TC 1-213 Chptr 6 Aviator and Aircrew Tasks

This chapter describes those maneuvers and procedures that are essential for maintaining aviator and aircrew skills. It does not contain all the maneuvers that can be performed in the aircraft. Some tasks that must be done during required training flights may not be mandatory for other flights. For example, Task 1004 is not mandatory for all flights. However, aviators must complete the performance planning card when their training involves this task or when the instructor or evaluator requires it.

6-1. TASK CONTENTS

b. Conditions. The conditions specify the situation in which the task is to be performed. They describe the important aspects of the performance environment. All conditions must be met before task iterations can be credited.

c. Standards. The standards describe the minimum degree of proficiency or standard of performance to which the task must be accomplished.

d. Description. The description explains how the task should be done to meet the standards. It includes individual and crew-coordinated actions that are to be performed as indicated by the P* (pilot on the controls), P (pilot not on the controls), PC (pilot in command), PI (pilot), and CPG (copilot-gunner). These actions apply in all modes of flight during day, night, or NVG operations. The indications P*, P, PI, and CPG do not imply PC duties. When required, PC responsibilities are specified.

e. Night or NVG Considerations. Where applicable, night or NVG considerations are included.

f. References. The references listed for each task are sources of information about that particular task.

6-2. TASK CONSIDERATIONS

b. When a UT, an IP, or an IE is cited as a condition, that individual will be at one set of the flight controls.

c. Unless otherwise specified in the conditions, all in-flight training and evaluations will be conducted under VMC. Simulated instrument meteorological conditions denote flight solely by reference to flight instruments while the aviator is wearing a hood or similar device that restricts outside visual references.

d. Tasks requiring specialized equipment are not mandatory part of the in aircraft models in which that equipment is not normal aircraft configuration.

e. Single-pilot NVG flight is prohibited. During NVG continuation training, both aviators must be qualified and current in the aircraft and NVG. They also must wear the same type of NVG.

f. Mandatory NVG evaluation tasks are listed in Chapter 5 (Figure 5-1). The standards for these tasks are the same as those for task performance unless stated otherwise in TC 1-210.

g. For the purpose of NVG training, NVG terrain flight is defined as flight less than 200 feet AHO in the flight path.

NOTE: The airspeeds listed above must be decreased if inclement weather or ambient light levels restrict visibility.

j. A lead change will not be initiated by accelerating to overtake the lead aircraft. Only the lead aircraft will give the signal to initiate lead changes, which will be conducted as prescribed in the mission briefing. Chalk 2 will acknowledge the lead's signal. The lead will make a heading change of 30 to 90 degrees, depart the formation, and maneuver his aircraft a minimum of eight rotor disks to the cleared side. Chalk 2, who becomes the new lead, determines and announces when the former lead is clear of the formation; the former lead will visually confirm when each aircraft passes. After the last aircraft in the formation has passed, the former lead aircraft will assume the trail aircraft position with the appropriate rotor blade separation and aircraft lighting configuration.

k. During NVG or night tactical operations, aircraft will maintain a minimum separation of three rotor disks. This separation does not apply to terminal and tactical landing areas.

l. An infrared band-pass filter or a pink-light-modified searchlight or landing light must be installed and operational before the crew conducts NVG operations. If the light becomes inoperative during a mission, the PC will evaluate the impact on mission accomplishment. PC actions may vary from a minor mission adjustment to termination of the flight.

m. The crew will not attempt the tasks listed below if performance planning or the hover power check indicates that OGE power is not available.

(1) Task 1020, Perform simulated maximum performance takeoff.

(2) Task 1031, Perform confined area operations.

(3) Task 1034, Perform terrain flight takeoff.

(4) Task 1035, Perform terrain flight.

(5) Task 1037, Perform NOE deceleration.

(6) Task 1038, Perform terrain flight approach.

(7) Task 1040, Perform evasive maneuvers.

(8) Task 1075, Perform instrument takeoff.

(9) Task 1090, Perform masking and unmasking.

(10) Task 1119, Perform firing position operations.

(11) Task 2004, Perform pinnacle or ridgeline operation.

6-3. CREW COORDINATION

a. Most ATM tasks contain elements that require crew coordination. The importance of crew coordination has been reinforced by research and studies conducted by the US Army Aviation Center, US Army Safety Center, and US Army Research Institute. An analysis of rotary-wing aircraft accidents showed that a significant percentage resulted from a total lack of crew coordination in the cockpit or from crew coordination errors. Examples of crew coordination errors identified are listed below.

(1) Failure of the P* to properly direct assistance from the other crew member.

(2) Failure of a crew member to announce a decision or an action that affected the ability of the other crew members to perform their duties properly.

(3) Failure of crew members to communicate positively (verbally and nonverbally).

(4) Failure of the PC to assign crew responsibilities properly before and during the mission.

(5) Failure of the P or other crew members to offer assistance or information that was needed or had been requested previously by the P*.

(6) Failure of the P* to execute flight actions in proper sequence with the actions of other crew members.

b. As a result of the analysis, crew coordination is defined as the crew member interaction (communication) and actions (sequencing and timing) necessary for the efficient, effective, and safe performance of tasks. The essential elements of crew coordination are explained below.

(1) Communicate Positively. Good teamwork requires positive communication among crew members. Communication is positive when the sender directs, announces, requests, or offers; the receiver acknowledges; and the sender confirms, based on the receiver's acknowledgment and/or action. Crew members must use positive communication procedures for the essential crew coordination actions identified in the description of each task. They should remain aware of the potential for misunderstandings and make positive communication a habit in the cockpit. Positive communication--

(a) Is quickly and clearly understood.

(b) Permits timely actions.

(c) Makes use of a limited vocabulary of explicit terms and phrases to improve understanding in a high-ambient-noise environment.

(2) Direct assistance. A crew member will direct assistance when he cannot maintain aircraft control, position, or clearance. He also will direct assistance when he cannot properly operate or troubleshoot aircraft systems without help from the other crew member. Directives are necessary when one crew member cannot reasonably be expected to know what or when assistance is needed by the other crew member. Examples are emergencies; the P* 's decision to change the sequence, timing, or priority of the P's assistance; and a P who is relatively inexperienced in the mission being flown or the flight environment. Directives normally are not needed when the assistance required is part of a crew member's assigned responsibility in the task description.

(3) Announce actions. To ensure effective and well-coordinated actions in the cockpit, crew members must be aware of expected aircraft movements and unexpected individual actions. Each crew member will announce any action that affects the actions of the other crew member. Such announcements are essential when the decision or action is unexpected and calls for supporting action from the other crew member to avoid a potentially hazardous situation.

(4) Offer assistance. A crew member will provide the assistance or information that has been requested. He also will offer assistance when he sees that the other crew member needs help. All crew members must be aware of the flight situation and recognize when the P* deviates from normal or expected actions. They must never assume that the P* recognizes a hazard or the need for assistance.

(5) Acknowledge actions. Communications in the cockpit must include supportive feedback to ensure that crew members correctly understand announcements and directives. Acknowledgments need to be short and need to positively indicate that the message was received and understood. "Roger" or "Okay" may not be sufficient. The preferred method is to repeat critical parts of the message in the acknowledgment. Figure 6-1 shows an example of positive communication.

(6) Be explicit.

(a) Crew members must avoid using terms that have multiple meanings; misinterpretations can cause confusion, delays, or accidents. Examples are "Right," "Back up," and "I have it." Crew members also must avoid using indefinite modifiers such as "Do you see that tree?" or "You are coming in a little fast." In such cases, one crew member may mistakenly assume that the other crew member's attention is focused on the same object or event. More confusion arises when each crew member interprets the terms differently.

(b) Crew members should use clear terms and phrases and positively acknowledge critical information. During terrain flight, for example, the P must give enough information to permit the P* to fly the aircraft efficiently and safely over the intended route. He must provide navigation directions and information so that the P* does not have to concentrate on reading the instruments. Examples of acceptable navigation statements are in Figure 6-2.

(7) Provide aircraft control and obstacle advisories.

(a) Although the P* is responsible for aircraft control during terrain flight, the P may need to provide aircraft control information regarding airspeed, altitude, or obstacle avoidance. Because wires are difficult to see, they are a major hazard to helicopters at NOE altitudes. Aircrews must anticipate wires along roadways; near buildings, antennas, and towers; or in combat areas where wire-guided missiles have been launched. Obstacles are even more difficult to see with the NVG. Therefore, crew members wearing NVG must consider obstacle clearance a primary task directive.

(b) Crew members should precede aircraft control and obstacle advisories by a positive command that immediately conveys the required action to the P*. A brief explanation of why the change is necessary should follow; for example, "Slow down, wires, 12 o'clock, 100 meters" or "Stop now, wires." In some instances, the P may notice that the P* has let the aircraft move behind an obstacle that obstructs the line of sight to a target. The P should precede the advisory by a positive directive; for example, "Come up, losing target" or "Slide right, losing target." When the P* reaches the desired altitude or position, the P should announce "Hold."

(8) Coordinate sequencing and timing. Proper sequencing and timing ensures that the actions of one crew member mesh with the actions of the other crew member. An example of properly sequenced and timed actions is in Figure 6-3.

c. Crew coordination begins with battle rostering and training, proceeds through mission planning, and culminates in the effective execution of aircrew tasks. Research has shown that crew coordination is related to mission performance. That research defined specific aspects of crew coordination, which include the following:

(1) Involvement of the entire crew in mission planning and rehearsal of critical mission events and contingencies.

(2) Development of standardized communication techniques, including the use of confirmation and acknowledgment.

(3) Assignment of specific task priorities and responsibilities to each crew member and individual acknowledgment of those responsibilities during the preflight crew briefing.

(4) Involvement of each crew member in monitoring the need for assistance in coping with difficult aspects of the mission.

(5) Development of positive team relationships to preclude overconfidence or subconscious intimidation because of rank or experience differences.

6-4. GENERAL CONSIDERATIONS

a. Aircrews must use the crew coordination procedures in the task descriptions during day operations so that they develop good habits that will transfer to more critical night and NVG operations.

b. When operations are conducted close to the ground or under conditions of restricted or reduced visibility, crew coordination becomes more critical.

c. The P must warn the P* anytime he detects an unexpected deviation from the intended airspeed or altitude. These deviations include aircraft drift, excessive attitude, excessive change in rate of closure, and any other unsafe condition.

e. If the P* experiences a visual illusion or disorientation, he will inform the P and transfer the flight controls.

f. Aviators will follow the practice of "see and avoid" at all times. When used to describe a task condition, the term "clearing" or "aircraft cleared" applies to both aviators. It means that they will visually clear the immediate area in all directions during hovering and taxi operations; left, right, and overhead before and during takeoff; and before climbing or descending.

g. During NVG operations, crew members will clear within the field of view. The P* will reposition the aircraft if necessary.

h. Good crew coordination requires that both crew members have a complete mental picture of the mission. This includes critical map features, flight segments and events, tactical options, emergency procedures, and operational risks. Crew members must actively participate in mission planning and rehearsal. No crew member should merely brief the other crew member on the results of an individually planned effort.

6-5. STANDARD CREW TERMINOLOGY

Crew members should use standard words and phrases to communicate with each other in the cockpit. words to a minimum and use clear, concise terms that can be easily understood and complied with in an environment full of distractions. Figure 6-4 is a list of standard words and phrases with their meaning which all crew members in the unit should understand.

CONDITIONS: Prior to flight in an AH-1 helicopter or an AH1FWS, by the PC with the other crew member present, and given a crew briefing checklist.

1. Assign crew member mission duties and responsibilities per the crew briefing checklist.

2. Assign crew member cockpit duties and responsibilities per the crew briefing checklist.

3. Have the other crew member acknowledge that he fully understands the assignment of duties and responsibilities.

DESCRIPTION: The PC must brief the appropriate items from the crew briefing checklist. He will use a checklist similar to the one in Figure 6-5 to conduct the briefing. He also must ensure that the aircrew collectively visualizes and rehearses expected and potential unexpected events from takeoff to tiedown. The PC should include in the rehearsal all aspects of the flight; these include the actions, duties, and responsibilities of each crew member. The crew members will discuss and acknowledge their 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 will acknowledge that he understands assigned actions, duties, and responsibilities. The overall goal is to reduce uncertainty by preplanning a margin of error to compensate for unexpected events.

CONDITIONS: Prior to VFR flight in an AH-1 helicopter or an AH1FWS and given access to weather information; NOTAMs; flight planning aids; necessary charts, forms, and publications: and weight and balance information.

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 and/or applicable host-country regulations.

3. Check applicable publications and determine, without error, if any restrictions will exist on departure, en route, and at destination.

4. Select course(s) and altitude(s) that will facilitate mission completion, and correctly compute magnetic heading(s) within ±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, ±50 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, the DOD FLIP, and/or applicable host-country regulations.

2. Procedure. Using USAF, FAA, or host-country weather facilities, obtain weather information. After determining 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 route, and allow for changes in routing that may be required because of the weather or terrain. Select course(s) and altitude(s) that will 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 55-1520-234-10 or TM 55-1520-236-10. 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 DD Form 175 (Military Flight Plan) or an equivalent form, and file the flight plan with the appropriate agency.

CONDITIONS: Prior to IFR flight in an AH-1 helicopter or an AH1FWS and given access to weather information: NOTAMs; flight planning aids; necessary charts, forms, and publications; and weight and balance information.

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 and/or applicable host-country regulations.

3. Check applicable publications and determine, without error, if any restrictions will 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 aircraft equipment. If flying off published airways, determine the course(s) within ±5 degrees.

5. Select altitude(s) that avoid icing 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 to the alternate airfield (if required), plus fuel reserve, ±50 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, the DOD FLIP, and/or applicable host-country regulations.

2. Procedure. Using USAF, FAA, or host-country weather facilities, obtain weather information. 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 route, and allow for changes in routing or destination that may be required because of the weather. Select route(s) or course(s) and altitude(s) that will facilitate mission accomplishment. When possible, select preferred routing. Use a CPU-26A/P computer/Weems plotter (or equivalent) to plot the flight. Determine the 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 55-1520-234-10 or TM 55-1520-236-10. 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.

CONDITIONS: Given crew weights, aircraft configuration, aircraft weight and balance information, TM 55-1520-234-10 or TM 55-1520-236-10, and a blank copy of the appropriate DD Form 365-4.

3. Determine if aircraft takeoff or landing CG or aircraft gross weight imposes limitations on the proposed flight.

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 accuracy of the completed DD Form 365-4.

NOTE: A blank copy of DA Form 4887-R is in the Blank Forms section of this training circular. Reproduce it locally on 5 1/2- by 8-inch paper or card stock.

a. DA Form 4887-R is an aid for organizing performance planning data or for handling emergency procedures that may arise during the mission. The form will be used during the APART standardization evaluation. Use the front of the form to organize departure and arrival information. Use the back of the form for fuel management, cruise, and optional data.

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 the anticipated takeoff conditions for the time of departure to determine the predicted hover torque. Small variations in planned takeoff conditions, such as a change in fuel or armament load or a change in wind velocity or direction, require a change in the predicted torque value. In these instances, a rule of thumb is that 1 percent or 1/2 psi of torque equals 100 pounds of weight or 5 knots of wind.

c. Complete the items indicated by the circled numbers in Figures 6-6 and 6-7 according to instructions in TM 55-1520-234-10 or TM 55-1520-236-10 and, where necessary, as supplemented below. Items not indicated by circled numbers do not pertain to the AH-1. Because DA Form 4887-R is used for several types of rotary-wing aircraft in the Army's inventory, some circled numbers may not be in sequence.

a. Departure.

(1) Items 1 and 2--PA.

(a) Departure PA. Record the PA forecast for the time of departure (current PA).

(b) Highest PA. Record the highest PA forecast during the mission profile.

(2) Items 3 and 4--FAT.

(a) Departure FAT. Record the FAT forecast for the time of departure (current FAT).

(b) Highest FAT. Record the highest FAT forecast during the mission profile.

(3) Item 5--Takeoff GWT. Record the takeoff gross weight from DD Form 365-4 or the anticipated takeoff gross weight.

(4) Item 6--Load. Record the maximum anticipated gross weight during the mission profile (not to exceed the IGE/OGE maximum allowable gross weight).

(5) Item 7--Calibration Factor. Record the calibration factor (if applicable).

(6) Item 8--Fuel. Record the takeoff fuel weight, and compare it with the total fuel required for the mission.

(7) Item 9--Max Torque Avail. Using the maximum torque available (30-minute operation) chart, record the calibrated maximum torque available. (Use maximum forecast conditions.)

(8) Item 10--Cont Torque Avail. Using the applicable torque available (continuous operation) chart(s), record the calibrated continuous torque available. (Use maximum forecast conditions.)

(9) Item 11 and 12--Max Allowable GWT (OGE/IGE).

(a) OGE. Using the hover chart, the maximum torque available obtained in (7) above, and a 50-foot skid height, record the maximum allowable gross weight OGE.

(b) IGE. Using the hover chart, the maximum torque available obtained in (7) above, and a 5-foot skid height, record the maximum allowable gross weight IGE.

NOTE: The weights obtained in (9) (a) and (b) above are the maximum allowable gross weights based on predicted engine performance.

(10) Item 13 and 14--Go/No-Go Torque (OGE/IGE).

(a) OGE. Using the hover chart and the maximum torque available obtained in (7) above, record the go/no-go torque OGE.

(b) IGE. Record the maximum torque available obtained in (7) above as the go/no-go torque IGE.

(11) Item 15--Predicted Hover Torque. Using the hover chart, record the calibrated torque (indicated for AH-1S) required to hover at a 5-foot skid height (IGE) for anticipated takeoff conditions.

(12) Item 16--Hover OGE Torque. Using the hover chart, record the calibrated torque (indicated for AH-1S) required to hover at a 50-foot skid height (OGE).

NOTE: A change in gross weight of about 100 pounds or a change in wind of 5 knots equates to a change in torque of 1 percent or 1/2 psi.

(13) Item 17--Max R/C or Endurance IAS. Using the applicable cruise chart, record the maximum rate of climb or maximum endurance indicated airspeed. Record the torque value that corresponds to the maximum endurance indicated airspeed.

(14) Item 18--Max Range IAS. Using the applicable cruise chart, record the maximum range indicated airspeed. Record the torque value that corresponds to the maximum range indicated airspeed.

(15) Item 19--Validation Factor. If (9) (b) above results in a gross weight equal to or less than 10,000 pounds, a validation factor is not necessary. If (9) (b) results in a gross weight greater than 10,000 pounds, obtain the validation factor; that is, the torque required to hover at a 5-foot skid height at 10,000 pounds. Use the maximum torque available (30-minute operation) chart and convert the data (if applicable) to indicated torque. Record this data in the validation factor block.

(16) Item 20--Safe Pedal Margin.

(a) Calm wind (tail rotor limited). Using sheet 1 of the directional control margin chart, determine the maximum gross weight that will allow a 10 percent directional control margin. Compare this weight with the known gross weight shown in (3) above. If the weight is equal to or greater than the known gross weight, place an X beside the "yes" in the safe pedal margin block.

(b) Steady winds or gusts. Using sheet 1 of the directional control margin chart, determine the tail rotor control margin zone for existing conditions. Refer to sheet 2 of the chart to determine wind directions and maximum velocities where a 10 percent directional control margin may still be maintained. If the predicted winds (steady winds or highest gusts) are below this figure, place an X beside the "yes" in the safe pedal margin block.

NOTE: Placing an X beside the "no" in the safe pedal margin block will not preclude flight. To ensure safe pedal margin, adjust the aircraft gross weight or maneuver the aircraft so that the wind effect does not decay the directional control margin below 10 percent. Those azimuths where less than a 10 percent directional control margin may exist should be annotated in the space next to the "no" block. This information is valid at any altitude when the aircraft is at a stabilized hover at 100 percent RPM or 6600 RPM.

NOTE: When computing arrival data, consider the directional control margin as well as engine performance data to ensure safe mission accomplishment. In the mission operational area, the directional control margin rather than engine performance may be the determining factor for safe mission completion. The PC must be aware that a significant increase in gross weight or environmental conditions (250 pounds, 5° C, or 500 feet PA) may decrease aircraft performance and require a change in the planned mission.

(1) Item 21--PA. Record the forecast PA at destination and/or operational area at ETA.

(2) Item 22--FAT. Record the forecast FAT at destination and/or operational area at ETA.

(3) Item 23--Landing GWT. Record the estimated landing gross weight.

(4) Item 24--Max Allowable GWT (OGE/IGE).

(a) OGE. Using arrival environmental conditions, compute maximum allowable gross weight OGE as described in a(9) (a) above.

(b) IGE. Using arrival environmental conditions, compute maximum allowable gross weight IGE as described in a(9) (b) above.

(c) Maximum allowable gross weight. Using arrival environmental conditions and the directional control margin chart, determine the maximum gross weight where the control margin is at least 10 percent. Compare this weight with the weights obtained in (a) and (b) above, and record the lesser of the three figures as the maximum allowable gross weight.

NOTE: If the planned gross weight exceeds the lesser of the figures obtained in (a) , (b) , or (c) above, a change in mission planning is necessary. If operating near aircraft maximum gross weight or power limits or when the directional control margin is close to 10 percent, the aircrew must use caution and plan the approach or maneuver so that large changes in power application are not required.

(5) Item 25--Max Torque Avail. Using arrival environmental conditions, compute the calibrated maximum torque available as described in a(7) above.

(6) Item 26--Hover IGE Torque. Using arrival environmental conditions, compute hover IGE torque as described in a(11) above.

(7) Item 27--Hover OGE Torque. Using arrival environmental conditions, compute hover OGE torque as described in a(12) above.

(8) Item 28--Safe Pedal Margin. Using arrival environmental conditions, compute safe pedal margin as described in a(16) above.

(9) Items 29 through 37--Indicated Torque. Using the maximum torque available (30-minute operation) chart, convert calibrated torque values to indicated torque values (if applicable) and record them in the appropriate blocks.

c. Fuel Management (Item 38). Use this space to record the in-flight fuel consumption check, to include fuel burnout and required reserve. (Task 1023 describes fuel management procedures.)

d. Cruise Data.

(1) Item 39--PA. Record the planned cruise PA.

(2) Item 40--FAT. Record the forecast FAT at cruise altitude.

(3) Item 41--Vne. Using the airspeed operating limits chart, record the maximum indicated airspeed for anticipated environmental conditions.

(4) Items 42 and 43--Cruise Speed (IAS and TAS). Using the applicable cruise chart, record the indicated and true airspeeds based on gross weight and cruise data.

NOTE: If flight into turbulence is anticipated, record the torque required to maintain 100 KIAS in the Remarks block.

(5) Item 44--Cruise Torque. Using the applicable cruise chart, record the torque required to maintain the air-speeds listed in (4) above.

(6) Item 45--Cruise Fuel Flow. Using the appropriate cruise chart, record the predicted fuel flow. (Use the torque listed in (5) above.)

e. Weight Computation--Item 46. Use this area to record any additional information appropriate for the mission.

f. Remarks (Item 47). Use this space to record any additional information appropriate for the mission. Examples are the minimum fuel required to complete the mission or the torque required to maintain the turbulence penetration airspeed.

NOTE 1: The same PPC data will suffice for consecutive takeoffs and landings when the gross weight or environmental conditions have not increased significantly; that is, 250 pounds, 5°C, or 500 feet PA. The PC will determine the need to recompute data based on lesser changes.

NOTE 2: Crew members may use approved computer programs to derive the required information during flights other than for readiness level progression and evaluation.

2. Correctly enter appropriate information on DA Form 2408-12 (Army Aviator's Flight Record) and DA Form 2408-13 (Aircraft Status Information Record).

1. The PC will ensure that the preflight inspection is conducted according to TM 55-1520-234-CL or TM 55-1520-236-CL. He may direct that the other crew member(s) 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(s) will complete the preflight inspection as directed and report to the PC whether the aircraft or assigned sections meet required preflight inspection criteria.

3. The PC will ensure that a walk-around inspection is completed prior to flight.

NIGHT OR NVG CONSIDERATIONS: If time permits, accomplish the preflight inspection during daylight hours. During the hours of darkness, use a flashlight with an unfiltered lens to supplement available lighting. Hydraulic leaks, oil leaks, and other defects are difficult to see using a flashlight with a colored lens. Ensure that all internal and external lights are operational. TC 1-204 contains details on preflight inspection at night.

1. The crew will accomplish all checks in the correct sequence according to TM 55-1520-234-CL or TM 55-1520-236-CL. The P will record appropriate data on the aircraft logbook forms.

2. Crew members will use the call and response method to complete the required checks.

3. The aircrew and the ground crew, if available, will clear the area around the aircraft prior to the engine start.

NOTE 1: The call and response method is defined as the P reading the required check and the response. The P* will answer with the appropriate response.

NIGHT OR NVG CONSIDERATIONS: Before starting the engine or performing the run-up check, the aircrew will ensure that all appropriate internal and external lights are operational and properly set. Aircraft lighting levels must be high enough so that the P* can see the instruments easily and start the engine without exceeding aircraft operating limitations.

CONDITIONS: In an AH-1 helicopter or an AH1FWS, with performance planning information available, at an appropriate hover height.

2. Maintain a stationary hover ±1 foot, and determine, without error, that sufficient power is available to complete the mission.

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 use a 5-foot stationary hover when performing this task unless the mission or terrain dictates 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 announce when he is ready for the takeoff and will remain focused outside the aircraft. He will announce when his attention is directed inside the cockpit: for example, when monitoring aircraft instruments and verifying the power check. The P will compare the actual performance data to that computed and announce the results to the P*.

NOTE 1: 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.

NOTE 2: Anytime the gross weight or environmental conditions increase significantly, the aircrew should perform additional hover power checks and, if necessary, recompute all values. Significant increases are defined as 250 pounds gross weight, 5°C, or 500 feet PA.

4. The PC will determine whether the aircraft is capable of completing the assigned mission. He will ensure that aircraft limitations will not be exceeded.

NIGHT OR NVG CONSIDERATIONS: The crew must use proper scanning techniques to avoid obstacles and to prevent spatial disorientation. If artificial lighting is deemed necessary, the crew should turn it on prior to starting the maneuver.

CONDITIONS: In an AH-1 helicopter or an AH1FWS with the before-takeoff check completed and the aircraft cleared.

a. Stationary.

(1) Maintain altitude 3 feet, ±1 foot.

(2) Maintain heading ±10 degrees.

(3) Do not allow drift to exceed 2 feet.

b. Forward, sideward, or rearward.

(1) Maintain altitude 3 feet, ±1 foot.

(2) Maintain heading ±10 degrees.

(3) Maintain a constant hover speed.

(4) Maintain ground track.

(5) Do not allow drift to exceed 2 feet.

a. Takeoff to a hover. With the collective fully down, place the cyclic in a neutral position. Increase collective pitch with a smooth, positive pressure. Apply pressure and counterpressure on the pedals to maintain heading, and coordinate the cyclic for a vertical ascent. 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 55-1520-234-CL or TM 55-1520-236-CL.

b. Hovering flight. Adjust the cyclic to maintain a stationary hover or to hover 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 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 90 degrees in four seconds.) 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.

NIGHT OR NVG CONSIDERATIONS: Movement over areas of limited contrast, such as tall grass, water, or desert, tends to cause spatial disorientation. To prevent 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 probability of touchdown with sideward or rearward movement. Use artificial lighting as deemed necessary. Treat visual obstacles, such as shadows, the same as physical obstacles.

CONDITIONS: In an AH-1 helicopter or an AH1FWS with the hover power and before-takeoff checks completed and the aircraft cleared.

1. Initiate the takeoff from an appropriate hover altitude ±1 foot or from the ground.

3. Maintain ground track alignment with the takeoff direction with minimum drift.

a. From the ground. Select reference points to maintain ground track. With the cyclic in neutral position, increase collective pitch until the aircraft becomes "light on the skids." Maintain heading with the pedals. Continue increasing collective pitch until the aircraft leaves the ground. As the aircraft leaves the ground, apply forward cyclic as required to accelerate through ETL at the minimum altitude that is appropriate for the terrain and obstacles. As the aircraft reaches ETL, adjust the cyclic to obtain the desired climb attitude and adjust the collective to establish the desired rate of climb. Maintain ground track and keep the aircraft aligned with the takeoff direction below 50 feet; then maintain the aircraft in trim above 50 feet AGL.

b. From a hover. Select reference points to maintain ground track. Apply forward cyclic to accelerate the aircraft while maintaining heading with the pedals and rate of climb with the collective. Continue to apply forward cyclic as required to accelerate through ETL at an altitude that is appropriate for the terrain and obstacles. 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: During training, a climb airspeed of 80 KIAS and a rate of climb of 500 FPM are recommended.

1. If sufficient illumination or NVG 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 NVG 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: The aircrew should treat visual obstacles, such as shadows, 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 aircrew should know the surface wind direction and velocity. This will assist the P* in estimating the appropriate crab angle required to maintain the desired ground track.

3. The crew must use proper scanning techniques to avoid obstacles and to prevent spatial disorientation.

4. If more than hover power is used for the takeoff, the P* should maintain that power setting until approximately 10 knots prior to reaching climb airspeed. Then he should adjust power as required to establish the desired rate of climb and airspeed. The P should constantly cross-check the aircraft instruments and assist with obstacle avoidance.

5. The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

CONDITIONS: In an AH-1 helicopter or an AH1FWS with the hover power and before-takeoff checks completed and the aircraft cleared.

2. Procedure. Align the helicopter with the desired takeoff direction. Select reference points to maintain ground track. Place the cyclic in the neutral position, increase collective pitch, and maintain heading with the pedals. As the aircraft leaves the ground, continue to increase collective pitch to obtain the power necessary to clear obstacles safely (10 percent or 5 psi above hover torque for training) . Maintain takeoff heading with the pedals and a 40-knot attitude and ground track with the cyclic. At 100 feet AGL or after the obstacles are cleared, place the aircraft in trim and apply cyclic to establish an attitude that will result in the desired climb airspeed. Maintain takeoff power until 10 knots prior to reaching climb airspeed. Then adjust 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 3: During training, a climb airspeed of 80 KIAS and a rate of climb of 500 FPM are recommended.

1. Reduced visual references during the takeoff and throughout the ascent at night may make it difficult to maintain the desired ground track. The aircrew should know the surface wind direction and velocity. This will assist the P* in estimating the appropriate crab angle required to maintain the desired ground track.

2. The crew must use proper scanning techniques to avoid obstacles and to prevent spatial disorientation.

3. The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

CONDITIONS: In an AH-1 helicopter or an AH1FWS, given an altitude, with the aircraft cleared.

1. Maintain entry airspeed 100 KIAS, ±10 KIAS, and deceleration airspeed 60 KIAS, ±10 KIAS.

2. Procedure. To initiate the maneuver, simultaneously reduce collective pitch and apply aft cyclic to obtain the minimum deceleration airspeed. Maintain entry altitude with the collective, airspeed with the cyclic, and heading with the pedals. As the aircraft approaches the minimum deceleration airspeed, simultaneously increase the collective to maintain altitude and apply forward cyclic to accelerate to the entry airspeed. Adjust the pedals to maintain trim, and cross-check attitude by looking at the horizon and the flight instruments.

2. The crew must use proper scanning techniques to avoid obstacles and to prevent spatial disorientation.

CONDITIONS: In an AH-1 helicopter or an AH1FWS; given altitudes, airspeeds, and traffic pattern headings; with the aircraft cleared.

a. Maneuver the aircraft into position to enter the downwind leg midfield at a 45-degree angle (or as locally prescribed), at traffic pattern altitude, and at the proper airspeed. (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. Turn base and final legs, as appropriate, to maintain the desired ground track. If performing a straight-in or base-leg entry, reduce airspeed at a point comparable to that for a normal approach. Then 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 NVG CONSIDERATIONS: The P* should maintain orientation regarding the location of the landing area and concentrate on obstacle avoidance. The P should make all internal checks possible from his crew position. For identification purposes, the crew should turn on the landing light when entering the traffic pattern and then extinguish it until needed for the approach.

NOTE 1: During training, the maximum recommended airspeed on the downwind leg is 70 KIAS and the maximum recommended bank angle is 30 degrees.

NOTE 2: The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

2. Correctly perform an in-flight fuel consumption check 15 to 30 minutes after leveling off or upon entering into the mission profile.

3. Initiate an appropriate course of action if the actual fuel consumption varies from the planned value and the mission cannot be completed with the required reserve.

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 or entering into the mission profile and setting the appropriate power, record the total fuel quantity and 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 time of the reading. Compute and record the consumption rate, burnout time, and reserve 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 appropriate course of action.

d. 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 mission.

NIGHT OR NVG CONSIDERATIONS: The P should complete all duties associated with fuel management procedures.

CONDITIONS: In an AH-1 helicopter or an AH1FWS and given appropriate maps, plotter, computer, and flight log.

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 instructions given 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 divide his attention between the map and flight instruments inside the cockpit and the terrain features outside the aircraft. As his workload permits, the P will assist in clearing the aircraft and will provide adequate warning to avoid traffic and obstacles.

3. During the flight, the P will use pilotage and dead reckoning to determine the position of the aircraft. He will perform a ground speed check as soon as possible by computing the actual time required to fly a known distance. The P will adjust estimated times for subsequent legs of the flight route using actual ground speed. He will advise the P* to adjust headings to reflect wind drift corrections for the remaining legs of the flight. The P* will make heading corrections to maintain the desired course (ground track).

NIGHT OR NVG CONSIDERATIONS: More detailed flight planning is required when the flight is conducted at terrain flight altitudes, when visibility is reduced, or during low-ambient-light conditions. TC 1-204 contains details on night navigation and mission planning.

NOTE: The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

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. The P* will use the HSI with the doppler when flying the selected course. The CPG will perform doppler update and target store procedures. He also will perform the shutdown procedure.

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.

CONDITIONS: In an AH-1 helicopter or an AH1FWS with the before-landing check completed.

2. Establish the proper altitude to clear obstacles on final approach, and maintain altitude ±100 feet.

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.

a. The P* will focus his attention primarily outside the aircraft to ensure obstacle clearance throughout the approach and landing. He will announce when he begins the approach and whether he will terminate the approach to a hover or to the ground. The P* also will announce the intended point of landing and any deviation from the approach.

b. The P will confirm the suitability of the landing area. He will assist the P* in clearing the aircraft and provide adequate warning of traffic and obstacles. The P will acknowledge the P* 's intent to deviate from the planned approach. He will announce when his attention is focused inside the cockpit.

a. To a hover. Determine an approach angle that allows the 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. Maintain entry airspeed until the 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 while maintaining the aircraft in trim above 50 feet AGL. Align the aircraft with the landing direction 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 lower the collective to the fully down position, and neutralize the pedals and cyclic.

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.

1. Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Therefore, 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 degrade depth perception 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 obstacles and to prevent spatial disorientation.

3. The P* may terminate the NVG approach to a hover or to the ground with zero forward speed. He also may terminate with a running landing at a touchdown speed below, at, or slightly above ETL.

4. The P* should focus his attention on the location of the landing area all internal and the avoidance of obstacles. The P should make checks.

CONDITIONS: In an AH-1 helicopter or an AH1FWS with a suitable landing area selected and the before-landing check completed.

3. Maintain ground track alignment with landing direction with minimum drift and heading control ±10 degrees.

5. Execute a smooth, controlled termination with landing area alignment ±5 degrees, at or slightly above ETL, at the intended point of landing.

2. Procedure. When the desired approach angle is intercepted (on base or final), reduce collective pitch to establish and maintain the descent. Maintain entry airspeed until the apparent ground speed and rate of closure appear to be increasing. Maintain ground track alignment with the landing direction by keeping the aircraft in trim above 50 feet AGL and aligning the aircraft with the landing direction below 50 feet AGL. Maintain aircraft attitude and landing alignment with the cyclic and heading with the pedals. Execute a smooth touchdown at or slightly above ETL. After landing, lower the collective to reduce ground run. Maintain heading with the pedals and position with the cyclic. When the aircraft comes to a complete stop, neutralize the cyclic and pedals and lower the collective fully down.

NOTE 1: During training, 80 KIAS on crosswind and base legs and 100 KIAS on the downwind leg are recommended.

NOTE 2: FM 1-202 contains procedures for reducing the hazards associated with the loss of visual references during the landing because of blowing snow or dust.

NIGHT OR NVG CONSIDERATIONS: Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Therefore, 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. After establishing the descent, the P* should reduce airspeed to approximately 50 KIAS until intercepting the desired approach angle. He should maintain this angle until the apparent ground speed and rate of closure appear to be increasing. Then the P* should progressively decrease the rate of descent and forward speed until he terminates the maneuver.

NOTE 2: The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

CONDITIONS: In an AH-1 helicopter or an AH1FWS with the before-landing check completed.

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 the suitability of the area, evaluate the effects of the 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 also will announce any deviation from the planned approach and a tentative flight path for the departure.

2. The P will confirm the suitability of the area, assist in clearing the aircraft, and provide adequate warning of traffic and obstacles. He will acknowledge the P* 's intent to deviate from the planned 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 that constitute a possible hazard and will confirm the suitability of the departure path selected during the landing area reconnaissance. If a successful landing is doubtful or if visual reference with the touchdown point is lost, the P* will announce initiation of a go-around. He will do this before reducing airspeed below ETL or descending below obstacles. The P* will maintain the aircraft in trim above the obstacles and maintain landing area alignment below the obstacles. If the P* detects instability during the touchdown, he will reposition the aircraft.

4. After landing in the confined area, the crew will perform a ground reconnaissance. The P* will announce his intent to conduct specific hovering maneuvers and the termination of each maneuver. He also will announce his intent to take off and the direction and type of the takeoff.

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 adequate main and tail rotor clearance while maneuvering. The P will read 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 he will take off 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 he is ready for takeoff and will remain focused outside the aircraft to assist the P* in clearing and to provide adequate warning of traffic and obstacles. He will announce when his attention is focused inside the cockpit; for example, when monitoring torque or performing map navigation.

NOTE 2: Depending on the simulated threat or type of terrain flight being conducted, the crew may initiate this maneuver from either a straight-in or a circling pattern.

a. 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.

b. 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, crew members must exercise extra caution if they resume flight before reaching full dark adaptation.

c. Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Therefore, 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.

a. The P* should initiate the approach upon intercepting an angle that will ensure obstacle clearance. He will maintain ground track alignment with the selected approach path. The P* should adjust the collective to establish and maintain a constant approach angle and adjust the cyclic as necessary to maintain the appropriate rate of closure. When small objects on the ground are distinguishable, the crew can confirm the landing area reconnaissance. At this point, the P* should progressively decrease the rate of descent and forward speed until he terminates the maneuver. He may terminate the maneuver to a hover or to the ground. If a successful landing is doubtful, the P* should initiate a go-around before reducing airspeed below ETL or before descending below obstacles.

b. The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

c. The crew must use proper scanning techniques to avoid obstacles and to prevent spatial disorientation.

2. Do not exceed a l-foot drift before and allow no drift after skid contact with the ground.

a. The P* will announce his intent to perform a slope operation and will establish the aircraft over the slope. (The degree of slope chosen should not be so great as to require large cyclic inputs to accomplish the landing.) The P* will request the P's assistance in determining the suitability of the slope and will announce any deviation from the landing or takeoff.

b. The P will assist in clearing the aircraft and will provide adequate warning of obstacles, excessive drift, or excessive altitude changes. He will confirm the suitability of the intended landing area. The P will announce when his attention is focused inside the cockpit.

a. Landing. Announce initiation of the slope landing. Reduce the collective to execute a smooth, controlled descent until the upslope skid contacts the ground. Adjust the cyclic to maintain the aircraft in a level attitude while maintaining heading with the pedals. Continue to lower the collective; simultaneously apply lateral cyclic into the slope to maintain the position of the upslope skid until both skids are firmly on the ground. When the collective is fully down, neutralize the pedals and cyclic. If cyclic limits or aircraft slope limits are reached before the aircraft is firmly on the ground, return the aircraft to a hover. Select a new area before attempting another slope landing.

b. Takeoff. Announce initiation of the takeoff. Execute a smooth, controlled ascent by applying lateral cyclic into the slope to maintain the position of the upslope skid. Increase collective pitch to raise the downslope skid. Maintain heading with the pedals and coordinate the cyclic until the aircraft is level. As the aircraft leaves the ground, 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 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 NVG 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 P* must abort the maneuver.

NOTE 1: The crew must use proper scanning techniques to avoid obstacles and to prevent spatial disorientation.

NOTE 2: The crew should consider using artificial lighting if the ambient light level is insufficient for obstacle detection.

CONDITIONS: Prior to flight in an AH-1 helicopter or an AH1FWS and given a mission briefing, navigational computer, navigational maps, and other materials as required.

CHAPTER 6

AVIATOR AND AIRCREW TASKS

6-1. TASK CONTENTS

6-2. TASK CONSIDERATIONS

6-3. CREW COORDINATION

6-4. GENERAL CONSIDERATIONS

6-5. STANDARD CREW TERMINOLOGY