CHAPTER 6
CREW WARFIGHTING
Warfighting is the mission of Army Aviation aircrews. The purpose of this chapter is to provide information and tactics techniques, and procedures for attack and armed-reconnaissance helicopter crews.
Section I. Fratricide Prevention
"Fratricide is the employment of friendly weapons and munitions with the intent to kill the enemy or destroy his equipment or facilities, which results in unforeseen and unintentional death or injury to friendly personnel."
- TRADOC Fratricide Action Plan
Fratricide is a fact in combat operations. Historically, fratricide incidents are most likely to occur in the early stages of combat, during reduced visibility, or along shared unit boundaries. Each one of us share the responsibility to stop fratricide. However, we must avoid the reluctance to employ, integrate, and synchronize all battlefield operating systems due to fear of fratricide. On the modern battlefield, the extreme range capability of the attack helicopter's direct fire weapons exceed the ability of the helicopter's sights to positively identify targets. Therefore, the decision to fire is based considerably on SITUATIONAL AWARENESS.
6-1. SITUATIONAL AWARENESS
Situational awareness is the real-time accurate knowledge of one's own location and orientation, as well as the locations of friendly forces, enemy forces, and noncombatants. Situational awareness includes awareness of the METT-T conditions that impact the operation. A breakdown in situational awareness is illustrated most frequently in the following ways:
a. Inadequate Fire and Maneuver Control. Units fail to disseminate the minimum necessary maneuver and fire support control measures to coordinate operations. Units fail to tie control measures to recognizable terrain features.
b. Direct Fire Control Failures. Units fail to designate easily recognizable and understandable target reference points, engagement areas, and engagement priorities.
c. Navigation Failures. Navigation problems can cause individual helicopters and units to stray out of sector, report wrong locations, become disoriented, or employ fire support weapons from wrong locations. As a result, friendly units may collide unexpectedly or engage each other erroneously.
d. Reporting, Crosstalk, and Battle Tracking Failures. Commanders and leaders at all levels often do not generate timely, accurate, and complete reports or track subordinates as locations and the tactical situation change. This erroneous information permits erroneous clearance of fires.
e. Known Battlefield Hazards. Unexploded ordnance, unmarked and unrecorded minefields, FASCAM, and booby traps litter the battlefield.
f. Combat Identification Failures. The inability or failure of the attack crew to positively identify the target.
6-2. CONTRIBUTING FACTORS
There are numerous contributing factors (or preconditions) to fratricide. These factors are crucial in the commander's fratricide risk assessment prior to combat. They include, based on METT-T:
a. Mission and C2.
• High vehicle or weapons density.
• Commander's intent unclear or complex.
• Poor flank coordination.
• Crosstalk lacking.
• No habitual relationships between units.
b. Enemy.
• Weak intelligence or reconnaissance.
• Intermingled with friendly forces.
• Similar or same equipment as friendly forces.
c. Terrain and Environmental Conditions.
• Day versus night (unit training level).
• Obscuration or poor visibility.
• Extreme engagement ranges.
• Navigation difficulties.
• Absence of recognizable features.
• NBC environment.
• Battlefield hazards (such as minefields and submunitions).
d. Troops and Equipment.
• High weapon's lethality.
• Unseasoned leaders or troops.
• Poor fire control SOPs.
• Incomplete rules of engagement.
• Anxiety, confusion, or fear.
• Failure to adhere to SOPs.
• Low unit manning level.
• Communication's effectiveness.
• Weapon's errors.
• Availability of navigation and positioning equipment.
e. Time.
• Soldier and leader fatigue.
• Inadequate rehearsals.
• Short planning cycle.
f. The effects of a fratricide incident can be devastating to a unit. They include:
• Hesitation to conduct limited visibility operations.
• Loss of confidence in the unit's leadership.
• Increase of leader self-doubt.
• Hesitation to use supporting combat systems (FA).
• Oversupervision of units.
• Loss of initiative.
• Loss of aggressiveness during fire and maneuver.
• Disrupted operations.
• Needless loss of combat power.
• General degradation of cohesion and morale.
6-3. FRATRICIDE PREVENTION
Aviation units must practice antifratricide tactics, techniques, and procedures during all training. Unit SOPs must reflect a thorough understanding of fratricide and must focus on those TTP the soldiers understand, innovate and refine themselves, and practice frequently. The following initiatives can help establish and refine unit SOPs.
a. Doctrine/Tactics, Techniques, and Procedures.
(1) Direct Fire weapons control measures.
(a) Physically mark target reference points. Use ground-burning illumination, WP, beacons, colored smoke, strobes with IR filters, and identifiable engagement areas to orient maneuver and fires.
(b) Weapons control status for direct fires. Use a weapons control status similar to Air Defense. Weapons HOLD, TIGHT, and FREE would indicate the necessity of an external verification of the fire command or call for fire.
(c) Rules of engagement. Use detailed ROE to establish engagement criteria for various conditions crews may face. Establish a tie-in between visibility, FLIR conditions, and weapon engagement ranges.
(d) Control measures. Establish control measures that provide spacial separation between adjacent units. For example, an AH-64 battalion may establish a free-fire area in which, in coordination with their higher and adjacent units, the crews can have a high confidence that elements found within the area are not friendly. Buffer zones can also be established around ground units for close combat. Before control measures can be effective, they have to be accurately plotted on crew member's maps and fully understood.
(2) Indirect fire control measures. (Rockets and Field Artillery)
(a) Establish and practice routine positive controls (permissive controls to those who can see; restrictive measures protect those who are exposed).
(b) Establish simplified procedures for external clearance of fires. For example, an attack battalion clears all fire missions through their fire support officer.
(c) Incorporate fire support members in liaison teams for detailed flank coordination.
(d) Anticipate special controls needed for mixed voice-digital environments.
(3) Reconnaissance priorities.
(a) Consider priority intelligence requirements relating to the feasibility of the routes, navigation, and maneuver plan.
(b) Consider allocation of some reconnaissance to flank observation and reporting.
(c) Accurately track movement of ground forces in sector by radio net surveillance, visual observation, and tie-in with higher headquarters.
(4) Rehearsals. Benefits of rehearsals include:
(a) Well-understood fire control measures are established.
(b) Maneuver element locations and actions are well known.
(c) Information down to every crew member.
(d) Feedback to leaders result in refinements in the plan.
(e) Fratricide prevention measures are determined.
(f) Problems are identified and corrected.
(g) Increased crew member confidence and aggressiveness.
(h) Sense of partnership or ownership in the plan.
b. Training.
(1) Control measures and graphics training.
(a) Each crew member must be trained on the different types of control measures used and their graphic portrayal.
(b) Crews must ensure that they copy and plot graphics and control measures accurately on their maps. A 1- or 2-kilometer error could be the difference between life and death.
(2) Combat vehicle identification training.
(a) Don't key on vehicle details that the gunner could not realistically discern, such as bore evacuator position. Key on chassis shape, turret shape and position, and relative length of gun tube.
(b) Don't push for moving CVI Training. Studies show it is not critical in CVI training.
(c) Use "black-hot" as the normal thermal polarity setting for target identification, particularly at longer ranges. Make it a habit to shift polarities regularly in FLIR/TIS.
(d) Use training in assembly areas for vehicle ID. The tactical assembly area is a good place to train as it allows the crews to key in on the prevailing terrain of the area.
(3) Crew training.
(a) Crew training is focused on collective situational awareness, particularly at night. It includes training and assessment of the crew's ability to maintain awareness of their aircraft's heading and location in relation to both friendly and enemy forces.
(b) TASCs have training tapes available from the U.S. Army Armor Center and the Night Vision Laboratories, Fort Belvoir, showing thermal signatures of different vehicles, friendly and threat.
(c) Simulators. A situational training exercise in a compatible simulator can be an excellent building block threat for reliable identification. Intermingling threat and friendly vehicles on training scenarios may build crew confidence.
(d) Placing friendly vehicles in target arrays on the range for Tables IX-XII for situational awareness training is suggested by the US Army Combined Arms Center, Fort Leavenworth.
(e) After action reviews following ALL training events.
(4) Advanced table training/live-fire.
(a) Allows leaders to track aircraft and ground force orientation in a "go to war" OPTEMPO.
(b) Uncovers weaknesses in unit's level of understanding of mission and combined arms operations.
(c) Uncovers weaknesses in unit leadership and planning.
(d) Builds confidence in unit's ability to conduct multiship warfighting missions.
(e) Focus on situational awareness from crew to battalion level.
c. Organization. Liaison officers and liaison parties are normally located in the Tactical Operations Center of the higher headquarters. A liaison party normally includes an assistant S3 officer, fire support officer, and a communication's specialist (enlisted). Primary duties are to--
(1) Make sure the scheme of maneuver and the intent of the ground commander is understood by the aviation element.
(2) Exchange information throughout the operation, not just on the front-end.
(3) Standardize graphic control measures.
(4) Establish and maintain communications between the aviation element and the ground element.
d. Materiel Solutions. Although many technical solutions to fratricide are being investigated, currently there are no materiel solutions to the fratricide problem.
(1) During "Operation Desert Storm", deployed units painted an inverted "V" on vehicles to denote friendlies. This symbol was understood by coalition forces, as the inverted V is the number 8 in Arabic. Some units also used IR reflective tape on vehicles to aid in vehicle recognition. The drawback was that to be visible at 2,000 meters, the symbol had to be at least 2 x 2 feet in size. Also, it was "directional", meaning that if the symbol was on the back of the vehicle, it was not visible when viewing the vehicle from the front.
(2) Although an Army standard for marking vehicles is established, it is very difficult to discern these markings at the standoff ranges of attack helicopters. Aviation units must not allow their training to focus solely on identifying vehicles by their markings.
e. Leader and Soldier Development.
(1) After-action reviews.
(a) All AARs should address fratricide whether or not it occurs.
(b) Highlight near-fratricidal incidents and fire control successes.
(c) Discuss and capture techniques for fratricide reduction.
(2) Field discipline.
(a) Mistakes with weapons and explosives, both friendly and enemy, historically account for a large number of casualties during conflict, many self-inflicted. Ensure all soldiers understand the command policies relating to the handling of live munitions.
(b) Commander's must enforce strict rules of engagement on use of booby traps, weapons on safe, employment of mines and explosives, and use of hand grenades to help prevent fratricide.
Section II. Target Acquisition
6-4. ACQUISITION DEFINED
Target acquisition is the timely detection, location, and identification of targets in sufficient detail to permit attack by either direct or indirect-fire weapons. Effective target acquisition requires the combined effort of the crew. This section describes the target acquisition process, discusses methods for acquiring and classifying targets, and relates target acquisition confirmation to conduct of fire.
6-5. TARGET ACQUISITION PROCESS
The target acquisition process is a series of progressive and interdependent steps or actions with which an aircrew acquires enemy targets for destruction. It is a continuing requirement for all aircrew members, whether in the offense or defense, moving or stationary. Crew Search is the crew's collective efforts, using both the unaided eye and aircraft optics, within assigned sectors of observation, to explore the area of operations visually for enemy presence. The acquisition process consists of the following elements:
a. Detection is the discovery, by any means available (sight, sound, smell) of any phenomena (personnel, equipment, objects) of potential military significance.
b. Identification is the friendly or hostile character of a detected potential target determined by its physical traits, such as size, shape, or functional characteristics.
(1) Classification is the categorizing of a potential target by the relative level of danger it represents.
(2) Confirmation is the rapid verification of a target in terms of the initial identification and classification. During the engagement, the crew must confirm that the target is properly identified and classified before engaging.
c. Location is the determination (by direction, reference point, or grid) of where a potential military target is on the battlefield (air or ground).
d. Reporting. Spot reports provide commanders with critical information during the conduct of missions. The method of sending or transmitting spot reports is specified by the requesting agency. Reports of no enemy sighting are frequently just as important as actual enemy sightings.
6-6. CREW SEARCH
Crew search, or observation, is the act of carefully viewing or watching the area of operation, using search and scanning techniques and sectors of observation, to acquire targets. Sectors of observation are areas assigned to each crew member for search and target acquisition. Crew members must know their assigned sectors of observation to ensure thorough coverage of the battlefield. When operating in larger groups (team, platoon, company), each helicopter's coverage will create overlapping fields of observation.
6-7. AERIAL SEARCH TECHNIQUES
Crew members will scan their areas of observation at all times to detect targets or possible target signatures. Three search techniques enable crew members to locate targets quickly: Side-scan, motive, and stationary. Crews must divide duties during deliberate search--someone must fly the helicopter. All three techniques may be employed using the aided or unaided eye or aircraft optics under both day and night conditions.
a. Side-Scan Technique. This technique normally is used when the aircraft is operating at an altitude of 100 feet AGL or higher at cruise airspeed. The crew is looking for readily visible or obvious sightings. Over most terrain, the CPG/CPO systematically --
(1) Looks out approximately 1,000 meters and searches in toward the aircraft.
(2) Looks out one-half the distance (500 meters) and searches in toward the aircraft.
(3) Looks out one-fourth the distance (250 meters) and searches in toward the aircraft.
(4) The CPG/CPO repeats the procedure.
b. Motive Technique. This technique is used when the aircraft is operating at terrain flight altitudes and at airspeeds of 10 KIAS or greater. The entire area on either side of the aircraft is divided into two major sectors: the nonobservation sector and the observation work sector. The nonobservation sector is the area where the aircrew's field of vision is restricted by the physical configuration of the aircraft. The observation work sector is that portion of the field of vision to which search activity is confined. The observation work sector is subdivided into two smaller sectors--
(1) The acquisition sector is the forward 45-degree area of the observation work sector. This area is the primary area of search.
(2) The recognition sector is the remainder of the observation work sector. In using the motive technique, the CPG/CPO looks forward of the aircraft and through the center of the acquisition sector for obvious sightings. He then scans through the acquisition sector, gradually working back toward the aircraft.
c. Stationary Technique. This technique is used at NOE altitudes with the aircraft hovering in a concealed position. When using the stationary technique, the crew makes a quick, overall search for sightings, unnatural colors, outlines, or movements. They start scanning to the immediate front, searching and area approximately 50 meters in depth. The crew continues to scan outward from the aircraft, increasing the depth of the search area by overlapping 50-meter intervals until they have covered the entire search area.
d. If no targets are found using the motive, side-scan, or stationary techniques and if time permits, crews may use their optics to make a careful, deliberate search of specific areas in their sector. This method is also used to search, in detail, small areas or locations with likely or suspected enemy activity.
(1) Concentrate on one specific area or location and study it intensely.
(2) Look for direct or indirect target signatures in a clockwise sweep around the focal point (key terrain feature) of the area.
(3) Some examples of signatures to look for are:
• Dust created by movement or firing.
• Diesel exhaust.
• Track or tire marks on the ground.
• Reflection from glass or metal.
• Angular object that does not blend in with the surroundings.
• Vegetation that seems out of place.
• Radical movement of vegetation.
• Flash or smoke from a firing gun or missile.
• Entrenchments or earthworks.
6-8. TECHNIQUES FOR CREW SEARCH
a. Search for targets in FLIR (if available) wide field of view, both day and night. You can select a narrower field of view when you have a target acquired. Note: You should start with wide fields of view and when the target is acquired, select a narrower field. When firing at a target, select a wider field of view to observe munitions impacts. Many times attack crews will select a narrow field of view and maintain it through munitions impact. The crew will not be able to adjust the weapons on target if they do not see the impacts.
b. Use the laser range finder to determine how far you are looking. Crews normally use the laser range finder only to find ranges to an acquired target. The laser range finder can help ensure overlapping sectors of observation.
c. On qualification ranges, use the laser range finder to bracket a target before it pops up. For example, if you know a target is between 2,000 and 2,500 meters on a general azimuth from the firing point, use your laser to pick a point to observe at about 2,300 meters. When the target pops up, you will be looking in the general area, and target acquisition will be easier.
d. Switching between black and white hot on FLIR during a search will sometimes cause a target to appear. A well optimized FLIR, coupled with frequently reversing polarities, will help the crew acquire targets.
e. AH-64 and OH-58D KW crews should use their onboard video recorder during deliberate search. Playback of the videotape may reveal targets unseen during search.
6-9. TARGET DETECTION
Target detection is the discovery of objects (personnel, vehicles, equipment) of potential military significance on the battlefield. It is the first phase of target acquisition. Target detection occurs during crew search as a direct result of observing target signatures.
a. Target Signatures.
(1) Target signatures are telltale indicators or clues that help an observer detect potential targets on the battlefield. Most weapons and vehicles have identifiable signatures. These distinguishing characteristics may be the result of equipment design or the environment in which the equipment is used. For example, firing a tank main gun will produce blast, flash, dust, smoke, and noise.
(2) Look for targets where they are most likely to be employed. Look for track vehicle signatures in open areas and rolling terrain. Look for helicopters on the back side of woodlines, ridgelines, and significant folds in the terrain. Crews must be familiar with where enemy positions, both vehicular and dismounted, will likely be located. Some examples follow.
b. Examples of Target Signatures.
(1) Soldier signatures.
• Foxholes.
• Broken vegetation.
• Footprints.
• Camp fires.
• Cleared fields of fire.
(2) Track vehicle signatures.
• Vehicle track on ground.
• Dust clouds from movement.
• Weapon's firing report and smoke.
• Bright white flash at night.
• Thermal signatures --
• Suspension and exhaust systems will be more visible than the rest of the vehicle and surrounding area.
• A gun tube that has just fired will appear much brighter than a tube that has not.
• Normally the vehicle is more visible than the surrounding area and is readily visible when weather conditions permit.
(3) General signatures.
• Sun glint from canopies, windshields, etc.
• Vapor trails from shoulder fired missiles.
• Dust and movement of foliage.
6-10. TARGET DETECTION CHALLENGES
Some targets are more difficult to detect than others. Increased crew sustainment training and greater concentration are needed to detect and locate them. Some examples of these more difficult targets and detection challenges are as follows:
a. Targets on the extreme edge of the field of view.
b. Targets that are camouflaged or in shadows.
c. Small, single targets such as a lone, dismounted ATGM or shoulder fired antiaircraft missile position.
d. Natural obstacles, such as weather and terrain.
e. Man-made obstacles, such as smoke and battlefield clutter.
f. Crew fatigue.
6-11. TARGET LOCATION
Target location is the determination of where a potential target is on the battlefield. Locating a target occurs as a result of observation and detection during crew search. The purpose of target location is to allow a crew member to fix or locate a target for their other crew member(s). For example, a pilot locating a target for his copilot/gunner. The most common target location methods are described below.
a. Clock Method. The clock method and sector methods are the fastest methods used to get the gunner on target. The crew bases 12 o'clock on the direction of helicopter movement while travelling, and on aircraft orientation, or the nose of the aircraft, when stationary. Example: "BMP, nine o'clock."
b. Sector Method. Similar in concept to the clock method, the sector method is quicker. It is best used to indicate a direction from the aircraft's direction of movement or orientation. Center sector is always to the direct front. Example: "BMP, left front."
c. Wheel Method. The wheel method is a relatively quick method. It is used primarily by the pilot to get the gunner on target. Example: "Turn left - stop turn - hold."
NOTE: When handing a target over to another aircraft, use a magnetic heading. The above stated methods may not be relevant to another crew due to their position.
6-12. TARGET CLASSIFICATION
Target classification is the grouping of potential targets by the relative level of danger they represent. It is determined by the aircrew after target acquisition has been completed. To defeat the many enemy targets that will appear on the battlefield, the crew must rapidly decide which targets present the greatest danger. Targets are classified as most dangerous, dangerous, or least dangerous. Estimate of the threat array, target by target, leads to a priority-of-engagement decision. The crew further analyzes the targets in terms of hard (tank) versus soft (truck), and single (tank) versus multiple (troops) to determine the proper ammunition (MPSM or PD rockets) and weapon system to use in the engagement.
a. Most Dangerous. When the crew observes an enemy target with air defense capabilities that appears to be preparing to engage them, the target is classified as most dangerous. This type of target is the greatest threat and must be engaged immediately. If more than one target is encountered, engage the closest one first.
b. Dangerous. When a crew sees a target with air defense capabilities, but that target is not preparing to engage them, the target is classified dangerous. This type of target should be engaged after all most dangerous targets have been destroyed, unless otherwise specified by the priority of engagements. Multiple dangerous targets are engaged the same as most dangerous targets--the closest one first.
c. Least Dangerous. A target that does not have an air defense capability, but can report you to one that does, is classified least dangerous. Engage this type of target after all most dangerous and dangerous targets have been destroyed, unless certain least dangerous targets have a high priority of engagement as in the case of command and control vehicles.
6-13. CONFIRMATION
Target confirmation is the rapid verification of the initial identification and classification of the target. Confirmation takes place after the crew has completed the fire commands except the execution command. The crew may complete the evaluation of the target based on the 6-step method. This technique may be used at the discretion of the commander. It provides a deliberate method for crews to classify a target. If the crew determines the target is enemy, they continue the engagement. However, if a crew answers unknown to the following questions, they probably should seek out assistance from other crews in the area unless they are taking fire.
Answer yes, no, or unknown for the following questions:
LINE 1: Is the vehicle located in a briefed enemy sector?
(Situational awareness--a yes response does not necessarily mean it is enemy.)
LINE 2: Is the vehicle oriented toward friendly positions?
(Situational awareness--a yes response does not necessarily mean it is enemy.)
LINE 3: Is the vehicle tracked?
(Categorizes the vehicle based on the briefed enemy situation. If it is not tracked, assume it is wheeled.)
LINE 4: Does the vehicle have a gun?
(Categorizes the vehicles as a potential threat. May distinguish the vehicle between tank and an APC.)
LINE 5: Does the vehicle have a turret?
(Further refines LINE 3. Also shifts attention to the turret, where the shape may help identify the vehicle.)
LINE 6: Does the vehicle have other equipment mounted on it?
(For example: radar, missiles. smoke generators, etc. May help identify an ADA system.)
Section III. Range Determination
6-14. RANGE DETERMINATION
The laser range finder is the primary method of determining range in attack helicopters. LRF malfunctions, environmental conditions, battlefield obscurant, or target size may force the crew to use alternate methods. This chapter explains how to determine range without the LRF.
a. Recognition Method.
(1) Range determination by recognition is simple and accurate when practiced. The target must be visible with the unaided eye. The principle of this method is that when the crew sees a target, they can determine the range according to what they recognize. For example, if a target can be recognized with the unaided eye as a tank, it is probably within 1,500 meters. Table 6-1 shows what the average person can identify with the naked eye at various ranges. The ranges shown are the maximum range for identification.
Table 6-1. Identification ranges
|
TARGET |
UNAIDED EYE |
|
Tank crew, troops, machine gun, antitank gun, mortar |
500 meters |
|
Tank, armored personnel carrier, truck--by model (i.e. T-72) |
1,000 meters |
|
Tank, howitzer, APC, truck--generic |
1,500 meters |
|
Armored vehicle, wheeled vehicle. |
2,000 meters |
(2) When using the recognition method, the size and clarity of the target in relation to its background must be considered. Some light and terrain conditions make a target seem closer; others make it seem farther away. The conditions outlined below may cause an error in estimating range by the recognition method.
(a) Seems closer--
• Bright, clear day.
• Sun in front of target.
• Targets at higher elevations.
• Bright colors.
• Contrast.
• Looking across ravines, hollows, rivers, depressions.
• Desert.
• At sea.
(b) Seems farther--
• Fog, rain, hazy.
• Sun behind target.
• Targets at lower elevations.
• Small targets.
• Dark colors.
• Camouflaged targets.
b. Map Method. A map can be used to determine range to target. The CPG/CPO finds position of his aircraft on the map using doppler (or other navigation system) coordinates or terrain positioning. He then determines the position of the target. Once the position of the aircraft and the target are determined, he measures the distance between the two to determine range. All aircrews must carry maps even if their aircraft has electronic navigation devices.
c. Known Ranges. Using battle position cards or similar techniques, the aircrew can overcome a laser range finder failure. When positioned in the battle position, the BPC allows the crew to determine ranges from the battle position to center of mass of the engagement area.
d. Mil Relationship Method. The mil relation method is useful in deliberate range determination. To use this method, the width, length, or height of the target must be known. Measure the width, length, or height with the helicopter's optics; substitute the mil relation; and compute the range. Accuracy depends on knowledge of target dimensions and the ability of the individual to make measurements with the helicopter's displays, and the ability to make the relations between the measurement and the actual target range.
(1) There are approximately 18 mils in one degree. The mil is a unit of angular measurement equal to 1/6400 of circle. One mil equals a width (or height) of 1 meter at a range of 1,000 meters. The relationship of the angle, the length of the sides of the angle, and the width (height) between the sides remain constant.
(2) Table 6-2 can help aircrews determine range to target when the helicopter's LRF is not working. Aircrews can use this chart for training deliberate range determination.
Table 6-2. Mil/range table, tank, and APC
|
AVERAGE THREAT TANK |
||||||||||||||
|
VEHICLE |
MIL ANGLE AND RANGE IN METERS |
|||||||||||||
|
DIMENSION |
0.5 |
1 |
1.5 |
2 |
2.5 |
3 |
3.5 |
4 |
4.5 |
5 |
5.5 |
6 |
6.5 |
7 |
|
Length |
13400 |
6700 |
4467 |
3350 |
2680 |
2233 |
1914 |
1675 |
1489 |
1340 |
1218 |
1117 |
1031 |
957 |
|
Width |
6800 |
3400 |
2267 |
1700 |
1360 |
1133 |
971 |
850 |
756 |
680 |
618 |
567 |
523 |
486 |
|
Full height |
4600 |
2300 |
1533 |
1150 |
920 |
767 |
657 |
575 |
511 |
460 |
418 |
383 |
354 |
329 |
|
Turret height |
2000 |
1000 |
667 |
500 |
400 |
333 |
286 |
250 |
222 |
200 |
182 |
167 |
154 |
143 |
|
AVERAGE THREAT ARMORED PERSONNEL CARRIER |
||||||||||||||
|
VEHICLE |
MIL ANGLE AND RANGE IN METERS |
|||||||||||||
|
DIMENSION |
.5 |
1 |
1.5 |
2 |
2.5 |
3 |
3.5 |
4 |
4.5 |
5 |
5.5 |
6 |
6.5 |
7 |
|
Length |
12800 |
6400 |
4267 |
3200 |
2560 |
2133 |
1829 |
1600 |
1422 |
1280 |
1164 |
1067 |
985 |
914 |
|
Width |
5200 |
2600 |
1733 |
1300 |
1040 |
867 |
743 |
650 |
578 |
520 |
473 |
433 |
400 |
371 |
|
Full height |
4200 |
2100 |
1400 |
1050 |
840 |
700 |
600 |
525 |
467 |
420 |
382 |
350 |
323 |
300 |
e. The Mil Relation. The relationship of the angle in mils (m), the length of the sides (or range) in thousands of meters (R), and the width between the ends of the sides in meters (W) is expressed as the mil relation of:
|
W = m |
Because the mil relation is constant, other units of measurement such as yards, feet, or inches may be substituted for meters in expressing width or range. However, the relation holds true only if both W and R are expressed in the same unit. For example, if the sides of a 1 mil angle are extended to 1,000 yards, the width between the ends of the sides is 1 yard. Computations are difficult in a busy cockpit. The following formula is the easiest to use and is preferred for quick range computations.
|
RANGE TO TARGET = (WIDTH OF TARGET/MIL) X 1,000 NOTE: Remember -- Width refers to the measurement of width, length, or height of the vehicle.
|
Using this formula, divide the width of the target by the determined mil measurement and multiply by 1,000. If you round the mil values to a whole number and memorize a mil value for each of one or two fields of view in your helicopter's optics, practice will produce accurate, quick range determinations. Table 6-3 shows some average measurements (in meters) to use in the above formula.
Table 6-3. Average measurements in meters
|
TYPE VEHICLE |
LENGTH |
WIDTH |
HEIGHT |
TURRET |
|
TANK |
7m |
3m |
2m |
1m |
|
APC |
6m |
3m |
2m |
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6-15. AIRCRAFT MIL VALUES
The key to determining range with the mil method is that the aircrew must remember mil values that relate to their particular aircraft. The training program should focus on using one or two selected mil values that can be easily remembered by the aircrew. Focusing on a few values can speed up the process and produce ranges consistently.
a. Mil Determination for the AH-64.
(1) Pilot's display - PNVS
• Center of LOS reticle to the ends of the horizontal and vertical lines: 33.3 mils.
• Each of the four lines of the LOS reticle represents 27.7 mils.
• When fixed gun is used, the cued LOS reticle represents the same mil value as the LOS reticle.
Tip to tip 66.6 mils
Center to tip 33.3 mils
Center space 22.2 mils
(2) HDU and ORT displays (HDU, HOD, HDD). These displays are used by the CPG and provide him with a 50-degree field of view down to .45 degrees depending on the sensor and field of view selected. Table 6-4 shows the mil values for FLIR and DTV fields of view and reticles. It also shows the mil values for the AH-64's LOS in various fields of view. Round numbers are used in range formula.
Table 6-4. Mil values for the AH-64
|
SENSOR |
FOV |
HFOV |
VFOV |
HRET |
VRET |
HGAP |
VGAP |
|
TV |
W |
56.9 |
42.7 |
11.7 |
8.8 |
1.4 |
.9 |
|
TV |
N |
12.8 |
9.6 |
2.6 |
2.0 |
.3 |
.2 |
|
TV |
Z |
6.4 |
4.8 |
1.3 |
1.0 |
.2 |
.1 |
|
FLIR |
W |
711.2 |
533.4 |
145.8 |
110.2 |
17.8 |
10.7 |
|
FLIR |
M |
145.1 |
108.3 |
29.7 |
22.5 |
3.6 |
2.2 |
|
FLIR |
N |
44.1 |
33.1 |
9.0 |
6.8 |
1.1 |
.7 |
|
FLIR |
Z |
22.0 |
16.5 |
4.5 |
3.4 |
.6 |
.3 |
|
KEY: 1. SENSOR: Day TV or FLIR 2. FOV: Field of View 3. HFOV: Horizontal field of view 4. VFOV: Vertical field of view 5. HRET: Horizontal LOS reticle, outside tip to outside tip 6. VRET: Vertical LOS reticle, outside tip to outside tip 7. HGAP: Gap in center of LOS reticle, measured horizontally 8. VGAP: Gap in center of LOS reticle, measured vertically |
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b. Mil determination for the AH-1.
(1) Pilot/gunner HSS.
• Center circle: 20 mil diameter.
• Horizontal and vertical gap: 10 mils.
• Crosshair width: 1.5 mil.
(2) TSU reticle--HIGH MAG.
• 4 inboard hash marks: 1 mil from center.
• 4 outboard hash marks: 5 mils from center.
(3) Stadiametric reticle--HUD. The dots on the sight are positioned as follows from center:
• 1 DOT = 23.8 mils above.
• 2 DOTS = 4.5 mils above.
• 3 DOTS = 27.9 mils below.
• 4 DOTS = 77.4 mils below.
• 5 DOTS = 149.4 mils below.
c. Mil Determination for the OH-58D (KW). Table 6-5 shows the mil values for the KW MFD.
Table 6-5. Mil values for the Kiowa Warrior
|
SENSOR |
FOV |
RAS/WT |
RAS/HT |
MMS LOS/ |
MMS LOS/HF |
GPC |
GPCL/ |
|
TV |
W |
.6 |
20.2 |
2.9 |
4.2 |
10.2 |
19.2 |
|
TV |
N |