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CHAPTER 6
AVIATOR AND AIRCREW TASKS
This chapter implements portions of STANAG 3114/Air Std 60/16. |
This chapter describes those maneuvers and procedures that are essential for maintaining aviator and aircrew skills. It does not contain all the maneuvers that can be performed in the aircraft. Some tasks that must be done during required training flights may not be mandatory for other flights. For example, Task 1004 is not mandatory for all flights. However, aviators must complete the performance planning card when their training involves this task or when the instructor or evaluator requires it.
6-1. TASK CONTENTS
a. Task Number and Title. Each task is identified by a number and a title which correspond to the tasks listed in Chapter 5 (Figures 5-1 and 5-2). To ease identification, base tasks that are to be performed by all aviators are assigned 1000-series numbers. Mission tasks that may be selected by the commander for training are assigned 2000-series numbers. Those tasks which the commander determines are essential to mission accomplishment that are not in the ATM will be designated as additional tasks and listed separately. The commander will assign 3000-series numbers to these tasks.
b. Conditions. The conditions specify the situation in which the task is to be performed. They describe the important aspects of the performance environment. All conditions must be met before task iterations can be credited.
c. Standards. The standards describe the minimum degree of proficiency or standard of performance to which the task must be accomplished.
d. Description. The description explains how the task should be done to meet the standards. It includes individual and crew-coordinated actions that are to be performed as indicated by the P* (pilot on the controls), P (pilot not on the controls), PC (pilot in command), PLT (pilot), and CPG (copilot-gunner). These actions apply in all modes of flight during day, night, NVG, or NVS operations. The indications P*, P, PLT, and CPG do not imply PC duties. When required, PC responsibilities are specified.
(1) Individual actions. These actions are the portions of a crew task that an individual must accomplish. An example of an individual action is the completion of the engine-start and run-up checks by the PLT and the CPG for their designated seat position.
(2) Crew-coordinated actions. These portions of a task require the interaction of the entire crew to ensure safe, efficient, and effective task execution. An example is a hover power check. The P* performs the takeoff to a hover and focuses his attention outside the aircraft to maintain a stationary hover; meanwhile, the P monitors the aircraft instruments and compares actual readings with those predicted.
e. Night or NVD Considerations. Where applicable, night or NVD considerations are included.
f. References. The references listed for each task are sources of information about that particular task.
6-2. TASK CONSIDERATIONS
a. References to the IP in the task conditions include the SP.
b. When a UT, an IP, or an IE is cited as a condition, that individual will be at one set of the flight controls.
c. Unless otherwise specified in the conditions, all in-flight training and evaluations will be conducted under VMC. Simulated IMC denote flight solely by reference to flight instruments while the aviator is wearing a hood or similar device that restricts outside visual references.
d. Tasks requiring specialized equipment are not mandatory in aircraft that do not have the equipment installed.
e. The use of an NVD may be a condition for any flight task. When an NVD is a condition, task standards will be the same as those described for performance of the task without using an NVD.
f. An aviator who is not NVG-current may perform CPG NVG duties if a qualified and current NVG IP using the PNVS conducts the training.
g. Aviators will not attempt the tasks listed below if performance planning or the hover power check indicates that OGE power is not available.
(1) Task 1020, Perform simulated maximum performance takeoff.
(2) Task 1031, Perform confined area operations.
(3) Task 1034, Perform terrain flight takeoff.
(4) Task 1035, Perform terrain flight (NOE).
(5) Task 1037, Perform NOE deceleration.
(6) Task 1038, Perform terrain flight approach.
(7) Task 1054, Perform simulated single-engine failure, OGE hover.
(8) Task 1090, Perform masking and unmasking.
(9) Task 2004, Perform pinnacle or ridgeline operation.
6-3. CREW COORDINATION
a. Most ATM tasks contain elements that require crew coordination. The importance of good crew coordination has been reinforced by research and studies conducted by the US Army Aviation Center, US Army Safety Center, and US Army Research Institute. An analysis of rotary-wing aircraft accidents showed that a significant percentage resulted from a total lack of crew coordination in the cockpit or from crew coordination errors. Examples of the crew coordination errors identified are listed below.
(1) Failure of the P* to properly direct assistance from the other crew member.
(2) Failure of a crew member to announce a decision or an action that affected other crew members' ability to perform their duties properly.
(3) Failure of crew members to communicate positively (verbally or nonverbally).
(4) Failure of the PC to assign crew responsibilities properly before and during the mission.
(5) Failure of the P or other crew members to offer assistance or information that was needed or had been requested previously by the P*.
(6) Failure of the P* to execute flight actions in proper sequence with the actions of other crew members.
b. As a result of the analysis and studies, crew coordination is defined as crew member interaction (communication) and actions (sequencing and timing) necessary for the efficient, effective, and safe performance of tasks. The essential elements of crew coordination are explained below.
(1) Communicate positively. Good cockpit teamwork requires positive communication between crew members. Communication is positive when the sender directs, announces, requests, or offers; the receiver acknowledges; and the sender confirms, based on the receiver's acknowledgement and/or correct action. Crew members must use positive communication procedures for essential crew coordination actions identified in the description of each task. They should remain aware of the potential for misunderstandings and make positive communication a habit in the cockpit. Positive communication--
(a) Is quickly and clearly understood.
(b) Permits timely actions.
(c) Makes use of a limited vocabulary of explicit terms and phrases to improve understanding in a high-ambient-noise environment.
(2) Direct assistance. A crew member will direct assistance when he cannot maintain aircraft control, position, or clearance; he also will direct assistance when he cannot properly operate or troubleshoot aircraft systems without help from the other crew member. Directives are necessary when one crew member cannot reasonably be expected to know what or when assistance is needed by the other crew member. Examples of these instances are during emergencies; when the P* changes the sequence, timing, or priority of the P assistance; and when a P is relatively inexperienced in the type of environment or mission being flown. Directives normally are not needed when the assistance required is part of an individual's assigned responsibility in the task description.
(3) Announce actions. To ensure effective and well-coordinated actions in the cockpit, both crew members must be aware of expected aircraft movements and unexpected individual actions. Each crew member will announce any action that affects the actions of the other crew member. Such announcements are essential when the decision or action is unexpected and calls for supporting action from the other crew member to avoid a potentially hazardous situation.
(4) Offer assistance. A crew member will provide assistance or information that has been requested. He also willoffer assistance when he sees that the other crew member needs help. Both crew members must be aware of the flight situation. The P must know when the P* deviates from normal or expected actions and must never assume that the P* always recognizes a hazard or the need for assistance.
(5) Acknowledge actions. Cockpit communications must include supportive feedback to ensure that both crew members correctly understand announcements and directives. Acknowledgments need to be short and need to positively indicate that the message was received and understood. "Roger" or "Okay" may not be sufficient. The preferred method is to repeat critical parts of the message in the acknowledgment. Figure 6-1 shows an example of positive communication between crew members in the cockpit.
P* "Gunner target, T72."
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Figure 6-1. Example of positive communication in the cockpit
(6) Be explicit.
(a) Crew members must avoid using terms that have multiple meanings; misinterpretations can cause confusion, delays, or accidents. Examples of these terms are "Right," "Tank," "Back up," and "I have it." Crew members also must avoid using indefinite modifiers such as "Do you see that tree?" or "You are coming in a little fast." In such cases, one crew member may mistakenly assume that the other crew member's attention is focused on the same object or event. More confusion arises when each crew member interprets the terms differently.
(b) Crew members should use clear terms and phrases and positively acknowledge critical information. During terrainflight, for example, the P must give enough information to permit the P* to fly the aircraft efficiently and safely over the intended route. The P must provide navigation directions and information so that the P* does not have to scan inside the cockpit to read the instruments. Examples of acceptable navigation statements are in Figure 6-2.
Orientation to the terrain feature relative to the aircraft's current heading: "Directly ahead," "Out your right door," or "On your right/left side." Terrain locator information: "The hill at your 2 o'clock position" or "Straight ahead to the pond." Initial turning command: "Turn left" or "Turn right." When the P* is using the HDU, a heading may be given; for example, "Turn right to 320 degrees." Command that is always given when the P has verified that the desired heading has been achieved: "Stop turn." Clock position associated with a specific terrain feature to prevent the P* from misinterpreting the exact heading described: "Along the tree line at 2 o'clock." |
Figure 6-2. Examples of acceptable navigation statements
(7) Provide aircraft control and obstacle advisories.
(a) The P* is responsible for the control of the aircraft during terrain flight; in some situations, the P must provide aircraft control information regarding airspeed, altitude, or obstacle avoidance. Because wires are difficult to see, they are a major hazard to helicopters at NOE altitudes. Aircrews must anticipate wires along roadways; near buildings, antennas, and towers; and in combat areas where wire-guided missiles have been employed. When the P* is using an NVD, it is even more imperative that crew members consider obstacle advisories a primary task. They must advise the P* immediately of actions that must be taken to avoid an obstacle.
(b) Crew members should precede aircraft control and obstacle advisories by a positive command that immediately conveys the required action to the P*. A brief explanation of why the change is necessary should follow; for example, "Slowdown, wires, 12 o'clock, 100 meters" or "Stop now, wires." In some instances, the CPG may notice that the P* has let the aircraft move behind an obstacle that obstructs the line of sight to a target. The CPG should precede the advisory by a positive directive; for example, "Come up, losing target" or "Slide right, losing target." When the P* reaches the desired altitude or position, the CPG should announce "Hold."
(8) Coordinate action sequencing and timing. Proper sequencing and timing ensures that the actions of one crew member mesh with the actions of the other crew member. An example of properly sequenced and timed actions is in Figure 6-3.
P* Announces his intention to slide right before doing so. P Focuses his attention outside the aircraft in the direction of movement to provide adequate P* Initiates the lateral hover. |
Figure 6-3. Example of properly sequenced and timed actions
6-4. GENERAL CONSIDERATIONS
a. Aircrews must use the crew coordination procedures in the task descriptions during day operations so that they develop good habits that will transfer to more critical night and NVD operations.
b. When operations are close to the ground and visual cues are restricted or reduced, crew coordination becomes more critical.
c. The P must warn the P* anytime he detects an unexpected deviation from the intended airspeed or altitude. These deviations include aircraft drift, unusual attitude, excessive rate of closure, and any other unsafe condition.
d. The P must warn the P* when ground reference is marginal or is lost.
e. If the P* experiences a visual illusion or disorientation, he will inform the P and transfer the controls.
f. Aviators will follow the practice of "see and avoid" at all times. When used to describe a task condition, the term "clearing" or "aircraft cleared" applies to both aviators. It means that the aviators will clear the immediate area in all directions during hovering and taxi operations and left, right, and overhead before and during takeoff. It also indicates that the aviators will use clearing turns to clear the area before climbing or descending.
g. During NVS operations, aviators will clear within the field of regard and reposition the aircraft, if necessary. They should use the unaided eye to assist in clearing operations.
h. Good crew coordination requires that both crew members share a complete mental picture of the mission. This includes critical map features, flight segments and events, tactical options, emergency procedures, and operational risks. Both crew members must actively participate in mission planning and rehearsal. No crew member should merely brief the other on the results of an individually planned effort.
6-5. STANDARD COCKPIT TERMINOLOGY
Aircrews must use standard words and phrases to communicate with each other in the cockpit. They must keep the number of words to a minimum and use clear, concise terms that can be easily understood and complied with in an environment full of distractions. Figure 6-4 is a list of standard words and phrases with their meanings. All crew members in the unit should understand these.
Abort--terminate a preplanned aircraft maneuver. Activate--to turn on. Affirmative--Yes. Bandit--an identified enemy aircraft. Blocking--announcement made by a crew member who intends to block the tail rotor pedals. Bogey--an unidentified aircraft assumed to be enemy. Braking--announcement made by a crew member who intends to apply brake pressure. Break--immediate action command to perform an emergency maneuver to deviate from the present ground track; will be followed by the word "right," "left," "up," or "down." Call out--command by the pilot on the controls for a specified procedure to be read from the checklist by another crew member. Cease fire--command to stop firing but continue to track. Clear--no obstruction present to impede aircraft movement along the intended ground track. Will be preceded by the word "nose," "tail," or "aircraft" and followed by the direction; for example, "left/right" or "slide left/right." Also indicates that ground personnel are authorized to approach the aircraft. Come up/down--command to change altitude up or down; normally used to control masking and unmasking operations. Contact--establish communication with . . . (followed by the name of the element). Controls--refers to the aircraft flight controls. Deactivate--to turn off. Drifting--an alert of the unintentional or undirected movement of the aircraft; will be followed by the word "right," "left," "backward," or "forward." Execute--initiate an action. Expect--anticipate further instructions or guidance. Firing--announcement that a specific weapon is to be fired. Fly heading--command to fly an assigned compass heading. (This term generally is used in low-level or contour flight operations.) Get out--command to make an emergency exit from the aircraft; will be repeated three times in a row. Go ahead--proceed with your message. Go green--directive to activate secure communications. Go red--directive to discontinue secure operations. Hold--command to maintain present position. Inside--primary focus of attention is inside the cockpit for longer than two to three seconds. Jettison--command for the emergency or unexpected release of an external load or stores; when followed by the word "canopy," will indicate the requirement to perform emergency canopy removal. Maintain--command to continue or keep the same. Mickey--a Have Quick time-synchronized signal. Monitor--command to maintain constant watch or observation. Negative--incorrect or permission not granted. Negative contact--unable to establish communication with . . . (followed by the name of the element). No joy--target, traffic, or obstruction not positively seen or identified. Now--indicates that an immediate action is required. Outside--primary focus of attention is outside the aircraft. Put me up--command to place P* radio transmit selector switch to a designated position; will be followed by radio position numbers on the intercommunication panels (1, 2, 3). Tells the other crew member to place a frequency in a specific radio. Release--command for the planned or expected release of an external load. Report--command to notify. Roger--message received and understood. Say again--repeat your transmission. Slide--intentional horizontal movement of an aircraft perpendicular to its heading; will be followed by the word "right" or "left." Slow down--command to reduce ground speed. Speed up--command to increase ground speed. Spot--when used in the Air Force connotation, means laser energy being received. Spot off--laser target designation energy off. Spot on--laser target designation energy on. Stand by--wait; duties of a higher priority are being performed and request cannot be complied with at this time. Stop--command to go no further; halt present action. Strobe--indicates that the aircraft AN/APR-39 has detected a radar threat; will be followed by a clock direction. Tally--target, traffic, or obstruction positively seen or identified; will be followed by a repeat of the word "target," "traffic," or "obstruction" and the clock position. Target--an alert that a ground target has been spotted. Traffic--refers to friendly aircraft that present a potential hazard to the current route of flight of your aircraft; will be followed by an approximate clock position and the distance from your aircraft. Transfer of controls--positive three-way transfer of controls between crew members; for example, "I have the controls," "You have the controls," "I have the controls." Troops on/out--command to have troops enter or exit the aircraft. Turn--command to deviate from the present ground track; will be followed by the word "right" or "left," a specific heading in degrees, a bearing ("Turn right 30 degrees"), or instructions to follow a well-defined contour ("Follow the draw at 2 o'clock"). Unable--indicates inability to comply with a specific instruction or request. Up on--indicates primary radio selected; will be followed by radio position numbers on the intercommunication panels ("Up on 1, up on 3"). Weapons hot/cold/off--weapon switches are in the armed, safe, or off position. Winchester--no ordnance remaining. |
Figure 6-4. Examples of standard words and phrases