop, Low Level, Non- SKE Formation,
SKE Formation Greater Than 2-Ship, Assault Landing/Takeoff, Tactical Approaches/Departures,
and Landings at AMP-3 or AMP-4 configured airfields at night. Events not listed, such as
penetration descents and standard traffic pattern altitude downwind and overhead approaches, are
not tactical events.
Tanker Task Force (TTF)—Force of tanker aircraft assembled and tasked to perform a specific
function.
Tankered Fuel—Additional fuel carried through a primary destination for use on a subsequent
leg.
Training Mission—Mission executed at the unit level for the sole purpose of aircrew training for
upgrade or proficiency. Does not include operational missions as defined in this manual.
Unilateral—Operations confined to a single service.

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BY ORDER OF THE AIR FORCE MANUAL 11-2C-17V3

SECRETARY OF THE AIR FORCE

C-17 OPERATIONS PROCEDURES

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

OPR: AMC/A3V Certified by: AF/A3T

Chapter 1—GENERAL INFORMATION 9

Chapter 2—ROLES AND RESPONSIBILITIES 11

Chapter 3—AIRCREW COMPLEMENT/MANAGEMENT 12

3.8. Flight Attendants on Distinguished Visitor Missions. ............................................. 14

Chapter 4—AIRCRAFT OPERATING RESTRICTIONS 15

Chapter 5—OPERATIONAL PROCEDURES 49

5.19. C-17 HUD/MFD Endorsement. ............................................................................... 57

Chapter 6—AIRCREW PROCEDURES 58

Chapter 7—AIRCRAFT SECURITY 67

Chapter 8—TRAINING AND OPERATING LIMITATIONS 68

Chapter 9—NAVIGATION PROCEDURES 72

Chapter 10—AIRCREW MAINTENANCE SUPPORT PROCEDURES 80

Chapter 11—CARGO AND PASSENGER PROCEDURES 82

Chapter 12—FUEL PLANNING AND CONSERVATION 90

Chapter 13—AIR-TO-AIR REFUELING 93

Chapter 14—COMBAT MISSION PLANNING 95

Figure 14.1. Inherent Chart Errors. .............................................................................................. 97

Chapter 15—MISSION EMPLOYMENT/TACTICAL PROCEDURES 100

Chapter 16—AIRCRAFT FORMATION 104

Chapter 17—AIRDROP 113

17.7. Airdrop Load Information........................................................................................ 114

Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 128

ROLES AND RESPONSIBILITIES

Table 3.1. Aircrew Complement.

Crew Complement (1, 2, 3, 4)

a. Single-element formations. An airdrop instructor or lead pilot is required in the

AIRCRAFT OPERATING RESTRICTIONS

Table 4.1. C-17 Minimum Equipment List (MEL).

Figure 5.1. Taxi Obstruction Diagram.

6.1. Large Aircraft Infrared Counter-Measure (LAIRCM).

Table 6.1. Minimum Aircrew ePubs.

Digital: All abbreviated checklists for required parent

6.5.1.5. *CBP Form 7507, General Declaration (Outward/Inward).

6.7.2.2. Onboard Performance Tool (OPT). To facilitate easier reference to Jeppesen

6.9. Adverse Weather.

6.12. NVG Departures.

6.13. Flight Progress. In-flight, monitor mission computer navigation performance.

6.16. Instrument Approach Procedures.

TRAINING AND OPERATING LIMITATIONS

8.3.2. Passengers and MEPs are briefed on the activity.

8.7.1.2. Takeoff and Landing Restrictions:

Table 8.1. Training Flight Restrictions.

Note: These restrictions do not apply to operational missions.

9.3.2.3. Document (using AFTO 781A) malfunctions or failures of required equipment,

9.3.5. RNAV/GPS Approach restrictions.

AIRCREW MAINTENANCE SUPPORT PROCEDURES

Table 10.1. Job Guides.

1C-17A-2-10JG-50-1 Ground Handling Launch

CARGO AND PASSENGER PROCEDURES

11.1. Transportability Problem Items.

2330 or MAJCOM Stan/Eval for questions concerning cargo certification. ATTLA

FUEL PLANNING AND CONSERVATION

Table 12.1. Identified Extra Fuel.

ICING Departure or Landing - 1,100 lbs. (min)/2,200

ATC Altitude Restrictions (1) (2) Hold Down – 4,500 lbs.