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TASK 2004
TASK: Perform pinnacle or ridgeline operation.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the before-landing check completed.
STANDARDS:
1. Reconnaissance.
a. Establish desired altitude ±100 feet.
b. Establish desired airspeed ±10 KIAS.
c. Properly perform a continuous reconnaissance.
2. Approach.
a. Maintain ground track alignment with the selected approach path with minimum drift.
b. Maintain a constant approach angle.
c. Maintain an appropriate rate of closure.
d. Execute a smooth, controlled termination in the forward one-third of the landing area.
3. Takeoff.
a. Complete a before-takeoff check without error.
b. Properly clear the aircraft.
c. Perform an airspeed-over-altitude takeoff while maintaining heading ±10 degrees.
d. Maintain appropriate airspeed ±10 KIAS.
4. Crew Coordination. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will select a flight path, an airspeed, and an altitude that afford best observation of the landing area. When practical, he will position the aircraft on the windward side of the pinnacle or ridgeline. The P* will remain focused outside the aircraft to evaluate suitability of the area, evaluate the effects of wind, and clear the aircraft throughout the approach and landing. He will select a touchdown point in the forward one-third of the landing area and announce whether he will ter-minate the approach to a hover or to the ground. The P* also will announce any deviation from the approach and a tentative flight path for the departure. The approach angle can vary from a shallow to a steep angle, depending on the wind, density altitude, gross weight, and availability of forced landing areas. The crew will continue the reconnaissance on the final approach to confirm information previously gained. Motion parallax may make the rate of closure on the final approach difficult to determine until the aircraft is close to the landing point. The P* will reduce airspeed to slightly above ETL until the rate of closure can be determined and then adjust the rate of closure to no faster than a brisk walk. He will execute a go-around before going below ETL if the reconnaissance reveals that a safe landing cannot be accomplished. The P* will announce the use of the NOE approach or manual stabilator mode to enhance visibility during the approach.
2. The P will confirm suitability of the area, assist in clearing the aircraft, and provide adequate warning of obstacles. He will acknowledge the use of the manual stabilator and any intent to deviate from the approach. The P will announce when his attention is focused inside the cockpit.
3. After touchdown, the P* will check aircraft stability as he lowers the collective and, if aircraft movement is detected, will reposition the aircraft. The crew will perform a ground reconnaissance and clear the aircraft. The P will perform the before-takeoff check and verify a hover power check if required. The crew will clear the aircraft during takeoff.
4. The P* will remain focused outside the aircraft during the maneuver. He will announce his intent to take off and the direction of takeoff. The P* will then execute an airspeed-over-altitude takeoff and announce his intent to abort or alter the takeoff. If the takeoff requires clearing obstacles, the P* will use power as necessary to clear the obstacles while maintaining a constant climb angle and ground track. After clearing the obstacles, he will adjust attitude to gain forward airspeed.
5. The P will announce when ready for takeoff and remain focused outside the aircraft to assist in clearing and to provide adequate warning of obstacles. He will announce when his attention is focused inside the cockpit; for example, when monitoring torque and performing map navigation.
NOTE: Hover OGE power is required for pinnacle or ridgeline operations.
NIGHT OR NVD CONSIDERATIONS:
1. Awareness of the various methods of making a suitable evaluation at night (for example, lines of contrast) is essential. Treat visual obstacles the same as physical obstacles.
2. When flying above terrain flight altitudes, keep in mind the inherent limitations of night vision devices. Also be aware of the increased difficulty in estimating the rate of closure and make the approach more slowly.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 2006
TASK: Perform high/low G flight.
CONDITIONS: In an AH-64 helicopter.
STANDARDS:
1. Establish entry altitude ±50 feet.
2. Establish entry airspeed 120 KIAS, ±5 KIAS.
3. Attain appropriate G loading.
a. High: +2.O G, ±0.2 G.
b. Low: +0.2 G, ±0.2 G.
4. Maintain the aircraft in trim.
5. Recover to straight-and-level flight.
6. Correctly perform crew coordination actions.
DESCRIPTION: The P* will establish straight-and-level flight on a fixed ground track at the entry altitude with the accelerometer set to zero. He will announce his intent to initiate the maneu-ver, and the P will acknowledge when ready. The P* will initiate the maneuver by firmly applying aft cyclic as necessary to achieve +2.0 Gs, maintaining the aircraft in trim with the pedals. The collective can remain fixed or be increased slightly to initially aid vertical acceleration. Once 2.0 Gs have been attained, the P* will hold the climb attitude until the airspeed passes through 100 KIAS; he will then apply forward cyclic as required to attain +0.2 G. The P* will maintain the aircraft in trim. The collective can remain fixed or be decreased slightly. The P* will hold +0.2 G for a minimum of one second and then recover to straight-and-level flight.
NOTE: Minimum altitude is 200 feet AGL during the maneuver.
REFERENCE:
*TASK 2007
TASK: Perform aerial observation.
CONDITIONS: In an AH-64 helicopter, and AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Use the correct visual search techniques.
2. Accurately locate the position of the target.
3. Accurately identify the target.
4. Without error, make the appropriate spot reports.
5. Correctly perform crew coordination actions.
DESCRIPTION:
1. During missions involving direct observation, the crew is primarily concerned with detection, identification, location, and reporting. Because aircraft maneuvers may hamper aerial observation, the crew must devote their efforts to visually observing the terrain within the time available.
a. Detection. Detection requires determination that an object or an activity exists.
b. Identification. Major factors in identifying a target are size, shape and type of armament. Targets are classified as friendly or enemy.
c. Location. The exact location of targets is the objective of the mission. Depending on the nature of the targets, the CPG may be able to locate the center of mass or the boundaries of the entire area using the TADS.
d. Reporting. Tactical reports provide commanders with critical information during the conduct of missions. The method of spot reporting is specified by the requesting agency. Reports of no enemy sightings are frequently just as important as reports of actual enemy sightings.
NOTE: Task 2091 gives the standard format for a spot report.
2. Visual search is the systematic visual coverage of a given area so that all parts of the area are observed. The purpose of visual search is to detect objects or activities on the ground. The crew's ability to effectively search a given area depends on several factors. In addition to the limitations of the human eye itself, the most important of these factors are altitude, airspeed, terrain and meteorological conditions, and visual cues.
a. Altitude. Higher altitudes offer greater visibility with less detail. Lower altitudes usually are used because of survivability considerations.
b. Airspeed. The airspeed is based on the altitude, the terrain, the threat, and meteorological conditions.
c. Terrain and meteorological conditions. The size and details of the area that can be covered effectively depend largely on the type of terrain, suchas jungle or wasteland. the terrain and prevailing meteorological conditions often mask objects and allow only a brief exposure periond, especially at NOE altitudes.
d. Visual cues. In areas where natural cover and concealment make detection difficult, visual cues may indicate enemy activity. Some of these cues are discussed below.
(1) Color. The color of foliage used to camouflage will differ from that of natural foliage. The crew can detect color using DVO.
(2) Texture. Smooth surfaces, such as glass windows or canopies, will shine when reflecting light. Rough surfaces will not.
(3) Shapes and shadows. Man-made objects cast distinctive shadows characterized by regular shapes and contours as opposed to random patterns that occur naturally. The crew may increase the FLIR level to search in shadows.
(4) Trails. Trails leading into an area should be observed for cues as to the type and quantity of traffic and how recently it passed. Vehicle trails, especially at night, can be detected with FLIR for some time after a vehicle has passed.
(5) Smoke and dust. Smoke should be observed for color, smell, and volume. Dust from moving vehicles can be observed at great distances. The CPG can use the TADS to determine the cause of smoke or dust.
(6) Movement and light. The most easily detectable signs of enemy activity are movement and, at night, light. Movement may include disturbance of foliage, snow, soil, or birds.
(7) Obvious sightings. The enemy is skillful in the art of camouflage. The crew must be aware that obvious sightings may be intentional because of high concentrations of antiaircraft weapons.
(8) Heat.. Heat, especially at night, is normally a sign of man-made objects. The CPG can use the TADS to detect heat from standoff ranges and through obscuration.
3. The techniques that provide systematic methods for conducting visual aerial observation are motive and stationary. The technique used will depend on the altitude flown and the terrain encountered.
a. Motive technique.
(1) This technique is used when the aircraft is being operated at terrain flight altitudes and at airspeeds that are generally 10 KIAS or faster. The entire area on either side of the aircraft is divided into two major sectors. These are the nonobservation sector and the observation work sector.
(a) Nonobservation sector. The nonobservation sector is the area where the crew's field of vision is restricted by the physical configuration of the aircraft.
(b) Observation work sector. The observation work sector is that portion of the field of vision to which search activity is confined. This sector is subdivided into two smaller sectors: the acquisition sector and the recognition sector. The acquisition sector is the forward 45-degree area of the observation work sector; it is the primary area of search. The recognition sector is the remainder of the observation work sector.
(2) When using the motive technique, the crew looks ahead of the aircraft and through the center of the acquisition sector for obvious sightings. They then scan through the acquisition sector, gradually working back toward the aircraft.
NOTE: In a tactical environment when targets are sighted in the acquisition sector, the crew performs standard actions on contact. Then they normally switch to the stationary visual search technique for continued target observation.
b. Stationary technique. The stationary technique is used with the helicopter hovering in a tactical position. When using this technique, the crew unmasks and makes a quick overall search for sightings and unnatural colors, outlines, or movements. A good mehtod is to use the video recorder along with visual observation. If the factors of METT-T permit, the crew should then remask and review the recorded video sequence. They should plan their next course of action based on the video tape review and/or crew discussion. If review of the video tape does not reveal any immediate tactically important cues (hot spots and so on) to investigate or to adjust on, the P* should, as the situation dictates, again unmask or reposition and unmask. The P* should begin scanning on close range cues, starting from an area about 50 meters away from the aircraft. Using the TADS and the pertinent sensor for existing conditions, the CPG should alternate and integrate scan techniques, sensors, and FOVs during the aerial observation.
4. During terrain flight, the primary duty of the P* is to fly the aircraft and avoid obstacles. The CPG can use all available sensors to clear terrain and detect targets. Depending on the factors of METT-T, the P* initially may unmask the aircradft so that the CPG can quickly scan the area for obvious sightings. (After the CPG has scanned the area, the P* should remask the aricraft and move to a new position. Task 1090 descries masking and unmasking procedures.) When scanning the area, the CPG should--
a. Concentrate on avenues of approach while periodically scanning adjoining terrain. (The CPG can use the prepoint mode to aid orientation.)
b. Select mutually supportive fields of view when working with other aircrews. (This will ensure coverage of "dead spaces" that may exist in front of the aircraft because of the depression limit of the TADS.)
c. Use the TADS at maximum ranges to increase reaction time and survivability and to enhance early development of the situation.
NIGHT OR NVD CONSIDERATIONS: The P* must use a constant scan to avoid becoming fixated.
REFERENCES:
FM 1-114
FM 1-116
FM 1-203
FM 1-402
FM 17-95
TASK 1090
TASK 2091
TM 55-1520-238-10
TASK 2008
TASK: Perform evasive maneuvers.
CONDITIONS: In an AH-64 helicopter or an AH64CMS, in a simulated tactical environment, or orally in a classroom environment.
STANDARDS:
1. Use the correct evasive maneuver consistent with the type of hostile fire encountered.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. When engaged by the enemy, the crew will announce the nature of the threat (hostile fire or radar detection) and the direction of the threat.
2. The P* will announce the direction of flight to deploy to cover and remain focused outside the aircraft during the evasive maneuver and clearing.
3. The P will remain focused outside the aircraft and announce adequate warning to avoid obstacles detected during the evasive maneuver. He also will announce when his attention is focused inside the cockpit; for example, when operating weapon systems.
4. The specific evasive maneuver required will depend on the type of hostile fire encountered. Some pointers are given below.
a. Tanks and small arms. Immediately turn away from the fire toward an area of concealment. If concealment is unavailable, sharp turns of unequal magnitude and at unequal intervals and small changes in altitude will provide the best protection until you are beyond the effective range of hostile weapons. If the situation permits, employ immediate suppressive fire.
b. Large caliber antiaircraft fire (radar-controlled). If the aircraft is equipped with a radar jammer, maintain aircraft orientation toward the threat radar, deploy chaff, and mask the helicopter. If the helicopter is not equipped with a radar jammer, execute an immediate 90-degree turn. After turning, do not maintain a straight line of flight or the same altitude for more than ten seconds before initiating a second 90-degree turn. An immediate descent to NOE altitude will reduce the danger.
c. Fighters. When in an area where threat fighters are known or suspected to be operating, fly the helicopter at NOE altitude as much as possible. Upon sighting a fighter, try to mask the helicopter. If the fighter is alone and executes a dive, turn the helicopter toward the attacker and descend. This maneuver will cause the fighter pilot to increase his attack angle. Depending on the fighter's dive angle, it may be advantageous to turn sharply and maneuver away once the attacker is committed. The fighter pilot will then have to break off his attack to recover from the maneuver. Once the fighter breaks off his attack, maneuver the helicopter to take advantage of terrain, vegetation, and shadow for concealment. The USAAVNC Air Combat Maneuvers ETP describes these maneuvers in detail.
NOTE: The USAAVNC Air Combat Maneuvers ETP can be obtained by writing Commander, US Army Aviation Center, ATTN: ATZQ-DPT-P, Fort Rucker, AL 36362-5152.
d. Helicopters. Use the appropriate air combat maneuvers to break contact with or to evade threat helicopters.
e. Heat-seeking missiles. Try to keep helicopter heat sources away from the threat. If a missile is sighted, turn the tail of the helicopter away from the missile and mask the helicopter.
f. Antitank-guided missiles. Some missiles fly relatively slowly and can be avoided by rapidly repositioning the helicopter. If terrain or vegetation is not available for masking, remain oriented on the missile as it approaches. As the missile is about to impact, rapidly change the flight path or altitude to evade it.
g. Artillery. Depart the impact area and determine NBC requirements.
h. Radar-guided missiles. If the helicopter is equipped with a radar jammer, maintain aircraft orientation toward the threat radar. Maneuver the helicopter to break the line of sight to the radar source while simultaneously activating chaff (if available).
5. If hit by hostile fire, rapidly assess the situation and determine an appropriate course of action. The most important consideration in an emergency is aircraft control. Therefore, the first step is to assess aircraft controllability. Then check all instruments and warning and caution lights. If a malfunction is indicated, initiate the appropriate emergency procedure. If continued flight is possible, take evasive action. Make a radio call (Mayday or Pan) to report your situation, location, and action. Also request assistance if desired. Continue to be alert for unusual control responses, noises, and vibrations. Monitor all instruments for an indication of a malfunction. Fly the aircraft to the nearest secure location. Then land and inspect the aircraft to determine the extent of damage and whether flight can be continued to a medical or maintenance facility.
REFERENCES:
ASET I Program
FM 1-107
FM 1-112
FM 1-116
FM 1-203
FM 17-95
TM 55-1520-238-10
UNIT SOP
TASK 2009
TASK: Perform multiaircraft operations.
CONDITIONS: In an AH-64 helicopter.
STANDARDS:
1. Correctly maneuver into the flight formation.
2. Correctly change position in the flight formation when required.
3. Maintain proper horizontal and vertical separation for the type of formation flight being conducted.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft for clearing and keeping track of other aircraft. He will announce any maneuver or movement prior to execution and inform the P if contact is lost with other aircraft.
2. The P will provide adequate warning to avoid traffic or obstacles detected in the flight path and identified on the map. He will inform the P* if contact is lost with other aircraft, if an enemy is sighted, and if his attention is focused inside the cockpit.
3. The crew will perform formation flight per AR 95-1, FM 1-107, TC 1-201, TC 1-204, and unit SOP.
NIGHT OR NVD CONSIDERATIONS: Increase the interval between aircraft to a minimum of three rotor disks, and keep changes in the formation to minimum. Both crew members must avoid fixation by using proper scanning techniques.
a. Night. During unaided night flight, the crew should use formation lights as well as position lights.
b. NVD. When conducting formation flight, the crew must learn to use the FLIR cues to maintain visual reference and separation from other aircraft. The crew will use symbology for primary flight reference.
NOTE: White-hot polarity provides the best resolution and reference during NVS formations.
REFERENCES:
AR 95-1
FM 1-107
TC 1-201
TC 1-204
Unit SOP
*TASK 2018
TASK: Reconnoiter and recommend an LZ or a PZ.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Perform a map or photo reconnaissance of the assigned area.
2. Recommend areas that are suitable for use as landing or pickup zones.
3. Provide accurate and detailed information to supported units.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft to avoid obstacles and will remain oriented on the LZ or PZ.
2. The CPG will perform the reconnaissance using the TADS or visual means. The P will assist the P* in orientation and obstacle avoidance as necessary. The P will announce when his attention is focused inside the aircraft.
3. The criteria used in selecting LZs and PZs are tactical, technical, and meteorological. When possible, the reconnaissance should be performed in a manner that will not compromise the actual location of the LZ or PZ.
a. Tactical.
(1) Mission. The most important criterion in selecting an LZ or a PZ is whether the mission can be accomplished flying to and from that location.
(2) Location. To reduce troop fatigue, the LZ or PZ should be close to the unit or the objective it will support.
(3) Security. Security requirements vary depending on the general location and purpose of the LZ or PZ. An aviation unit must depend to a great extent on the supported unit for active security.
b. Technical.
(1) Number of aircraft. An important factor in LZ or PZ selection is the number of helicopters that will be landing at the same time. It may be necessary to provide an additional landing site nearby or to land aircraft at the same site in successive flights.
(2) Landing formation. If possible, aircraft should land in the same formation in which they are flying. Formations may require modification to land in restricted areas.
(3) Loads. Fully loaded helicopters require larger landing areas and better approach and departure routes.
(4) Surface conditions. Surface conditions must be firm enough to keep helicopters from bogging down or creating excessive dust or blowing snow (possible foreign object damage). Normally, if the ground slope is greater than 15 degrees, helicopters cannot land safely. However, they may terminate at a hover to load or unload personnel or supplies. When the ground slope is less than 7 degrees, helicopters should land sideslope. In areas where the slope is from 7 to 14 degrees, helicopters should land upslope.
(5) LZ or PZ size. Helicopters require a relatively level, clear area at least 20 to 75 meters wide depending on their type. The area around the LZ or PZ should be clear of obstacles that could cause aircraft damage. A larger LZ or PZ is required at night. The crew can use the laser, target locate, and target store to determine the size of an LZ or a PZ.
(6) Obstacles. The approach or departure ends of LZs and PZs should be free of obstacles. Obstacles within the LZ or PZ that cannot be eliminated (rocks, stumps, holes) must be noted.
(7) Approach or departure direction. The direction of approach or departure should be over the lowest obstacles and generally into the wind, taking into account the location of enemy positions.
c. Meteorological. Prevailing meteorological conditions, to include ceiling, visibility, winds, and density altitude, must be considered.
4. The crew should record the LZ or PZ reconnaissance data on a work sheet. They also can use a recording to give visual aspects of the LZ or PZ. This will provide the commander with agraphic illustration as well as tabular information. The crew can use the target store to record primary and secondary routes for approaches and departures.
NOTE: TC 1-204 provides detailed night and NVD considerations.
REFERENCES:
FM 1-114
FM 1-116
FM 17-95
TC 1-204
TM 55-1520-238-10
*TASK 2019
TASK: Perform a route reconnaissance.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Correctly perform a route reconnaissance.
2. Make an accurate and detailed report.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The crew conducts a route reconnaissance to obtain detailed information about a specific route and all adjacent terrain where the enemy could influence movement along the route. The reconnaissance may be oriented on a road, an axis, an air route, or a general direction of advance. The crew also may conduct a route reconnaissance mission--
a. To support movement of supplies or other units.
b. To develop the enemy situation ahead of a friendly force.
c. To obtain information about an enemy force moving along a specific route.
d. To locate sites for constructing hasty obstacles to impede enemy movement.
2. To perform a route reconnaissance, the crew must know certain information about the route. This information includes the following:
a. Designation of the route. The designation may consist of a name (for example, Highway 84 or Jones Road), a trace of the route, or coordinates along the route.
b. Limits of the route. The limits of the route may be indicated by coordinates or any definite ground reference, such as a town, bridge, or road junction. A terrain analysis provides an indication of danger areas and the nature of the potential threat. From this information, the commander determines how much terrain on each side of the route must be reconnoitered.
c. Time of day the route will be used. The time of day may change the desirability of using a route. Curves and narrow roads are more critical at night than during the day.
d. Type and number of units or vehicles. This is an important factor in determining whether a route is usable. Route requirements for infantry, armor, artillery, or transportation units will differ. For example, many transportation units may pass without difficulty, but a few tanks may ruin the surface of the route.
3. When the crew reconnoiters ground routes, they must check roads, bridges, tunnels, underpasses, and cross-country segments. They also must classify the route.
a. Roads. The crew must consider many factors in classifying roads. Some of these factors are listed below.
(1) Surface type. The surface may be concrete, blacktop, sand, gravel, or clay.
(2) Width. The width is estimated and expressed in the number of lanes. The same road might provide two lanes for 2 1/2-ton truck traffic but only one lane for M1 tanks.
(3) Drainage. Drainage is an important consideration if the road surface is gravel, clay, or sand. The crown height determines how effective the drainage will be. The road and ditches should be checked for standing water during wet seasons.
(4) Surface condition. Combat damage, cuts, craters, dirt slides, ruts, cracks, or excessive erosion are important surface condition elements.
(5) Grades and curves. Steep grades of more than 7 percent and sharp curves with less than a 25-meter radius reduce the suitability of the road. They also are likely enemy ambush sites.
(6) Drive-off capability. Shoulder condition, width, and slope determine whether vehicles can be parked off the roadway.
(7) Concealment. Trees that overhang the shoulders offer limited concealment for parked vehicles.
b. Bridges, tunnels, and underpasses. These are difficult to classify from aerial observation. Bridges are reconnoitered to determine type, condition, dimensions, bypasscapability, and load-carrying capacity. (FM 5-36 provides instructions on classifying bridges.) Tunnels and underpasses are reconnoitered to determine their dimensions and bypass capabilities. When possible, engineer support should be used to determine these classifications.
(1) Construction type and condition (steel, concrete, wood, or brick). If the bridge has received combat damage, it may need repair before use.
(2) Length and width. The length of one span is estimated and multiplied by the number of spans. The width is estimated and expressed in the number of lanes; for example, two lanes, 2 1/2-ton truck traffic. The crew can use map distance to estimate tunnel length.
(3) Clearance. Tunnel and underpass clearances are measured from the road surface to the lowest overhead obstruction.
(4) Location. The accuracy of the map should be double-checked.
(5) Bypass condition. A bypass condition should be identified regardless of the condition of the bridge, tunnel, or underpass. The three bypass conditions are bypass easy, bypass difficult, and bypass impossible.
(a) Bypass easy. This condition means that a US 2 1/2-ton, 6 by 6 truck or NATO equivalent can cross the obstacle within the immediate vicinity (4 miles or 6.5 kilometers and 15 minutes) of the bridge without work to improve the bypass.
(b) Bypass difficult. This condition means that the obstacle can be crossed within the immediate vicinity but some work is required to prepare the bypass. If engineer support is required, the bypass is considered difficult unless the unit has the organic capability or equipment to cross rapidly. For example, assume a 20-foot gap is the obstacle. An armor battalion with an armored-vehicle-launched bridge could bypass easily by bridging the gap. However, if the bypassing unit is a transportation unit, the bypass is considered difficult because engineer-type support is required.
(c) Bypass impossible. This conditions means that the unit cannot cross unless the existing structure is repaired, a new one is constructed, or a detour is established. A detour is an alternative route that crosses the obstacle at some distance from the original site.
c. Cross-country segments. The crew must conduct a careful reconnaissance of critical terrain and report any conditions that would slow traffic.
d. Ground route classification. A ground route is classified by width, type, and load-carrying capacity. If a large portion of the route is four-lane expressway but a small segment is two-lane gravel, the overall classification would be two-lane, limited, all-weather, medium duty. The method of expressing ground route classification is explained below.
(1) Width. The width is expressed in the number of lanes (width of a 2 1/2-ton truck) at the narrowest portion of the route.
(2) Type. Road surface types are X, Y, and Z.
(a) All-weather (type X). A type X road is, with reasonable maintenance, passable throughout the year with the volume of traffic never significantly less than the road's maximum capacity in good weather. This type of road has a waterproof surface and is only slightly affected by rain, frost, thaw, or heat. It is not closed to traffic because of weather other than snow blockage. Examples are concrete or bituminous roads.
(b) Limited all-weather (type Y). A type Y road, with reasonable maintenance, can be kept open in bad weather to a volume of traffic that is considerably less than its normal good-weather capacity. This type of road does not have a waterproof surface and is affected by rain, frost, or thaw. Examples are crushed rock or gravel roads.
(c) Fair weather (type Z). A type Z road quickly becomes impassable in bad weather and cannot be kept open by normal maintenance. It is seriously affected by rain, frost, or thaw. Examples are natural or stabilized soil, sand, clay, shell, or cinder roads.
(3) Load-carrying capacity. The load-carrying capacity is determined by the heaviest class of vehicles in the convoy that can use the entire route. This is normally governed by the load-bearing capacity of the weakest bridge on the route. Otherwise, it is the load-bearing capacity of the road surface. Load-carrying capacity is classified as light (less than 5 tons), medium (5 to 60 tons), and heavy (greater than 60 tons).
4. The principles for an air route reconnaissance are the same as those for a ground route reconnaissance; only the areas of interest are different. Movement by air is concernedprimarily with the location of enemy forces, ease of navigation, location of landing sites and zones, and hazards to flight. Hazards to flight include antiaircraft areas, overwater routes, and mountainous areas.
5. A river reconnaissance is performed in the same way as a route reconnaissance. However, because a river is an obstacle to the advancement of ground elements, there are other considerations. These considerations include river width, estimated depth, flow rate, bank and bed conditions, and crossing sites.
6. There are many acceptable ways to record route reconnaissance information. The method used should be simple and should contain all pertinent information about the route. One method is to number all important features along the route as they are drawn on the map. Pertinent information corresponding to the same terrain features on the map can then be written on a self-made work sheet. A good work sheet can be invaluable during a route reconnaissance. (FM 5-36 contains additional information about route reconnaissance and classification.)
NIGHT OR NVD CONSIDERATIONS: A route reconnaissance at night using an NVD is performed basically the same as during the day; however, the reconnaissance will take longer, and the aircrew will have to get closer to look at specific points of interest along the route.
NOTE: The crew must complete only those elements of this task that are necessary for mission accomplishment.
REFERENCES:
FM 1-112
FM 1-114
FM 1-116
FM 5-36
FM 17-95
TM 55-1520-238-10
Unit SOP
TASK 2020
TASK: Call for and adjust indirect fire.
CONDITIONS: In an AH-64 helicopter or an AH64CMS, in a training or tactical environment with an artillery unit, or orally in a classroom environment.
STANDARDS:
1. Remain oriented on the target while repositioning the aircraft.
2. Properly mask and unmask the aircraft as required.
3. Accurately adjust indirect fire on the target using the appropriate call-for-fire element.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. Targets.
a. Planned. Planned targets may be scheduled or on call. They should be planned against confirmed, suspected, or likely threat locations and on prominent terrain to serve as reference points for shifting fires onto targets of opportunity.
b. Unplanned. Targets of opportunity are engaged by one of two methods: grid or shift from a known point. Subsequent adjustments are made based on a reference line.
2. Crew Actions.
a. The crew will determine the need to call for or adjust fire. The P will make the call. He will indicate the target location by either grid coordinates or shift from a known point and will adjust fire per FM 6-30.
b. The P* will remain focused outside the aircraft to avoid obstacles during the maneuver. He should not unmask the aircraft in the same location more than once. The P should request the time of flight of the rounds. He can use this information to direct the P* to unmask just in time to observe the rounds impact. Alternatively, the P may request "splash," which gives him a time hack of five seconds before impact.
REFERENCE:
TASK 2021
TASK: Transmit information using visual signaling techniques.
CONDITIONS: In an AH-64 helicopter, in a training or tactical environment, or orally in a classroom environment.
STANDARDS:
1. Correctly transmit a spot report or message by using the appropriate visual signaling technique.
2. Correctly perform crew coordination actions.
DESCRIPTION: The P* will remain focused outside the aircraft for clearing and keeping track of obstacles or other aircraft. He will announce any maneuver or movement prior to execution. Tactical communications may be restricted because of threat actions such as jamming, or radio silence may be imposed by friendly forces because of the tactical situation. When an alternate means of communication is necessary, the P will use visual signaling techniques per the unit SOP. Visual signaling techniques include hand-and-arm signals, light signals, brevity codes, SAM cards, and aircraft positioning or movement. All members of the team must know and understand the procedure selected.
REFERENCES:
TASK 2042
TASK: Perform laser spot tracker operations.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Correctly perform laser code data entry procedures.
2. Select the correct laser tracker code index.
3. Correctly employ the laser tracker.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft for clearing and obstacle avoidance. He will announce any maneuver or movement prior to execution.
2. The CPG will correctly enter the desired laser code in the DEK. He also will enter the correct laser code in the LST indexer on the fire control panel.
a. Manual laser spot. The CPG positions the LT switch (ORT RHG) to MAN. The message LST SEARCH will be displayed in the AND tracker status. Using the MAN TKR thumb force control-ler, the CPG manually searches for the properly coded laser energy. When the LST detects the properly coded laser energy, the MAN TKR thumb force controller is disabled and the LST positions the TADS LOS to the laser spot. The message LST TRACKING replaces the LST SEARCH message in the AND. The CPG disables the LST by positioning the LT switch to OFF.
b. Automatic laser spot. The CPG uses the MAN TKR thumb force controller to position the TADS LOS. He positions the LT switch (ORT RHG) to AUTO. The MAN TKR thumb force controller is then disabled, and the message LST AUTO SEARCH is displayed in the AND tracker status. The TADS will enter an automatic four-bar scan about the engagement LOS. This scan pattern covers ±30 degrees in azimuth and from +5 degrees to -25 degrees in elevation in 10-degree steps. The search sequence continues until manually disengaged or until the LST acquires and locks onto the properly coded laser energy. The LST AUTO SEARCH message is then replaced by the LST TRACKING message. If the LST breaks track, it will revert to the automatic scan mode and the LST AUTO SEARCH message will reappear.
3. When the LST locks onto a properly coded laser reflection, the CPG positions the LT switch to OFF. The AND tracker status section will then disappear from the screen.
NOTE 1: When the LST fails and the LT switch is off, the LST = X (where X = A, B, C . . . H) message in the AND LRF/D and LST code status will disappear. If the LST is selected (LT switch to either MAN or AUTO) while it is failed, the message LST FAILED will be displayed in the AND tracker status.
NOTE 2: Viewing the HDD during automatic LST operations can result in spatial disorientation.
REFERENCE:
TASK 2043
TASK: Perform FARP procedures.
CONDITIONS: In an AH-64 helicopter.
STANDARDS:
1. Ensure that correct refueling procedures are followed.
2. Ensure that correct rearming procedures are followed.
3. Update aircraft weight and balance computations and verify performance planning data.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The PC will ensure that the refuel/rearm check is completed per TM 55-1520-238-CL.
2. The P will call out the refuel/rearm check.
3. The PC will verify that the proper types and quantities of ordnance are loaded to meet the mission profile. He will recompute or direct the P to recompute DD Form 365-4 (Weight and Balance Clearance Form F-Tactical) to determine any limitations on the flight that the ordnance and fuel loads might impose. The PC will also recompute or direct the P to recompute DA Form 5701-R (UH-60/AH-64 Performance Planning Card) to verify aircraft performance.
4. The P* or P will announce any hazard and initiate appropriate action. The other crew member will acknowledge the hazard and action being taken.
REFERENCES:
FM 1-104
FM 10-68
TM 55-1520-238-10
TM 55-1520-238-CL
Unit SOP
TASK 2044
TASK: Perform actions on contact.
CONDITIONS: In an AH-64 helicopter or an AH64CMS, in a simulated tactical environment, with a tactical map.
STANDARDS:
1. Use correct actions on contact consistent with the tactical situation.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* or P will announce the threat (hostile fire, radar detection, or visual detection) and direction and will confirm the location of the threat.
2. The P* will immediately deploy to cover, and the P* or P will employ suppressive fire if appropriate. The P* will announce the direction of flight to evade detection and direct the P to remain focused outside the aircraft for clearing.
3. The P will announce adequate warning to avoid obstacles detected in the flight path or near the aircraft. He also will announce when his attention is focused inside the cockpit; for example, when operating weapon systems.
4. The crew will discuss options for developing the situation. They will continue to observe and report the situation and then choose a course of action. (If directed by the unit commander, the P* or P will announce the directive.)
NOTE: Tasks 1040 and 2091 discuss evasive maneuvers and tactical reports.
REFERENCES:
FM 1-116
Task 1040
Task 2091
Unit SOP
TASK 2049
TASK: Search for and identify targets with the TADS.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Correctly place the TADS into operation.
2. Select the appropriate sensor.
3. Use the proper target acquisition technique (prepoint, laser spot tracker, TGT/NAV, manual, or other crew member target handover).
4. Correctly identify the target.
5. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft for clearing and will maintain aircraft orientation toward the target area. He will announce any maneuver or movement prior to execution.
2. The CPG will select the sensor appropriate for the time of day and the environmental conditions. He will use the appropriate target acquisition mode or visually search the target area using manual control. Once the target is acquired, the CPG will announce "Target" and place the TADS LOS reticle on the target. He will use the sensor and field of view most appro-priate for determining the identity of the selected target and range to the target.
3. The CPG will direct the P* to reposition the aircraft to maintain visual reference on the target by announcing "Slide right," "Slide left," "Come up," or "Come down." If visual contact can be maintained, he will announce "Hold."
REFERENCES:
TASK 2050
TASK: Select appropriate weapon system.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Correctly identify the target.
2. Select the appropriate weapon system to neutralize the target.
3. Correctly perform crew coordination actions.
DESCRIPTION: The P* or P will select the most appropriate weapon system for the type of target acquired and identified. He will then announce the weapon system selected and confirm it in the HAD and AND.
REFERENCES:
TASK 2052
TASK: Perform target tracking with the TADS.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Select the appropriate sensor.
2. Use the correct tracking method (manual tracking, image auto tracking, IAT offset, linear-motion compensation, and laser spot tracking).
3. Correctly track the target.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft for clearing and obstacle avoidance. He will announce any maneuver or movement prior to execution.
2. The CPG will direct the P* to reposition the aircraft to maintain visual reference on the target by announcing "Slide right," "Slide left," "Come up," or "Come down." If visual contact can be maintained, he will announce "Hold."
3. The CPG will use one of the target tracking modes discussed below.
a. Manual tracking. The TADS is initially positioned by slaving it to either the CPG's IHADSS LOS or to an LOS position selected on the ACQ SEL switch.
(1) To slave the TADS to the IHADSS LOS, the CPG positions the SIGHT SEL switch to HMD/TADS. The IHADSS remains the sight for weapons pointing and target engagement.
(2) To slave the TADS to an acquisition source, the CPG positions the SIGHT SEL switch to TADS and selects the acquisition source on the ACQ SEL switch. He then momentarily presses the SLAVE push button on the ORT RHG. When the TADS is slaved, the MAN TKR controller becomes disabled.
(3) To unslave the TADS, the CPG momentarily depresses the SLAVE push button. The TADS will unslave and inertially stabilize at its last commanded position. The MAN TKR controller will then be enabled. The CPG can now track thetarget by applying pressure on the controller. The greater the pressure, the faster the TADS LOS will slew. Forward pressure will depress the LOS; aft pressure will elevate it. Left pressure will slew the LOS to the left; right pressure will slew it to the right. A force of 3 pounds on the MAN TKR thumb force controller will produce the maximum slew rate for the selected FOV. The maximum slew rate is 60 degrees per second in the FLIR WFOV. Slew rates correspondingly decrease in narrower FOVs.
b. Image auto tracking.
(1) The CPG can further reduce his workload and increase tracking accuracy by using the IAT. The IAT is an area-balanced contrast tracker that will track the centroid of the contrast area of an object. The video processor provides selected video to the IAT. The CPG uses the ORT controls to enable the IAT and select the IAT polarity. The IAT, when enabled, will attempt to lock onto the contrast of the object being tracked. When it locks onto the object, the IAT provides symbols to indicate lock-on. To maintain the LOS reticle on the center of the contrast, the IAT will drive the TADS servo system.
(2) To engage the IAT while tracking a target, the CPG momentarily presses the IAT/MAN push button on his ORT LHG. This disables the MAN TKR controller. The IAT operates with the TV or FLIR sensor. Once the IAT is selected and locked onto a target, the CPG may view another sensor without affecting the IAT in the originally selected sensor, provided the FOV switch is not used. If the FOV is changed, the IAT will break lock. The IAT cannot operate in the DVO sensor but may be selected in the DVO NFOV. However, the IAT will be operating in the FLIR NFOV because the NFOV sensors are similar in size. IAT lock-on and track may or may not occur as a function of the target contrast with its background and the selected IAT polarity. Because symbology is not presented in DVO heads-down operations, IAT lock-on in DVO NFOV must be verified in the AND tracker status section.
(3) The IAT polarity switch on the ORT RHG enables the CPG to select white (W/B), black (B/W), or automatic (AUTO). Direct selection of polarity is preferred to autopolarity. The selected polarity is displayed in the AND tracker status section as IAT W/B, IAT B/W, or IAT AUTO. Once the IAT locks onto the target, the tracking gates remain stationary around the area of highest contrast and the message IAT TRACKING is displayed. If the IAT breaks lock, the tracking gates move back toward the LOS reticle in an attempt to capture the target. The message IAT BREAK-LOCK is displayed. If the target moves behind an obstacle, the IAT continues to coast in the same direction at the same rate for 0.6 second before it breaks lock. The IAT may also breaklock if the target becomes too big or too small in the selected FOV or if the FOVs are changed.
(4) To disengage the IAT, the CPG presses the IAT/MAN push button. The IAT messages and tracking gates disappear, and the MAN TKR controller is again enabled.
c. IAT offset. While image-auto-tracking a target, the CPG may elect to offset-track the target. He may designate an object close to the target, denying the target time to detect that it is being designated. To offset-track, the CPG momen-tarily depresses the IAT OFS push button on his ORT LHG. The MAN TKR controller will be enabled, and the CPG may move the LOS reticle to another object. To enable the sensor to track the original target, the object must be relatively close to the target being tracked. When the IAT OFS is again depressed, the LOS reticle is automatically repositioned to center on the IAT gates. The tracking gates remain locked onto the first target. If the target is too big in the selected FOV, the IAT may break lock. During offset tracking, the message IAT OFFSET is displayed in the AND tracker status section. To disengage offset tracking, the CPG presses the IAT OFS push button a second time. The MAN TKR controller is disabled while the LOS reticle is moved and centered within the tracking gates. The IAT OFFSET message disappears, and normal IAT messages are displayed.
d. Linear-motion compensation. To reduce his workload while tracking a target, the CPG may use linear-motion compensation by momentarily pressing the LMC push button on the ORT LHG. Linear-motion compensation causes the TADS to maintain the last commanded rate and direction from the MAN TKR thumb force controller when the operator thumb force pressure is eliminated. Additional thumb force pressure will increase the slew rate up to the limit for the selected sensor FOV. If the FOV is changed while the LMC push button is engaged, the TADS will maintain the slew rate from the previous FOV.
e. Laser spot tracking. Task 2042 describes laser spot tracker operations.
REFERENCES:
TASK 2055
TASK: Operate on-board recording system.
CONDITIONS: In an AH-64 helicopter with recorder installed.
STANDARDS:
1. Correctly initialize the recording system.
2. Correctly record the selected video.
3. Correctly play back the selected video.
4. Correctly perform crew coordination actions.
DESCRIPTION: During the preflight inspection, ensure that a video tape is correctly loaded into the recorder. The CPG will select the appropriate mode on the recorder (STBY, REC, PLAY, or RWND) and the video record for PLT or CPG. When recording video, place the MODE switch to REC and push the VID REC push button on the ORT RHG. Ensure that the RECORDER message is displayed in the sight status block of the high action display. When finished recording, push the VID REC push button again. This will turn off the recorder and eliminate the message. To rewind the tape, place the MODE switch to RWND or position the MODE switch to PLAY and then select REV or FAST REV on the PLAY switch. The CPG will announce "Video replay" to the PLT, and the PLT will acknowledge the replay. To view the tape, move the MODE switch to PLAY and position the PLAY switch as desired. A video will be displayed to the PLT on the VDU and is seen on all CPG displays. Monitoring of the tape audio is accomplished through the NAV B selector on the PLT or CPG communication control panel. When the mission is completed, the recorder must be rewound before power is turned off. Ensure that the video tape is unloaded from the recorder.
NOTE: The recorder can record up to 72 minutes of video using a 30-minute video cassette tape. This is accomplished through the relatively slow tape speed of the recorder. However, playback of the video tape outside the aircraft requires the same TEAC recorder unit, an auxiliary power unit, a control unit, and an 875-line monitor. The tape cannot be ejected from the recorder if it has not been rewound.
REFERENCE:
*TASK 2061
TASK: Reconnoiter and recommend a holding area.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Correctly determine whether an area is suitable for use as a holding area by considering all of the following:
a. Cover and concealment.
b. Obstacles.
c. Key terrain.
d. Avenues of approach and departure.
e. Security.
2. Correctly perform crew coordination actions.
DESCRIPTION: During premission planning, the crew should select tentative areas that are suitable as holding areas. These areas should be free of sources of rotor wash signature and large enough to provide dispersion. During the reconnaissance, the CPG can use the LRF/D to determine the length and width of the area. He can use the target locate or target store functions to locate or store coordinates for avenues of approach and departure. If the tactical situation permits, the crew should verify whether the preselected areas are suitable for use as holding areas.
REFERENCES:
FM 1-112
FM 1-114
FM 1-116
FM 17-95
TM 55-1520-238-10
*TASK 2063
TASK: Perform a security mission.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Use the five fundamentals of security to correctly perform a screen, guard, or cover mission.
2. Correctly perform crew coordination actions.
DESCRIPTION: The mission in all security operations is reconnaissance. Air cavalry units may conduct security operations as an integral part of a larger unit's task organization.
1. Fundamentals of Security. To perform the security mission, the crew must know the five fundamentals of security. These fundamentals are briefly defined below.
a. Orient on the main body. A security force operates between the main body and known or suspected enemy units.
b. Perform continuous reconnaissance. A security force performs continuous and aggressive reconnaissance to gain all possible information about the enemy and the terrain. The security force--
(1) Orients on the location or movement of the reconnaissance objective.
(2) Reports all information rapidly and accurately.
(3) Retains freedom to maneuver.
(4) Gains and maintains enemy contact.
(5) Ensures that the maximum reconnaissance forces are forward.
(6) Develops the situation rapidly.
c. Provide early and accurate warning. Early warning of enemy activity includes accurate reports about the enemy's size, composition, location, movement, and special equipment. This gives the main body commander the time and information needed to seize the initiative and choose the time and place to engage the enemy.
d. Provide reaction time and maneuver space. A security force operates as far from the main body as possible, consistent with the factors of METT-T. It fights to ensure that the main body has adequate time and space to respond to the threat.
e. Maintain enemy contact. Once gained, contact is maintained to ensure a continuous flow of information about enemy activity. As in reconnaissance operations, maintaining contact prevents the enemy from achieving the element of surprise.
2. Types of Security Missions. The major types of security missions that the crew may help to conduct are screen, guard, and cover. Each is briefly described below.
a. Screen. The purpose of screening operations is to maintain surveillance and provide early warning of contact with enemy forces. A screening force impedes and harasses the enemy with organic and supporting fires and, within its capability, destroys or repels enemy patrols.
b. Guard. Guard operations provide early warning, reaction time, and maneuver space to the front, flank, or rear of a moving or stationary force. A guard force reconnoiters, screens, attacks, and defends to accomplish the mission.
c. Cover. Cover operations give the main body information about the enemy, early warning, reaction time, and maneuver space. A covering force is a tactically self-contained security force that operates at a considerable distance from the front, flank, or rear of a moving or stationary force. The mission of a covering force is to develop the situation early and defeat the enemy. If the covering force cannot defeat the enemy, it will deceive, delay, and disorganize the enemy until the force being covered can react.
REFERENCES:
FM 1-112
FM 1-114
FM 1-116
FM 17-95
Unit SOP
*TASK 2065
TASK: Call for and control a tactical air strike.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Correctly transmit a tactical report and a request for a tactical air strike.
2. Correctly perform a CAS briefing on the mission.
3. Correctly coordinate laser codes for laser-guided munitions, if applicable.
4. After the air strike, give the forward air controller or fighter-bomber an accurate battle damage assessment.
5. Correctly perform crew coordination actions.
DESCRIPTION: The P* will remain focused outside the aircraft to avoid obstacles. The P will assist the P* as necessary and will announce when his attention is focused inside the cockpit. The crew will establish contact with the forward air controller on a predetermined frequency and provide the following information:
a. Target description.
b. Target location in six-digit UTM grid coordinates.
c. Type of mark (laser codes and laser line, artillery, smoke, and so on).
d. Locations of friendly forces.
e. Requested time on target; for example, "1525 hours" or "Request support in 15 minutes."
f. Attack sectors or timing used for coordination calls.
g. Associated threats (type and location).
h. Attack restrictions.
NOTE: Task 2091 shows the standard format for a spot report.
REFERENCES:
*TASK 2066
TASK: Perform a zone reconnaissance.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Conduct thorough premission planning.
2. Conduct a detailed map reconnaissance.
3. Make specific and timely reports about information obtained during the zone reconnaissance.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. A zone reconnaissance is a directed effort to obtain detailed information about all routes, obstacles, terrain, and enemy forces within specified boundaries. The purpose may be to find suitable routes of advance for main elements (air or ground) or to find the enemy. The crew must systematically reconnoiter the zone.
2. After receiving the mission, the crew should conduct a detailed map reconnaissance and select significant checkpoints for examination. The CPG may enter these checkpoints into the DEK.
a. The P*/P must analyze the known enemy situation according to the factors of METT-T. The P* selects the mode of terrain flight and technique of movement that will best accomplish the mission. The P*/P must coordinate available artillery and air support in advance.
b. The P*/P must become familiar with the frequencies and call signs of other teams as well as the available artillery support.
3. A zone reconnaissance is a detailed reconnaissance. Therefore, the crew must check--
a. Trails for recent use.
b. Rivers and streams for fording sites.
c. Densely wooded areas for stay-behind or ambush units.
d. Bridges for condition, location, demolition, and classification.
e. Hilltops and dominant man-made features for observation posts.
4. The P* flies the planned terrain flight mode to the line of departure and crosses at the designated time and the correct air-passage point. He flies the mission on the predetermined route or, if required by the situation (enemy or lack of cover and concealment), another route. The CPG uses the TADS at standoff ranges to clear terrain and detect possible enemy activity. The crew navigates within specified boundaries unless authorized to cross them.
5. If enemy contact is made, the crew should perform standard actions. (These actions are explained in Task 2044.)
6. The crew must report the evidence or absence of enemy activity. They also must provide specific reports about route conditions, checkpoint times, and any other information requested. Reports must be timely and specific.
REFERENCES:
FM 1-112
FM 1-114
FM 1-116
FM 17-95
Task 2044
TM 55-1520-238-10
*TASK 2067
TASK: Perform an area reconnaissance.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Conduct thorough premission planning.
2. Conduct a detailed map reconnaissance.
3. Make specific and timely reports about information obtained during the area reconnaissance.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The crew conducts an area reconnaissance when the commander desires information about a town, ridgeline, wooded area, or other feature that may be critical to the operation. The specific area to be reconnoitered is designated by a boundary line that completely encloses the area.
2. After receiving the mission, the crew must carefully study the factors of METT-T and conduct a detailed map reconnaissance. Normally, emphasis should be on reaching the area quickly. The crew must carefully coordinate passage in and out of friendly lines and select alternate routes for the return flight. They must report and, if possible, bypass enemy situations encountered en route.
3. Except for movement to and from the area, an area reconnaissance is conducted in the same way as a zone reconnaissance. (A zone reconnaissance is described in Task 2066.) The town, road junction, or other area, as well as the controlling terrain, must be thoroughly reconnoitered. Typical area objectives that may be reconnoitered include--
a. PZs and LZs.
b. Key terrain.
c. Choke points.
d. Assembly areas.
e. Field trains sites.
f. Specific areas of NBC activity.
g. Forward arming and refueling points.
h. Danger areas such as bridges, tunnels, and fords.
REFERENCES:
FM 1-112
FM 1-114
FM 1-116
FM 17-95
Task 2066
TM 55-1520-238-10
TASK 2069
TASK: Perform diving flight.
CONDITIONS: In an AH-64 helicopter in an approved training area or in an AH64CMS with a 180-degree clearing turn completed.
STANDARDS:
1. Establish entry altitude 1,500 feet AGL (minimum), ±100 feet.
2. Establish entry airspeed 100 KIAS (normal) or 50 KIAS (steep), ±10 KIAS.
3. Establish a 12- to 15-degree dive angle (normal) or a 30-degree dive angle (steep), +0 to -5 degrees.
4. Maintain the aircraft in trim.
5. Recover to level flight before reaching computed Vne or 500 feet AGL.
6. Correctly perform crew coordination actions.
CAUTION Do not exceed maneuvering limits or G limits versus gross weight and airspeed limitations outlined in TM 55-1520-238-10, Chapter 5. |
DESCRIPTION:
1. The P* will remain focused outside the aircraft to clear the aircraft throughout the maneuver. He will announce a normal or steep dive prior to initiating the maneuver and any deviation from the maneuver. He also will announce recovery from the maneuver.
2. The P will provide adequate warning to avoid traffic or obstacles detected in the flight path and any deviation from the parameters of the maneuver. He also will announce when his attention is focused inside the cockpit; for example, when monitoring airspeed, altitude, or rotor RPM.
3. The P* will perform the following actions:
a. Normal. From straight-and-level flight at assigned altitude and airspeed, smoothly apply the cyclic to establish a 12- to 15-degree dive angle. Maintain a constant power setting (power required to maintain straight-and-level flight prior to entry) and constant trim. Apply additional right pedal as airspeed increases. Maintain a constant dive angle until the recovery. Start the recovery by smoothly applying aft cyclic at an altitude that will allow the recovery to be completed before reaching computed Vne or descending below 500 feet AGL.
b. Steep. From straight-and-level flight at assigned altitude and airspeed, smoothly apply the cyclic to establish a 30-degree dive angle. Maintain a constant power setting (power required to maintain straight-and-level flight at 50 knots) and constant trim. Apply additional right pedal as the airspeed increases. Maintain a constant dive angle until the recovery. Airspeed and rate of descent will increase rapidly in a steep dive. Start the recovery early enough to complete it before reaching computed Vne or descending below 500 feet AGL.
REFERENCES:
TASK 2072
TASK: Perform emergency procedures for actual or simulated NVG failure.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT using NVG, under actual or simulated NVG conditions, or orally in a classroom environment.
STANDARDS:
1. Correctly identify or describe indications of impending NVG failure.
2. Correctly perform or describe emergency procedures for NVG failure.
3. Correctly perform crew coordination actions.
DESCRIPTION: Impending NVG failure is usually indicated by flickering or dimming in one or both tubes or illumination of the 30-minute low voltage warning indicator. Upon indication of NVG failure, the CPG will--
a. Immediately announce "Goggle failure."
b. If conducting NOE or contour flight, begin a climb at a rate which will ensure obstacle avoidance. (Omit this proce-dure if the CPG is not the P*.)
c. Transfer the flight controls to the IP or PLT. (Omit this procedure if the CPG is not the P*.)
d. Switch to the second battery and advise the IP or PLT of restored vision or of continued failure.
e. Replace the failed battery when conditions and time permit.
f. If vision is not restored, remove the NVG and use the TADS.
NOTE: NVG tube failure is infrequent, and usually ample warning is provided. Only occasionally will a tube fail completely in a short time. Rarely will both tubes fail at the same time. There is no remedy for in-flight tube failure.
REFERENCES:
TASK 2082
TASK: Perform techniques of movement.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with mission planning completed.
STANDARDS:
1. Correctly conduct tactical movement using traveling, traveling overwatch, or bounding overwatch.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. Crew Actions.
a. The P* will remain focused outside the aircraft for clearing and keeping track of other aircraft. He will announce any maneuver or movement prior to execution.
b. The P will provide adequate warning to avoid obstacles detected in the flight path and identified on the map. He will inform the P* if contact is lost with other aircraft, if an enemy is sighted, and if his attention is focused inside the cockpit.
2. Tactical Movement Techniques. Techniques of movement are designed to exploit the mobility of helicopters while employing the fire and maneuver concept. The techniques of tactical movement are briefly described below.
a. Traveling. This technique is used primarily when enemy contact is not likely. It is the fastest method for moving a formation of aircraft but provides the least amount of security. Low-level flight and contour flight at high airspeed are normally used for movement.
b. Traveling overwatch. This technique is used when enemy contact is possible. It is characterized by continuous movement of the main elements. The overwatching element keys its movement to the terrain and its distance from the main element. It remains ready to fire or maneuver, or both, to support the main elements. Contour flight is normally used for movement. Airspeed is generally high and varied depending on the weather, ambient light, terrain, and threat.
c. Bounding overwatch. This technique is used when enemy contact is likely and the greatest degree of concealment isrequired. Elements move by bounds. One element remains in position to observe, fire, or maneuver before the other element moves. Overwatching elements cover the progress of bounding elements from a covered and concealed position, which offers observation and fields of fire against potential enemy positions. Contour flight and NOE flight are normally used for movement. Airspeed during each bound is varied depending on the avail-ability of vegetation and terrain for concealment.
NOTE: When multiple aircraft are not available to perform this task, it may be described in the aircraft or conducted in a classroom environment.
REFERENCES:
FM 1-116
TC 1-201
TM 55-1520-238-10
TASK 2083
TASK: Negotiate wire obstacles.
CONDITIONS: In an AH-64 helicopter, in an AH64CMS, or orally in a classroom environment.
STANDARDS:
1. Locate and accurately estimate the height of wires.
2. Determine the best method to negotiate the wire obstacle.
3. Safely negotiate the wire obstacle, minimizing the time unmasked.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* or P will announce when he sees wires. He will confirm the location of wire obstacles with the other crew member.
2. The crew will discuss the characteristics of wires and accurately estimate the amount of available clearance between them and the ground to determine the method of crossing. The crew also will locate guy wires and supporting poles.
3. The P* will remain focused outside the aircraft and announce the method of negotiating the wires and initiating the maneuver. Before crossing, the crew will identify the highest wire. The P* will cross near a pole to aid visual perception and minimize the time that the aircraft is unmasked. When underflying wires, he will maintain a minimum clearance of hover height plus 30 feet and ground speed no greater than that of a brisk walk. The P* will ensure lateral clearance from guy wires and poles.
4. The P will announce adequate warning to avoid hazards, wires, and poles or supporting structures. He also will announce when the aircraft is clear and when his attention is focused inside the cockpit.
NOTE: The crew must maintain proper scanning techniques to ensure obstacle avoidance and aircraft clearance.
NIGHT OR NVD CONSIDERATIONS:
1. The crew should not perform this task while using the NVD unless the location has been checked during daylight conditions and all hazards have been identified.
2. Wires are difficult to detect with NVDs.
REFERENCES:
TASK 2090
TASK: Perform tactical communication procedures and electronic counter-countermeasures.
CONDITIONS: In an AH-64 helicopter or an AH64CMS and given signal operation instructions.
STANDARDS:
1. Properly operate aircraft avionics.
2. Maintain radio discipline at all times.
3. Properly operate voice security equipment.
4. Correctly use the signal operation instructions.
5. Correctly recognize and respond to threat electronic warfare actions.
6. Properly operate electronic sensing equipment.
7. Correctly perform crew coordination actions.
DESCRIPTION:
1. The PC will assign radio frequencies per mission requirements during the crew briefing. He will indicate which crew member will establish and maintain primary communications.
2. The P* will announce mission information not monitored by the P and any deviation from directives.
3. The P will operate the radios and announce radio frequencies as well as copy and decode pertinent information. He will announce information not monitored by the P*. The P will focus his attention primarily inside the cockpit. However, as his workload permits, he will assist in clearing the aircraft and provide adequate warning of traffic or obstacles.
4. The crew should use electronic communications in a tactical environment only when absolutely necessary. (Avionics which are not needed should be turned off.) If electronic communication is required, the best method is to operate in the secure voice mode. To eliminate confusion and reduce transmission time, the crew should use approved communication words, phrases, and codes. (Plan what to say before keying the transmitter.) Crew members should transmit information clearly, concisely, and slowly enough to be understood by the receivingstation. (Ideally, transmissions should be kept under ten seconds.) Crew members will not identify a unit or an individual by name during nonsecure radio transmissions.
a. Authentication. The crew must use proper SOI procedures to authenticate all in-flight mission changes and artillery advisories when entering or departing a radio net or when challenged.
b. MIJI procedures. The crew must keep accurate and detailed records of any MIJI incident suspected to be inten-tional interference. Crew members must report the incident as soon as possible when a secure communications capability exists.
c. SIF/IFF usage. During radio checks, the crew will select the appropriate transponder mode on the selector and test the system. The crew will monitor the SIF/IFF reply light during the flight.
d. SAM system. The SAM system provides 36 combinations of signals and messages that can be transmitted by using colored or numbered flip cards. FM 1-400 describes how to communicate using this system.
e. Other visual methods. Flags, lights, panels, pyrotechnics, hand-and-arm signals, and aircraft maneuvers are some of the other visual communication methods. The unit SOP and SOI describe these methods in detail.
NOTE: The crew will adhere to positive flight-following procedures during tactical operations per the appropriate flight coordination center and unit SOP.
REFERENCES:
DOD AIM 86-100
FM 1-103
FM 1-400
TM 11-5810-262-10
TM 11-5895-1199-12
TM 55-1520-238-10
Unit SOP
TASK 2091
TASK: Transmit a tactical report.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, a CWEPT, or a classroom environment and given sufficient information to compile a tactical report.
STANDARDS:
1. Correctly transmit the appropriate report using the proper format.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. The crew will determine the need to make a tactical report. Crew members must be able to provide timely, concise reports. The P will make the call and transmit the information in an established format.
2. The P* will remain focused outside the aircraft to avoid obstacles. He will announce any maneuver or movement prior to execution. The P* should not unmask the aircraft in the same location more than once.
3. The standard format for a spot report is given below.
a. Call sign of observer.
b. SALUTE.
(1) S--size.
(2) A--activity.
(3) L--location.
(4) U--unit (if known).
(5) T--time.
(6) E--equipment.
c. What you are doing about it.
NOTE: Encryption is required only if information is transmitted over nonsecure means.
REFERENCES: