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TASK 1000
TASK: Conduct crew mission briefing.
CONDITIONS: Prior to flight in an AH-64 helicopter or an AH64CMS, by the PC with all crew members present, and given DA Form 5484-R (Aircrew Mission Briefing) and a crew briefing checklist.
NOTE: A suggested crew briefing checklist is in Figure 6-5.
CREW BRIEFING CHECKLIST 1. Aircrew mission briefing (DA Form 5484-R). 2. Crew actions, duties, and responsibilities. a. Transfer of controls. b. Emergency actions. (1) Mayday calls. (2) Power lever. (3) Fire bottle. (4) Immediate action steps. (5) Egress procedures and rendezvous point. (6) Injured personnel removal. (7) ICS failure procedure. c. General crew duties. (1) Pilot on the controls. (a) Fly the aircraft (primary focus outside). (b) Avoid traffic or obstacles. (c) Cross-check instruments and systems. (d) Monitor and transmit on assigned radios. (2) Pilot not on the controls. (a) Avoid traffic or obstacles. (b) Tune radios and operate doppler. (c) Navigate. (d) Copy clearances and other information. (e) Cross-check instruments and systems. (f) Monitor and transmit on assigned radios. (g) Perform other duties assigned by the P*. d. Target acquisition, identification, and engagement. 3. Required items (uniform, ID tags, publications, SOI). 4. Pilot in command analysis of aircraft. a. Logbook and preflight deficiencies. b. Performance planning card. c. Mission modification based on aircraft analysis. 5. Inadvertent IMC procedures. 6. FARP procedures. 7. Crew comments and discussion. 8. Crew member(s) acknowledgment of PC briefing. |
Figure 6-5. Suggested format of a crew briefing checklist
STANDARDS:
1. Without error, brief mission items detailed on DA Form 5484-R.
2. Assign crew member mission duties and responsibilities.
3. Assign crew member cockpit duties and responsibilities per the crew briefing checklist.
4. Have the crew member(s) acknowledge that they fully understand the assignment of duties and responsibilities.
DESCRIPTION: In performing this task, the PC must brief the mandatory items from DA Form 5484-R and the crew briefing checklist. The PC will use a checklist similar to the one shown in Figure 6-5 to conduct the aircrew briefing. He also must ensure that the aircrew collectively visualizes and rehearses expected and potential unexpected events from takeoff to tie-down. The PC should include in the rehearsal all factors of the flight; these include the actions, duties, and responsibilities of each crew member. The crew members will discuss and acknowledge a common understanding of critical map features, flight segments and events, tactical options, emergency procedures, and operational risks associated with the planned mission. The PC will then identify mission and flight requirements that will demand effective communication and proper sequencing and timing of actions by the crew. The PC must realize that added caution may be necessary if the crew members have not flown together as a battle-rostered crew. The other crew member(s) will acknowledge that they understand assigned actions, duties, and responsibilities. The overall goal is to reduce uncertainty by preplanning a margin of error to compensate for unexpected events.
REFERENCE:
TASK 1001
TASK: Plan a VFR flight.
CONDITIONS: Prior to flight in an AH-64 helicopter or an AH64CMS and given access to weather information; NOTAMs; flight planning aids; necessary charts, forms, and publications; and weight and balance information.
STANDARDS:
1. Determine if the aircrew and aircraft are capable of completing the assigned mission.
2. Determine if the flight can be performed under VFR according to AR 95-1.
3. Check applicable publications and determine, without error, if any restrictions exist on departure, en route, and at destination.
4. Select course(s) and altitude(s) that best ensure mission completion, and correctly compute magnetic heading(s) ±5 degrees.
5. Determine distance ±1 nautical mile, ground speed ±5 knots, and ETE ±3 minutes for each leg of the flight.
6. Determine the fuel required from takeoff to destination, plus fuel reserve, ±100 pounds.
7. Without error, verify that the aircraft will remain within weight and CG limitations for the duration of the flight.
8. Complete and file the flight plan according to AR 95-1 and the DOD FLIP.
9. Correctly perform crew coordination actions.
DESCRIPTION:
1. Crew Actions.
a. The PC will direct the other crew member to complete designated elements of the VFR flight planning.
b. The other crew member will complete the assigned elements and report the results to the PC.
c. Based on the information provided by the other crew member, the PC will ensure that both aviators are current and qualified. He also will determine whether the aircraft is properly equipped to accomplish the assigned mission.
2. Procedure. Using USAF, FAA, or host-country weather facilities, obtain information about the weather. After ensuring that the flight can be completed under VFR, check NOTAMs and the Army Aviation Flight Information Bulletin for any restrictions that apply to the flight. Obtain charts that cover the entire flight area, and allow for changes in routing that may be required because of the weather or terrain. Select the course(s) and altitude(s) that will best facilitate mission accomplishment. Use a CPU-26A/P computer/Weems plotter (or equivalent) to plot the flight, and determine magnetic heading, ground speed, and ETE for each leg. Compute the total distance and flight time, and calculate the required fuel using the appropriate charts in TM 55-1520-238-10. Ensure that the weight and balance forms kept in the aircraft logbook apply to the aircraft load and CG limitations per AR 95-3. Verify that the aircraft weight and CG will remain within allowable limits for the entire flight. Complete a DD Form 175 (Military Flight Plan) or an equivalent form, and file the flight plan with the appropriate agency.
REFERENCES:
AR 95-1
AR 95-2
AR 95-3
AR 95-10
DOD FLIP
FAR/host-country regulations
FM 1-230
FM 1-240
FM 1-300
Local SOPs and regulations
TC 1-204
TM 55-1500-342-23
TM 55-1520-238-10
TASK 1002
TASK: Plan an IFR flight.
CONDITIONS: Prior to an IFR flight in an AH-64 helicopter or an AH64CMS and given access to weather information; NOTAMs; flight planning aids; necessary charts, forms, and publications; and weight and balance information.
STANDARDS:
1. Determine if the aircrew and aircraft are capable of completing the assigned mission.
2. Determine if the flight can be performed according to AR 95-1.
3. Check applicable publications and determine, without error, if any restrictions exist on departure, en route, and at destination.
4. Select route(s) that avoid severe weather hazards, conform to known preferred routing, and are within the capability of the aircraft equipment. If off-airway, determine course(s) ±5 degrees.
5. Select altitude(s) that avoid the icing level and turbulence, are above minimum altitudes, conform to the semicircular rule (when applicable), and do not exceed aircraft or equipment limitations.
6. Select an approach that is compatible with the weather, approach facilities, and aircraft equipment, and determine if an alternate airfield is required.
7. Determine distance ±1 nautical mile, true airspeed ±3 knots, ground speed ±5 knots, and ETE ±3 minutes for each leg of the flight.
8. Determine the fuel required from takeoff to destination and alternate airfield (if required), plus fuel reserve, ±100 pounds.
9. Without error, verify that the aircraft will remain within weight and CG limitations for the duration of the flight.
10. Complete and file the flight plan according to AR 95-1 and the DOD FLIP.
11. Correctly perform crew coordination actions.
DESCRIPTION:
1. Crew Actions.
a. The PC will direct the other crew member to complete designated elements of the IFR flight planning.
b. The other crew member will complete the assigned elements and report the results to the PC.
c. Based on the information provided by the other crew member, the PC will ensure that both aviators are current and qualified. He also will determine whether the aircraft is properly equipped to accomplish the assigned mission.
2. Procedure. Using USAF, FAA, or host-country weather facilities, obtain information about the weather. Compare destination forecast and approach minimums, and determine if an alternate airfield is required. Ensure that the flight can be completed according to AR 95-1. Check NOTAMs and the Army Aviation Flight Information Bulletin for any restrictions that apply to the flight. Obtain charts that cover the entire flight area, and allow for changes in routing or destination that may be required because of the weather. Select the route(s) or the course(s) and altitude(s) that will best facilitate mission accomplishment. When possible, select preferred routing. Use a CPU-26A/P computer/Weems plotter (or equivalent) to plot the flight, and determine magnetic heading, ground speed, and ETE for each leg, to include flight to the alternate airfield if required. Compute the total distance and flight time, and calculate the required fuel using the appropriate charts in TM 55-1520-238-10. Ensure that the weight and balance forms kept in the aircraft logbook apply to the aircraft load and CG limitations per AR 95-3. Verify that the aircraft weight and CG will remain within allowable limits for the entire flight. Complete a DD Form 175 (Military Flight Plan) or an equivalent form, and file the flight plan with the appropriate agency.
NOTE: Use of the doppler as an IFR navigational system is not authorized; however, the crew should consider and plan for its use as an emergency backup system.
REFERENCES:
AR 95-1
AR 95-2
AR 95-3
AR 95-10
DOD FLIP
FAR/host-country regulations
FM 1-230
FM 1-240
FM 1-300
Local SOPs and regulations
TC 1-204
TM 55-1500-342-23
TM 55-1520-238-10
TASK 1003
TASK: Prepare DD Form 365-4 (Weight and Balance Clearance Form F-Tactical).
CONDITIONS: Given crew weights, aircraft configuration, aircraft weight and balance information, TM 55-1520-238-10, and a blank copy of the appropriate DD Form 365-4.
STANDARDS:
1. Correctly compute the takeoff gross weight and CG.
2. Correctly compute the landing gross weight and CG.
3. Determine if the aircraft takeoff or landing CG or aircraft gross weight imposes limitations on the proposed flight.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The PC will compute or direct the other crew member to compute the data for completing DD Form 365-4 according to the references listed below. The PC will verify that the aircraft will remain within the allowable limits for the entire flight.
2. The PC and the other crew member will confirm and acknowledge the elements of the completed DD Form 365-4.
REFERENCES:
AR 95-3
TM 55-1500-342-23
TM 55-1520-238-10
TASK 1004
TASK: Prepare DA Form 5701-R (UH-60/AH-64 Performance Planning Card).
CONDITIONS: Given a completed DD Form 365-4 (Weight and Balance Clearance Form F-Tactical); TM 55-1520-238-10; environmental conditions at takeoff, en route, and at destination; and a blank DA Form 5701-R.
NOTE: A blank copy of DA Form 5701-R is at the back of this training circular. Reproduce it locally on 5 1/2- by 8-inch paper or card stock.
STANDARDS:
1. Correctly compute performance planning data according to TM 55-1520-238-10 and the description below.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. Crew Actions.
a. The PC will compute or direct the other crew member to compute the aircraft performance data according to TM 55-1520-238-10 and, where necessary, the supplemental instructions given in 3 below.
b. The PC will verify that the aircraft meets the performance requirements for the mission and will brief the other crew member on performance planning data.
c. The PC will ensure that aircraft limitations and capabilities are not exceeded.
2. Procedure.
a. DA Form 5701-R is an aid for organizing performance planning data or for handling emergency procedures that may arise during the mission. Use the front of the form to organize departure and cruise data. Use the back of the form for fuel management and arrival information.
b. Use existing conditions to obtain the most accurate performance data. If mission or time constraints preclude using these conditions, use the highest PA and temperature forecast during the mission to establish maximum torque available and go/no-go torque. Use conditions forecast for the time of departure to determine predicted hover torque.
c. Complete the items indicated by the circled numbers in Figures 6-6 and 6-7 according to the instructions in TM 1-1520-238-10 and, where necessary, as supplemented below. (Items not indicated by circled numbers do not pertain to the AH-64.)
Figure 6-6. Sample DA Form 5701-R (front)
Figure 6-7. Sample DA Form 5701-R (back)
a. Departure.
(1) Item 1--Departure PA. Record the PA forecast for the time of departure.
(2) Item 2--Departure FAT. Record the FAT forecast for the time of departure.
(3) Item 3--Takeoff GWT. Record takeoff gross weight.
(4) Item 4--Load. Record the maximum anticipated weight of the load during the mission profile. (The load is the weight of expendable ordnance.)
(5) Item 5--Fuel. Record takeoff fuel weight and fuel weight required at takeoff to complete the mission.
(6) Item 6--EFT. Record the individual engine torque factors. (The ETF represents a ratio of individual engine torque available to specification torque at a reference temperature of +35 degrees Celsius. The ETF is allowed to range from 0.85 to 1.0. ETFs are located on the engine HIT log in the aircraft logbook for each engine.)
(7) Item 7--ATF. Record the aircraft torque factor. (The ATF is a ratio of individual aircraft torque available to specification torque at a reference temperature of +35 degrees Celsius. The ATF, the average of the two ETFs, is allowed to range from 0.9 to 1.0.)
(8) Item 8--TR. Torque ratio is used to compute the actual single/dual-engine maximum torque available. Follow steps 1 and 2 below.
Step 1: Enter the torque factor chart on the left of the appropriate temperature. Move right to the ETF or ATF.
Step 2: Move vertically to the bottom of the chart, and note the torque ratio.
NOTE 1: This chart allows the pilot to determine engine performance when an aircraft is operating below +35 degrees Celsius with a less than specification (1.0) engine. For engines operating at temperatures above +35 degrees Celsius, the torque ratio equals the ETF or ATF and performance is not improved. Operating at temperatures of -15 degrees Celsius and below, all engines perform as specification engines because of the increased efficiency from the denser air.
NOTE 2: Each vertical line on the torque ration chart has a value of .002.
(9) Item 9--Max Torque Available (Dual Eng). Follow steps 1 through 3 below.
Step 1: Using the maximum torque available (30-minute limit) chart, enter the graph at the appropriate FAT.
Step 2: Move horizontally to PA. Then move vertically to the specification torque available.
NOTE 1: If the ATF is 1.0, enter the torque derived from step 2 above (not to exceed continuous torque limit, dual-engine) in the maximum torque available (dual-engine) block(s).
NOTE 2: If the ATF is less than 1.0, use the torque conversion chart (see Step 3 below) or multiply the specification torque by the torque ratio to determine actual torque available.
Step 3: Enter the torque conversion chart at the bottom at the specification torque available per engine %; read up until intersecting the TR (not to exceed continuous torque limit, dual-engine), and then left to the actual torque available. Record in the maximum torque available (dual engine) block(s).
(10) Item 10--Max Torque Available (Single Eng). Using the single-engine maximum torque available (2.5-minute limit) chart, compute the maximum single-engine torque available as shown in (9) above.
NOTE: If the ETF is different for each engine, compute maximum torque available (single-engine) for each engine using the torque ratio derived from the respective engine's ETF. Do not use the ATF.
(Optional. Max Continuous Torque Available (Single Eng). At the discretion of the PC, compute maximum continuous torque available (single-engine) using the maximum torque available (30-minute limit) chart as shown in (9) above. Do not exceed continuous single-engine torque limit.
NOTE: If the ETF is different for each engine, compute the maximum continuous torque available (single-engine) for each engine using the torque ratio derived from the respective engine's ETF. Do not use the ATF.
(11) Items 11 and 12--Max Allowable GWT (OGE/IGE).
(a) The hover ceiling maximum torque available (30-minute limit) chart is based on an ATF of 1.0. For aircraft with an ATF of 1.0, compute maximum allowable gross weight OGE/IGE using steps 1 and 2 below.
Step 1: OGE. Using the hover ceiling maximum torque available (30-minute limit) chart, enter at PA. Move horizontally to FAT, and move vertically to read OGE gross weight.
Step 2: IGE. Using the hover ceiling maximum torque available (30-minute limit) chart, enter at PA. Move horizontally to FAT, and move vertically to read the 5-foot wheel height. Then move horizontally to read maximum gross weight IGE.
(b) For aircraft with an ATF between 0.9 and 1.0, compute the maximum allowable gross weight OGE/IGE using steps 1 and 2 below.
Step 1. Using the hover chart, enter at the known pressure altitude. Move right to the temperature, then draw a line down to the bottom of the lower grid.
Step 2. Enter the top left grid at maximum torque available. Move down to the desired wheel height (OGE OR IGE), and then move right to intersect the previously drawn line. Read the gross weight. This is the maximum gross weight at which the helicopter will hover.
(12) Items 13 and 14--Go/No-Go Torque (OGE/IGE).
(a) OGE. Using the hover chart, enter at PA. Move horizontally to FAT, and move vertically to maximum allowable gross weight OGE (as determined in (11)(a) above). Move horizontally to the desired hover height line. Then move up to read go/no-go torque OGE.
(b) IGE. Using the hover chart, enter at PA. Move horizontally to FAT, and move vertically to maximum allowable gross weight IGE (as determined in (11)(a) above). Move horizontally to the desired hover height line. Then move up to read go/no-go torque IGE.
(13) Items 15 and 16--Predicted Hover Torque (OGE/IGE).
(a) OGE. Using the hover chart, enter at PA. Move horizontally to FAT, and move vertically to takeoff gross weight. Move horizontally to the OGE hover height line. Then move vertically to read predicted hover torque OGE.
NOTE: The use of a 10-foot power check and associated TM 1-1520-238-CL charts may be appropriate if current conditions have changed significantly.
(b) IGE. Using the hover chart, enter at PA. Move horizontally to FAT, and move vertically to takeoff gross weight. Move horizontally to the desired hover height line. Then move vertically to read predicted torque at that hover height.
NOTE: A change in GWT of about 200 pounds equates to a change in torque of l percent.
b. Cruise Data.
(1) Item 17--PA. Record planned cruise PA.
(2) Item 18--FAT. Record forecast FAT at cruise altitude.
(3) Item 19--Vne KIAS. Using the airspeed operating limits chart, record the Vne.
(4) Item 20--Cruise Speed (Dual Eng IAS and TAS). Using the applicable cruise chart, record the selected cruise IAS and TAS.
(5) Item 21--Cruise Torque (Dual Eng). Using the applicable cruise chart, record the predicted dual-engine cruise torque.
(6) Item 22--Cruise Fuel Flow (Dual Eng). Using the applicable cruise chart, record the predicted dual-engine fuel flow.
(7) Item 23--Max R/C or Endurance IAS/TAS. Using the applicable cruise chart, record the maximum rate of climb or maximum indicated and true airspeed.
(8) Item 24--Max Range IAS/TAS. Using the applicable cruise chart, record the maximum range indicated and true airspeed.
(9) Items 25 and 26--Single-Eng Capability TAS (Min/Max). Select the appropriate cruise chart for PA and FAT. Enter the chart at 50 percent of the maximum single-engine torque available as determined in a (10) above. Then move vertically to the first intersection with the relevant gross weight line. Record the minimum airspeed for single-engine flight. Continue vertically to the second intersection of torque and gross weight, and record the maximum airspeed for single-engine flight. (Airspeeds should be recorded as TAS.)
NOTE: If the ETF is different for each engine, compute single engine capability TAS (min/max) using maximum torque available (single-engine) derived from the lesser of the two ETFs. Do not use the ATF.
(10) Item 27--Max Allowable GWT (Single Eng). Using the cruise chart, select PA and FAT. Enter the chart at 50 percent of the maximum single-engine torque as determined in a(10) above. Then move up to intersect the Max R/C - Max Endurance curve. Interpolate maximum gross weight for single-engine flight.
NOTE: If the ETF is different for each engine, compute the maximum allowable gross weight (single-engine) per (9) above using maximum torque available (single-engine) derived from the lesser of the two ETFs. Do not use the ATF.
c. Fuel Management (Item 28). Use this space to record the in-flight fuel consumption check, to include fuel burnout and appropriate VFR or IFR reserve. (Task 1023 discusses fuel management procedures.)
d. Arrival.
(1) Item 29--PA. Record the forecast PA at the destination at ETA.
(2) Item 30--FAT. Record the forecast FAT at the destination at ETA.
(3) Item 31--Landing GWT. Record the estimated landing gross weight.
(4) Item 32--Torque Ratio. Using arrival environmental conditions, compute as in a(8) above.
(5) Item 33--Max Torque Available (Dual Eng). Using arrival environmental conditions, compute the maximum torque available as described in a(9) above.
(6) Item 34--Max Torque Available (Single Eng). Using arrival environmental conditions, compute the maximum single-engine torque available as described in a(10) above.
(7) Items 35 and 36--Max Allowable GWT (OGE/IGE).
(a) OGE. Using arrival environmental conditions, compute the maximum allowable gross weight OGE as described in a(11) above.
(b) IGE. Using arrival environmental conditions, compute the maximum allowable gross weight IGE as described in a(11) above.
(8) Item 37--Predicted Hover Torque (IGE). Using arrival environmental conditions and landing gross weight, compute the torque required to hover IGE as described in a(13)(b) above.
(9) Item 38--Predicted Hover Torque (OGE). Using arrival environmental conditions and landing gross weight, compute the torque required to hover OGE as described in a(13)(a) above.
e. Remarks (Item 39). Use these areas to record pertinent performance planning remarks.
NOTE 1: A change in aircraft configuration or flat plate drag, as well as use of the anti-icing system, will affect performance computations.
NOTE 2: Crew members may use approved computer programs to derive the required information during flights other than for readiness level progression and evaluation.
NOTE 3: Record "avoid" and "caution" altitudes from TM 1-1520-238-10, Chapter 9, in the Remarks section.
NOTE 4: Crew members should be aware of minimum single-engine speeds for all departure, arrival, and low-speed/low-altitude conditions.
REFERENCES:
AR 95-1
AR 95-3
FM 1-203
Task 1023
TM 1-1520-238-10
TM 1-1520-238-CL
TM 55-2840-248-23
TASK 1005
TASK: Perform preflight inspection.
CONDITIONS: In an AH-64 helicopter and given TMs 55-1520-238-10 and 55-1520-238-CL.
STANDARDS:
1. Without error, perform the preflight inspection according to TM 55-1520-238-CL.
2. Correctly enter appropriate information on DA Form 2408-12 (Army Aviator's Flight Record) and DA Form 2408-13 (Aircraft Inspection and Maintenance Record).
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The PC will ensure that the preflight inspection is conducted according to TM 55-1520-238-CL. He may direct that the other crew member inspect all or designated sections of the aircraft. The PC will verify that all preflight checks have been completed. He will ensure that the appropriate information is entered on DA Forms 2408-12 and 2408-13.
2. The other crew member will complete the preflight inspection as directed and report to the PC whether the aircraft or assigned sections meet required preflight inspection criteria.
3. If time permits, the crew will conduct the preflight inspection during daylight hours. During the hours of darkness, they should use a flashlight with an unfiltered lens to supplement available lighting. (Hydraulic leaks, oil leaks, and other defects are difficult to see when crew members use a flashlight with a colored lens.) TC 1-204 contains details on preflight inspection at night.
4. The PC will ensure that a walk-around inspection is completed prior to flight.
REFERENCES:
Aircraft logbook
AR 95-1
DA Pamphlet 738-751
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1007
TASK: Perform engine-start, run-up, hover, and before-takeoff checks.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT and given TM 55-1520-238-CL.
STANDARDS:
1. Without error, perform procedures and checks according to TM 55-1520-238-CL.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. Each crew member will complete the required checks pertaining to his assigned crew station according to TM 55-1520-238-CL.
2. The PLT will announce initiation of APU and engine starts.
3. The aircrew and the ground crew, if available, will clear the area around the aircraft prior to APU start and each engine start.
4. Before starting the engines or performing the run-up check, the crew will ensure that all appropriate internal and external lights are operational and properly set. They must make sure the lighting levels are high enough to see the instruments easily and to start the engines without exceeding operating limitations.
NOTE: For safety reasons, the CPG should take the controls while the PLT performs the engine deice check during HIT procedures.
REFERENCES:
AR 95-1
Engine HIT log
TM 55-1520-238-10
TM 55-1520-238-CL
Unit SOP
TASK 1013
TASK: Perform NVS operational checks.
CONDITIONS: In an AH-64 helicopter and given TM 55-1520-238-CL.
STANDARDS:
1. Without error, perform checks according to TM 55-1520-238-CL.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. The crew will perform the NVS operational checks, to include turning on the system and adjusting the FLIR, in the appropriate sequence.
2. The P* or P will announce when he takes control of the alternate sensor and when he completes the check.
REFERENCES:
AR 95-1
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1015
TASK: Perform ground taxi.
CONDITIONS: In an AH-64 helicopter or an AH64CMS, on a suitable surface, with the before-taxi check completed and the aircraft cleared.
STANDARDS:
1. Maintain a constant speed appropriate for conditions.
2. Maintain the desired ground track.
3. Without error, perform a taxi check according to TM 55-1520-238-CL.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will ensure that the parking brake is released and that the tail wheel is unlocked before starting the ground taxi. The P* will announce "Braking" when he intends to apply brake pressure. He will announce when the aircraft is clear, his intent to begin ground taxi operations, and the intended direction of turn before turning. The P* will remain focused outside the aircraft. He will direct the P to call out the taxi check and to assist in clearing the aircraft during the checks.
2. The P will announce "Blocking" to acknowledge the P*'s announcement of "Braking." The P will call out the taxi check when directed. He will assist in clearing the aircraft and will provide adequate warning to avoid obstacles. The P will announce when his attention is focused inside the cockpit.
3. The P* will initiate the taxi by increasing the collective slightly (approximately 22 to 24 percent torque) and moving the cyclic slightly forward or aft of neutral to start movement. When the aircraft starts moving, the P* will maintain the collective at not less than 22 to 24 percent torque. He will control the aircraft heading with the pedals. He will use left or right pedal input to turn the aircraft and some lateral cyclic into turns to maintain a level fuselage attitude. To regulate taxi speed, the P* will use a combination of cyclic, collective, and brakes. He should be aware that soft, rough, or sloping terrain may require the use of more than normal power.
NOTE 1: During taxi with the tail wheel unlocked, fuselage roll attitude is controlled with the cyclic. The turn and slip indicator, the standby attitude indicator, the remote attitude indicator, and symbology, as well as outside visual cues, may be used to reference fuselage roll attitude. The accepted method for ground taxi is with the tail wheel in the unlocked position.
NOTE 2: Emergency stops may be performed by applying the wheel brakes, by using aerodynamic braking, or by bringing the aircraft to a hover, depending on ground velocity.
NOTE 3: In BUCS-equipped aircraft, the P should avoid applying excessive pressure when blocking the brakes. Excessive brake pressure may shear a SPAD.
NOTE 4: During rearward taxi, the trailing arm tail wheel may swivel 180 degrees, causing momentary heading instability.
NOTE 5: Excessive cyclic input and insufficient collective application may result in droop-stop pounding.
NVS TECHNIQUES:
1. To maintain orientation during taxi, use the head tracker symbology to maintain the aircraft centerline relative to the desired ground track.
2. To maintain the desired ground track, use the heading scale, lubber line, and head tracker symbology.
3. Be aware of the location of the sensor and the effects of parallax during turns.
4. To reference the aircraft roll attitude, use the horizon line, NVS LOS skid/slip ball along with the skid/slip lubber line symbology. To maintain a level fuselage with the tail wheel unlocked, use the cyclic to center the ball. With the tail wheel locked, use the cyclic and pedals to center the ball.
5. Be aware that the NVS turrets are mounted relative to the waterline of the aircraft. The aircraft sits on the ground (flat pitch) at +4.9 degrees (nose up). During ground operations, the ground appears to tilt during off-axis (left or right of the centerline) viewing with the NVS.
REFERENCES:
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1016
TASK: Perform hover power check.
CONDITIONS: In an AH-64 helicopter or an AH64CMS, with performance planning information available, at an appropriate hover height.
STANDARDS:
1. Perform the check near the takeoff point and in the direction of takeoff.
2. Maintain a stationary hover ±2 feet, and determine, without error, that sufficient power is available to complete the mission.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will announce his intent to bring the aircraft to a stationary hover. He will remain focused outside the aircraft and will announce when the aircraft is stabilized at the desired hover altitude.
2. The P* should a use a 5-foot stationary hover when performing this task unless the mission or terrain constraints dictate otherwise. If another hover height is required, he should use that height to compute go/no-go torque and predicted hover torque.
3. The P will monitor the aircraft instruments and verify the power check. He will compare the actual performance data to that computed and announce the results to the P*. If the torque required to maintain a stationary hover exceeds the go/no-go torque (OGE) but does not exceed the go/no-go torque (IGE), the P* may attempt only IGE maneuvers. If the torque required to maintain a stationary hover does not exceed the go/no-go torque (OGE), he may attempt any maneuver requiring OGE/IGE power or less. Anytime the load or environmental conditions increase significantly (1,000 pounds gross weight, 5°C, or 1,000 feet PA), the crew will perform additional hover power checks and, if necessary, recompute all values.
4. The PC will determine whether the aircraft is capable of completing the assigned mission and will ensure that aircraft limitations will not be exceeded.
5. The P will announce when the hover power check is completed.
REFERENCES:
TASK 1017
TASK: Perform hovering flight.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the before-takeoff check completed and the aircraft cleared.
STANDARDS:
1. Takeoff to a Hover.
a. Establish a vertical ascent to a hover altitude of 5 feet, ±2 feet.
b. Maintain heading ±10 degrees.
c. Do not allow drift to exceed 3 feet.
2. Hovering Flight.
a. Stationary.
(1) Maintain altitude 5 feet, ±2 feet.
(2) Maintain heading ±10 degrees.
(3) Do not allow drift to exceed 3 feet.
b. Forward, sideward, or rearward.
(1) Maintain altitude 5 feet, ±2 feet.
(2) Maintain heading ±10 degrees.
(3) Maintain a constant hover speed.
(4) Maintain ground track.
(5) Do not allow drift to exceed 3 feet.
3. Hovering Turns.
a. Maintain altitude 5 feet, ±2 feet.
b. Do not allow drift to exceed 3 feet from pivot point.
c. Maintain a constant rate of turn.
4. Landing From a Hover.
a. Execute a smooth, controlled descent with minimum drift at touchdown.
b. Maintain heading ±10 degrees.
c. Do not allow drift to exceed 3 feet.
5. Crew Coordination. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will announce his intent to perform a specific hovering flight maneuver and will remain focused outside the aircraft. He will announce when he terminates the maneuver.
2. The P will assist in clearing the aircraft and will provide adequate warning of obstacles, unusual drift, or altitude changes. He will announce when his attention is focused inside the cockpit; for example, when initializing the doppler.
3. The P* will perform the following actions:
a. Takeoff to a hover. With the collective fully down, place the cyclic in a neutral position. Increase the collective with a smooth, positive pressure. Apply pedals to maintain heading, and coordinate the cyclic for a vertical ascent. Using outside references, the horizon line, or the trim ball, keep the fuselage level until the main landing gear is off the ground. As the aircraft leaves the ground, check for proper control response and aircraft CG. On reaching the desired hover altitude, perform a power check according to TM 55-1520-238-CL.
b. Hovering flight. Adjust the cyclic to maintain a stationary hover or to move in the desired direction. Control heading with the pedals, and maintain altitude with the collective. Maintain a constant hover speed. To return to a stationary hover, apply the cyclic in the opposite direction while maintaining altitude with the collective and heading with the pedals.
c. Hovering turns. Apply pressure to the desired pedal to begin the turn. Use pressure and counterpressure on the pedals to maintain a constant rate of turn. (Do not exceed 30 degrees per second.) Coordinate cyclic control to maintain position over the pivot point while maintaining altitude with the collective. (Hovering turns can be made around the vertical axis, nose, or tail of the aircraft.)
d. Landing from a hover. From a stationary hover, lower the collective to effect a smooth descent to touchdown. Make necessary corrections with the pedals and cyclic to maintain a constant heading and position. On ground contact, ensure that the aircraft remains stable. Continue decreasing the collective smoothly and steadily until the entire weight of the aircraft rests on the ground. Neutralize the pedals and cyclic, and reduce the collective to the fully down position. If uneven surface conditions are suspected, set the parking brake before starting the descent.
NIGHT OR NVD CONSIDERATIONS: Movement over areas of limited contrast, such as tall grass, water, or desert, tends to cause spatial disorientation. To avoid spatial disorientation, seek hover areas that provide adequate contrast and use proper scanning techniques. If disorientation occurs, apply sufficient power and execute a takeoff. If a takeoff is not feasible, try to maneuver the aircraft forward and down to the ground to limit the possibility of touchdown with sideward or rearward movement.
NVS TECHNIQUES:
1. Takeoff to a Hover.
a. Clear the aircraft by slewing the FLIR sensor within the available field of regard.
b. Select visual references to aid in heading, position, and altitude control. Supplement visual references, as appropriate, with symbolic information.
c. Orient the NVS LOS so that the selected references remain visible during the maneuver. Generally, you should align the NVS turret in azimuth to the longitudinal axis of the air-craft to aid in heading control. Depress the NVS turret below level, as appropriate.
d. Maintain a fixed-head position during takeoff so that any movement perceived in the imagery is relative to the aircraft and not to the PNVS/TADS turret.
e. Increase the collective with a smooth, positive pressure until the desired altitude is reached. Use both imagery and altitude symbology to determine and maintain the desired altitude.
f. Use imagery and the appropriate symbology for heading and drift (position) control.
2. Hovering Flight.
a. Select the appropriate symbology mode (hover, bob-up, or transition).
b. Clear the aircraft by slewing the FLIR sensor in the direction of travel. Use the acceleration cue and velocity vector to maintain position and imagery for altitude reference. Select references that can be used to determine arrival at the desired termination point.
c. When clearance to perform a lateral hover is assured, use the acceleration cue and velocity vector to establish the desired rate and direction of movement. Full-scale deflection of velocity vector is equivalent to 6 knots in the hover mode. Use imagery to maintain altitude and clearance, and cross-check heading tape symbology to maintain heading.
d. To perform a rearward hover once the aircraft is cleared, use the acceleration cue and velocity vector for rate and direction control. However, the FLIR sensor orientation normally will be forward.
e. Upon approaching the desired termination point (imagery-provided references), begin decelerating so as to arrive in a stabilized hover using primarily acceleration cue and velocity vector. Maintain altitude with imagery and a cross-check of radar altitude symbology. A rearward hover termination may require an offset look into the field of regard for termination point reference.
3. Hovering Turns.
a. Select the appropriate symbology mode (hover or bob-up).
b. Stabilize the aircraft while referencing imagery-supplied close-in cues, the acceleration cue and velocity vector, and the radar altitude symbology.
c. Clear the aircraft by slewing the FLIR sensor within the field of regard. Use the acceleration cue and velocity vector to maintain a constant position and the altitude and VSI symbols to maintain a constant altitude.
d. When clearance to perform a hovering turn is assured, slew the FLIR sensor in the desired direction of turn. Maintain aircraft position, heading, and altitude before turning by referring to imagery-supplied cues and appropriate symbols.
e. To aid in determining the termination point, select a reference point visible within the instantaneous FOV of the FLIR. If the turn is greater than 90 degrees, use the heading symbology to help identify the termination point.
f. Use the cyclic to maintain a position relative to the selected pivot point. The velocity vector will indicate some lateral velocity during a hover turn performed about the mast. (Depending on the rate of turn and pivot point, the vector extension will normally equal the length of one horizontal leg of the LOS reticle. It will be positioned opposite the direction of the turn.)
g. Use the collective to maintain altitude. During the turn, employ a cross-check that scans imagery-supplied cues as well as the altitude and vertical velocity symbols. (The torque symbology is not particularly useful in controlling altitude during hovering turns.)
h. Use pressure and counterpressure on the tail rotor control pedals while cross-checking the heading tape symbology to control the direction and rate of turn.
i. Keep the NVS LOS oriented toward the visual reference point. All movement observed in the imagery will be caused by changes in aircraft attitude rather than by turret movement.
4. Landing From a Hover.
a. Select the desired mode of symbology for the maneuver.
b. Use imagery and symbology to control the descent rate (VSI/RAD ALT), drift (acceleration cue and velocity vector), and heading.
NOTE 1: The location and gimbal limits of the FLIR sensor prevent the P* from seeing the actual touchdown point during this maneuver. He must obtain clearance of the intended touchdown point before positioning the aircraft over the point. If uneven surface conditions are suspected, the crew should set the parking brakes before initiating the descent.
NOTE 2: Under normal loading conditions, the aircraft will hover approximately 3 degrees left side low.
NOTE 3: Use of the manual stabilator mode reduces airframe vibration in strong crosswinds or tail winds.
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1018
TASK: Perform a normal takeoff.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the hover power and before-takeoff checks completed and the aircraft cleared.
STANDARDS:
1. Initiate takeoff from an appropriate hover altitude ±2 feet or from the ground.
2. Maintain takeoff heading ±10 degrees.
3. Maintain ground track alignment with the takeoff direction with minimum drift.
4. Maintain the aircraft in trim above 50 feet AGL.
5. Accelerate to desired airspeed ±10 knots.
6. Maintain desired rate of climb ±100 FPM.
7. Maintain takeoff power until reaching minimum single-engine airspeed.
8. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft during the maneuver. He will announce whether the takeoff is from the ground or from a hover and his intent to abort or alter the takeoff.
2. The P will announce when ready for takeoff and will 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 responding to system malfunctions and when limitations may be exceeded during the maneuver.
3. The P* will perform the following actions:
a. From the ground. Select reference points to maintain ground track. With the cyclic in the neutral position, increase the collective until the aircraft becomes "light on the wheels." Maintain heading with the pedals. Continue increasing the collective to obtain approximately 10 percent above hover torque. As the aircraft leaves the ground, apply forward cyclic as required to accelerate through ETL to obtain the desired climb attitude (approximately 80 KIAS). Maintain ground track and keep the aircraft aligned with takeoff direction below 50 feet; then place the aircraft in trim above 50 feet AGL. When above minimum single-engine airspeed, position the collective to establish the desired rate of climb (approximately 500 FPM).
b. From a hover. Select reference points to maintain ground track. Apply forward cyclic to accelerate the aircraft while applying approximately 10 percent torque above hover power with the collective. Perform the rest of the maneuver as for a takeoff from the ground.
NOTE 1: The P* must avoid nose-low accelerative attitudes in excess of 10 degrees.
NOTE 2: The height velocity diagram in TM 55-1520-238-10, Chapter 5, displays "avoid areas." This diagram assumes the availability of a suitable forced landing area in case of engine failure. If a suitable forced landing area is not available, the P* should accelerate the aircraft to minimum single-engine airspeed prior to establishing the desired climb rate.
NOTE 3: Stabilator mode selection will affect the amount of cyclic required to achieve the climb pitch attitude and the power required to accelerate and climb in the desired attitude (drag related). Under normal circumstances, the automatic stabilator program provides an optimum schedule for acceleration. However, the P* can use the manual mode stabilator control to fine-tune drag versus airspeed and achieve lower power requirements for a given airspeed. The P* will announce the use of the manual stabilator before the master caution light illuminates.
NIGHT OR NVD CONSIDERATIONS:
1. If sufficient illumination or NVD resolution exists to view obstacles, the P* can accomplish the takeoff in the same way as he does a normal takeoff during the day. If sufficient illumination or NVD resolution does not exist, he should perform an altitude-over-airspeed takeoff to ensure obstacle clearance. The P* may perform the takeoff from a hover or from the ground.
NOTE: Visual obstacles, such as shadows, should be treated the same as physical obstacles.
2. Reduced visual references during the takeoff and throughout the ascent at night may make it difficult to maintain the desired ground track. The crew should know the surface winddirection and velocity. This will assist the P* in establishing the crab angle required to maintain the desired ground track.
3. The crew must use proper scanning techniques to avoid spatial disorientation.
NVS TECHNIQUES:
1. Takeoff From the Ground.
a. Select desired mode of symbology (hover).
b. Use FLIR imagery and torque symbology to establish the aircraft light on the wheels.
c. As the aircraft leaves the ground, verify the desired rate of forward movement by cross-checking the acceleration cue and velocity vector. When the velocity vector becomes saturated, select transition mode symbology.
d. On climbout, adjust aircraft attitude (horizon line) and climb rate (VSI symbol) as desired.
e. Use available FLIR imagery and velocity vector to establish and maintain ground track.
2. Takeoff From a Hover.
a. Select desired mode of symbology (hover).
b. As the aircraft moves toward ETL, verify the desired rate of motion by cross-checking the acceleration cue and velocity vector. When the velocity vector becomes saturated, select transition mode symbology.
c. Control altitude prior to ETL, using imagery and altitude symbology.
d. On climbout, adjust aircraft attitude (horizon line) and climb rate (VSI symbol) as desired.
e. Use available FLIR imagery and velocity vector to establish and maintain ground track.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1019
TASK: Perform a rolling takeoff (minimum power takeoff).
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the hover power and before-takeoff checks completed and the aircraft cleared.
STANDARDS:
1. Before lift-off--
a. Position the stabilator to 0 degrees TED.
b. Establish and maintain a simulated power limit that is 10 percent, ±3 percent, below hover torque.
c. Maintain runway heading ±5 degrees.
2. After lift-off--
a. Maintain a simulated power limit ±3 percent.
b. Maintain takeoff ground track.
c. Establish the aircraft in trim.
d. Establish and maintain a climb angle appropriate for the terrain and obstacles.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft during the maneuver. He will announce his intent to set the manual stabilator before the master caution light illuminates. The P* will announce when he initiates the maneuver and his intent to abort or alter the takeoff.
2. The P will announce when ready for takeoff and will remain focused outside the aircraft to assist in clearing and to provide adequate warning of obstacles. He will verify that the stabilator is set for takeoff. The P will announce when his attention is focused inside the cockpit; for example, when responding to a master caution light or warning light.
3. The P* will perform the following actions: Verify that the takeoff surface is suitable for the maneuver, and select ground reference points for runway alignment. Set the stabilatorto 0 degrees TED to minimize drag. Neutralize the cyclic, and increase the collective to establish the aircraft "light on the wheels." Use the pedals to maintain heading aligned with the runway. Coordinate forward cyclic, and increase the collective to the simulated power limit of 10 percent, ±3 percent, below hover power to accelerate the aircraft. Smoothly position the cyclic to maintain a level fuselage attitude. Maintain takeoff heading with the pedals and cyclic while avoiding excessive cross-controlling. On lift-off, trim the aircraft as soon as possible commensurate with surface obstacles. Terminate the maneuver when a climb has been established and the aircraft is clear of obstacles.
NOTE 1: This maneuver simulates operations at or near maximum allowable gross weight and at density altitudes and temperatures where maximum power available is not sufficient for a normal takeoff. It also simulates operations in environments where sand, dust, and snow are present.
NOTE 2: The P* must not allow the aircraft nose to drop below the fuselage level until the aircraft departs the takeoff surface.
NIGHT OR NVD CONSIDERATIONS:
1. If sufficient illumination or NVD resolution exists to view obstacles, the P* can accomplish the takeoff in the same way as he does a normal rolling takeoff during the day. If sufficient illumination or NVD resolution does not exist, he should not conduct a rolling takeoff.
2. Reduced visual references during the takeoff and throughout the ascent at night may make it difficult to maintain the desired ground track. The crew should know the surface wind direction and velocity. This will assist the P* in establishing the crab angle required to maintain the desired ground track.
NVS TECHNIQUES:
1. Use the transition mode to reference the horizon line symbology.
2. Use the horizon line and head tracker symbology to reference longitudinal attitude and the skid/slip ball to reference lateral attitude.
3. Use the head tracker, heading scale, and lubber line symbology to reference heading.
NOTE: The velocity vector will be usable once the aircraft begins to accelerate and the DNS comes out of memory.
4. Orient the sensor forward in the direction of takeoff.
5. During acceleration, use VSI symbology to confirm that a climb has been established.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1020
TASK: Perform simulated maximum performance takeoff.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the hover power and before-takeoff checks completed and the aircraft cleared.
STANDARDS:
1. Prior to 100 feet AGL--
a. Maintain takeoff heading ±10 degrees.
b. Maintain ground track alignment with takeoff direction with minimum drift.
c. Maintain power at 15 to 20 percent above hover power.
d. Maintain level attitude until clearing obstacles.
2. When above 100 feet AGL--
a. Maintain the aircraft in trim.
b. Maintain climb airspeed ±10 KIAS.
c. Maintain rate of climb ±100 FPM.
d. Maintain ground track alignment with takeoff direction with minimum drift.
e. Maintain takeoff power until reaching minimum single-engine airspeed.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft during the maneuver. He will announce when he initiates the maneuver and his intent to abort or alter the takeoff.
2. The P will announce when ready for takeoff and will 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 and calling out torque.
3. The P* will perform the following actions: Align the aircraft with the desired takeoff direction. Select reference points to maintain ground track. Place the cyclic in the neutral position, increase the collective, and maintain heading with the pedals. As the aircraft leaves the ground, continue to increase the collective to obtain the power necessary to clear obstacles safely (15 to 20 percent above hover torque for training). Maintain takeoff heading with the pedals and a level attitude and ground track with the cyclic. Maintain the required power until obstacles are cleared. At 100 feet AGL, place the aircraft in trim and apply cyclic to attain an attitude that will result in the desired climb airspeed. On reaching climb airspeed, adjust the power to establish the desired rate of climb.
NOTE 1: This is a training maneuver only. It simulates aircraft operations at or near maximum allowable gross weight or at a density altitude where maximum power available represents just enough power to take off and clear obstacles. This maneuver should not be confused with a confined area or terrain flight takeoff.
NOTE 2: Hover OGE power is required for simulated maximum performance takeoffs.
NIGHT OR NVD CONSIDERATIONS:
1. Reduced visual references during the takeoff and throughout the ascent at night may make it difficult to maintain the desired ground track. The crew should know the surface wind direction and velocity. This will assist the P* in establishing the crab angle required to maintain the desired ground track.
2. To avoid spatial disorientation, the crew must use proper scanning techniques.
NVS TECHNIQUES:
1. Use the transition mode to reference the horizon line symbology.
2. Use the horizon line and head tracker symbology to reference attitude.
3. Use the head tracker, heading scale, and lubber line symbology to reference heading.
NOTE: The velocity vector will be usable once the aircraft begins to accelerate and the DNS comes out of memory.
4. Orient the sensor forward in the direction of takeoff.
5. During ascent and acceleration, use VSI symbology to confirm that a climb has been established.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1021
TASK: Perform deceleration/acceleration.
CONDITIONS: In an AH-64 helicopter or an AH64CMS, given an altitude and airspeed, with the aircraft cleared.
STANDARDS:
1. Maintain entry airspeed 100 KIAS, ±10 KIAS, and deceleration airspeed 60 KIAS, ±10 KIAS.
2. Maintain altitude ±100 feet.
3. Maintain heading ±10 degrees.
4. Maintain the aircraft in trim.
5. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will announce when he initiates the maneuver, his intent to abort or alter the maneuver, and when he completes the maneuver. He will remain focused outside the aircraft throughout the maneuver.
2. The P will remain focused outside the aircraft to assist in clearing and to provide adequate warning for traffic and obstacle avoidance. He will announce when his attention is focused inside the cockpit; for example, when announcing airspeed, altitude, or heading variations.
3. The P* will perform the following actions: To initiate the maneuver, simultaneously reduce the collective and apply aft cyclic to obtain the minimum deceleration airspeed. Maintain entry altitude with the collective and airspeed and heading with the cyclic. As the aircraft approaches the minimum deceleration airspeed, simultaneously increase the collective to maintain altitude and apply forward cyclic to accelerate to the entry air-speed. Adjust the pedals to maintain trim, and cross-check attitude by looking at the horizon and the flight instruments.
NOTE: The P* must not select the NOE approach stabilator mode when conducting this maneuver.
NIGHT OR NVD CONSIDERATIONS: Use the VSI as the attitude reference.
REFERENCES:
TASK 1022
TASK: Perform traffic pattern flight.
CONDITIONS: In an AH-64 helicopter or an AH64CMS; given altitudes, airspeeds, and traffic pattern headings; with the aircraft cleared.
STANDARDS:
1. Maintain rate of climb or descent ±100 FPM.
2. Roll out on desired heading ±10 degrees.
3. Maintain the aircraft in trim.
4. Maintain airspeed ±10 KIAS.
5. Maintain altitude ±100 feet.
6. Maintain ground track alignment with minimum drift.
7. Without error, complete the before-landing check according to TM 55-1520-238-CL.
8. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft while in the traffic pattern. He will announce and clear each turn in the pattern. He also will announce the type of approach planned.
2. The P will assist in clearing the aircraft in the traffic pattern and will provide adequate warning of traffic and obstacles. He will announce when his attention is focused inside the cockpit; for example, when calling out the before-landing check.
3. The P* will perform the following actions:
a. Maneuver the aircraft into position to enter the downwind leg midfield at a 45-degree angle (or according to local procedures), at traffic pattern altitude, and at the proper air-speed. (A straight-in or base-leg entry may be used if approved by ATC.) On downwind, complete the before-landing check. Prior to turning base, reduce power and airspeed as required and initiate a descent. If performing a straight-in or a base-leg entry, reduce airspeed at a point comparable to that for a normal approach. Turn base and final leg, as appropriate, to maintain the desired ground track. Execute the desired approach.
b. For a closed traffic pattern after takeoff, climb straight ahead at climb airspeed to the appropriate altitude, turn to crosswind, and continue the climb. Initiate the turn to downwind as required to maintain the desired ground track. Adjust power and attitude, as required, to maintain traffic pattern altitude and airspeed.
NOTE: During training, the recommended airspeed is 80 KIAS on crosswind and base legs and 100 KIAS on the downwind leg.
*NIGHT OR NVD CONSIDERATIONS: For an NVD traffic pattern, the P* should maintain a continuous coordinated turn to the downwind leg and establish airspeed and altitude as directed. He should initiate the turn from downwind when in a position to make a continuous turn to the final approach course.
NVS TECHNIQUES:
1. On departure, establish ground track using FLIR imagery. Obtain attitude, altitude, rate of climb, airspeed, and heading information by cross-checking the appropriate symbology.
2. To initiate the turn to downwind, look in the direction of the turn and then fly the aircraft into the new NVS FOV. Use the horizon symbology to determine pitch and roll angle during the turn.
3. On downwind, establish a torque setting (symbology) that will maintain the desired airspeed and altitude.
4. From downwind, look in the direction of the turn and use composite video to maintain altitude and decelerate to initial approach speed. As the turn progresses, the intended landing area will become visible within the PNVS field of regard. Using that relative position information, plan the remainder of the turn to arrive aligned with the intended touchdown area.
REFERENCES:
DOD FLIP
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1023
TASK: Perform fuel management procedures.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Verify that the required amount of fuel is on board at the time of takeoff.
2. Correctly perform an in-flight fuel consumption check 15 to 30 minutes after leveling off or entering into the mission profile.
3. Manage the fuel to maintain aircraft CG requirements.
4. Initiate an alternate course of action if the actual fuel consumption varies from the planning value and the flight cannot be completed with the required reserve.
5. Frequently monitor the fuel quantity and consumption rate during the flight.
6. Correctly perform crew coordination actions.
DESCRIPTION:
1. Crew Actions.
a. The P will record initial fuel figures, fuel flow computation, and burnout and reserve times. He will announce when he initiates the fuel check and when he completes the fuel check. The P also will announce the results of the fuel check.
b. The P* will acknowledge the results of the fuel check.
c. The P* or P will announce when the fuel transfer switch is repositioned and when fuel balancing operations are completed.
2. Procedures.
a. Before-takeoff fuel check. Determine the total fuel on board, and compare it with mission fuel requirements determined during premission planning. If the fuel on board is inadequate, have the aircraft refueled or abort or revise the mission.
b. Initial airborne fuel reading. After leveling off the aircraft or entering into the mission profile and setting the appropriate power, record the total fuel quantity and the time of the reading.
c. Fuel consumption check. With the aircraft in mission or cruise profile and 15 to 30 minutes after taking the initial airborne fuel reading, record the remaining fuel and the time of the reading. Compute and record the consumption rate, burnout time, and reserve entry time. Determine if the remaining fuel is sufficient to complete the flight with the required reserve. If the amount of fuel is inadequate, initiate an alternate course of action.
d. Fuel management. Maintain the aircraft within CG limitations by performing one of the following operations:
(1) Crossfeed operations. For proper operation of the crossfeed switch, see TM 55-1520-238-10.
(2) Fuel transfer operations (internal and external). Position the fuel transfer switch to the tank (FWD or AFT) into which the fuel is to be transferred. When the desired quantity of fuel has been transferred, return the switch to OFF. If external tanks are installed, position the EXT TK switch to ON. When all external tanks are empty, the EXT EMP caution light will illuminate. Then position the EXT TK switch to OFF.
e. Fuel quantity and consumption. Periodically monitor the fuel quantity and consumption rate. If the fuel quantity or flow indicates a deviation from computed values, repeat the fuel consumption check to determine if the amount of fuel is adequate to complete the flight.
NOTE 1: Failure to monitor fuel balancing operations could result in engine flameout because of fuel starvation.
NOTE 2: The refuel valve switch (located on the external fuel servicing panel) must be closed for the TRANS switch to operate properly. The transfer pump will not transfer fuel if the refuel valve is open.
REFERENCES:
AR 95-1
FM 1-240
TC 1-204
TM 55-1520-238-10
Unit SOP
TASK 1025
TASK: Navigate by pilotage and dead reckoning.
CONDITIONS: In an AH-64 helicopter or an AH64CMS and given appropriate maps, plotter, computer, and flight log.
STANDARDS:
1. Maintain orientation within 500 meters.
2. Arrive at checkpoints ±3 minutes of adjusted ETA.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft and will respond to navigation instructions or cues given by the P. The P* will acknowledge commands issued by the P for heading and airspeed changes necessary to navigate the desired course. The P* will announce significant terrain features to assist in navigation.
2. The P will direct the P* to change aircraft heading and airspeed as appropriate to navigate the desired course. The P will use rally terms, specific headings, relative bearings, or key terrain features in accomplishing this task. He will announce all plotted wires prior to approaching their location. The P will focus his attention primarily inside the cockpit; however, as his workload permits, he will assist in clearing the aircraft and will provide adequate warning to avoid traffic and obstacles.
3. The crew will perform the following actions: Use both pilotage and dead reckoning to maintain the position of the aircraft. Perform a ground speed check as soon as possible by computing the actual time required to fly a known distance. Adjust estimated times for subsequent legs of the route using actual ground speed. Determine correction for winds, if necessary, so that the airspeed or ground speed and heading can be computed for the remaining legs of the flight. Make heading corrections to maintain the desired course (ground track).
REFERENCES:
Aeronautical charts
FM 1-240
TC 1-204
TC 1-204
TASK 1026
TASK: Perform doppler navigation.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Correctly operate the doppler according to TM 55-1520-238-10.
2. Maintain the desired track.
3. Correctly determine the position of the aircraft along the route of flight.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The CPG will announce all doppler destination changes and verify the heading. The P* will acknowledge and verify the new doppler heading.
NOTE: The CPG will not program the doppler in flight if he is performing P* duties.
2. The CPG will perform doppler turn-on, test, and programming procedures. He also will perform doppler update and target store procedures.
3. The P* will fly the selected doppler course using the HSI.
NOTE: Use of the doppler as an IFR navigational system is not authorized; however, the crew should consider and plan for its use as an emergency backup system.
REFERENCES:
FM 1-203
Local SOP
TC 1-204
TC 1-204
TM 11-5841-281-12
TM 55-1520-238-10
TASK 1027
TASK: Perform before-landing check.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT and given TM 55-1520-238-CL.
STANDARDS:
1. Without error, perform the check according to TM 55-1520-238-CL.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. The PC will ensure that the before-landing check is completed according to TM 55-1520-238-CL.
2. The P will call out the before-landing check and announce when it is completed.
REFERENCES:
AR 95-1
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1028
TASK: Perform VMC approach.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the before-landing check completed.
STANDARDS:
1. Select a suitable landing area.
2. Establish the proper altitude to clear obstacles on final approach, and maintain altitude ±100 feet.
3. Establish entry airspeed ±10 KIAS.
4. Maintain a constant approach angle to clear obstacles.
5. Maintain ground track alignment with the landing direction with minimum drift.
6. Maintain an apparent rate of closure, not to exceed the speed of a brisk walk.
7. Execute a smooth, controlled termination to a hover or to the ground.
8. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft to clear the aircraft throughout the approach and landing. He will announce whether the approach will terminate to a hover or to the ground, the intended point of landing, and any deviation from the approach. The P* will announce the use of the manual stabilator before the master caution light illuminates.
2. The P will confirm suitability of the area, assist in clearing the aircraft, and provide adequate warning of traffic and 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. The P* will perform the following actions:
a. To a hover. Determine an approach angle that allows safe clearance of obstacles while descending to the intended point of landing. Once the approach angle is intercepted, adjust the collective as necessary to establish and maintain the angle. If desired, use the NOE approach and manual stabilator modes to enhance forward visibility during the descent. Maintain entry airspeed until apparent ground speed and rate of closure appear to be increasing. Progressively decrease the rate of descent and rate of closure until an appropriate hover is established over the intended termination point. Maintain ground track alignment with the landing direction by maintaining the aircraft in trim when above 50 feet AGL. Align the aircraft with the landing direction when below 50 feet AGL.
b. To the ground. Proceed as for an approach to a hover, except continue the descent to the ground. Make the touchdown with minimum forward or lateral movement. After ground contact, ensure that the aircraft remains stable with all movement stopped. Smoothly reduce the collective to the fully down position, and neutralize the pedals and cyclic. If uneven surface conditions are suspected, set the parking brake before initiating the approach.
NOTE 1: During training, the recommended entry airspeed is 80 KIAS.
NOTE 2: Steep approaches can place the aircraft in potential settling-with-power conditions. The crew must be familiar with diagnosing and correcting these situations.
NOTE 3: The crew should make the decision to go around if visual contact with the touchdown point is lost or if it becomes apparent that it will be lost. They must make the decision to go around before descending below obstacles or decelerating below ETL.
NOTE 4: FM 1-202 contains procedures for reducing the hazards associated with the loss of visual references during the landing because of blowing sand or snow.
NIGHT OR NVD CONSIDERATIONS:
l. Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. The rate of descent during the final 100 feet should be slightly slower than during the day to avoid abrupt attitude changes at low altitudes.
2. The crew should be aware that surrounding terrain or vegetation may decrease contrast and cause depth perception to be degraded during the approach to the landing area. Before descending below obstacles, the crew should determine the need for artificial lighting. Crew members must use proper scanning techniques to avoid spatial disorientation.
NVS TECHNIQUES:
1. Obtain the rate of descent during the approach, particularly a steep approach, from the vertical speed and radar altitude analog scale symbologies.
2. Symbology enhances approach angle determination and maintenance. When the aircraft is aligned with the intended landing area, position the LOS reticle on the intended landing point. The separation between the LOS reticle and the head tracker will provide an approximate angle to touch down when correlated to aircraft attitude. The attitude of the aircraft varies as a function of the stabilator mode that is selected.
3. The location and gimbal limits of the FLIR sensor prevent the P* from seeing the actual touchdown point. To avoid overshooting, establish a new reference point beyond the intended touchdown point.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1029
TASK: Perform roll-on landing.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with a suitable landing area selected and the before-landing check completed.
STANDARDS:
1. Establish entry altitude ±100 feet.
2. Establish entry airspeed ±10 knots.
3. Maintain ground track alignment with landing direction with minimum drift.
4. Maintain a constant approach angle.
5. Effect termination by making the touchdown at or above ETL, maintaining runway alignment ±5 degrees, and executing a smooth, controlled touchdown and rollout.
6. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft to clear the aircraft throughout the approach and landing. He will announce his intent to perform a roll-on landing, the intended point of landing, and any deviation from the approach. The P* will announce the use of the manual stabilator before the master caution light illuminates. He also will announce the method of braking.
2. The P will confirm suitability of the area, assist in clearing the aircraft, and provide adequate warning of traffic or obstacles. He will acknowledge the use of the manual stabilator, the method of braking, and any intent to deviate from the approach. The P will announce when his attention is focused inside the cockpit.
3. The P* will perform the following actions: When the desired approach angle is intercepted, reduce the collective to establish the descent. If desired, use the NOE approach or manual stabilator mode to enhance forward visibility during the descent. Assume a decelerating attitude as necessary while maintaining the desired angle of approach with the collective. Effect a smooth touchdown at or above ETL. After landing, neutralize the cyclic, lower the collective and, if desired, use aerodynamic braking to assist in stopping the rollout. Applybrakes as necessary. To avoid droop-stop pounding, center the cyclic before lowering the collective.
NOTE 1: The P* will announce "Braking" when he intends to apply brake pressure. The P will acknowledge by announcing "Blocking."
NOTE 2: In BUCS-equipped aircraft, the P will avoid applying excessive pressure when blocking the brakes. Excessive brake pressure may shear a SPAD.
NOTE 3: During training, the crew will use 10 percent below hover torque as a simulated power limit.
NIGHT OR NVD CONSIDERATIONS: Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Therefore, the rate of descent at night during the final 100 feet should be slightly slower than during the day to avoid abrupt attitude changes at low altitudes.
NVS TECHNIQUES:
1. Obtain the rate of descent during the approach, particularly a steep approach, from the vertical speed and radar altitude analog scale symbologies.
2. Symbology enhances approach angle determination and maintenance. When the aircraft is aligned with the intended landing area, position the LOS reticle on the intended landing point. The separation between the LOS reticle and the head tracker will provide an approximate angle to touch down when correlated to aircraft attitude. The attitude of the aircraft varies as a function of the stabilator mode that is selected.
NOTE: This maneuver should be performed in an environment where obscurants such as sand, dust, or snow are present.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1031
TASK: Perform confined area operations.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the before-landing check completed.
STANDARDS:
1. Prior to the approach--
a. Establish entry altitude ±100 feet.
b. Establish entry airspeed ±10 KIAS.
c. Properly perform a landing area reconnaissance.
2. During the approach--
a. Maintain ground track alignment with the selected approach path with minimum drift.
b. Maintain a constant approach angle.
c. Maintain the appropriate rate of closure.
d. Properly perform a low reconnaissance.
e. Execute a smooth, controlled termination in the forward one-third of the landing area.
3. Prior to takeoff--
a. Properly complete the ground reconnaissance and select a suitable takeoff path.
b. Without error, perform a hover power check as required and complete the before-takeoff check.
c. Properly clear the aircraft.
4. Prior to clearing obstacles--
a. Maintain heading ±10 degrees.
b. Maintain ground track with minimum drift.
c. Use power as required to clear obstacles safely without exceeding aircraft limitations.
5. After clearing obstacles--
a. Establish climb airspeed ±10 KIAS.
b. Maintain rate of climb ±100 FPM.
c. Maintain the aircraft in trim.
d. Maintain ground track alignment with the selected takeoff path with minimum drift.
6. 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. He 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. The P* will select a touchdown point in the forward one-third of the landing area and announce whether he will terminate the approach to a hover or to the ground. He will announce any deviation from the approach and a tentative flight path for the departure. He also will announce the use of the NOE approach or manual stabilator mode to enhance visibility during the approach.
2. The P will confirm the 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. On final approach, the crew will perform a low reconnaissance and confirm the suitability of the selected landing area. They will evaluate obstacles which constitute a possible hazard and will confirm the suitability of the departure path selected during the landing area reconnaissance. If visual contact with the touchdown point is lost or if it becomes apparent that it will be lost, the crew should make the decision to go around before descending below obstacles or decelerating below ETL. The P* will announce initiation of a go-around. He will maintain the aircraft in trim above the obstacles and maintain landing area alignment below the obstacles. If he detects instability during the touchdown, he will reposition the aircraft.
4. Once in the confined area, the P* will perform a ground reconnaissance and announce his intent to conduct a specific hovering maneuver and the termination of the maneuver. He willannounce his intent to take off, the direction of takeoff, and whether the takeoff will be normal or terrain flight.
5. The crew will formulate the takeoff plan by evaluating the wind, obstacles, and shape of the area. They will select the takeoff point and ensure that there is adequate main rotor and tail rotor clearance while maneuvering. The P will call out the before-takeoff check and will verify a hover power check if required. The crew will clear the aircraft during the takeoff.
6. The P* will remain focused outside the aircraft during the maneuver. He will announce whether the takeoff is from the ground or from a hover and his intent to abort or alter the takeoff. The P* will coordinate the cyclic and collective as necessary to attain a constant angle of climb that will ensure obstacle clearance. He will maintain heading with the pedals.
7. The P will announce when ready for takeoff and will 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 or performing map navigation.
NOTE 1: Hover OGE power is required for confined area operations.
NOTE 2: Depending on the simulated threat or type of terrain flight being conducted, this maneuver may be initiated from either a straight-in or a circling pattern.
NIGHT OR NVD CONSIDERATIONS:
1. Confined areas are more difficult to evaluate at night because of low contrast. To perform successful confined area operations, the crew must know the various methods of determining the height of obstacles.
2. Before conducting confined area operations at night, the crew must ensure that the searchlight is in the desired position. If they use the searchlight, their night vision will be impaired for several minutes. Therefore, they must exercise added caution if they resume flight before reaching full dark adaptation.
NVS TECHNIQUES: See Tasks 1017, 1028, 1032, 1034, and 1038.
REFERENCES:
FM 1-203
Task 1017
Task 1028
Task 1032
Task 1034
Task 1038
TC 1-204
TC 1-204
TM 55-1520-238-10
Unit SOP
TASK 1032
TASK: Perform slope operations.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the aircraft cleared.
STANDARDS:
1. Set the parking brakes prior to landing.
2. Maintain heading ±5 degrees.
3. Do not exceed a 1-foot drift before and allow no drift after wheel contact with the ground.
4. Execute a smooth, controlled descent and touchdown.
5. Execute a smooth, controlled ascent.
6. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will announce his intent to perform a slope operation and will establish the helicopter over the slope. He will request assistance in setting the brakes and will announce the intended landing area and any deviation from the landing or takeoff.
2. The P will assist in setting the parking brakes and clearing the aircraft. He will provide adequate warning of obstacles, unusual drift, or altitude changes. He will confirm suitability of the intended landing area. The P will announce when his attention is focused inside the cockpit.
3. The P* will announce initiation of the slope landing. He will reduce the collective to execute a smooth, controlled de-scent until the upslope gear contacts the ground. The P* will adjust the cyclic to maintain the aircraft in a level attitude while maintaining heading with the pedals. He will continue to lower the collective to compress the upslope strut and adjust the cyclic as necessary to maintain the fuselage in a level attitude. The P* will coordinate the collective and cyclic to control the rate of attitude change to lower the downslope gear to the slope. To avoid droop-stop pounding, he will maintain at least 20 to 25 percent torque with the collective as he smoothly centers the cyclic. Once he centers the cyclic, he will continue to lower the collective to the fully down position. If cyclic limits or aircraft slope limits are reached before the aircraft is firmlyon the ground, the P* will return the aircraft to a hover. He will select a new area before attempting another slope landing.
4. The P* will announce initiation of an ascent. To execute a smooth, controlled ascent, he will slowly increase the collective to approximately 20 to 25 percent torque and then apply cyclic into the slope. He will continue to increase the collective while adjusting the cyclic to attain a level fuselage attitude. The P* will maintain heading with the pedals. As the aircraft leaves the ground, he will adjust the cyclic to accomplish a vertical ascent to a hover while minimizing drift.
NOTE 1: Before conducting slope operations, the crew must understand dynamic rollover characteristics.
NOTE 2: The crew will confirm that the parking brakes are set. If the brakes must be set in flight, the CPG should be on the controls and will announce "Blocking." The PLT will acknowledge by announcing "Braking" and will set the parking brakes.
NOTE 3: In BUCS-equipped aircraft, the P should avoid applying excessive pressure when blocking or setting the brakes. Excessive brake pressure may shear a SPAD.
NOTE 4: When the tail wheel is locked and on the ground, overcontrolling the pedals results in roll oscillations, which are caused by the tail rotor torque effect.
NOTE 5: The P* should be aware of the common tendency to become tense and, as a result, to overcontrol the aircraft while performing slope operations.
NIGHT OR NVD CONSIDERATIONS: When conducting slope operations, the crew should select reference points to determine slope angles. (References will probably be limited and difficult to ascertain.) If, at any time, successful completion of the landing is doubtful, the crew must abort the maneuver.
NVS TECHNIQUES:
1. The location and gimbal limits of the FLIR sensor prevent the PLT from seeing the actual touchdown point. He must obtain clearance of the intended touchdown point before positioning the aircraft over the point.
2. The P* must select the desired mode of symbology.
3. During slope operations, the crew must use both FLIR imagery and the symbology to successfully complete a slope landing. If they rely solely on one or the other, they mayexperience undesirable drift rates and changes in aircraft heading.
4. The P* may have to initiate the takeoff from a slope with the doppler in memory. To properly control the ascent when this occurs, he must use the FLIR imagery to begin the takeoff and integrate symbology as it becomes valid.
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-238-10
TASK 1033
TASK: Perform terrain flight mission planning.
CONDITIONS: Prior to flight in an AH-64 helicopter or an AH64CMS and given a mission briefing, navigational maps, a navigational computer, and other materials as required.
STANDARDS:
1. Correctly analyze the mission.
2. Perform a map or photo reconnaissance, and ensure that hazards to terrain flight are plotted.
3. Select the appropriate terrain flight modes.
4. Select the appropriate primary and alternate routes.
5. Obtain and evaluate the weather briefing.
6. Correctly perform crew coordination actions.
DESCRIPTION:
1. The PC will direct the other crew member to complete designated elements of the terrain flight mission planning.
2. The crew will analyze the mission in terms of METT-T. They will plan the flight by conducting a map or an aerial photo reconnaissance. They will determine primary and alternate routes, terrain flight modes, and movement techniques. The crew will compute and determine time, distance, and fuel requirements. They will annotate the map or overlay with sufficient information to complete the mission. They must consider hazards, checkpoints, observation posts, and enemy and friendly positions. The crew will review contingency procedures.
3. The crew will obtain a thorough weather briefing which covers the entire mission. This briefing should include sunset and sunrise times, density altitudes, winds, and visibility restrictions. If the mission is to be conducted at night, the briefing should also include moonset and moonrise times, ambient light levels, and an electro-optical forecast, if available.
4. The PC will ensure that the other crew member is thoroughly briefed on all aspects of the mission.
NIGHT OR NVD CONSIDERATIONS: More detailed flight planning is required when the flight is conducted in reduced visibility, at night, or in the NVD flight environment. TC 1-204 contains details on night navigation.
REFERENCES:
FM 1-112
FM 1-116
FM 1-203
TC 1-204
TC 1-204
Unit SOP
TASK 1034
TASK: Perform terrain flight takeoff.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the hover power and before-takeoff checks completed and the aircraft cleared.
STANDARDS:
1. Maintain takeoff heading ±10 degrees.
2. Maintain takeoff flight path until clear of obstacles.
3. Maintain power as required to clear obstacles safely without exceeding aircraft limitations.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The crew will determine the direction of takeoff by analyzing the tactical situation, wind, long axis of the takeoff area, and lowest obstacles. They will select reference points to assist in maintaining the takeoff flight path.
2. The P* will remain focused outside the aircraft during the maneuver. He will announce whether the takeoff is from the ground or from a hover and his intent to abort or alter the takeoff. The P* will coordinate the cyclic and collective as necessary to attain a constant angle of climb that will ensure obstacle clearance. He will maintain heading with the pedals.
3. The P will announce when ready for takeoff and will 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 or performing map navigation.
4. Once obstacles are cleared, the P* will smoothly adjust the flight controls to make the transition to the desired terrain flight mode (NOE, contour, or low level).
NOTE: Hover OGE power is required for terrain flight takeoffs.
NIGHT OR NVD CONSIDERATIONS:
1. Before leaving the ground, determine if artificial lighting is required.
2. Treat visual obstacles the same as physical obstacles.
3. Use proper scanning techniques to avoid spatial disorientation.
NOTE: If sufficient illumination or NVS resolution does not exist to view obstacles, the P* should perform an altitude-over-airspeed takeoff.
NVS TECHNIQUES:
1. Use FLIR imagery to establish the aircraft "light on the wheels."
2. Use the LOS reticle and aircraft reference symbols to measure the approximate angle of climb needed to clear obstacles.
3. As the aircraft leaves the ground, verify the desired rate of forward movement by cross-checking the acceleration and velocity vectors. When the velocity vector becomes saturated, select transition mode symbology.
4. Following initial obstacle clearance, use composite video (imagery and radar altimeter symbology) to make the transition to the desired mode.
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-238-10
TASK 1035
TASK: Perform terrain flight.
CONDITIONS: In an AH-64 helicopter or an AH64CMS and given a mission briefing and required maps and materials.
STANDARDS:
1. NOE Flight.
a. Fly as close to the earth's surface as obstacles and visibility will permit.
b. Maintain an airspeed appropriate for the terrain, enemy situation, weather, and visibility.
2. Contour Flight.
a. Maintain an altitude that allows safe clearance of obstacles while generally conforming to the contours of the earth.
b. Maintain an airspeed appropriate for the terrain, enemy situation, weather, and visibility.
c. Maintain the aircraft in trim.
3. Low-Level Flight.
a. Maintain altitude ±50 feet.
b. Maintain airspeed ±10 KIAS.
c. Maintain the aircraft in trim.
4. Crew Coordination Actions. Correctly perform crew coordination actions.
DESCRIPTION:
1. Crew Actions.
a. Terrain flying involves flight close to the earth's surface. The modes of terrain flight are NOE, contour, and low-level. The crew will seldom perform pure NOE or contour flight. Instead, they will alternate techniques while maneuvering over the desired route. During terrain flight, the crew's primary concern is the threat and obstacle avoidance.
b. The P* will remain focused outside the aircraft and will acknowledge all navigational and obstacle clearance instructions given by the P. He will announce the intended direction of flight and any deviation from instructions given by the P.
c. The P will provide adequate warning to avoid obstacles detected in the flight path or identified on the map. He will announce when his attention is focused inside the cockpit; for example, when monitoring aircraft systems.
2. Procedures.
a. NOE flight. NOE flight is conducted at varying airspeeds and altitudes as close to the earth's surface as vegetation, obstacles, and ambient light will permit.
b. Contour flight. Contour flight is characterized by varying altitude and relatively constant airspeed, depending on vegetation, obstacles, and ambient light. It generally follows the contours of the earth.
c. Low-level flight. Low-level flight is usually performed at a constant airspeed and altitude. It generally is conducted at an altitude which prevents or reduces the chance of detection by enemy forces.
NOTE: Hover OGE power is required for NOE flight.
NIGHT OR NVD CONSIDERATIONS:
1. Wires are difficult to detect with the NVD.
2. The crew must use proper scanning techniques to ensure obstacle avoidance.
NVS TECHNIQUES:
1. NOE Flight.
a. Select the desired mode of symbology.
b. Using mid-range and far cues supplied by the imagery, evaluate route trends (for example, direction, turns, and obstacles) while these are available within the instantaneous FOV. Use close cues to determine actual height needed for clearance and speed or closure rates. The latter requires looking into the available field of regard. A "locked neck" tendency while attempting to operate at NOE is hazardous. As obstacles pass out of the instantaneous FOV, the tendency is to forget them. Ensure that the aircraft is clear of an obstacleafter the obstacle passes out of the field of regard. Select a point at least 1½ to 2 helicopter lengths beyond the obstacle and arrive abeam that point before descending.
c. Execute turns to maintain the aircraft over the twisting NOE routes. While using the PNVS, avoid the tendency to allow the aircraft to slide or skid through the turn. This tendency can produce a potentially hazardous situation, depending on obstacles found in the turn. For NOE turns (NVS), arrive just short of the turn point, clear in the direction of the turn, and execute a coordinated turn. During the turn, avoid using the antitorque pedals to align the aircraft into the new direction; this produces a skid and creates a potential strike hazard.
2. Contour Flight.
a. Select the desired mode of symbology.
NOTE: The velocity vector is directionally accurate up through Vh in the transition mode. Maximum deflection of the vector equates to 60 knots ground speed.
b. Use the doppler steering symbology to maintain the course as required.
c. Use composite video to maintain obstacle clearance while generally conforming to the contours of the earth (radar altitude symbology).
d. Regulate ground speed as appropriate.
3. Low-Level Flight.
a. Maintain the specific aircraft attitude by cross-checking the attitude symbology within the composite display.
b. Altitude information presented on the composite display is above ground level. Terrain variations and heavy vegetation beneath the aircraft flight path preclude total dependency on the radar altimeter. Therefore, use the aircraft barometric altimeter to accurately maintain altitude. The P* may reference this instrument by selectively using his left eye. The crew may set and leave the instrument lighting on a level that enables them to easily see this instrument.
c. Airspeed control remains a function of power and pitch attitude control. Imagery alone does not provide sufficient information for precise airspeed control. The symbology provided includes torque, horizon line/LOS reticle, and airspeed.
d. Once the desired altitude is reached, use the cyclic as necessary to accelerate or decelerate to the desired airspeed or altitude. Use the collective to maintain altitude (VSI/torque symbology). When the desired airspeed is attained, establish a cruise power setting with the collective (note torque symbology). Cross-check the symbology and input smooth, timely control to accurately manage airspeed.
e. Maintain heading control the same as on a day VFR flight. The imagery supplies ground track references while the heading tape/lubber line, trim, and velocity vector symbology provide directional reference.
REFERENCES:
FM 1-203
FM 1-240
FM 1-400
FM 21-26
TC 1-204
TC 1-204
TASK 1037
TASK: Perform NOE deceleration.
CONDITIONS: In an AH-64 helicopter or an AH64CMS.
STANDARDS:
1. Maintain heading alignment with the selected flight path ±10 degrees.
2. Keep the tail rotor clear of all obstacles.
3. Decelerate to the desired airspeed or to a full stop at the selected location ±50 feet.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft. He will announce his intent to decelerate or come to a full stop, any deviation from the maneuver, and completion of the maneuver.
2. The P will provide adequate warning to avoid obstacles detected in the flight path and will announce when his attention is focused inside the cockpit.
3. The P* will perform the following actions: Initially increase the collective to maintain the altitude of the tail rotor. (Initially increasing the collective may not be necessary when the maneuver is started at higher airspeeds.) Consider variations in terrain and obstacles when determining tail rotor clearance. Apply aft cyclic to slow down to the desired airspeed or come to a full stop while adjusting the collective to maintain the altitude of the tail rotor. Maintain heading with the pedals. Make all control movements smoothly. If the attitude of the aircraft is changed too much or too abruptly, returning the aircraft to a level attitude will be difficult and overcontrolling may result.
NOTE 1: The stabilator NOE approach or manual mode will enhance forward visibility during performance of the maneuver. The P* will announce use of the manual stabilator before the master caution light illuminates.
NOTE 2: The crew must clear the area below the aircraft before descending.
NOTE 3: Hover OGE power is required for NOE deceleration.
NIGHT OR NVD CONSIDERATIONS: Because of the limited FOV of the NVG, avoid making abrupt changes in aircraft attitude. An extreme nose-high attitude limits the forward FOV. Maintain proper scanning techniques to ensure obstacle avoidance and tail rotor clearance.
NVS TECHNIQUES:
1. Prior to initiating the maneuver, refer to the imagery or radar altimeter to determine altitude.
2. Maintain heading by using composite video or imagery and symbology heading tape.
3. As the nose of the aircraft rises, lower the NVS field of view to provide an unobstructed view of obstacles in the flight path. Monitor the rate of closure with the composite video.
4. Monitor the composite video to verify the absence of a climb or descent at termination.
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-238-10
TASK 1038
TASK: Perform terrain flight approach.
CONDITIONS: In an AH-64 helicopter or an AH64CMS with the before-landing check completed.
STANDARDS:
1. Maintain a constant approach angle to clear obstacles.
2. Maintain ground track alignment with the selected approach path with minimum drift.
3. Maintain an appropriate rate of closure.
4. Make a smooth, controlled termination at the intended approach point.
5. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* may initiate the approach from a straight-in or modified pattern, depending on the tactical situation, wind, long axis of the landing area, lowest obstacles, and arrival path.
2. The P* will remain focused outside the aircraft to ensure aircraft clearance throughout the approach and landing. He will maneuver the aircraft as required (straight-in or circle) to intercept the desired approach path. The P* will adjust the airspeed as necessary and keep the landing area in sight at all times. He will start the approach upon intercepting an angle that ensures obstacle clearance. If a successful landing is doubtful or visual reference with the touchdown point is lost, the P* will announce initiation of a go-around before reducing airspeed below ETL or before descending below obstacles. He will announce whether the approach will terminate to a hover or to the ground, the intended point of landing, and any deviation from the approach. The P* will announce use of the manual stabilator before the master caution light illuminates.
3. The P will remain focused outside the aircraft, 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; for example, when calling out the before-landing check.
NOTE: Hover OGE power is required for a terrain flight approach.
NIGHT OR NVD CONSIDERATIONS: Movement over areas of limited contrast, such as tall grass, water, or desert, tends to cause spatial disorientation. Seek hover areas which provide adequate contrast. If disorientation occurs, apply sufficient power and execute a takeoff. If a takeoff is not feasible, attempt to maneuver the aircraft forward and down to the ground to limit the possibility of touchdown with sideward or rearward movement.
NOTE: Use proper scanning techniques to avoid spatial disorientation.
NVS TECHNIQUES:
1. Perform a landing area reconnaissance on final while all critical obstacles in and around the landing area are visible within the instantaneous FOV. Briefly reconnoiter beyond the landing area for a potential go-around route.
2. A deceleration may be required prior to reaching the desired approach angle to arrive on the angle with the correct rate of closure. Obtain rate of closure information from the FLIR imagery. Relative motion cues are most reliable when the NVS is offset from the aircraft centerline (looking left, right, or down). The crew may cross-check imagery-supplied perception of motion with symbology information such as the velocity vector. Under no-wind or light-wind conditions, use of the airspeed symbology may give additional information.
3. When obstacles are near, the P* may perform this maneuver by maintaining nose-to-tail trim with the pedals and ground track with the cyclic. The velocity vector provides the nose-to-tail relationship reference. The ground track is established and maintained using imagery-supplied cues.
REFERENCES:
FM 1-203
TC 1-204
TC 1-204
TM 55-1520-238-10
TASK 1039
TASK: Perform high-speed flight.
CONDITIONS: In an AH-64 helicopter or an AH64CMS.
STANDARDS:
1. Set power at maximum continuous power.
2. Maintain altitude ±100 feet.
3. Maintain the aircraft in trim.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft and will announce his intent to initiate the maneuver. He will smoothly increase the collective until he achieves maximum continuous power (torque or TGT). The P* will maintain altitude and ground track with the cyclic. He will maintain the aircraft in trim with the pedals and stabilize the aircraft at Vh in trim.
2. The P will provide adequate warning to avoid traffic or obstacles detected in the flight path. He will announce when his attention is focused inside the cockpit; for example, when checking torque and the TGT.
NOTE: Vh is defined as the maximum airspeed in level flight with maximum continuous power being applied.
REFERENCES:
TASK 1051
TASK: Perform standard autorotation.
CONDITIONS: In an AH-64 helicopter with an IP and with the emergency procedures training criteria outlined in AR 95-1 met or in an AH64CMS, with the before-landing check completed, and given entry altitude and airspeed.
STANDARDS:
1. Establish entry altitude as directed ±100 feet.
2. Establish entry airspeed as directed ±10 KIAS.
3. Select the correct entry point.
4. Visually check Nr, Ng, and aircraft in trim.
5. Ensure that the airspeed at 125 feet AGL is not less than 70 KIAS.
6. Execute a proper deceleration.
7. Execute a proper termination as directed by the IP.
8. Correctly perform crew coordination actions.
DESCRIPTION:
1. Prior to initiating the autorotation, the P* will direct the IP or P to monitor Nr, Ng, aircraft trim, and airspeed. The P* will announce initiation of the autorotation and any deviation during the autorotation.
2. When the P* reaches the correct entry point, he will smoothly lower the collective to the fully down position. He will apply pedal as required to compensate for the decrease in torque, apply cyclic as required to assume an 80-knot attitude, and initiate a turn as required. The P* will ensure that the Nr is in the normal range.
3. The IP or P will announce adequate warning for corrective action if limits for Nr, Ng, aircraft trim, or airspeed may be exceeded.
4. During the descent, the P* will closely monitor Nr for an overspeeding condition and adjust the collective as appropriate. He will maintain an airspeed of 80 KIAS and will maintain the aircraft in trim during the descent. The P* will acknowledge thetype of termination directed by the IP and all IP announcements or directives. Prior to passing through 200 feet AGL, the P* will ensure that a steady-state autorotation is obtained. If conditions are not met, he will increase collective and execute a go-around. Between 125 and 100 feet AGL, the P* will apply aft cyclic as necessary to assume a deceleration attitude; this will cause a progressive decrease in the rate of descent and rate of closure. The P* will check Nr and adjust the collective as necessary to prevent a possible overspeed.
5. During the deceleration, the P* will use the cyclic to maintain ground track and apply pedal as required to align aircraft heading with the ground track. Before the tail wheel makes contact with the ground (15 to 20 feet AGL, main gear wheel height), the P* will apply initial collective pitch. The amount and rate of collective applied will depend on the rate of descent and rate of closure. It must be enough to prevent the tail wheel from making hard contact with the ground.
6. Once the tail wheel is on the ground, the P* will coordinate the cyclic and collective to smoothly lower the main gear to the landing surface. With the pedals, he will maintain heading and ground track alignment throughout the termination procedure. When the main wheels are on the ground, he will smoothly reduce the collective to the fully down position, neutralize the cyclic, and maintain heading and ground track with the pedals. The P* will use the wheel brakes to assist in stopping the rollout.
7. In the aircraft, the IP will announce "Power recovery" or "Terminate with power" prior to descending below 400 feet AGL. The P* will execute a power recovery or terminate with power as follows:
a. Power recovery. Upon receiving the command "Power recovery," the P* will adjust the collective as necessary while simultaneously maintaining trim with the pedals. He will apply sufficient collective to establish a normal climb prior to reaching 200 feet AGL.
b. Terminate with power. Upon receiving the command "Terminate with power," the P* will adjust the collective as necessary, trim the aircraft with the pedals, and maintain autorotation. During the final portion of the maneuver, he will apply sufficient power to arrest the descent no lower than 25 feet AGL. Ground speed at this point should be the same as if a touchdown were effected.
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-238-10
TASK 1052
TASK: Perform simulated engine failure, IGE hover.
CONDITIONS: In an AH64CMS at IGE hover altitude.
STANDARDS:
1. Recognize the emergency, determine the appropriate corrective action, and perform, from memory, all immediate action procedures described in TM 55-1520-238-CL.
2. Maintain heading ±10 degrees.
3. Do not allow lateral drift to exceed 3 feet.
4. Execute a smooth, controlled descent and touchdown.
5. Correctly perform crew coordination actions.
DESCRIPTION:
1. Upon detecting engine failure, the P* will adjust the collective as necessary to prevent overtorque on the operating engine. On a smooth or prepared surface, he will make ground contact with some forward speed. If over a rough area, he will use partial or full deceleration with touchdown speed as close to zero as possible. After touchdown, the P* will neutralize the controls and use the brakes as necessary to assist in maintaining heading.
2. The P will assist as necessary.
REFERENCES:
AR 95-1
FM 1-203
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1053
TASK: Perform simulated single-engine failure at altitude.
CONDITIONS: In an AH-64 helicopter with an IP, in an AH64CMS, or in a CWEPT.
STANDARDS:
1. Recognize the emergency, determine the appropriate corrective action, and perform, from memory, all immediate action procedures described in TM 55-1520-238-CL.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. The IP will announce "Simulated engine failure" and provide adequate warning for corrective action if engine operating limits (especially torque on the fully operating engine) may be exceeded. The IP will confirm proper execution of immediate action steps.
2. Upon detecting engine failure, the P* will evaluate the emergency, acknowledge simulated engine failure, and announce execution of immediate action steps outlined in TM 55-1520-238-CL. He will advise the IP of his intentions as he performs procedural steps. The P* will direct the IP to verify the procedure with TM 55-1520-238-CL. He will continue to fly the aircraft until the IP terminates the task.
NOTE 1: If the IP elects to terminate the task with a roll-on landing, refer to Task 1055.
NOTE 2: All simulated single-engine failures are initiated when the IP announces "Simulated engine failure" and reduces one power lever to IDLE. The IP will announce input to or when assuming the aircraft controls.
REFERENCES:
AR 95-1
FM 1-203
Task 1055
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1054
TASK: Perform simulated single-engine failure, OGE hover.
CONDITIONS: In an AH-64 helicopter with an IP, an AH64CMS, or a CWEPT with the before-landing check completed.
STANDARDS:
1. Establish entry altitude (+50 feet, -0 feet).
2. Maintain torque within single-engine limitations.
3. Establish single-engine flight with minimum loss of altitude.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The IP will announce "Simulated engine failure" and provide adequate warning for corrective action if engine operating limits (especially torque on the fully operating engine) may be exceeded. The IP will confirm proper execution of immediate action steps.
2. The P* will position the aircraft at OGE hover above the touchdown area and note the torque required to maintain the hover. Upon detecting engine failure, the P* will acknowledge simulated engine failure. He will reduce the collective as necessary to maintain single-engine torque within limitations. The P* will avoid excessive collective reduction during the entry to prevent the possibility of entering a settling-with-power condition. He will apply forward cyclic (approximately 10 to 15 degrees nose low) to accelerate the aircraft to minimum single-engine airspeed. Excessive cyclic application during the recovery may result in more altitude loss than is desired. As the aircraft accelerates to minimum single-engine airspeed, the P* will apply aft cyclic to zero the VSI, arrest the descent, and establish level flight. Once the aircraft is established at level single-engine flight, the IP may return the power lever to the FLY position.
NOTE 1: When this task is conducted in the aircraft at or above 400 feet AGL, the IP may retard one power lever to IDLE. How-ever, when this task is performed in the aircraft below 400 feet AGL, both power levers must remain in the FLY position. The IP will announce input to or when assuming the aircraft controls.
NOTE 2: Hover OGE power is required for simulated single-engine failure, OGE hover.
REFERENCES:
AR 95-1
FM 1-203
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1055
TASK: Perform single-engine landing.
CONDITIONS: In an AH-64 helicopter with an IP, an AH64CMS, or a CWEPT, with the before-landing check completed, and given entry altitude and airspeed.
STANDARDS:
1. Establish entry altitude ±100 feet.
2. Establish entry airspeed ±10 KIAS.
3. Maintain ground track alignment with the landing direction with minimum drift.
4. Maintain a constant approach angle.
5. Maintain runway alignment ±5 degrees.
6. Effect a smooth touchdown at or above minimum single-engine airspeed.
7. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft to clear the aircraft throughout the approach and landing. He will announce the intended point of landing and any deviation from the approach. The P* will announce use of the manual stabilator before the master caution light illuminates.
2. The IP or P will remain focused outside the aircraft to assist in clearing and to provide adequate warning of traffic or obstacles. He will provide adequate warning for corrective action if minimum airspeed or engine operating limits (especially torque on the fully operating engine) may be exceeded. He will acknowledge use of the manual stabilator and any intent to deviate from the approach. The IP or P will announce when his attention is focused inside the cockpit.
3. On downwind, the P* will establish single-engine flight within single-engine torque limits. He will arrive on final at a shallow approach angle with the intended touchdown point in sight. The P* must avoid steep turns during a reduced-power condition. He will maintain an airspeed at or above minimum single-engine airspeed throughout the approach. Below 50 feet AGL, the P* will align the aircraft with the landing direction. Before touchdown, he will confirm that the brakes are released and the tail wheel is locked. He will coordinate cyclic, pedals, and collective to effect a smooth touchdown at or above minimum single-engine airspeed without exceeding single-engine torque limits. After touchdown, the P* will maintain landing area alignment with pedals and cyclic and will use aerodynamic braking or wheel brakes to stop the aircraft.
NOTE 1: The P* will announce "Braking" when he intends to apply brake pressure. The P will acknowledge by announcing "Blocking."
NOTE 2: In BUCS-equipped aircraft, the P should avoid applying excessive pressure when blocking the brakes. Excessive brake pressure may shear a SPAD.
NOTE 3: Prior to performing the maneuver, the IP must ensure that the aircraft can be operated within single-engine limitations. The IP will announce input to or when assuming the aircraft controls.
NOTE 4: This task may be performed as a continuation of Task 1053.
REFERENCES:
Task 1053
TM 55-1520-238-10
TASK 1062
TASK: Perform ECU lockout operations.
CONDITIONS: In an AH-64 helicopter with an IP, an AH64CMS, or a CWEPT and given an emergency condition that requires operation in ECU lockout.
STANDARDS:
1. Correctly analyze the emergency condition.
2. Maintain Np, Ng, TGT, and torque within limits.
3. Place the engine in LOCKOUT, and set the torque 5 percent below the other engine ±5 percent.
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. The IP or P will remain focused outside the aircraft to assist in clearing and to provide adequate warning of traffic or obstacles. The IP will announce "Simulated Np failed low" on a specific engine. The IP or P will provide adequate warning for corrective action if engine operating limits (Np, TGT, and torque) may be exceeded. He will acknowledge use of the manual stabilator, the type of landing, and any intent to deviate from the approach. He will announce when his attention is focused inside the cockpit and will confirm proper execution of immediate action steps.
2. The P* will acknowledge ECU failure and announce execution of immediate action steps. When the ECU fails low, he will push the power lever full forward into LOCKOUT. (This position will electrically lock out ECU inputs to the hydromechanical unit and cause the engine to accelerate to maximum power. Addition-ally, it will disable the overtemperature protection.) The P* must immediately retard the power lever to some intermediate position between IDLE and FLY to manually control Np, Ng, TGT, and torque. During straight-and-level flight, the P* will position the power lever of the engine in LOCKOUT at 5 percent torque below the good engine ±5 percent. He will execute an approach and announce the type of landing while maintaining Np, Ng, TGT, and torque within limits.
3. To electronically reset the ECU, the P* must retard the selected power lever to the IDLE position. The P* will announce "Power lever reset," and the IP will confirm proper reset of the power lever. The P* will then cautiously advance the power leverto the FLY position while monitoring Np, Ng, TGT, and torque to ensure that the ECU has properly reset.
NOTE: When the power lever on one engine is retarded to IDLE, the torque on the other engine will double. The P* must monitor the opposite engine torque and Np to ensure that they remain within engine limitations. The IP will announce any input to or when assuming the aircraft controls.
REFERENCE:
TASK 1063
TASK: Perform procedures for stabilator malfunction.
CONDITIONS: In an AH-64 helicopter, an AH64CMS, or a CWEPT.
STANDARDS:
1. Correctly identify stabilator malfunction.
2. Demonstrate, without error, the actions required in case of stabilator malfunction.
3. Correctly use TM 55-1520-238-CL to verify the procedures (time permitting).
4. Correctly perform crew coordination actions.
DESCRIPTION:
1. When a stabilator malfunction occurs, the P* will determine whether the failure is manual or automatic. He will maintain heading, appropriate airspeed, and altitude while performing the emergency procedures in TM 55-1520-238-10.
2. The P will use TM 55-1520-238-CL to verify that the P* has followed proper procedures.
REFERENCES:
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1064
TASK: Perform terrain flight navigation.
CONDITIONS: In an AH-64 helicopter or an AH64CMS and given a mission briefing and the required maps and materials.
STANDARDS:
1. During NOE flight--
a. Know the en route location within 200 meters (500 meters NVD).
b. Locate the final objective within 100 meters.
2. During low-level or contour flight--
a. Know the en route location within 500 meters (1,000 meters NVD).
b. Locate the final objective within 100 meters.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft and respond to navigation instructions and cues given by the P. He will acknowledge commands issued by the P for heading and airspeed changes necessary to navigate the desired course. The P* will announce significant terrain features to assist in navigation.
2. The P will direct the P* to change aircraft heading and airspeed as appropriate to navigate the desired course. The P will use rally terms, specific headings, relative bearings, or key terrain features to accomplish this task. He will announce all plotted wires prior to approaching their location. 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 and obstacles.
3. Terrain flight navigation requires the crew to work as a team. The P must furnish the P* with the information required to remain on course. The P will use rally terms and terrain features to convey instructions to the P*. Examples of these terms are "Turn left," "Stop turn," and "Turn down the valley to the left." If using the HDU, the P may include headings. To assist the P, the P* will point out terrain features as the aircraft approaches them. The crew should use the doppler to help them arrive at a specific checkpoint or turning point. They should use standardized terms to prevent misinterpretation of information and unnecessary cockpit conversation. The crew must look far enough ahead of the aircraft at all times to avoid hazards.
a. During NOE flight, the crew may use several navigational techniques. In one technique, the crew identifies prominent terrain features that are located some distance ahead of the aircraft and which lie along or near the course. Using these points to key on, the P* can maneuver the aircraft to take advantage of the terrain and vegetation for concealment. If general navigational techniques do not apply, the P must identify the desired route by designating a series of successive checkpoints. To remain continuously oriented, the P must compare actual terrain features with those on the map.
b. Contour navigation is less precise than NOE navigation because the contour route is more direct. An effective technique is for the P to combine the use of terrain features and rally terms when giving directions to the P*. This will allow the P* to focus his attention outside the aircraft.
c. For low-level navigation, the P can effectively compute time and distance. This means that he can tell the P* to fly specific headings and airspeeds. The crew can also use radio navigation, depending on the terrain and enemy situation.
NOTE 1: If the area permits, the crew should navigate at least 20 kilometers during NOE flight training or 40 kilometers during low-level or contour flight training.
NOTE 2: Each of the methods for stating heading information is appropriate under specific conditions. When a number of terrain features are visible and prominent enough for the P* to recognize them, the most appropriate method is navigation instruction toward the terrain feature in view. Navigation instructions toward a distant, unseen terrain feature is appropriate when few changes are anticipated. When forward visibility is restricted and frequent changes are necessary, controlled turning instructions are more appropriate. As a general rule, clock headings by themselves should be avoided. However, clock headings are recommended when associated with a terrain feature and with controlled turning instructions.
NIGHT OR NVD CONSIDERATIONS:
1. Conducting the flight in reduced visibility or at night (aided or unaided) requires more detailed flight planning and map preparation. TC 1-204 contains details on night navigation. NVGnavigation with standard maps can be difficult because of map colors and symbology.
2. The crew must use proper scanning techniques to ensure obstacle avoidance.
REFERENCES:
FM 1-203
FM 1-240
FM 21-26
TC 1-204
TC 1-204
TASK 1068
TASK: Perform or describe emergency procedures.
CONDITIONS: In an AH-64 helicopter with an IP or an IE, in an AH64CMS, in a CWEPT, or orally in a classroom environment and given a specific emergency condition.
STANDARDS:
1. Without error, perform or describe the appropriate emergency procedures according to TM 55-1520-238-10.
2. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* or P will announce to the other crew member when he detects an emergency situation. The PC will include in the crew briefing the general approach to all emergency procedures requiring immediate action. This will lay the basic framework for crew reaction in an emergency.
2. The P* will remain focused outside the aircraft to maintain aircraft control and to provide adequate clearance from traffic or obstacles. The P* will perform or direct the P to perform the underlined steps in TM 55-1520-238-10, as briefed, and will initiate the appropriate type of landing for the emergency.
3. The P will perform as directed or briefed. If time permits, he will verify all emergency checks with TM 55-1520-238-CL. He will request appropriate emergency assistance as described in the FIH.
NOTE 1: Crews will perform emergency procedures that are prohibited from practice in the aircraft in the AH64CMS or in a CWEPT, or they will discuss them orally.
NOTE 2: The preferred method of accomplishing emergency procedures is for the P* to fly the aircraft and the P to perform the emergency procedure steps.
REFERENCES:
FIH
FM 1-400
TM 55-1520-238-10
TM 55-1520-238-CL
TASK 1075
TASK: Perform instrument takeoff.
CONDITIONS: In an AH-64 helicopter under IMC or simulated IMC or in an AH64CMS with the hover power and before-takeoff checks completed and the aircraft cleared.
STANDARDS:
1. Correctly set attitude indicator.
2. Maintain required takeoff power (15 to 20 percent above hover power for training).
3. Maintain accelerative climb attitude ±1 bar width.
4. Maintain takeoff heading ±10 degrees.
5. Maintain the aircraft in trim after ETL.
6. Maintain an appropriate rate of climb ±100 FPM.
7. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P* will remain focused outside the aircraft during the VMC portion of the maneuver. He will announce when he initiates the maneuver and his intent to abort or alter the takeoff. As the aircraft enters simulated or actual IMC, he will make the transition to the flight instruments.
2. The P will announce when ready for takeoff and will remain focused outside the aircraft to assist in clearing during the VMC portion of the maneuver and to provide adequate warning of obstacles. The P will announce when his attention is focused inside the cockpit; for example, when monitoring and calling out torque. As the aircraft enters actual IMC, the P will monitor the flight instruments to assist in establishing coordinated flight within aircraft operating limits.
3. The P* will perform the following actions:
a. From the ground. Align the aircraft with the desired takeoff heading. Set the attitude indicator for takeoff (approximately 5 degrees nose high). Smoothly increase the collective until the aircraft becomes "light on the wheels." Using outside visual references, prevent movement of the aircraft. Check thecontrols for proper response. While referring to the flight instruments, smoothly increase the collective to obtain take-off power. As the collective is increased, cross-check the attitude and heading indicators to ensure a proper attitude (approximately 5 degrees nose high) and constant heading. When takeoff power is reached and the altimeter and vertical speed indicators show a positive climb, adjust pitch attitude to level attitude for the initial acceleration. Maintain heading with the pedals until the airspeed increases (generally 30 to 40 KIAS); then make the transition to coordinated flight. When approaching climb airspeed, adjust the controls as required to maintain the desired climb airspeed.
b. From a hover. On the runway or takeoff pad, align the aircraft with the desired takeoff heading. Set the attitude indicator for takeoff (approximately 5 degrees nose high). Establish the aircraft at a 5-foot hover, and check the controls for proper response. Initiate the takeoff by smoothly and steadily increasing the collective to 20 percent torque above hover power. Adjust the pitch attitude to level the fuselage and to establish initial accelerative climb attitude. Visually maintain runway clearance and alignment on takeoff until the aircraft accelerates through ETL. At that time, make the transition to the flight instruments and establish an instrument cross-check.
REFERENCES:
AR 95-1
FM 1-203
FM 1-240
TC 1-204
TM 55-1520-238-10
TM 55-1520-238-CL