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CHAPTER 6

CREW WARFIGHTING

Warfighting is the mission of Army Aviation aircrews. The purpose of this chapter is to provide information and tactics techniques, and procedures for attack and armed-reconnaissance helicopter crews.

Section I. Fratricide Prevention

"Fratricide is the employment of friendly weapons and munitions with the intent to kill the enemy or destroy his equipment or facilities, which results in unforeseen and unintentional death or injury to friendly personnel."

- TRADOC Fratricide Action Plan

Fratricide is a fact in combat operations. Historically, fratricide incidents are most likely to occur in the early stages of combat, during reduced visibility, or along shared unit boundaries. Each one of us share the responsibility to stop fratricide. However, we must avoid the reluctance to employ, integrate, and synchronize all battlefield operating systems due to fear of fratricide. On the modern battlefield, the extreme range capability of the attack helicopter's direct fire weapons exceed the ability of the helicopter's sights to positively identify targets. Therefore, the decision to fire is based considerably on SITUATIONAL AWARENESS.

6-1. SITUATIONAL AWARENESS

Situational awareness is the real-time accurate knowledge of one's own location and orientation, as well as the locations of friendly forces, enemy forces, and noncombatants. Situational awareness includes awareness of the METT-T conditions that impact the operation. A breakdown in situational awareness is illustrated most frequently in the following ways:

6-2. CONTRIBUTING FACTORS

There are numerous contributing factors (or preconditions) to fratricide. These factors are crucial in the commander's fratricide risk assessment prior to combat. They include, based on METT-T:

6-3. FRATRICIDE PREVENTION

Aviation units must practice antifratricide tactics, techniques, and procedures during all training. Unit SOPs must reflect a thorough understanding of fratricide and must focus on those TTP the soldiers understand, innovate and refine themselves, and practice frequently. The following initiatives can help establish and refine unit SOPs.

Section II. Target Acquisition

6-4. ACQUISITION DEFINED

Target acquisition is the timely detection, location, and identification of targets in sufficient detail to permit attack by either direct or indirect-fire weapons. Effective target acquisition requires the combined effort of the crew. This section describes the target acquisition process, discusses methods for acquiring and classifying targets, and relates target acquisition confirmation to conduct of fire.

6-5. TARGET ACQUISITION PROCESS

The target acquisition process is a series of progressive and interdependent steps or actions with which an aircrew acquires enemy targets for destruction. It is a continuing requirement for all aircrew members, whether in the offense or defense, moving or stationary. Crew Search is the crew's collective efforts, using both the unaided eye and aircraft optics, within assigned sectors of observation, to explore the area of operations visually for enemy presence. The acquisition process consists of the following elements:

6-6. CREW SEARCH

Crew search, or observation, is the act of carefully viewing or watching the area of operation, using search and scanning techniques and sectors of observation, to acquire targets. Sectors of observation are areas assigned to each crew member for search and target acquisition. Crew members must know their assigned sectors of observation to ensure thorough coverage of the battlefield. When operating in larger groups (team, platoon, company), each helicopter's coverage will create overlapping fields of observation.

6-7. AERIAL SEARCH TECHNIQUES

Crew members will scan their areas of observation at all times to detect targets or possible target signatures. Three search techniques enable crew members to locate targets quickly: Side-scan, motive, and stationary. Crews must divide duties during deliberate search--someone must fly the helicopter. All three techniques may be employed using the aided or unaided eye or aircraft optics under both day and night conditions.

6-8. TECHNIQUES FOR CREW SEARCH

6-9. TARGET DETECTION

Target detection is the discovery of objects (personnel, vehicles, equipment) of potential military significance on the battlefield. It is the first phase of target acquisition. Target detection occurs during crew search as a direct result of observing target signatures.

6-10. TARGET DETECTION CHALLENGES

Some targets are more difficult to detect than others. Increased crew sustainment training and greater concentration are needed to detect and locate them. Some examples of these more difficult targets and detection challenges are as follows:

6-11. TARGET LOCATION

Target location is the determination of where a potential target is on the battlefield. Locating a target occurs as a result of observation and detection during crew search. The purpose of target location is to allow a crew member to fix or locate a target for their other crew member(s). For example, a pilot locating a target for his copilot/gunner. The most common target location methods are described below.

NOTE: When handing a target over to another aircraft, use a magnetic heading. The above stated methods may not be relevant to another crew due to their position.

6-12. TARGET CLASSIFICATION

Target classification is the grouping of potential targets by the relative level of danger they represent. It is determined by the aircrew after target acquisition has been completed. To defeat the many enemy targets that will appear on the battlefield, the crew must rapidly decide which targets present the greatest danger. Targets are classified as most dangerous, dangerous, or least dangerous. Estimate of the threat array, target by target, leads to a priority-of-engagement decision. The crew further analyzes the targets in terms of hard (tank) versus soft (truck), and single (tank) versus multiple (troops) to determine the proper ammunition (MPSM or PD rockets) and weapon system to use in the engagement.

6-13. CONFIRMATION

Target confirmation is the rapid verification of the initial identification and classification of the target. Confirmation takes place after the crew has completed the fire commands except the execution command. The crew may complete the evaluation of the target based on the 6-step method. This technique may be used at the discretion of the commander. It provides a deliberate method for crews to classify a target. If the crew determines the target is enemy, they continue the engagement. However, if a crew answers unknown to the following questions, they probably should seek out assistance from other crews in the area unless they are taking fire.

Answer yes, no, or unknown for the following questions:

Section III. Range Determination

6-14. RANGE DETERMINATION

The laser range finder is the primary method of determining range in attack helicopters. LRF malfunctions, environmental conditions, battlefield obscurant, or target size may force the crew to use alternate methods. This chapter explains how to determine range without the LRF.

Table 6-1. Identification ranges

TARGET

UNAIDED EYE

Tank crew, troops, machine gun, antitank gun, mortar

500 meters

Tank, armored personnel carrier, truck--by model (i.e. T-72)

1,000 meters

Tank, howitzer, APC, truck--generic

1,500 meters

Armored vehicle, wheeled vehicle.

2,000 meters

Table 6-2. Mil/range table, tank, and APC

AVERAGE THREAT TANK

VEHICLE

MIL ANGLE AND RANGE IN METERS

DIMENSION

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

5.5

6

6.5

7

Length
6.7 meters

13400

6700

4467

3350

2680

2233

1914

1675

1489

1340

1218

1117

1031

957

Width
3.4 meters

6800

3400

2267

1700

1360

1133

971

850

756

680

618

567

523

486

Full height
2.3 meters

4600

2300

1533

1150

920

767

657

575

511

460

418

383

354

329

Turret height
1 meter

2000

1000

667

500

400

333

286

250

222

200

182

167

154

143

AVERAGE THREAT ARMORED PERSONNEL CARRIER

VEHICLE

MIL ANGLE AND RANGE IN METERS

DIMENSION

.5

1

1.5

2

2.5

3

3.5

4

4.5

5

5.5

6

6.5

7

Length
6.4 meters

12800

6400

4267

3200

2560

2133

1829

1600

1422

1280

1164

1067

985

914

Width
2.6 meters

5200

2600

1733

1300

1040

867

743

650

578

520

473

433

400

371

Full height
2.1 meters

4200

2100

1400

1050

840

700

600

525

467

420

382

350

323

300

W = m
R

Because the mil relation is constant, other units of measurement such as yards, feet, or inches may be substituted for meters in expressing width or range. However, the relation holds true only if both W and R are expressed in the same unit. For example, if the sides of a 1 mil angle are extended to 1,000 yards, the width between the ends of the sides is 1 yard. Computations are difficult in a busy cockpit. The following formula is the easiest to use and is preferred for quick range computations.

RANGE TO TARGET = (WIDTH OF TARGET/MIL) X 1,000

NOTE: Remember -- Width refers to the measurement of width, length, or height of the vehicle.

 

Using this formula, divide the width of the target by the determined mil measurement and multiply by 1,000. If you round the mil values to a whole number and memorize a mil value for each of one or two fields of view in your helicopter's optics, practice will produce accurate, quick range determinations. Table 6-3 shows some average measurements (in meters) to use in the above formula.

Table 6-3. Average measurements in meters

TYPE VEHICLE

LENGTH

WIDTH

HEIGHT

TURRET

TANK

7m

3m

2m

1m

APC

6m

3m

2m

 

6-15. AIRCRAFT MIL VALUES

The key to determining range with the mil method is that the aircrew must remember mil values that relate to their particular aircraft. The training program should focus on using one or two selected mil values that can be easily remembered by the aircrew. Focusing on a few values can speed up the process and produce ranges consistently.

Table 6-4. Mil values for the AH-64

SENSOR

FOV

HFOV

VFOV

HRET

VRET

HGAP

VGAP

TV

W

56.9

42.7

11.7

8.8

1.4

.9

TV

N

12.8

9.6

2.6

2.0

.3

.2

TV

Z

6.4

4.8

1.3

1.0

.2

.1

FLIR

W

711.2

533.4

145.8

110.2

17.8

10.7

FLIR

M

145.1

108.3

29.7

22.5

3.6

2.2

FLIR

N

44.1

33.1

9.0

6.8

1.1

.7

FLIR

Z

22.0

16.5

4.5

3.4

.6

.3

KEY:

1. SENSOR: Day TV or FLIR

2. FOV: Field of View

3. HFOV: Horizontal field of view

4. VFOV: Vertical field of view

5. HRET: Horizontal LOS reticle, outside tip to outside tip

6. VRET: Vertical LOS reticle, outside tip to outside tip

7. HGAP: Gap in center of LOS reticle, measured horizontally

8. VGAP: Gap in center of LOS reticle, measured vertically

Table 6-5. Mil values for the Kiowa Warrior

SENSOR

FOV

RAS/WT

RAS/HT

MMS LOS/
R/A/G

MMS LOS/HF

GPC

GPCL/
H-V

TV

W

.6

20.2

2.9

4.2

10.2

19.2

TV

N

.4

5.0

.7

1.0

2.6

4.8

TIS

W

2.0

25.2

3.6

5.2

12.8

24

TIS

W 2x

1.0

12.6

1.8

2.6

6.4

12

TIS

N

.6

7.6

1.1

1.6

3.8

7.2

TIS

N 2x

.3

3.8

.5

.8

1.9

3.6

KEY:

1. RAS/WT: Rocket Aiming Symbol, Width

2. RAS/HT: Rocket Aiming Symbol, Height

3. MMS LOS/R/A/G: MMS Line of sight, Rockets, ATAS, Gun

4. MMS LOS/ HF: MMS Line of sight, Hellfire

5. GPC: Gun Pitch Cue, Solid Ring

6. GPCL/H-V: Gun Pitch Cue Lines, Horizontal and Vertical

6-16. LASER-OFF OPERATIONS

Section IV. Crew Communication

6-17. CREW COMMUNICATION

6-18. FIRE COMMANDS

6-19. LINES OF COMMUNICATIONS

Lines of communications must be established or communicated during each step of the engagement. The following example contains the information that should be passed between the crew members.

6-20. PHRASEOLOGY

The most important aspect of crew coordination is the sequence. The following phrases are used to conduct crew coordination.

NOTE: "Bogey" or "bandit" may be substituted for "target" in (4) and (5) above.

6-21. REMOTE HELLFIRE MISSILE FIRING

A remote Hellfire missile call for fire is a concise message initiated by the laser designator. It contains all information the designator and launch aircraft need to effect an engagement with the exception of the exact positioning of the two aircraft. Because of the specific parameters that are required to safely and successfully fire remote Hellfire missiles, the engagements are usually preplanned or part of unit SOPs. The remote designator will ensure the proper constraints are met when positioning is in question. For example, if more than 60 degrees exist between the designating and firing aircraft's laser-target line, the designating aircraft has the responsibility to move.

6-22. REMOTE CALL FOR FIRE

The call for fire is transmitted in four parts consisting of seven elements.

6-23. CALL FOR FIRE DESCRIPTION

NOTE: The designating crew assumes that the launch crew accepts the mission if they acknowledge the warning order transmission. If the launch crew cannot accept the mission, they alert the designating crew at this time and give the reason for not accepting the mission. For example, the launch crew responds "Blue 6, mission denied, out of missiles."

6-24. EXAMPLE OF CALL FOR FIRE, ONE MISSILE, TWO AHs

NOTE: The numbers in parentheses denote the sequence of radio transmissions.

DESIGNATING AIRCRAFT - BLUE 6
LAUNCH AIRCRAFT - BLUE 4

(1) BLUE 4, THIS IS BLUE 6, ONE
ALPHA, OVER.

(2) BLUE 6, THIS IS BLUE 4 ONE ALPHA, OUT.(Denotes mission acceptance)

(3) GRID AA 12345678, ALTITUDE
1078,LTL 160, CALL READY, OVER.

(4) GRID AA 12345678,ALTITUDE 1078, LTL 160, ROGER, OUT.

(5) READY, TIME OF FLIGHT 20 SECONDS

(6) TOF 20 SECONDS (STANDBY
OR FIRE) FIRE, OVER.

(7) SHOT, OVER

(8) SHOT, OUT

(9) BDA: 1 T-72 DESTROYED, GRID
AA 12345678, TIME: 2115.

(10) BDA: 1 T-72 DESTROYED, GRID: AA 12345678 TIME: 2115.

6-25. EXAMPLE OF CALL FOR FIRE, TWO MISSILES, RIPPLE FIRE, TWO AHs

NOTE: The numbers in parentheses denote the sequence of radio transmissions.

DESIGNATING AIRCRAFT - BLUE 6
LAUNCH AIRCRAFT - BLUE 4

(1) BLUE 4, THIS IS BLUE 6, ONE
ALPHA, ONE BRAVO, RIPPLE, OVER.

(2) BLUE 6, THIS IS BLUE 4 ONE
ALPHA, ONE BRAVO, RIPPLE, OUT.

(3) GRID AA 12345678, LTL 160,
CALL READY, OVER.

(4) GRID AA 12345678, LTL 160,
ROGER, OUT.

(5) READY, TIME OF FLIGHT 20
SECONDS

(6) TOF 20 SECONDS (STANDBY OR
FIRE) FIRE, OVER.

(7) SHOT ONE, OVER

(8) SHOT ONE, OUT

(9) SHOT TWO, OVER

(10) SHOT TWO, OUT

(11) BDA: 2 T-72s DESTROYED,
GRID AA 12345678, TIME: 2115.

(12) BDA: 2 T-72s DESTROYED,
GRID: AA 12345678, TIME: 2115.

6-26. AUTONOMOUS FIRE MISSION TO APACHE

NOTE: The numbers in parentheses denote the sequence of ratio transmissions.

CALLING AIRCRAFT - BLUE 6
SHOOTING AIRCRAFT - BLUE 4

(1) BLUE 4, THIS IS BLUE 6, FIRE
MISSION, (GUN, ROCKETS, HELLFIRE),
OVER.

(2) BLUE 6, THIS IS BLUE 4, FIRE MISSION, HELLFIRE, OUT.

(3) ONE T-72, (POLAR, SHIFT FROM
KNOWN POINT, OR GRID) GRID AA
12345678, 1078 FT., ALPHA SPOT
ON, OVER.

(4) ONE T-72, GRID AA 12345678, 1078 FT, TALLY ALPHA SPOT, OUT.

(5) CALL SPOT (OR FIRING),
OVER.

(6) FIRING, OVER

(7) BDA: 1 T-72 DESTROYED,
GRID: AA 12345678, TIME: 2115.

(8) ROGER, END OF MISSION, OUT.

NOTE: On transmission #3, the calling aircraft may use the following for handover:

    (Polar: 360 degrees, 4,000 meters from my location.

    Shift from known point: 2 kilometers south of TRP 5, EA CAT.

    Grid: AA 12345678, 1,078 feet (altitude).

Laser spot tracker operations are recommended for this procedure.

Section V. Precombat Checks

6-27. PRECOMBAT CHECKS

    a. Commanders conduct precombat checks to ensure the unit is prepared for the mission. Aircrews and aircraft require extensive precombat checks to ensure mission readiness.

    b. Precombat checks are a part of all missions and are included in this manual to increase the probability of successful helicopter gunnery operations. The following paragraphs contain a suggested format for the aircrew precombat checks.

6-28. BEFORE MISSION RECEIPT CHECKS

    a. Preflight the aircraft per appropriate checklist with PPC in progress. Place aircraft logbook in a known location, preferably in the aircraft.

    b. Refuel the aircraft and load it with ammunition (if applicable). Compute weight and balance for the aircraft load.

    c. Place aircrews on appropriate crew rest schedule. Crew rest should be tracked by the commander and ASO.

6-29. UPON MISSION RECEIPT

The commander and company planning cells provide the following information to the crews: (This information is gathered from the various unit staff sections.)

    a. Navigation/air route planning according to posted A2C2 plan.

    *b. Communications card or SOIs.

    *c. COMSEC/IFF codes for aircraft.

    *d. Mission graphics.

    e. Fire support and fire distribution on the objective.

    *f. Weather and light data and fuel requirements.

    g. Tactical flight plan preparation and filing.

    h. Risk assessment.

    *i. Assessment of enemy capability.

    *j. Actions on contact.

NOTE: Much of this information may be developed concurrently with the staff. The items marked with the asterisks contain information that can be continually tracked and updated prior to mission receipt.

6-30. PREPARING FOR THE MISSION

Following receipt of the mission briefing (either written or oral), the mission unit executes the following:

    a. The commander conducts a briefing to cover more detailed flight and tactical procedures for the mission aircrews. The crew briefing contained in FM 1-112 is recommended.

    b. The planning cells receive updates from the staff, continually updating the friendly and enemy situation, as well as weather and environmental considerations.

    c. By backward planning, the commander and planning cells determine the mission's time sequence.

    d. A flight plan or field strip is filed at flight operations with a current risk assessment for the mission.

6-31. FINAL CHECKS

Before the crews move to the aircraft, the following checks will take place:

    a. Graphics. Check mission graphics for completeness and accuracy. The commander or a designated platoon leader will inspect the mission graphics of the mission crews. Use a known, properly prepared map as the baseline. This technique can be ongoing through the planning process, but a quick check before the mission is critical.

    b. Communications Card. If the crews copy their own frequencies and callsigns, designate a crew member to read the card aloud to the crews to check accuracy. Ensure crews know the proper frequencies to conduct communications check.

    c. Mission Statement and Commander's Intent. The commander will read the mission statement and the commander's intent to the crews.

    d. Chain of Command. Restate the chain of command and reiterate the downed pilot points and the SERE plan at this time. Ask for questions and send the crews to their aircraft.

6-32. CREW CHECKS

Crews will check the following items before getting into the aircraft:

    a. Crew members within limits of crew endurance policy.

    b. Aircraft ignition key is present.

    c. Aviation life support equipment, both personal and crew, present.

    d. Checklist, -10 manual, and all mission-related publications available.

    e. Special mission equipment (such as NVGs, sidearms) available and function check complete.

    f. COMSEC and IFF codes loaded in appropriate equipment.

6-33. RUN-UP CHECKS

    a. Complete start sequence according to the appropriate -10 checklist.

    b. Crews are required to complete weapons system initialization according to the appropriate aircraft ATM. For armed helicopters, weapons checks and boresights are considered one of the most critical precombat checks.

6-34. COMMUNICATIONS CHECK

For brevity, complete the communications check in the following manner. Techniques for communications checks may not be compatible with all communications packages in armed helicopters. The commander may use this technique for SOP development.

    a. Chalk 1 starts the check on FM, selects UHF and transmits, and then selects VHF and transmits. For example, "THIS IS (callsign) ON 1 (FM internal frequency, nonsecure), 2 (UHF internal frequency), and 3 (VHF internal frequency)."

    b. This process continues through the chalk order until all aircraft in the flight have checked. All aircraft will monitor to determine which radios work on which aircraft.

    c. Chalk 1 announces "THIS IS (callsign), GO SECURE ON 1." This call instructs the flight to select the secure mode for their FM radio. The check progresses as listed in paragraph 6-34a, but only the FM is used.

    d. Once FM secure is checked, the flight can go active on HAVE QUICK, with a designated aircraft in the flight sending the time.

      (1) If crews use this procedure during all training missions, communications checks become quick and routine. The commander may need to readjust radio nets due to nonfunctioning radios in the flight. It is very important to let all crews know which radios the nets are on prior to takeoff.

      (2) Once all checks are complete and the commander is satisfied the flight can communicate, he will call "EXECUTE CARD." This command will tell the crews to tune their radios to the predetermined nets for the mission, and it probably will be the last radio transmission until takeoff.

6-35. CONCLUSION

When the commander or AMC calls for takeoff, he must assume that the crews in his flight have conducted all weapons system checks. Units should practice precombat checks before all training missions. When practiced regularly, these checks will become routine and easily accomplished.