Atm H-145

Table of Contents
Preface
Chapter 1 Introduction
Chapter 2 Training
Chapter 3 Evaluation
Chapter 4 Crewmember Tasks
Glossary
References
SOURCES USED
DOCUMENTS NEEDED
READINGS RECOMMENDED
Preface
Training circular (TC) 3-04.21 standardizes aircrew training programs (ATPs) and flight evaluation
procedures. This aircrew training manual (ATM) provides specific guidelines for executing light
utility helicopter UH-72A aircrew training. It is base on the training principles outlined in Army
doctrine and training publications 7-0 (training units and developing leaders) and the Army Training
Network, located on the web at: https://atn.army.mil/index.aspx under the “Unit Training” tab. This
ATM establishes crewmember qualification, refresher, mission, and continuation, training, and
evaluation requirements. This manual applies to all UH-72A crewmembers and their commanders in
the active Army, the Army National Guard Bureau (NGB), the United States (U.S) Army National
Guard (ARNG), the U.S Army Reserve (USAR) and Department of the Army Civilians (DACs)
unless otherwise stated.
This manual applies to the Active Army, the Army National Guard (ARNG), the Army National
Guard of the United States(ARNGUS), and the United States Army Reserve (USAR) unless otherwise
stated.
This manual is not a stand-alone document; all the requirements contained in Army regulations (ARs)
600-105 (rated crewmembers), AR 600-106 (non-rated crewmembers), and TC 3-04.11
(commander’s aircrew training program for individual, crew, and collective training) to the ATP must
be met.
The operator’s manual is the governing authority for operation of the aircraft. If differences exist
between the maneuver descriptions in the rotorcraft flight manual (RFM) and this manual, then this
manual is the governing authority for training and flight evaluation purposes only. The manufacturer
RFM and any applicable supplements are the governing authority for operation of the aircraft.
Implementation of this manual conforms to AR 95-1 (flight regulations) and TC 3-04.11. If a conflict
exists between this manual, and TC 3-04.11, the ATP commander determines the method of
accomplishment based upon the requirement and the unit’s mission as to which manual takes
precedence.
This manual, in conjunction with the ARs and TC 3-04.11, will help aviation commanders, at all
levels; develop a comprehensive ATP. By using this ATM, commanders ensures, that individual
crewmembers and aircrew proficiency is commensurate with the units’ mission that aircrews
routinely employ standard techniques and procedures.
Crewmembers will use this manual as a “how to” source for performing crewmember duties. It
provides performance standards and evaluation guidelines so that crewmembers know the level of
performance expected. Each task provides a description of how the task should be perform to meet
the standards.. ATP commanders of active Army, National Guard, and Army Reserve units operating
the UH-72A helicopter will use this ATM and TC 3-04.11 to develop individual commander’s task
lists for assigned aviators. ATP commanders will assigned contractor/DAC pilots to assist in
developing individual commander’s task lists tailored to the current contract position using this ATM,
TC 3-04.11, AR 95-20, current flight training guides (FTGs) and/or local command directives.
Standardization officers, evaluators, and unit trainers (UTs) will use this manual and TC 3-04.11 as
the primary tools to assist the commanders in developing and implementing the ATP.
The proponent for this publication is the United States Army Training and Doctrine Command
(TRADOC).
Submit comments and recommendations utilizing the electronic (XFDL) version of Department of the
Army
(DA) Form 2028 (Recommended Changes to Publications and Blank Forms) found on the Army
Publishing
Directorate (APD) website, to: Director, Directorate of Training and Doctrine (DOTD), ATTN:
Flight Training Branch (FTB) (ATZQ-TDT-F), Building 4507, Andrews Avenue, Fort Rucker,
Alabama (AL) 36362-5263, at email: usarmy.rucker.avncoe.mbx.ATZQ-TDT-F@mail.mil or online
at: https://www.us.army.mil/suite/page/655026.
This publication implements portions of standardization agreement (STANAG) 3114 (Edition Eight).
This publication has been review for operations security considerations.
Chapter 1 Introduction
This ATM describes training requirements for UH-72A crewmembers. It will be used
with AR 95-1, AR 600-105, AR 600-106, TC 3-04.11, and other applicable
publications and supplements. The tasks in this ATM enhance training in both
individual crewmember and aircrew proficiency. The training focuses on
accomplishing tasks that support the unit's mission. The scope and level of training to
be achieved individually by crewmembers and collectively by aircrews will be dictated
by the mission essential task list (METL). Commanders must ensure that aircrews are
proficient in mission essential tasks.
1-1. CREW STATION DESIGNATION. The commander will designate a crew station(s) for each
crewmember. The individual's DA Form 7120-R (Commander’s Task List) must clearly indicate all
crew station designations. Training and proficiency sustainment for rated crewmembers is required in
each designated crew station with access to the flight controls. Standardization instructor pilots
(SPs), instructor pilots (IPs), and instrument examiners (IEs), must maintain proficiency in both seats.
Crew station for nonrated crewmembers (NCMs) is defined on their commander’s task list (CTL).
Aviators designated to fly from both pilots’ seats will be evaluated in each seat during each phase of
readiness level (RL) progression, including annual proficiency and readiness test (APART)
evaluations. This does not mean that both standardization and instrument flight evaluation need to be
completed in both seats. As long as both seats have been evaluated while conducting the above
evaluations, the requirement for a “both seat evaluation,” is met. Functional check pilot (FCP)
readiness level (RL) progression/ annual proficiency and readiness test (APART) evaluations will be
conducted in accordance with chapter 5.
1-2. SYMBOL USAGE AND WORD DISTINCTIONS.
a. Symbol usage. The diagonal (/) is used to indicate and/or. For example, SP/IP may mean SP
and IP or may mean SP or IP. P* indicates pilot on the controls. P indicates pilot not on the
controls. b. Word distinctions.
(1) Warnings, cautions, and notes. Emphasize important and critical instructions.
(a) Warning. Operating procedure or practice that; if not correctly followed, could result in
personal injury or loss of life.
(b) Caution. Operating procedure or practice that; if not strictly observed, could result in
damage to, or destruction of equipment.
(c) Note. Highlights essential information that is not of a threatening nature.
(2) Will, shall, must, should, and may. Distinguish between mandatory, preferred, and
acceptable methods of accomplishment.
(a) Will, shall, or must indicate a mandatory requirement.
(b) Should is used to indicate a non-mandatory but preferred method of accomplishment.
(c) May or can indicate an acceptable method of accomplishment.
c. Night vision devices (NVDs).
(1) A night vision system (NVS) refers to a system that is an integral part of the aircraft.
(2) Night vision goggles (NVG) refers to any image intensifier system; for example, the
AN/AVS-6 (aviator’s night vision imaging system [ANVIS]).
(3) NVD refers to NVS or NVG.
d. Simulation devices.
(1) Cockpit procedural trainer (CPT) refers to non-motion visual training device.
(2) Simulated flight training system (SFTS) refers to all visual training device.
Chapter 2 Training
This chapter describes requirements for qualification, refresher, mission, and
continuation training. Crewmember qualification requirements will be per AR 95-1,
TC 3-04.11, and this ATM.
2-1. QUALIFICATION TRAINING.
a. Initial aircraft qualification.
(1) Rated crewmember (RCM). Initial aircraft qualification training in the UH-72A is
conducted at the original equipment manufacturer (OEM) commercial training facility DA-approved
training sites using a United States Army Aviation Center of Excellence-approved program of
instruction (POI).
(2) Nonrated crewmember (NCM). Military occupational specialty (MOS) qualification is
conducted at DA-approved training sites. Initial aircraft qualification training for NCMs is conducted
at the unit per this ATM (see appendix A), applicable regulations, and the commander’s ATP. The
NCMs must complete academic training, flight training, and a required written examination within 90
consecutive days (USAR, ARNG, refer to appropriate regulations). Qualification training
requirements for NCM standardization instructors (SIs) and NCM instructors (FIs) are outlined in
appendix A.
(3) Commercially qualified EC-145 (BK 117-C2) aviators. If a rated Army aviator has been
previously qualified in the EC-145 (BK 117-C2) they can request recognition of the qualification by
Headquarters, Department of the Army (HQDA) Deputy Chief of Staff (DCS), Assistant Chief of
Staff, Operations and Plans/Logistics/Civil Affairs (G-3/5/7) (DAMO-AV). The aviator will submit a
request and documentation of the commercial qualification (EC-145 course completion certificate,
official pilot logbook) through their chain of command to DAMO-AV. ARNG specific requests will
be routed through NGB (NGB-AVS-O) to DAMO-AV for approval. Upon approval by HQDA, the
unit will designate the aviator RL-3.
b. NVG qualification. Initial NVG qualification and aircraft NVG qualification will be in
accordance with TC 3-04.11, the USAACE NVG training support package (TSP), and this ATM. The
NVG TSP may be obtained by writing to Commander, USAACE, ATTN: ATZQ-TDS-O, Fort Rucker,
Alabama 363625000, or e-mail ATZQ-ATB-NS@conus.army.mil. Initial NVG qualification. Initial
qualification will be conducted at the USAACE- or DA-approved training site according to the
USAACE-approved POI, or locally using the USAACE NVG exportable training package (ETP).
(1) Academic training. The crewmember will receive training and demonstrate a working
knowledge of the topics outlined in the current NVG TSP and appropriate topics outlined in
paragraph 3-4b. Academic training must be completed prior to commencement of flight training.
(2) Flight training.
• Rated crewmember. RCMs will demonstrate proficiency in the tasks outlined in table 2-1,
page 2-2. There is no minimum flight hour requirement.
• Nonrated crewmember. NCMs will demonstrate proficiency in all tasks outlined for NCMs
in table 2-1, page 2-2. There is no minimum flight hour requirement.
• NVG progression. For progression to NVG RL 2 or 1, a crewmember must complete an
NVG evaluation given at night by an NVG SP, IP, SI, or FI.
Note. If initial NVG qualification training is conducted in the UH-72A, then the NVG aircraft
qualification is complete for the UH-72A.
Table 2-1. Flight tasks for initial night vision goggle qualification.
Task Task Title
1000 Participate in a Crew Mission Briefing
1024 Perform Before-Starting-Engine Through Before-Leaving-Helicopter
Check
1026 Maintain Airspace Surveillance
1028* Perform Hover Power Check
1038 Perform Hovering Flight
1040 Perform Visual Meteorological Conditions Takeoff
1044 Navigate by Pilotage and Dead Reckoning
1046 Perform Electronically Aided Navigation
1048 Perform Fuel Management Procedures
1052 Perform Visual Meteorological Condition Flight Maneuvers
1058 Perform Visual Meteorological Conditions Approach
1062 Perform Slope Operations
1066* Perform Running Landing
1070 Respond to Emergencies
1072* Respond to Engine Failure at Out-Of-Ground-Effect (OGE) Hover
1074* Respond to Engine Failure at Low Altitude/Low Airspeed/Cruise
Flight
1082* Perform Autorotation
1102* Perform Manual Throttle Operation/Emergency Mode
1155 Negotiate Wire Obstacles
1182* Perform Unusual Attitude Recovery
1184 Respond to Inadvertent Instrument Meteorological Conditions
(IIMC)
1262 Participate in a Crew-Level After-Action Review (AAR)
1321 Perform Anti-Torque Malfunction (Tail Rotor Drive Failure/Fixed
Pitch Setting)
2081 Operate Night Vision Goggles (NVG)
* Task applies to RCMs only
2-2. REFRESHER TRAINING. The refresher training program is designed for crewmembers that
are initially integrated into the aircrew training program (ATP) as readiness level (RL) 3 for
progression or have not flown in a UH-72 aircraft in more than 180 days. It enables crewmembers to
gain proficiency in all base tasks. This chapter lists refresher training requirements and provides
guidelines for developing refresher training programs.
While undergoing refresher training the crewmember will be designated RL 3.
a. Aircraft refresher training.
(1) Rated crewmember. The RCM completes RL 3 requirements when the criteria in TC 3-04.11 are
met.
(a) Academic training. The crewmember will receive training and demonstrate a working
knowledge of the applicable topics listed in paragraph 3-4b and complete an operator’s manual
written examination.
(b) Flight training. The rated crewmember will receive training and demonstrate proficiency
from his designated crew station(s) in all modes marked with an X in table 2-4. Although technical
tasks may be trained and/or evaluated in any condition and/or mode (refer to paragraph 2-5c (2) for
guidance on technical tasks), the commander may require these tasks to be trained and evaluated in
each mode during RL progression training. A task that may be performed from either crew station
need not be evaluated from both. Table 2-2 is a guide for developing a refresher training flight hour
requirement for RCMs. Actual hours will be based on individual proficiency.
Table 2-2. Refresher flight training guide (rated crewmembers)
Flight Instruction Hours
Day and night base task training 6.0
Flight evaluation 2.0
* Instrument base task training (aircraft/simulator) 8.0
Instrument evaluation 2.0
Total hours 18.0
* Recommend a minimum of 2 hours of instrument base task training be in the
aircraft.
(2) Nonrated crewmember. The NCM completes RL 3 requirements when the criteria in TC 3-04.11
are met. Nonrated crewmembers have minimum flying-hour requirements as specified in AR 600-
106.
(a) Academic training. Topics listed in appendix A, sections A-1 will be used as a guide for
developing a refresher academic training program for NCMs.
(b) Flight training. The NCM will receive training and demonstrate proficiency from his
designated crew station(s) in each base task in all modes marked with an X in table 2-5. Although
technical tasks may be trained and/or evaluated in any condition and/or mode (refer to paragraph 2-5c
(2) for guidance on technical tasks), the commander may require these tasks to be trained and
evaluated in each mode during RL progression training. NCMs must demonstrate crew coordination
and airspace surveillance proficiency in all other flight tasks listed in table 2-4. Table 2-3 is a guide
for developing a refresher training flight hour requirement for NCMs. Actual hours will be based on
individual proficiency.
(c) Refresher training as a result of a training or evaluation deficiency. Academic and flight
training required as a result of a training deficiency or an unsatisfactory evaluation will consist of the
academic training, flight training, and evaluation required to regain proficiency. The evaluation will
at a minimum consist of the deficient task(s) and any other tasks selected by the commander or the
evaluator. There is no requirement to complete the entire refresher training program as a result of a
training or evaluation deficiency. The evaluation may be continuous.
Table 2-3. Refresher flight training guide (nonrated crewmembers)
Flight Instruction Hours
Day and night base task training 6.0
Flight evaluation 2.0
Total hours 8.0
b. NVG refresher training. The crewmember must complete the requirements in TC 3-04.11, and the
training outlined below. NVG considerations for each task, when applicable, are in chapter 4.
knowledge of the appropriate topics listed in paragraph 3-4b (7) and (9). Academic training must be
completed prior to flight training.
(2) Flight training. The crewmember will receive training and demonstrate proficiency from his
designated crew station(s) in all tasks outlined in table 2-1, page 2-2. A task that may be performed
from either crew station need not be evaluated from both.
(3) Minimum flight hours. There are no minimum flight hour requirements. The training is
proficiency based, determined by the crewmember’s ability to accomplish the designated tasks
satisfactorily.
2-3. MISSION TRAINING. Mission training develops the crewmember’s ability to perform
specific mission/additional tasks selected by the commander to support the unit’s mission essential
task list (METL). Mission training may be done during mission support or collective training, and
may be conducted by an SP, IP, SI, UT, or FI as appropriate, and may be continuous.
a. Training requirements.
(1) Academic training. Academic training should focus on training a crewmember to operate as
a proficient member of an aircrew. It should include the doctrine for the current unit of assignment up
to the battalion level. The crewmember must demonstrate a working knowledge of the topics listed in
paragraph 3-4b, with special emphasis placed on section 8.
(2) Flight training. The crewmember will receive training and demonstrate proficiency in the
mission and additional tasks designated by the commander. The crewmember will demonstrate
proficiency in the performance tasks in each mode as specified on the individual’s DA Form 7120-1-
R (Crewmember Task Performance and Evaluation Requirements) and DA Form 7120-2-R
(Crewmember Task Performance and Evaluation Requirements Continuation Sheet) for the
crewmember’s position. Technical tasks may be trained and/or evaluated in any condition and/or
mode (refer to paragraph 2-5c (2) for guidance on technical tasks). The commander may require these
tasks to be trained and evaluated in each mode during RL progression training. There is no minimum
flight hour requirement; actual hours will be based on individual proficiency.
b. NVG mission training. NVG mission training will be IAW the commander’s aircrew training
program, TC 3-04.11, and this ATM. When commanders determine a requirement for using NVG in
mission profiles, they must develop a mission training program and specify mission/additional NVG
tasks as required.
knowledge of the appropriate subject areas listed in paragraph 3-4b of this ATM. Special emphasis
should be placed on NVG considerations pertaining to subject areas 3-4b (8) & (9).
(2) Flight training. The crewmember will receive training and demonstrate proficiency from his
designated crew station(s) in the mission /additional NVG tasks as specified on the CTL for the
crewmember’s position. There is no minimum flight hour requirement; actual hours will be based on
individual proficiency.
c. Functional check pilot (FCP) mission training. Commanders are not authorized to delete any
functional check flight tasks.
knowledge of the appropriate subject areas in paragraph 3-4b with special emphasis placed on
section (10).
(2) Flight training. The FCP will receive training and demonstrate proficiency in all of the FCF
tasks in table 2-6, page 2-7. There is no minimum flight hour requirement; actual hours will be based
on individual proficiency.
2-4. CONTINUATION TRAINING. The RCM aircraft and simulation device flying -hour
requirements apply only to RCMs whose primary aircraft is the UH-72A helicopter. For RCMs
whose additional/alternate aircraft is the UH-72A helicopter, commanders will establish continuation
training requirements per TC 3-04.11.
a. Semiannual (aircraft) flying-hour requirements. The minimum requirements are as follows:
(1) Rated crewmember.
Note. SPs, IPs, UTs, SIs and FIs may credit those hours they fly while performing assigned duties at
any crew station designated on DA Form 7120-R, during the day and night unaided, toward their
semiannual flying hour requirements.
(a) Flying activity category (FAC) 1-48 hours, from the pilot's or copilot's seat.
(b) FAC 2-30 hours, from the pilot's or copilot's seat.
(c) NVG RL 1-RCMs and Department of the Army Civilians (DACs)−9 hours flown at night in
the aircraft from a crew station with access to the flight controls while using NVG.
Note. The commander will designate NVG flying hour requirements if the UH-72 is flown as an
additional/alternate aircraft. RCM’s NVG requirement must be from a crew station with access to the
flight controls.
(2) Nonrated crewmember.
(a) Twenty-four hours (12 hours USAR and ARNG) in the aircraft while performing crew duties
and complying with AR 600-106 and DOD 7000.14R.
(b) NVG RL 1 NCM-5 hours at night while performing crew duties and wearing NVG.
(3) Flight surgeons (MOs) and Aeromedical Physicians Assistants (APAs).
(a) MOs must be integrated into the ATP. Their flying hour requirements are IAW AR 600-105.
(b) APAs must be integrated into the ATP. Their flying hour requirements are IAW AR 600-106.
b. Annual simulation device flying-hour requirements. The minimum requirements are as
follows:
(1) Annual UH-72A Simulated Flight Training System (SFTS) FAC 1 and FAC 2
requirementsno minimum requirement.
(2) The UH-72A Simulated Flight Training System 2C72A is approved as a UH-72A
compatible device and can be used to log flight time. RCMs may credit up to 12 hours flown in the
SFTS toward their semiannual aircraft flying-hour requirements.
(3) UH-72 aviators may receive flying hour credit toward ATP requirements utilizing a
compatible FAA certified commercial simulator (BK 117 C-2/ EC 145).
(4) RCMS may credit up to 12 hours in a certified simulator.
c. Annual task and iteration requirements. The minimum task and iteration requirements are as
follows:
(1) The CTL in the crewmember's individual aircrew training folder (IATF) specifies the tasks
and modes the crewmember must perform. Task iteration requirements will be in accordance with TC
3-04.11 except as stated below. The commander may require the crewmember to perform additional
iterations based on crewmember proficiency. Task list (rated crewmember) specific tasks based on
crewmember proficiency. The commander should consider increasing task iteration requirements if
the crewmember’s proficiency is in question throughout the ATP year. The crewmember is
responsible for maintaining proficiency in each task on his task list in the modes specified.
(2) The minimum iteration requirement for all performance tasks is one iteration in each mode
or condition of flight listed in table 2-4 and table 2-5 as appropriate, and those tasks from table 2-6
designated by the commander on the crewmember’ s CTL. Additional iterations should be added
based on individual crewmember proficiency.
(3) The minimum iteration requirement for all technical tasks is one. Additional iterations
should be added based on individual crewmember proficiency.
(4) FCPs will perform a minimum of four iterations of functional check flight tasks annually.
d. Hood/weather requirements. All aviators will complete hood or weather requirements as
determined by the commander. This requirement may be completed in the aircraft or simulator.
2-5. TASK LISTS. Table 2-4 through table 2-6 list base and mission tasks.
a. Base tasks. Table 2-4 and table2-5 list the required performance and technical base tasks for
RCMs and NCMs for RL progression. An “X” under the mode of flight for performance tasks
specifies the mode for RL progression and annual task iteration requirements. Technical tasks may be
performed in any mode of flight.
b. Mission tasks. Table 2-6 lists the performance and technical mission tasks for RCMs and
NCMs. The commander will select mission and any additional tasks that support the units METL.
c. FCP tasks. Table 2-7 lists the Functional Test Pilot tasks.
d. Task group.
Note. Unless designated by the commander, aviators will only perform tasks in the modes specified in
tables 2-1 and 2-4 through 2-6. This does not apply to technical task.
(1) Performance tasks. These tasks measure the crewmember’s ability to perform, manipulate
the controls, and respond to tasks that are affected by the conditions and mode of flight. These tasks
are significantly affected by the conditions and mode of flight; therefore, the condition and mode of
flight under which the task must be performed must be specified. The base tasks listed as performance
tasks in table 2-1, table 2-4, and table 2-5 already have the applicable conditions and modes of flight
specified. The mission tasks listed as performance tasks in table 2-6 must have the conditions and
modes or flight specified by the commander based on the unit METL. These specified conditions and
modes of flight will be outlined in writing. Those tasks designated as performance tasks are listed in
bold type in table 2-1 and table 2-4 through table 2-6.
(2) Technical tasks. These tasks measure the crewmembers ability to plan, preflight, brief, run-
up, or operate specific onboard systems, sensors, or avionics in flight or on the ground. These tasks
are not significantly affected by the condition and mode of flight, therefore, may be performed or
evaluated in any condition and/or mode. Tasks designated as technical tasks are listed in lowercase
and plain type in table 2-1 and table 2-4 through table 2-6.
e. Evaluation guidelines.
(1) Evaluations. Minimum APART evaluation tasks are those that are identified with an “S” or
“I” in the Evaluation column of table 2-4 through table 2-6. Annual NVG evaluation tasks are those
tasks identified with an “NG” in the Evaluation column of table 2-4 and table 2-5. Those tasks
identified with an “NG” in the Evaluation column of table 2-6 are annual NVG evaluation tasks if
those tasks are selected by the commander based on the unit METL. Tasks evaluated at night or while
using night vision devices (NVD) will suffice for tasks required in day mode.
(2) Night evaluation tasks must be evaluated in that mode if designated on the CTL by the
commander.
(3) Tasks evaluated while wearing mission-oriented protective posture (MOPP) level 4 at night
or while wearing NVD will suffice for CBRN tasks required in the day mode.
Table 2-4. Rated crewmember base task list
CBRN training is coordinated closely with the local flight surgeon.
Legend
D-Tasks performed during day flight.
I-Tasks performed during instrument flight.
N-Tasks performed during unaided night flight. The tasks selected in this column do not need to
be evaluated during the standardization evaluation. If tasks are evaluated at night, it will suffice
for tasks required in day conditions. NVG-Tasks performed during NVG flight. Tasks evaluated
while using NVG will suffice for tasks required in day conditions.
S, I, or NG in the EVAL column- Mandatory tasks for standardization, instrument, or annual
NVG flight evaluations respectively.
Performance tasks are in upper case and bold.
Technical tasks are in lower case and plain type.
** Task only applies to SPs/IPs/IEs/MEs
***Task only applies to SPs/IPs/IEs/MEs/UTs
Task Task Title D I N NVG EVAL
1000 Particapte in a Crew Mission Briefing X S, I,
NG
1001 Administer Flight Evaluation X S, I,
** NG
1003 Conduct Flight Instruction X S, I,
*** NG
1004 Plan a Visual Flight Rules Flight X X X S
1006 Plan an Instrument Flight Rules Flight X I
1010 Prepare a Performance Planning Card X S, I,
NG
1012 Verify Aircraft Weight and Balance X S
1014 Operate Aviation Life Support Equipment X S
(ALSE)
Legend
1016 Perform Internal Load Operations X
1020 Prepare Aircraft for Mission X S
1022 Perform Preflight Inspection X S, NG
1024 Perform Before-Starting-Engine Through S, I,
X X X X
Before-LeavingHelicopter Check NG
1026 Maintain Airspace Surveillance X X X X S, NG
1028 Perform Hover Power Check X X X X S, I,
NG
1032 Perform Radio Communication Procedures X S, I
1038 Perform Hovering Flight X X X S,NG
1040 Perform Visual Meteorological X X X S, NG
Conditions Takeoff
1044 Navigate by Pilotage and Dead X X X S
Reckoning
1046 Perform Electronically Aided Navigation X S, NG
1048 Perform Fuel Management Procedures X S, I,
NG
1052 Perform Visual Meteorological Condition X X X S, NG
Flight Maneuvers
1058 Perform Visual Meteorological X X X S, NG
Conditions Approach
1062 Perform Slope Operations X X X S, NG
1066 Perform Running Landing X X X S, NG
1070 Respond to Emergencies X X X X S, NG
1072 Respond to Engine Failure at Out-Of- X X S, NG
Ground-Effect Hover
1074 Respond to Engine Failure(S) at Low X or X X X S or I,
Altitude/Low Airspeed/Cruise Flight NG
1078 Perform Stability Augmentation System X X X S, NG
(SAS) Off Flight
1082 Perform Autorotation X X X S, NG
1094 Operate the Automatic Flight Control System S, I,
X
(AFCS)/Autopilot NG
1102 Perform Manual Throttle X X X S, NG
Operation/Emergency Mode
1155 Negotiate Wire Obstacles X X X S, NG
1162 Perform Emergency Egress X S
1166 Perform Instrument Maneuvers X I
1170 Perform Instrument Takeoff X I
1174 Perform Holding Procedures X I
1176 Perform Nonprecision Approach X I
Legend
1178 Perform Precision Approach X I
1182 Perform Unusual Attitude Recovery X X X S or I,
NG
1184 Respond to Inadvertent Instrument
X X X S, NG
Meteorological Conditions (IIMC)
1190 Perform Hand and Arm Signals X S
1194 Perform Refueling Procedures X
1253 Operate Aircraft Display Systems X S, NG
1262 Participate in a Crew-Level After-Action X S, NG
Review
1321 Perform Anti-Torque Malfunction (Tail X X S, NG
Rotor Drive Failure/Fixed Pitch
Setting)
Table 2-5. Nonrated crewmember base task list

Legend
for tasks required in day conditions.
NVG-Tasks performed during NVG flight. Tasks evaluated while using NVG will suffice for
tasks required in day conditions.
S or NG in the EVAL column- Mandatory tasks for standardization, instrument, or annual NVG
flight evaluations respectively, if selected by the commander on the CTL.
Task Task Title D N NVG EVAL
1000 Participate in a Crew Mission Briefing X S, NG
1014 Operate Aviation Life Support Equipment X S
1016 Perform Internal Load Operations X S, NG
1020 Prepare Aircraft for Mission X S, NG
1022 Perform Preflight Inspection X S, NG
1024 Perform Before-Starting-Engine Through
X X X S, NG
Before-LeavingHelicopter Check
1026 Maintain Airspace Surveillance X X X S, NG
1032 Perform Radio Communication Procedures X S, NG
Table 2-5. Nonrated crewmember base task list
Legend
1038 Perform Hovering Flight X X X S, NG
1040 Perform Visual Meteorological Conditions X X X S, NG
Takeoff
1048 Perform Fuel Management Procedures X S, NG
1052 Perform Visual Meteorological Condition X X X S, NG
Flight Maneuvers
1058 Perform Visual Meteorological Conditions X X X S, NG
Approach
1062 Perform Slope Operations X X X S, NG
1066 Perform Running Landing X X X S, NG
1070 Respond to Emergencies X X X S, NG
1155 Negotiate Wire Obstacles X X X S, NG
1162 Perform Emergency Egress X S, NG
1190 Perform Hand and Arm Signals X S
1194 Perform Refueling Operations X
1262 Participate in a Crew-Level After-Action X S
Review
Table 2-6. Crewmember (rated/nonrated) mission task list

Legend
N-Tasks performed during unaided night flight. The tasks selected in this column do not need
to be evaluated during the standardization evaluation. If tasks are evaluated at night, it will
suffice for tasks required in day conditions.
S or NG in the EVAL column- Mandatory tasks for standardization, instrument, or annual
NVG flight evaluations respectively if selected by the commander on the CTL.
2010 Perform Multi-Aircraft Operations
2012 Perform Tactical Flight Mission Planning
2022 Transmit Tactical/Mission Reports
2024 Perform Terrain Flight Navigation
2026 Perform Terrain Flight
2036 Perform Terrain Flight Deceleration
2042 Perform Actions On Contact
2048 Perform Sling Load Operations
Develop an Emvergency Global
2050 Positioning System (GPS) Recovery
Procedure
Table 2-6. Crewmember (rated/nonrated) mission task list
Legend
flight evaluations respectively if selected by the commander on the CTL.
2051 Perform Emergency GPS Approach
2052 Perform Water Bucket Operations
2060 Perform Rescue Hoist Operations
2061 Operate Thermal Imaging System (TIS)
2064 Perform Paradrop Operations
Select Landing Zone/Pickup
2067
Zone/Holding Area Reconnaissance
2081* Operate Night Vision Goggles (NVG) X NG
Perform Landing Area
2090 Reconnaissance For Maximum Gross
Weight
2120 Perform Patient Evacuation and Treatment
2122 Operate Mission Medical Interior Cabin
Systems
2125 Perform Pinnacle/Ridgeline
Operations
2176 Perform Aerial Observation
2502 Perform Aerial Reconnaissance
Operations
2504 Perform Aerial Security Operations
2530 Conduct Vehicle/Vessel Observation
Table 2-7. Functional Check Flight task list

Legend
4000 Perform Prior-to-Functional Check Flight X S
Checks
4081 Perform Before-Starting Engine Checks X S
4087 Perform Overspeed Protection System X
Checks
4088 Perform Starting Engine Checks X S
4091 Perform Ground Run-up and Functional X S
Checks
4093 Perform Engine Power/Engine Split X
Checks
4126 Perform Mast Moment and Stick Position X
Check
4146 Perform Pedal Breakout Forces Check X
4154 Perform Collective Control Lever Check X S
4162 Perform Control Response Checks X S
4180 Perform VARTOMS HIGE Verification X
Checks
4227 Perform VARTOMS In-Flight Verification X S
Checks
4229 Perform Torque Matching/VARTOMS X
Monitoring Checks
4231 Perform Bleed Valve Operating Point X S
Check
4233 Perform Max N1 Check X S
4236 Perform Autorotational RPM Check X S
4262 Perform Communication and Navigation X S
Equipment Checks
2-6. CURRENCY REQUIREMENTS.
a. Aircraft currency. Aircraft currency will be per AR 95-1 and this paragraph. A crewmember
whose currency has lapsed must complete a proficiency flight evaluation given in the aircraft by an IP,
SP, FI, or SI as appropriate. The commander will designate the tasks for this evaluation.
b. NVG currency.
(1) To be considered NVG current, a crewmember must take part every 60 consecutive days in
at least a 1-hour flight in the aircraft, while wearing NVG. A RCM must be at a crew station with
access to the flight controls.
(2) A crewmember whose currency has lapsed must complete, as a minimum, a 1 -hour NVG
proficiency evaluation given at night in the aircraft by an NVG IP, SP, FI, or SI as appropriate. To
reestablish currency, an NVG IP may evaluate an NVG IP or SP and an NVG FI may evaluate an NVG
FI or SI.
(3) The minimum base and mission tasks to be evaluated are listed in Tables 2-4 thru 2-6 and
identified by an “NG” in the evaluation column. Mission tasks identified by an “NG” in the
evaluation column will be evaluated if those tasks are selected by the commander.
2-7. CHEMICAL, BIOLOGICAL, RADIOLOGICAL AND NUCLEAR TRAINING
REQUIREMENT.
The commander evaluates the unit mission and determines if chemical, biological, radiological and
nuclear (CBRN) training is required. If the unit requires CBRN training, the commander will train all
FAC 1 and selected FAC 2 aviators. Crewmembers must wear full MOPP gear (MOPP level 4)
during CBRN training.
a. Crewmembers will receive CBRN training in the base tasks listed below; performing at
least one iteration annually, if designated with CBRN requirements. The commander selects
mission/additional tasks based on the unit's mission.
(1) Task 1022, Perform Preflight Inspection.
(2) Task 1024, Perform Before-Starting-Engine Through Before-Leaving-Helicopter Check.
(3) Task 1026, Perform Airspace Surveillance.
(4) Task 1038, Perform Hovering Flight.
(5) Task 1040, Perform Visual Meteorological Conditions Takeoff.
(6) Task 1058, Perform Visual Meteorological Conditions Approach.
b. While conducting CBRN training, the commander will ensure that—
(1) Aircrews use extra care when performing flight duties or training in aircraft cockpits when
the wet bulb globe temperature is above 75 degrees Fahrenheit.
(2) CBRN training is coordinated closely with the local flight surgeon.
Chapter 3 Evaluation
This chapter describes evaluation principles and grading considerations. It also
contains guidelines for conducting academic and hands-on performance testing.
Evaluations are a primary means of assessing flight standardization and crewmember
proficiency, and will be conducted in accordance with AR 95-1, TC 3-04.11, and this
ATM.
3-1. EVALUATION PRINCIPLES. The value of any evaluation depends on adherence to
fundamental evaluation principles. These principles are described below.
a. Selection of evaluators. Evaluators must be selected not only for their technical
qualifications but also for their demonstrated performance, objectivity, and ability to observe and to
provide constructive comments. These evaluators are the SPs, IPs, IEs, SIs, and FIs who assist the
commander in administering the ATP.
b. Method of evaluation. The method used to conduct the evaluation must be based on uniform
and standard objectives. In addition, it must be consistent with the unit's mission and must strictly
adhere to the appropriate standing operating procedures (SOPs) and regulations. The evaluator must
ensure a complete evaluation is given in all areas and refrain from making a personal “area of
expertise” a dominant topic during the evaluation.
c. Participant understanding. All participants must completely understand the purpose of the
evaluation.
d. Participant cooperation. All participants must cooperate to guarantee the accomplishment of
the evaluation objectives. The emphasis is on all participants, not just on the examinee.
e. Identification of training needs. The evaluation must produce specific findings to identify
training needs. Any crewmember affected by the evaluation needs to know what is being performed
correctly and incorrectly and how improvements can be made.
f. Purpose of evaluation. The evaluation determines the examinee's ability to perform essential
tasks to prescribed standards. Flight evaluations will also determine the examinee’s ability to
exercise crew coordination in completing the tasks.
g. Crew coordination. The guidelines for evaluating crew coordination are based on a
subjective analysis of how effectively a crew performs together to accomplish a series of tasks. The
evaluator must determine how effectively the examinee employs aircrew coordination as outlined in
chapter 6 of this ATM.
h. Evaluator role as crewmember. In all phases of evaluation, the evaluator is expected to
perform as an effective crewmember. However, at some point for evaluation purposes, the evaluator
may choose not to perform as an effective crewmember. In such cases, a realistic, meaningful, and
planned method should be developed to effectively pass this task back to the examinee. In all other
situations, the evaluator must perform as outlined in the task description or as directed by the
examinee. The examinee must know they are being supported by a fully functioning crewmember.
Note. When evaluating a PC, UT, IP, SP, SI, FI or IE, the evaluator must advise the examinee that,
during role-reversal, the evaluator may deliberately perform some tasks or crew coordination outside
the standards to check the examinee's diagnostic and corrective action skills.
3-2. GRADING CONSIDERATIONS.
a. Academic evaluation. The examinee must demonstrate a working knowledge and
understanding of the appropriate subject areas in paragraph 3-4b.
b. Flight evaluation.
(1) Academic. Some tasks may be identified as those requiring academic evaluation in the
training and evaluation requirements section of a task. The examinee must demonstrate a working
knowledge of the identified task. Evaluators may use computer-based instruction, mock-ups, or other
approved devices to include the aircraft or simulator, to determine the examinee’s knowledge of the
task.
(2) Aircraft or SFTS. Tasks require evaluation in the aircraft or UH-72A SFTS. Task standards
are based on an ideal situation. Grading is based on meeting the minimum standards. The evaluator
must consider deviations (high wind, turbulence, or poor visibility) from the ideal during the
evaluation. If other than ideal conditions exist, the evaluator must make appropriate adjustments to the
standards.
3-3. CREWMEMBER EVALUATION. Evaluations are conducted to determine the crewmember’s
ability to perform the tasks on the CTL and check understanding of required academic subjects listed
in the ATM. The evaluator will determine the amount of time devoted to each phase. When the
examinee is an evaluator/trainer or unit trainer, the recommended procedure is for the evaluator to
reverse roles with the examinee. When the evaluator uses role-reversal, the examinee must
understand how the technique will be conducted and when it will be in effect.
Note. Initial validation of a crewmember’s qualifications upon return from an additional skill
identifier producing course of flight instruction/school (such as the UH-72A IP, IE, or FI course) will
be conducted in the aircraft and at each new duty station.
a. Recommended performance and evaluation criteria.
(1) Pilot (PI). The PI must demonstrate a working knowledge of the appropriate subjects in
paragraph 3-4b. In addition, the PI must be familiar with their individual aircrew training folder
(IATF) and understand the requirements of the CTL.
(2) PC/FCP. The PC/FCP must meet the requirements in a paragraph 3-3a(1). In addition,
PC/FCP must demonstrate sound judgment and maturity in the management of the mission, crew, and
assets.
(3) UT. The UT must meet the requirements in paragraph 3-3a(2). In addition, the UT must be
able to instruct in the appropriate tasks and subjects, recognize errors in performance or
understanding, make recommendations for improvement, train to standards, and document training.
(4) IP or IE. The IP or IE must meet the requirements in a paragraph 3-3a(2). In addition, IP/IE
must be able to objectively train, evaluate, and document performance of the nonrated crewmembers
(NCMs), SI, , FCP, FI, PI, PC, UT and IE, using role -reversal for IP, IE, UT, PC, SI, and FI, as
appropriate. This individual must possess a thorough knowledge of the fundamentals of instruction
and evaluation, be able to develop and implement an individual training plan, and possess a thorough
understanding of the requirements and administration of the ATP.
(5) SP. The SP must meet the requirements in paragraph 3 -3a(2) and (4). The SP must be able
to instruct and evaluate FCP, IPs, SPs, UTs, PCs, SIs, and FIs as appropriate, using role-reversal. The
SP must also be able to develop and implement a unit-training plan and administer the commander's
ATP.
(6) Crew Chief (CE)/Flight Surgeon or Medical Personnel (medical officer [MO])/ nonrated
aircraft maintenance personnel (observer [OR]). The CE/MO/OR must perform selected tasks to
ATM standards, applying aircrew coordination principles. The CE/MO/OR must also demonstrate a
basic understanding of the appropriate academic subjects listed in paragraph 3-4b. In addition they
must be familiar with their IATF and understand the requirements of the CTL.
(7) FI. The FI must meet the requirements in paragraph 3-3a(6). In addition, the FI must be able
to objectively train, evaluate and document performance of the FI, CE, MO, and OR as appropriate.
The FI must be able to develop and implement an individual training plan, and have a thorough
understanding of the requirements and administration of the ATP.
(8) SI. The SI must meet the requirements in paragraph 3-3a(7). In addition, the SI must be able
to train and evaluate SIs, FIs, CEs, MOs, and ORs, using role -reversal as appropriate. The SI must
also be able to develop and implement a unit-training plan and administer the commander’s aircrew
training program (ATP).
Note. SP/IP/IE/UT/SI/FI will be evaluated on their ability to apply the learning and teaching process
outlined in paragraph 3-4b(11) and the Instructor Pilot Handbook.
b. Academic evaluation criteria.
(1) Proficiency flight evaluations. The commander or his representative will select applicable
topics to be evaluated from paragraph 3-4b that apply.
(2) Annual proficiency and readiness test (APART) standardization evaluation. The SP/IP/SI/FI
will evaluate a minimum of two topics from each applicable subject area in paragraphs 3-4b that
apply.
(3) APART instrument evaluation. The IE will evaluate a minimum of two topics from the
subject areas in paragraphs 3-4b(1) through (5) relative to IFR flight and flight planning. If the
evaluated crewmember is an SP/IP/IE, the IE will evaluate the SP/IP/IE’s ability to instruct
instrument related tasks.
(4) NVG annual evaluations. The NVG SP/IP/SI/FI will evaluate a minimum of two topics from
each applicable subject area in paragraphs 3-4b.
(5) Other ATP evaluations. The SP/IP/SI/FI will evaluate a minimum of two topics from each
subject area in paragraphs 3-4b that apply.
3-4. EVALUATION SEQUENCE. The evaluation sequence consists of four phases—Introduction,
Academic Evaluation Topics, Flight Evaluation, and Debriefing. The evaluator will determine the
amount of time devoted to each phase.
a. Phase 1-Introduction. In this phase, the evaluator—
(1) Reviews the examinee's individual flight record folder (IFRF) and IATF records to verify
that the examinee meets all prerequisites for designation and has a current DA Form 4186 (Medical
Recommendation for Flying Duty).
(2) Confirms the purpose of the evaluation, explains the evaluation procedure, and discusses the
evaluation standards and criteria to be used.
Note. If the evaluation is for an evaluator, the individual conducting the evaluation must explain that
the examinee’s ability to apply the learning and teaching process outlined in the instructor pilot
handbook will be evaluated.
Note. For unit trainers (UTs), the evaluation will include special emphasis on the examinee’s
performance in those areas in which UT duties are performed. The evaluation should ensure that the
examinee can safely and effectively perform UT duties.
b. Phase 2-Academic evaluation topics. The tasks identified with an asterisk (*) apply to
RCMs only.
(1) Regulations and publications (AR 95-1, AR 95-2, DA PAM 738-751, DOD FLIP, TC 3-
04.11, rotorcraft flight manual, and local regulations and unit SOPs). Topics in this subject area are
— ● ATP requirements.
● Crew coordination.
● Airspace regulations and usage.*
● Flight plan preparation and filing.*
● Performance planning.*
● Inadvertent instrument meteorological conditions (IIMC) procedures.* ● Forms,
records, and publications required in the aircraft.
● Unit SOP and local requirements.
● DOD flight information publications and maps.*
● Visual flight rules (VFR)/instrument flight rules (IFR) minimums and procedures.* ●
Weight and balance requirements.
● Aviation life support equipment (ALSE).
(2) Aircraft systems, avionics, and mission equipment description and operation. Topics of the
subject are—
● Helicopter description.
● Emergency equipment.
● Engines and related systems.
● Fuel system.
● Flight control system.
● Hydraulic system.
● Power train system.
● Rotor systems and characteristics.
● Variable rotor speed and torque matching system (VARTOMS).
● Heating and ventilation.
● Electrical power supply and distribution systems.
● Lighting.
● Flight display systems.
● Servicing, parking, and mooring.
● Avionics.
● Mission equipment.
● Mission avionics.
● Cargo handling.
(3) Operating limitations and restrictions. Topics in this subject area are—
● General. *
● System limits. ● Power limitations.* ● Loading limits.
● Airspeed limits.
● Maneuvering limits.
● Environmental restrictions.
● CG limits.
● Notes, cautions, and warnings.*
● Airworthiness release (AWR) and/or supplemental type certificate (STC) limitations. (4)
Aircraft emergency procedures and malfunction analysis. Topics in this subject area are— ●
Emergency terms and their definitions.
● Emergency exits and equipment.
● Minimum rate of descent.*
● Maximum glide distance.*
● Engine malfunctions.*
● Transmission malfunctions.*
● Tail rotor malfunctions.*
● Drive system malfunctions.*
● Fire.*
● Hydraulic system malfunctions.*
● Flight control malfunctions.*
● Rotor system malfunctions.*
● Fuel system malfunctions.*
● Electrical system malfunctions.*
● Landing and ditching procedures.*
● Caution indications.*
● Autorotational glide characteristics.*
● Height velocity diagram.*
● Mission equipment malfunctions.
● Caution and warning emergency procedures.*
(5) Aeromedical factors (AR 40-8 and TC 3-04.93). Topics in this subject area are— ●
Flight restrictions due to exogenous factors.
● Stress and fatigue.
● Spatial disorientation. ● Translating Tendency ● Hypoxia.
● Middle ear discomfort.
● Principles and problems of vision.
● Altitude Physiology.
(6) Aerodynamics (FM 3-04.203). Topics in this subject area are—
● Relative wind.*
● Airflow during a hover.* ● Total aerodynamic force.* ● Dynamic rollover.
● Dissymmetry of lift.*
● Retreating blade stall.*
● Effective translational lift.*
● Settling with power.*
● Transverse flow.*
● Autorotation.*
(7) Night mission operations (TC 3-04.93). Topics in this subject area are— ●
Unaided night flight.
● Visual illusions.
● Distance estimation and depth perception.
● Dark adaptation, night vision protection, and central night blind spot.
● Night vision limitations and techniques.
● Types of vision.
● Use of internal and external lights.
● Night terrain interpretation, map preparation, and navigation.
(8) Tactical and mission operations (FM 2-0, FM 3-04.126, FM 3-04.113, TM 4-48.09, TM 4-
48.10, FM 3-52, ATTP 3-18.12, TC 3-04.11, and unit SOP). Topics in this subject area are— ●
Downed aircraft procedures.
● Communication security (COMSEC).
● Mission equipment.
● Tactical reports.
● High-intensity radio transmission area (HIRTA).
● External load operations.
● Multi-aircraft operations. ● Terrain flight planning and safety.* ● Actions on
contact.
● Internal load operations.
● Chemical, biological, radiological, nuclear (CBRN) operations.
(9) NVG operations (TC 3-04.93, and unit SOP). Topics in this subject area are— ●
NVG effects on distance estimation and depth perception.
● Hemispherical illumination.
● NVG ground and air safety.
● Use of internal and external lights.
● NVG terrain flight operations, to include lighting.
● NVG terrain interpretation, map preparation, and navigation.
(10) FCF topics. Topics in this subject area are for FCPs only.
● Functional check flight (FCF) requirements.*
● Ground power check.*
● Central panel display system (CPDS) checks.*
● Functional check weather requirements.*
● Maintenance forms and records.*
(11) Evaluator/trainer topics (Instructor Pilot Handbook). Topics in thissubject area are — ●
Learning process.
● Effective communication.
● Teaching methods.
● Types of evaluations.
● Planning instructional activity.
● Flight instructor characteristics and responsibilities.
● Human behavior.
● Teaching process.
● The instructor as a critic.
● Instructional Aids.
● Techniques of flight instruction.
c. Phase 3-Flight evaluation. This phase consists of a crew briefing, a preflight inspection;
engine-start, run-up, hover procedures; flight tasks; engine shutdown and after-landing tasks.
(1) Crew briefing. The evaluator will explain the flight evaluation procedure and brief the
examinee in the tasks to be evaluated. When evaluating an evaluator/trainer, the evaluator must advise
the examinee that, during role-reversal, they may deliberately perform some tasks outside standards to
check the examinee's diagnostic and corrective action skills. The evaluator will conduct or have the
examinee conduct a crew briefing in accordance with task 1000.
(2) Preflight inspection, engine-start, and run-up procedures. The evaluator will evaluate the
examinee's use of appropriate Rotor Craft Flight Manual (RFM)Checklist (CL) and the Master
Servicing Manual (MSM).
The evaluator will have the examinee identify and discuss the function of at least two aircraft
systems.
(3) Flight tasks. As a minimum, the evaluator will evaluate those tasks listed on the CTL as
mandatory for the designated crew station(s) for the type of evaluation they are conducting and those
mission or additional tasks selected by the commander. The evaluator, in addition to the commander
selected tasks, may randomly select any tasks for evaluation listed on the mission or additional task
list. An SP, IP, IE, UT, SI and FI must demonstrate an ability to instruct and/or evaluate appropriate
flight tasks. When used as part of the proficiency flight evaluation, the evaluation may include an
orientation of the local area, checkpoints, weather, and other pertinent information. All functional
check flight (FCF) tasks are mandatory for evaluations of aviators designated as FCPs performing
FCF tasks.
Note. During the conduct of any instrument flight evaluation, the aviator’s vision will be restricted to
the aircraft instruments. If the aircraft is not under actual IMC conditions then the vision will be
restricted by wearing a vision limiting device and the appropriate flight symbol will be logged on DA
Form 2408-12 (Army Aviator's Flight Record).
(4) Engine shutdown and after-landing tasks. The evaluator will evaluate the examinee's use of
the appropriate CLs.
d. Phase 4-Debriefing. During this phase, the evaluator will—
(1) Tell the examinee whether they passed or failed the evaluation and discuss any tasks not
performed to standards.
(2) Discuss the examinee's strengths and weaknesses.
(3) Offer recommendations for improvement.
(4) Complete the applicable forms and ensure that the examinee reviews and initials the
appropriate forms per instructions in TC 3-04.11.
Note. Inform the examinee of any restrictions, limitations, or revocations the evaluator will
recommend to the commander following an unsatisfactory evaluation.
3-5. PROFICIENCY FLIGHT EVALUATION. This evaluation is conducted per AR 95-1.
After the evaluation, the IP, SP, IE, FI, or SI will debrief the examinee and complete the applicable
forms per instructions in TC 3-04.11.
3-6. ANNUAL NIGHT VISION GOGGLES (NVG) FLIGHT EVALUATION. This
evaluation is conducted per TC 3-04.11, this manual, and the commander's task list. The evaluation
will include all tasks indicated by an NG in the “Eval” column of tables 2-4 through 2-6 and any
other tasks required on the crewmember's CTL. After the evaluation, the evaluator will debrief the
examinee and complete the applicable forms per instructions in TC 3-04.11.
3-7. POST ACCIDENT FLIGHT EVALUATION. This evaluation is required by AR 95-1.
After the
evaluation, the evaluator will debrief the examinee and complete the applicable forms per
instructions in TC 304.11.
3-8. MEDICAL FLIGHT EVALUATION. This evaluation is conducted per AR 95-1. The IP or
SP, on the recommendation of the flight surgeon, will require the examinee to perform a series of
tasks most affected by the examinee's disability. The evaluation should measure the examinee's
potential to perform ATM tasks despite a disability. It should not be based on current proficiency.
a. After the examinee has completed the medical flight evaluation, the evaluator will prepare a
memorandum. The memorandum will include—
(l) A description of the environmental conditions under which the evaluation was conducted
(for example, day, night, or overcast).
(2) A list of tasks performed during the evaluation.
(3) A general statement of the individual's ability to perform with the disability and the
conditions under which the individual can perform.
b. The unit commander will then forward the results of the medical flight evaluation to the
local flight surgeon for processing.
3-9. NO-NOTICE EVALUATION. This evaluation is conducted per TC 3-04.11. After the
evaluation, the evaluator will debrief the examinee and complete the applicable forms per
instructions in TC 3-04.11.
3-10. COMMANDER'S EVALUATION. This evaluation is conducted per TC 3-04.11. After the
evaluation, the evaluator will debrief the examinee and complete the applicable forms per the
instructions in TC 3-04.11.
Chapter 4 Crewmember Tasks
This chapter implements portions of STANAG 3114/Air Standard 60/16.
This chapter describes the tasks essential for maintaining crewmember skills. It
defines the task title, number, conditions, and standards by which performance is
measured. A description of crew actions, along with training and evaluation
requirements, is also provided. It does not contain all the maneuvers that can be
performed in the aircraft.
4-1. TASK CONTENTS.
a. Task number. Each ATM task is identified by a 10-digit systems approach to training (SAT)
number. The first three digits of each task in this ATM are 011 (U.S. Army Aviation School); the
second three digits are 272 (UH-72 utility helicopter). For convenience, only the last four digits are
listed in this training circular (TC). The last four digits are as follows:
● Individual/base tasks 1000-series numbers.
● Crew/mission tasks 2000-series numbers.
● Functional Check Flight tasks 4000-series numbers.
Note. Additional tasks designated by the commander as mission essential are not included in this
ATM. The commander will develop conditions, standards, and descriptions for those additional
tasks. When developing 3000 series tasks, the commander may only expand, but not substitute or
change the standards for 2000 series tasks published in this manual.
b. Task title. The task title identifies a clearly defined and measurable performance required of
the soldier on the job. Titles may be the same in several ATMs, but tasks elements (i.e. conditions,
standards, description, and evaluation) may be written differently for the specific airframe.
c. Conditions. The conditions statement describes the field (on the job) conditions under which
the task will be performed. Conditions include common conditions listed below and may include
task-specific conditions. Reference will be made to a particular helicopter within a design series
when necessary. References to the UH-72A simulated flight training system (SFTS) in the conditions
do not apply to nonrated crewmembers. All conditions must be met before task iterations can be
credited.
(1) Common conditions are—
(a) In a mission aircraft with mission equipment and crew, items required by AR 95-1, AR 95-
2, FARs, DOD FLIP, the commander’s ATP, BK 117 C-2 Approved Rotorcraft Flight Manual, BK 117
C-2 Approved Rotorcraft Flight Manual Supplements, and local and unit SOPs.
(b) Under VMC or IMC.
(c) Day, night, and NVD employment.
(d) In any terrain or climate.
(e) CBRN, including MOPP equipment employment.
(f) Electromagnetic environmental effects (E3).
(2) Common training/evaluation conditions are—
(a) When an UT, IP, SP, or IE is required for the training of the task, then that individual will be
at one set of the flight controls during training and evaluations. References to the IP in the task
conditions include SP. References to FI in the task conditions include SI. Evaluators/trainers who are
evaluating/training NCMs must be at a station without access to the flight controls except when
evaluating crew coordination, conducting a local area orientation flight, or conducting a no-notice
evaluation. An SP/IP conducting FCP training/evaluations must be a qualified FCP.
4 November 2013
(b) The following tasks require an IP, SP or IE, as appropriate, for training/evaluation in the
aircraft:
• Task 1070, Respond to Emergencies.
• Task 1072, Perform Simulated Engine Failure at Out-Of-Ground Effect (OGE) Hover.
• Task 1074, Perform Simulated Engine Failure at Low Altitude/Low Airspeed/Cruise Flight.
• Task 1082, Perform Autorotation.
• Task 1102, Perform Manual Throttle Operation/Simulated Governor Failure.
• Task 1182, Perform Unusual Attitude Recovery.
• Task 1321, Perform Anti-Torque Malfunction.
(c) Unless otherwise specified in the conditions, all in-flight training/evaluations will be
conducted under VMC. Simulated IMC denotes flight solely by reference to flight instruments while
wearing a visionlimiting device which will be utilized when logging Hood on the DA Form 2408-12.
Unless specified in the task considerations, a task may be performed in any mode of flight without
modifying the standards or descriptions. When personal equipment (NVG, CBRN/MOPP, and so
forth) or mission equipment (water bucket, rescue hoist, and so forth) is required to perform the task,
the availability of that equipment becomes part of the conditions.
(d) Base tasks requiring specialized equipment do not apply to aircraft that do not have the
equipment.
(e) The aircrew will not attempt the tasks listed below when performance planning and/or the
hover power check indicate OGE power is not available.
• Task 2036, Perform Terrain Flight Deceleration.
• Task 2048, Perform Sling Load Operations.
• Task 2052, Perform Water Bucket Operations.
• Task 2060, Perform Rescue Hoist Operations.
Note. Additional maneuvers, other than those listed above, may put the aircraft in a profile that may
require hover OGE power.
d. Standards. The standards describe the minimum degree of proficiency to which the task must
be accomplished. The terms, “without error,” “properly,” and “correctly” apply to all standards. The
standards are based on ideal conditions. Crew actions (specified in the description) include
satisfactorily performing crew coordination. Many standards are common to several tasks; unless
otherwise specified in the individual task, the common standards below apply.
(1) All tasks.
(a) Do not exceed aircraft limitations.
(b) Perform crew coordination actions IAW chapter 6.
(2) Hover.
(a) Maintain heading ±10 degrees.
(b) Maintain altitude, 3±1 foot or as appropriate. *
(c) Do not allow drift to exceed 2 feet (10 feet for OGE hover).* (d) Maintain ground track
within 2 feet.
(e) Maintain a constant rate of movement appropriate for existing conditions.
(f) Maintain a constant rate of turn not to exceed 90 degrees in 4 seconds.
Note. *These standards require the NCM(s) to announce drift and altitude before exceeding the
standard.
(3) In-flight.
(a) Maintain heading ±10 degrees.
(b) Maintain altitude ±100 feet.
(c) Maintain airspeed ±10 knots indicated airspeed (KIAS).
(d) Maintain ground track with minimum drift.
(e) Maintain rate of climb or descent ±100 feet per minute (FPM).
(f) Maintain selected bank angle ±10 degrees.
(g) Maintain the aircraft in trim ±½ ball width.
(4) All tasks with the engine operating (RCMs and NCMs).
(a) Maintain airspace surveillance (Task 1026).
(b) Apply appropriate environmental considerations.
e. Description. The description explains the preferred method for doing the task to meet the
standards. This manual is incapable of addressing all situations, therefore alternate procedures may
be required. Tasks may be accomplished using other methods, as long as the task is done safely, and
the standards are met. The description applies in all modes of flight during day, night, IMC, NVG, or
CBRN operations. When specific crew actions are required, the task will be broken down into crew
actions and procedures as follows:
(1) Crew actions. These define the portions of a task preformed by each crewmember to ensure safe,
efficient, and effective task execution. The designations P* (pilot on the controls), and P (pilot not on
the controls) do not refer to PC (pilot in command) duties. When required, PC responsibilities are
specified. For all tasks, the following responsibilities apply.
(a) All crewmembers. Perform crew coordination actions and announce malfunctions or
emergency conditions. Monitor ENG and systems operations, and avionics
(navigation/communication) as necessary. During VMC, focus attention primarily outside the aircraft,
maintain airspace surveillance, and clear the aircraft. Provide timely warning of traffic and obstacles
by announcing the type of hazard, direction, distance, and altitude (relative to the aircraft).
Crewmembers also announce when attention is focused inside the aircraft, except for momentary
scans, and announce when attention is focused back outside.
(b) PC. The PC is responsible for the conduct of the mission, operating and securing the
helicopter, and ensuring the helicopter has been serviced. The PC will ensure that a crew briefing is
done and that the mission is performed IAW the mission briefing, air traffic control (ATC)
instructions, regulations and SOP requirements.
(c) PI/CE/MO/OR. Their responsibility is completing tasks as assigned by the PC.
(d) P*. The P* is responsible for aircraft control, obstacle avoidance, and the proper execution
of emergency procedures. The P* will announce any deviation, and the reason, from instructions
issued. The P* will announce changes in altitude, attitude, airspeed, or direction.
(e) P. The P is responsible for navigation, in-flight computations, and assisting the P* as
requested, and the proper execution of emergency procedures. When duties permit, assist the P* with
obstacle clearance.
(f) CE/MO/OR. The CE, MO, and OR are responsible for maintaining airspace surveillance,
traffic, obstacle avoidance, safety, security of passengers, and equipment. Provide assistance to the
P* and P as required. They are also responsible for maintaining the aircraft or mission equipment
according to their MOS.
(g) Trainer/evaluator. When acting as PI during training and evaluations, the trainer/evaluator
will act as a functioning crewmember and perform as required, unless training or evaluating
crewmember response to an ineffective crewmember. In the aircraft, they will ensure safe landing
areas are available for engine failure training and that aircraft limits are not exceeded.
(2) Procedures. This section explains the portions of a task that an individual or
crew accomplishes.
f. Considerations. This section defines consideration for task accomplishment under various
flight modes (for example, night, NVG, environmental conditions, snow/sand/dust and
mountain/pinnacle/ridgeline operations). Crewmembers must consider additional aspects of a task
when performing it in different environmental conditions. The inclusion of environmental
considerations in a task does not relieve the commander of the requirement for developing an
environmental training program per TC 3-04.11. Specific requirements for different aircraft or
mission equipment may also be addressed as a consideration. Training considerations establish
specific actions and standards used in the training environment. The following are common
considerations for all tasks:
(1) Night and NVD. Wires and other hazards are much more difficult to detect at night and must
be accurately marked and plotted on maps. Use proper scanning techniques to detect traffic and
obstacles and to avoid spatial disorientation. The P should make all internal checks (for example,
computations and frequency changes). Visual barriers (areas so dimly viewable that the existence of
barriers or obstacles is uncertain) will be treated as physical obstacles. Altitude and ground speed
are difficult to detect, and use of artificial illumination may sometimes be necessary. Surrounding
terrain or vegetation may decrease contrast and cause degraded depth perception during approaches.
Determine the need for artificial lighting prior to descending below barriers. Adjust search/landing
light for best illumination angle without causing excessive reflection into the cockpit. Entering IMC
with artificial illumination may induce spatial disorientation. Cockpit controls will be more difficult
to locate and identify. Take special precautions to identify and confirm the correct switches and
levers.
(2) Night unaided. Use of the white light or weapons flash will impair night vision. The P*
should not view white lights, weapons flash, or impact directly. Allow time for dark adaptation or, if
necessary, adjust altitude and airspeed until adapted. Exercise added caution if performing flight tasks
before reaching full dark adaptation. Dimly visible objects may be more easily detected using
peripheral vision, but may tend to disappear when viewed directly. Use off-center-viewing
techniques to locate and orient on objects.
(3) NVD. Use of NVDs degrades distance estimation and depth perception. Aircraft in flight
may appear closer than they actually are, due to the amplification of navigation lights and the lack of
background objects to assist in distance estimation and depth perception. Weapons flash may
temporarily impair or shut down NVG.
Note. During flight into low contrast environments especially during periods of low illumination (for
example overwater, desert, jungle, mountainous terrain) consideration should be given to using the
available aircraft auto pilot functions to avoid inadvertent pilot control inputs and loss of situational
awareness which can lead to spatial disorientation.
Note. During night operations, consideration should be given to the position of the emergency/exit
(EM/EX) LIGHT switch. With the switch in the ARM position, sudden interior light illumination may
produce disorientation when cargo doors are opened. Proper use of crew coordination techniques
should be utilized. With the instrument lighting switch in the NVG position automatic activation of the
EM/EX lights in conjunction with opening doors is disabled.
g. Training and evaluation requirements. Training and evaluation requirements define whether
the task will be trained/evaluated in the aircraft, simulator, or academic environment. Listing
aircraft/simulator under the evaluation requirements does not preclude the evaluator from evaluating
elements of the task academically to determine depth of understanding or planning processes. Some
task procedures allow multiple ways to achieve the standards. Chapter 2 (tables 2-4 through 2-6) lists
the modes and conditions of flight in which the task must be evaluated. The commander may also
select mission and additional tasks for evaluations.
h. References. The references listed are sources of information relating to that particular task.
Certain references apply to many tasks. In addition to the references listed with each task, the
following common references apply as indicated:
(1) All flight tasks (tasks with engines operating).
(a) AR 95-1.
(b) FM 3-04.203.
(c) FM 1-230.
(d) BK 117 C-2 approved RFM/CLs. Master Service Manual.
(e) DOD FLIP.
(f) FAR/host country regulations.
(g) Unit/local SOPs.
(h) Aircraft logbook.
(i) TC 3-04.93.
(j) AWR.
(2) All instrument tasks.
(a) AR 95-1.
(b) FM 3-04.240.
(c) FAA Instrument Flying Handbook (FAA-H-8083-15A).
(d) FAA Instrument Procedures Handbook (FAA-H-8261-1A).
(e) DOD FLIPs.
(f) Aeronautical Information Manual (AIM).
(3) All tasks with environmental considerations. FM 3-04.203.
(4) All medical tasks.
(a) FM 4-02.2.
(b) TC 8-800.
(c) Approved RFM.
(d) Unit SOP and treatment protocol.
4-2. TASKS LIST
a. Standards versus descriptions. Standards describe the minimum degree of proficiency/
performance to which the task must be accomplished. Attention to the use of the words “will,”
“should,” “shall,” “must,” or “may” throughout the text of a task standard is crucial. The description
explains one or more recommended techniques for accomplishing the task to meet the standards.
b. Symbols. The following symbols are used throughout this chapter in each task: PC (pilot in
command), P* (pilot on the controls), P (pilot not on the controls), NCM (nonrated crewmember),
RFM and/or RFM/CL (approved Rotorcraft Flight Manual/Checklist), VMC (visual meteorological
conditions) and IMC (instrument meteorological conditions).
c. Critical task. The following numbered tasks are UH-72 crewmember critical tasks.
4-3. SPECIAL/NON-STANDARD EQUIPMENT
a. Units should develop tasks IAW TC 3-04.11, paragraph 4-7, for special or non-standard
equipment utilized exclusively within their organizations.
b. Units may develop procedures to assess the serviceability and functionality of all special or
non-standard equipment utilized exclusively within their organizations.
c. Crew members will check any special/non-standard equipment installed in the aircraft IAW
the published operators manual, charts, graphs, or worksheets for that piece of equipment.
(1) Procedures developed by the unit for a specific piece of equipment can be used as long as
all requirements from the operators manual, charts, graphs, or worksheets are met.
(2) Procedures developed by the unit will not be substituted for publications that are required to
be on board the aircraft during flight.
d. During an evaluation the evaluator can select the aspects of special/detailed
procedures to be evaluated.
TASK 1000 Participate in a Crew Mission Briefing
CONDITIONS: Prior to ground or flight operations participate in a crew mission briefing given DA
Form 5484 (Mission Schedule/Brief) and a unit-approved crew mission briefing checklist.
STANDARDS:
1. The pilot in command (PC) will actively participate in and acknowledge an understanding
of DA Form 5484 mission briefing.
2. The PC will conduct or supervise a crew mission briefing using figure 4-1, page 4-8, or a
more detailed unitapproved crew mission briefing checklist.
3. Crewmembers will verbally acknowledge a complete understanding of the crew mission
briefing.
DESCRIPTION:
1. Crew actions.
a. A designated briefing officer will evaluate and brief essential areas of the mission to the PC
in accordance with AR 95-1. The PC will acknowledge a complete understanding of the mission brief
and initial DA Form 5484.
b. The PC has overall responsibility for the crew mission briefing. The PC may direct other
crewmembers to perform all or part of it.
c. Crewmembers will direct their attention to the crewmember conducting the briefing. They
will address any questions to the briefer and acknowledge that they understand the assigned actions,
duties, and responsibilities. Lessons learned from previous debriefings should be addressed as
applicable during the crew mission briefing.
d. The FCP will brief the RCM and/or NCM and any additional support personnel concerning
operation on or around the helicopter during ground operations and will ensure ground
communication capability is adequate. FCP will stress any applicable ground/airborne safety
considerations /procedures during the brief.
Note. An inherent element of the crew mission briefing is establishing the time and location for the
crewlevel after action review. (See Task 1262.)
2. Procedures. Brief the mission using a unit-approved crew mission briefing checklist. Figure
4-1, page 4-8, shows a suggested format for the minimum mandatory crew mission briefing checklist.
Identify mission and flight requirements that will demand effective communication and proper
sequencing and timing of actions by the crewmembers. During FCFs, special emphasis will be placed
on safety procedures to be followed during the maintenance checks.
1. Mission overview.
2. Currency verification.
3. Flight route.
4. Weather-departure, en route, destination, and void time.
5. Required items, mission equipment, and personnel.
6. Airspace surveillance procedures, assign scan sectors.
7. Analysis of the aircraft and mission equipment.
a. Logbook and preflight deficiencies.
b. Performance planning.
(1) Computed data available.
(2) Data recomputation requirements (load or environmental conditions).
(3) Emergency single engine airspeed.
c. Mission deviations required based on aircraft analysis.
8. Crew actions, duties, and responsibilities.
a. Aircrew coordination–two challenge rule, terminology.
b. Transfer of flight controls/autopilot (P*).
c. Brief emergency actions.
(1) Mission considerations (special mission equipment installed).
(2) Inadvertent IMC.
(3) Egress procedures and rendezvous point.
(4) Actions to be performed by P*, P, and NCM.
(5) NVG failure.
9. General crew duties: Announce when focused inside (time limit to be appropriate
for conditions, when VMC).
a. Pilot on the controls (P*).
(1) Fly the aircraft-primary focus outside when VMC, inside when IMC.
(2) Cross-check systems and instruments.
(3) Monitor/transmit on radios as directed by the PC.
b. Pilot not on the controls (P).
(1) Tune radios and set transponder.
(2) Navigate.
(3) Copy clearances, ATIS, and other information.
(4) Cross-check systems and instruments.
(5) Set/adjust switches as required.
(6) Monitor/transmit on radios as directed by the PC.
(7) Read and complete checklist items as required.
(8) Assist in traffic and obstacle avoidance.
c. Crew chief, medic, and other assigned crewmembers.
(1) Brief and secure passengers and cargo.
(2) Perform other duties assigned by the PC.
10. Risk assessment considerations.
11. Time and place for crew-level after action review.
12. Crewmembers’ questions, comments and acknowledgement of mission briefing.
Figure 4-1. Sample aircrew briefing checklist
TRAINING AND EVALUATION REQUIREMENTS:
1. Training will be conducted academically.
2. Evaluation will be conducted academically.
REFERENCES: FM 3-04.300 and DA Form 5484.
TASK 1001
Administer Flight Evaluation
CONDITIONS: An evaluator /unit trainer (UT) in an H-60 helicopter with an evaluator

(SP/IP/IE/ME/SI/FI) and an evaluation scenario given by the evaluator to the evaluatee.
STANDARDS: Appropriate common standards and the following additions/modifications:

1. Conduct an evaluation in accordance with chapter 3.
2. Evaluate tasks to ATM standards.
3. Conduct debrief, and determine status of the aviator as required.
4. Determine appropriate entries are made on DA Form 7122-R as required.
DESCRIPTION: The evaluator undergoing the evaluation will receive a scenario in which a flight
evaluation is required. The evaluated trainer will complete an evaluation using role reversal in order
to demonstrate knowledge of the procedures in the ATM. The evaluated trainer will conduct an
evaluation in accordance with ATM and determine the pilot’s level of knowledge in the appropriate
subject areas and ATM tasks. During the evaluation, the evaluated trainer will apply the principles of
flight instruction in chapter 3. Once the training is completed, the evaluated trainer will debrief the
maneuver/procedures satisfactorily or unsatisfactory, determine recommendations to the commander
on the aviator’s status in the ATP and formulate a training plan as required. The evaluated trainer will
determine appropriate entries for the DA Form 7122-R as required.

1. Training. Training will be conducted academically, in the aircraft or simulator.
2. Evaluation. Evaluation will be conducted in the aircraft or simulator.
REFERENCES: Appropriate common references.
TASK 1003
Conduct Flight Instruction
CONDITIONS: A unit trainer/evaluator in an H-60 helicopter/UH-60FS with an

SP/IP/IE/SI/ME/UT and a training scenario given by the trainer / evaluator to the evaluatee.

1. Determine appropriate training plan.
2. Conduct academic training as necessary.
3. Conduct flight training utilizing fundamentals of instruction.
4. Conduct review and critique.
5. Determine appropriate entries to be made in the individual aircrew training folder (IATF).
DESCRIPTION:
1. The trainer will brief the trainee on the training to be conducted. The trainer will conduct
academic training as necessary.
2. Once the training is completed, the trainer will conduct a debrief on the
maneuvers/procedures trained. The trainer will determine the appropriate entries to be made in the
trainees IATF.
1. Training. Training will be conducted in the aircraft or simulator.

2. Evaluation. Evaluation will be conducted in the aircraft or simulator.
TASK 1004 Plan a Visual Flight Rules Flight

CONDITIONS: Prior to mission performance plan a flight under visual flight rules (VFR), given
access to weather information, NOTAMs, flight planning aids, necessary charts, forms, publications,
and weight/balance information.
STANDARDS:
1. Determine if the aircrew and aircraft are capable of completing the assigned mission.
2. Determine if the flight can be performed under VFR.
3. Determine the correct departure, en route, and destination procedures.
4 Select route(s) and altitudes that avoid hazardous weather conditions and best ensure mission
completion without exceeding aircraft or equipment limitations. If appropriate, select VFR cruising
altitudes.
5. Determine distance ±1 nautical mile, ground speed ±5 knots, and estimated time en route
(ETE) ±1 minutes for each leg of the flight. Compute magnetic headings ±5 degrees. True Airspeed
±5 Kts.
6. Determine the fuel required ±100 lbs.
7. Verify aircraft performance data and ensure power is available to complete the mission
according to the RFM.
8. Complete the flight plan.
9. Perform mission risk assessment according to unit SOP.
DESCRIPTION:
1. Crew actions.
a. The PC may direct the other crewmembers to complete some elements of the VFR flight
planning.
b. The other crewmembers will complete the assigned elements and report the results to the
PC.
c. The PC will ensure all crewmembers are current/qualified and the aircraft is properly
equipped to accomplish the assigned mission.
2. Procedures.
a. Using appropriate military, FAA, or host-country weather facilities, obtain information
about the weather. After ensuring the flight can be completed under VFR in accordance with AR 95-1,
check NOTAMs, chart update manuals, and other appropriate sources for any restrictions applying to
the flight. Obtain navigational charts covering the entire flight area and allow for any required
changes in routing due to weather or terrain. b. Select the course(s) and altitude(s) best facilitating
mission accomplishment.
c. Determine the magnetic heading, ground speed, and ETE for each leg, to include the alternate
airfield if required. Compute total distance and flight time, and calculate the required fuel using a
CPU-26A/P computer/Weems plotter, approved mission planning software or the appropriate UH-
72A cruise charts. Determine if the duplicate weight and balance forms in the aircraft logbook apply
to the mission in accordance with AR 95-1. Verify that aircraft weight and CG will remain within
allowable limits for the entire flight. Complete the appropriate flight plan and file it with the
appropriate agency.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: More detailed planning is
necessary at night due to visibility restrictions. Checkpoints used during the day may not be suitable
for night or NVG use.
REFERENCES:
TASK 1006 Plan an Instrument Flight Rules Flight

CONDITIONS: Prior to mission performance plan a flight under instrument flight rules (IFR), given
access to weather information, NOTAMs, flight planning aids, necessary charts, forms, publications,
and weight/balance information.
STANDARDS:
1. Determine if the aircrew and aircraft are capable of completing the assigned mission.
2. Determine if the flight can be performed under IFR IAW AR 95-1, applicable FARs/host-
nation regulations, local regulations, and SOPs.
3. Determine the proper departure, en route, and destination procedures IAW AR 95-1,
applicable FARs/host-nation regulations, local regulations, and SOPs.
4. Select route(s) and altitudes that avoid hazardous Wx conditions and conform to IFR
cruising altitudes IAW DOD FLIP. If off-airway, determine the course(s) ±5 degrees.
5. Select an approach that is compatible with the weather, approach facilities, and aircraft
equipment; and determine if an alternate airfield is required IAW AR 95-1, applicable FARs/host
nation regulations, local regulations, and SOPs.
6. Determine distance ±1 nautical mile, true airspeed ±5 knots, ground speed ±5 knots, and
estimated time en route (ETE) ±1 minute for each leg of the flight.
7. Determine the fuel required for the mission IAW AR 95-1 ±100 pounds.
8. Verify aircraft performance data and ensure that PWR is available to complete the mission
IAW the RFM.
9. Complete and file the flight plan IAW AR 95-1 and the DOD FLIP.
DESCRIPTION:
1. Crew actions.
a. The pilot in command (PC) will ensure that all crewmembers are current and qualified to
perform the mission and will determine whether the aircraft is equipped to accomplish the assigned
mission. The PC may direct the other rated crewmember (RCM) to complete some elements of the
IFR flight planning.
b. The other RCM will complete the assigned elements and report the results to the PC.
2. Crew Procedures.
a. Obtain weather (Wx) information using appropriate military, FAA, or host-country Wx
facilities.
b. Compare destination forecast and approach minimums, and determine whether an alternate
airfield is required.
c. Ensure that the flight can be completed IAW AR 95-1.
d. Check the NOTAMs and other appropriate sources for any restrictions that apply to the
flight.
e. Obtain navigation charts that cover the entire flight area, and allow for routing or destination
changes that may be required due to Wx conditions.
f. Select the route(s) or course(s) and altitude(s) that will best facilitate mission
accomplishment.
g. When possible, select preferred routing.
h. Determine the magnetic heading, ground speed, and ETE for each leg, to include flight to the
alternate airfield if required.
i. Compute the total distance, flight time, and calculate the required fuel using a CPU-26A/P
computer/Weems plotter (or equivalent) or mission planning system.
j. Determine if the weight and balance forms in the aircraft logbook apply to the mission IAW
AR 95-1.
k. Complete the appropriate flight plan and file it with the appropriate agency.
Note. Initiating an IFR flight is only permissible with AFCS engaged and fully operational.
Note. Global positioning system (GPS) instrument flight rule (IFR) navigation is authorized in the
UH-72A utilizing the approved aircraft navigational system with a current navigation database card
installed.
REFERENCES:
TASK 1010 Prepare a Performance Planning Card
CONDITIONS: Given a blank DA Form 5701-72-R (UH-72A Performance Planning Card), mission
conditions, and aircraft basic weight.
STANDARDS:
1. Compute values IAW description below and within following parameters:
a. Weight values ±22 kgs or 50 lbs.
b. Fuel flow ±50/lbs per hour.
c. Airspeed ±5 kts.
d. Torque values ±2% (Torque must be validated in the aircraft during the hover power check.)
2. Determine aircraft weight, maximum allowable gross weight (IGE and OGE), and engine
performance capability.
DESCRIPTION:
1. Crew actions. The PC will compute or direct other RCMs to compute the aircraft
performance data required to complete the mission. He will ensure aircraft performance meets
mission requirements, and aircraft limitations are not exceeded. The PPC will be recomputed when
there is an increase of:
a. Free air temperature (FAT) 5 degrees Celsius.
b. Pressure altitude 500 feet.
c. Gross weight 91 kgs or 200 lbs.
2. Procedures. Determine and have available aircraft performance data required to complete
the mission. The asterisk items are mandatory for all flights. Additional data will be based on
individual mission requirements and shall be determined by the PC. DA Form 5701-72-R is
mandatory for all training and evaluations. DA Form 5701-72-R should be used during actual
missions to organize performance planning data required for the mission.
WARNING
Aircraft performance information from the Rotorcraft Flight Manual Supplement (RFMS) has
not been validated by the U.S. Army and may not be reliable for performance planning at all
weights, altitudes, temperatures and flight conditions. RFMS information shall not be used as
the primary or single reference to make determinations of aircraft performance capabilities
during pre/in-flight mission planning. Pilots shall verify the aircraft remains within the
prescribed operating limits of the Rotorcraft Flight Manual. Accurate weight information must
be determined during pre/in-flight performance and contingency planning to prevent exceeding
aircraft limitations.
Note. The data presented in the performance charts in the RFM are primarily derived from a “clean”
aircraft. External equipment affects aircraft performance and the crewmember must reference the
appropriate Supplemental Type Certificate Supplement to compensate for drag changes.
3. Determine performance planning data necessary to complete the mission.
a. Departure data:
(1) Item 1. Aircraft Gross Weight (GWT) (kilograms [kgs]): Record total planning aircraft
GWT at takeoff. This includes the aircraft basic wt, crew, internal load and fuel.
(2) Item 1a. Aircraft GWT (pounds [lbs]): This weight is computed by multiplying Item 1 by
2.205 to convert to lbs. Record this data.
(3) Item 2. Maximum PA: Record forecast maximum PA. Maximum will be used for all
calculations except predicted hover torque and GO/No Go torques.
(4) Item 2a. PA: Record forecasted PA for time of departure. This will be used to calculate
predicted hover torque and Go/No Go torques.
(5) Item 3. Maximum Free Air Temperature (FAT): Record forecast maximum FAT for time of
departure. Maximum will be used for all calculations except predicted hover torque and Go/No Go
torques.
(6) Item 3a. Free Air Temperature (FAT): Record forecast FAT for time of departure. This will
be used to calculate predicted hover and Go/No Go torques.
(7) Item 4. ZERO FUEL WEIGHT: This weight is computed by subtracting the aircraft fuel
weight from the Aircraft GWT in Item 1.
(8) Item 4a. ZERO FUEL WEIGHT (lbs): This weight is computed by multiplying Item 4 by
2.205 to convert to lbs.
(9) Item 5. Max Torque Available All Engines Operating (AEO): Using the RFM Helicopter
Flight Manual
Supplement, Performance Charts in US Army Format, Fig 4-Maximum Torque Available, enter the
chart at the maximum temperature recorded in item 3, move horizontally right to the maximum
pressure altitude recorded in item 2, move vertically down and record max torque. This is the value
that the engines are capable of producing and may (in some cases) be enough to allow a pilot to over
gross the airframe.
(10) Item 6. Max GWT IGE: Using the RFM Fig 5-12/13 or 14/15 as appropriate, enter at
temperature recorded in item 3, move up to intersect the pressure altitude recorded in item 2, and then
move to the left of the chart.
(11) Item 6a. Max GWT IGE (lbs): This weight is computed by multiplying Item 6 by 2.205 to
convert to lbs.
(12) Item 7. Max GWT OGE: Using the RFM Fig 5-20/21 as appropriate, enter at temperature
recorded in item 3, move vertically up to intersect the pressure altitude recorded in item 2, then move
horizontally to the left of the chart.
(13) Item 7a. Max GWT OGE (lbs): This weight is computed by multiplying Item 7 by 2.205 to
convert to lbs.
(14) Item 8. Go NO/GO Torque IGE: Using the RFM Helicopter Flight Manual Supplement,
Performance Charts in US Army Format, Fig 5, Power Required to Hover, enter the chart at the
forecasted departure temperature recorded in Item 3a, move right to forecasted departure PA recorded
in Item 2a, then move vertically down to intersect the weight determined in Item 6a, move left to the 3
foot line, then vertically down and record the torque value. Exceeding this torque at a 3 feet hover
may over-gross the aircraft or exceed other limitations.
(15) Item 9. Go NO/GO Torque OGE: Using the RFM Helicopter Flight Manual Supplement,
Performance Charts in US Army Format, Fig 5 Power Required to Hover, enter the chart at the
forecasted departure temperature recorded in Item 3a, move right to forecasted departure PA recorded
in Item 2a, then move vertically down to intersect the weight determined in Item 7a, move left to the 3
foot line, then vertically down and record the torque value. Exceeding this torque at 3 feet, indicates
the aircraft is too heavy to perform OGE maneuvers.
Note. The GO/NO-GO torques in Item 8 and 9 are supplemental information only. Primary
performance and weight requirements are in chapter 5 of the RFM. The PC will use items 6 and 7 to
ensure the aircraft limits are not exceeded.
(16) Item 10. MAX ALLOWABLE GWT OGE W/ MCP: Using the RFM fig 5-22/23 as
appropriate, enter the chart at temperature recorded in item 3, move up to intersect the pressure
altitude recorded in item 2, read left and record Max GWT OGE w/ MCP.
(17) Item 10a. MAX ALLOWABLE GWT OGE W/ MCP (lbs): This weight is computed by
multiplying Item 10 by 2.205 to convert to lbs.
(18) Item 11. Predicted Hover Torque: Using the RFM Helicopter Flight Manual Supplement,
Performance Charts in US Army Format, Fig 5 Power Required to Hover, enter the chart at the
predicted temperature recorded in Item 3a, move right to the predicted PA recorded in Item 2a, then
move vertically down to aircraft GWT entered in Item 1, move left to the 3 foot line, then move
vertically down and record the torque value.
(19) Item 12. H/V Alt. Using the RFM figure 5-11, enter the chart at the maximum temperature
recorded in Item 3, move vertically upward to maximum PA recorded in item 2, move right to GWT
recorded in Item 1, move down to the reference line, move horizontally left and record the minimum
altitude AGL (point P). This is the minimum altitude at a stationary hover from which a safe landing
can be expected after a single engine failure. Drawing a boundary curve through the point P derived
above by interpolating between the existing curves on the chart, indicates varying airspeed and
altitude combinations below point P from which a safe landing can be expected after a single engine
failure. If the combination of temperature, PA and weight is in the NO H/V AREA on the chart enter
“NONE” to indicate no avoidance area.
b. Cruise data:
(1) Item 13. ACFT Gross Wt: Record Cruise aircraft gross wt (GWT).
(2) Item 14. Cruise PA: Record the planned cruise PA.
(3) Item 15. Cruise FAT: Record forecast FAT at cruise altitude.
(4) Item 16. Cruise Indicated Airspeed: record your cruise IAS.
Note. For items 17 through 29, use the appropriate Cruise Chart from the RFM Helicopter Flight
Manual Supplement, Performance Charts in U.S. Army Format, figures 6–43.
(5) Item 17. True Airspeed: Enter the chart at the indicated cruise airspeed then read right or
left as appropriate and record corresponding true airspeed.
(6) Item 18. Cruise Torque: Enter the chart at the planned cruise airspeed (true or indicated)
and move horizontally to intersect the aircraft gross weight line. Move vertically to the bottom of the
chart and record the torque.
(7) Item 19. Cruise Fuel Flow: Enter the chart at the torque derived in Item 18, move vertically
upward to the fuel flow chart above and intersect the appropriate airspeed line. Then move left to
read the corresponding fuel flow.
(8) Item 20. Maximum Endurance IAS: Enter the bottom of the chart at the appropriate aircraft
gross weight, follow the line up to where it intersects with the Maximum Endurance line. Move right
or left as appropriate and record indicated airspeed and true airspeed.
(9) Item 21. Maximum Endurance TAS: Enter the bottom of the chart at the appropriate aircraft
gross weight, follow the line up to where it intersects with the Maximum Endurance line. Move right
or left as appropriate and record indicated airspeed and true airspeed.
(10) Item 22. Maximum endurance Torque: Using the intersection of the aircraft gross weight
and the maximum endurance line from Item 23, move vertically down the chart and record the
corresponding torque.
(11) Item 23. Maximum Endurance Fuel Flow: Enter the chart at the torque derived in Item 25,
move vertically upward to the fuel flow chart above and intersect the appropriate airspeed line. Then
move left to read the corresponding fuel flow.
(12) Item 24. Maximum Range IAS: Enter the bottom of the chart at the appropriate aircraft
gross weight, follow the line up to where it intersects with the Maximum Range line. Move right or
left as appropriate and record indicated airspeed and true airspeed.
(13) Item 25. Maximum Range TAS: Enter the bottom of the chart at the appropriate aircraft
gross weight, follow the line up to where it intersects with the Maximum Range line. Move right or
left as appropriate and record indicated airspeed and true airspeed.
(14) Item 26. Maximum Range Torque: Using the intersection of the aircraft gross weight and the
maximum range line from Item 27, move vertically down the chart and record the corresponding
torque.
(15) Item 27. Maximum Range Fuel Flow: Enter the chart at the torque derived in Item 29, move
vertically upward to the fuel flow chart above and intersect the appropriate airspeed line. Then move
left to read the corresponding fuel flow.
(16) Item 28. OEI IAS Minimum: Using the OEI 2.5 min. line, read up from the bottom of chart
to the first intersection with the aircraft weight from item 16. Move right and record minimum OEI
IAS.
(17) Item 29. OEI IAS Maximum: Using the OEI 2.5 min line, read up to the second intersection
with the aircraft gross weight from item 16. Move right and record maximum OEI IAS.
(18) Item 30. Provides an area for pertinent notes on information found within the form, and is
continued on page 2 of the form.
d. Arrival data:
(1) Compute arrival data if arrival conditions at destination have increased from departure data in
any of the following by the minimum amount:
(a) 5 degrees Celsius.
(b) 500 feet PA.
(c) Gross weight of 91 kgs/200 lbs.
(2) Item 31 through Item 39 will be filled out with the appropriate information for the destination
conditions.
REFERENCES: Rotorcraft flight manual and rotorcraft flight manual supplement performance charts
in U.S. Army format.
Figure 4-2. Sample DA Form 5701-72-R, page 1
Figure 4-3. Sample DA Form 5701-72-R, page 2
TASK 1012 Verify Aircraft Weight and Balance

CONDITIONS: Given crew data, aircraft configuration, mission cargo, passenger data, the RFM,
mass balance record, and completed DD Form 365-4.
STANDARDS:
1. Verify that center of gravity (CG) and gross weight (GWT) remain within aircraft limits for
the duration of the flight per the appropriate RFM.
2. Identify all mission or flight limitations imposed by weight or CG.
3. Ensure DD Form 365-4 has been completed within the preceding 90 days.
DESCRIPTION:
1. Crew actions.
a. The PC will brief crewmembers on any limitations.
b. Crewmembers will continually monitor aircraft loading during the mission to ensure CG
remains within limits.
2. Procedures.
a. Using the completed DD Form 365-4, verify that aircraft GWT and CG will remain within
the allowable limits for the entire flight. The PC will ensure the accuracy of the DD Form 365-4 and
aircraft Basic Weight and Moment matches the RFM Mass and Balance Record (MBR). Note all
GWT, loading task/maneuver restrictions/limitations. If there is no completed DD Form 365-4 that
meets mission requirements, the PC will ensure adjustments are made to existing DD Form 365-4 (to
meet the criteria outlined in AR 95-1) and the aircraft is capable of completing the assigned mission.
b. Verify the aircraft CG in relation to CG limits at predetermined times during the flight when
an aircraft’s configuration requires special attention, for example, during sling loads, hoist, and cargo
loading operations.
REFERENCES: DD Form 365-4.
TASK 1014
Operate Aviation Life Support Equipment
CONDITIONS: Given the appropriate aviation life support equipment (ALSE) for the mission.
STANDARDS:
1. Inspect/perform operational checks on ALSE.
2. Use personal and mission ALSE.
3. Brief passengers in the use of ALSE.
4. Verify that all required ALSE is onboard the aircraft prior to takeoff.
DESCRIPTION:
1. Crew actions. The PC will verify that all required ALSE is onboard the aircraft before
takeoff.
2. Procedures. Based on mission requirements, obtain the required ALSE. Inspect equipment
for serviceability and perform required operational checks. Secure the required ALSE in the aircraft.
Brief passengers in the use of ALSE.
1. Training may be conducted in the aircraft or academically.
2. Evaluation may be conducted in the aircraft or academically.
REFERENCES: TM 1-4220-252 and TM 55-1680-317-23&P.
TASK 1016 Perform Internal Load Operations
CONDITIONS: In a UH-72A helicopter loaded with passengers/cargo, or academically.
STANDARDS:
1. RCM.
a. Perform or ensure that a thorough passenger briefing has been conducted IAW the unit SOP
and that a passenger manifest is on file, if applicable, IAW AR 95-1.
b. Verify that the aircraft will remain within GWT and CG limitations.
c. Ensure that the passengers and cargo are restrained.
d. Ensure that floor-loading limits are not exceeded.
2. NCM.
a. Perform a thorough passenger briefing IAW the unit SOP and ensure that passenger manifest
is on file, if applicable, IAW AR 95-1.
b. Verify that the aircraft will remain within GWT and CG limitations.
c. Load the aircraft IAW the load plan, if applicable.
d. Ensure that floor-loading limits are not exceeded.
e. Secure passengers and cargo IAW the appropriate rotorcraft flight manual.
DESCRIPTION:
1. Crew actions.
a. The PC (with NCM assistance if applicable) will formulate a load plan, ensure that the DD
Form 365-4 is verified, and ensure that the aircraft will be within GWT and CG limits. The PC will
ensure that the crew loads the cargo, uses proper tie-down procedures, and completes a passenger
briefing as required. The PC will determine whether the aircraft is capable of completing the
assigned mission and will ensure that aircraft limitations will not be exceeded.
b. The NCM will complete a passenger briefing as directed and will ensure that passengers
are seated and wearing seat belts prior to takeoff IAW AR 95-1. The NCM will monitor
passengers/cargo during the flight for security.
2. Procedures.
a. Load cargo per the cargo plan or DD Form 365-4, as appropriate. Secure and restrain all
cargo to meet restraint criteria.
b. Brief passengers for the flight and seat them according to the load plan or DD Form 365-4,
as appropriate. Conduct the briefing IAW the unit SOP and mission as appropriate. Figure 4-4, page
4-22, shows a suggested format for the minimum mandatory passenger briefing checklist. Ensure that
the passengers understand each element of the briefing.
Note. If the aircraft is not shut down for loading, a passenger briefing may be impractical. Passengers
may be pre-briefed or passenger briefing cards used according to the appropriate local directives or
unit SOP.
Note. Hazardous cargo will be handled, loaded and transported IAW AR 95-27.
1. Crew introduction.
2. Equipment.
a. Personal, to include ID tags and
hearing protection.
b. Professional.
c. Survival.
3. Flight data.
a. Route.
b. Altitude.
c. Estimated time
en-route and arrival
time.
d. Weather en-
route and at destination.
4. Normal
procedures.
a. Entry and exit
of helicopter.
b. Seating and use
of seatbelts.
c. Movement
inside helicopter.
d. Internal and
external
communications.
e. Security and
stowage of equipment.
f. Smoking.
g. Use of oxygen.
h. Refueling
operations and
procedures.
i. Weapons use
and stowage.
j. Protective
masks.
k. Parachutes.
l. Aviation life
support equipment
(ALSE).
5. Emergency
procedures.
a. Emergency exit
location and use.
b. Emergency
equipment location and
use.
c. Emergency
landing/ditching
procedures.
6.
Acknowledgement.
Figure 4-4. Sample passenger briefing checklist

1. Training will be conducted in the aircraft or academically.
2. Evaluation will be conducted in the aircraft or academically.
REFERENCES: AR 95-27.
TASK 1020 Prepare Aircraft for Mission
CONDITIONS: In a UH-72A helicopter and given a warning order or mission briefing and required
mission equipment.
STANDARDS:
1. Install, secure, inspect, and inventory all mission equipment.
2. Prepare the aircraft for the assigned mission.
DESCRIPTION: After receiving a mission briefing, determine the required mission equipment.
Ensure that it is installed, secured, inventoried, and operational before flight. If a supplemental type
certificate (STC) and/or appropriate airworthiness release (AWR) is required for mission equipment,
ensure required forms are in the aircraft logbook and that all inspections and checks have been
completed in accordance with the STC and/or AWR. Check the equipment that requires aircraft
power for operation IAW procedures in the RFM/CL and/or appropriate mission equipment
operator's manuals.
1. Training will be conducted in the aircraft.
2. Evaluation will be conducted in the aircraft.
REFERENCES: Aircraft logbook, and the appropriate Airworthiness Approval Memorandum
(AAM), if required.
TASK 1022 Perform Pre-Flight Inspection
CONDITIONS: With a UH-72A helicopter and given the rotorcraft flight manual (RFM)/checklist
(CL).
STANDARDS:
1. RCM.
a. Perform the preflight inspection IAW the RFM/CL.
b. Enter appropriate information on DA Form 2408-12 and the aircraft logbook.
2. NCM. Complete/assist in all prior to preflight and preflight duties IAW the RFM/CL, SOP,
and for the designated duty position.
DESCRIPTION:
1. Crew actions.
a. The PC is responsible for ensuring that a preflight inspection is conducted using the
appropriate RFM/CL. The PC may direct other crewmembers to complete elements of the preflight
inspection as applicable and will verify that all checks have been completed IAW the RFM/CL.
b. The crewmembers will complete the assigned elements and report to the PC.
c. The PC will report any aircraft discrepancies that may affect the mission and will ensure the
appropriate information is entered in the aircraft logbook.
2. Procedures.
WARNING
During preflight of the aircraft, the small size and/or awkward positioning of hand holds and
footsteps increase the possibility of a crewmember falling.
Positive 3-point contact should be maintained while climbing on the aircraft.
a. Ensure the preflight inspection is conducted IAW the RFM/CL. Verify that all preflight
checks have been completed and ensure that the crewmembers enter the appropriate information in the
aircraft logbook if applicable
b. As applicable, the PC will ensure that all pertinent data has been loaded into the aircraft
(such as COMSEC fills, GPS waypoints/flight plans, and so forth).
c. If circumstances permit, accomplish preflight inspection during daylight hours.
d. The PC will ensure that a walk-around inspection is completed prior to flight.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: If performing the preflight
inspection during the hours of darkness, a flashlight with an unfiltered (white) lens should be used to
supplement available lighting. HYD leaks, oil leaks, and other defects are difficult to see using a
flashlight with a colored lens. Ensure that internal and external lighting is operational. FM 3-04.203
contains details regarding night time pre-flight inspection.
1. Training will be conducted at the aircraft location.
2. Evaluation will be conducted at the aircraft.
REFERENCES: Rotorcraft flight manual (RFM), maintenance service manual (MSM), and or
checklist (CL).
TASK 1024 Perform Before-Starting-Engine Through Before-Leaving-

Helicopter Check
Note. The RFM/CL refers to these checks as Interior Check, Pre-start Check, Starting Engines,
Systems Checks, Power Check, Pre-Takeoff Check, Takeoff Check, Takeoff, Pre-Landing Check,
Landing, Engine Shutdown and Engine Ventilation. Units must develop Post Flight and Before Leaving
Helicopter Checks in the unit SOP.
Note. Any time a NCM is outside the aircraft or inside the aircraft with the ENGs operating and the
left/right cabin door open, the NCM’s visor will be down unless using NVGs.
CONDITIONS: With a UH-72A helicopter, given the rotorcraft flight manual (RFM)/checklist (CL).
STANDARDS:
1. Perform procedures and checks IAW the RFM/CL.
2. Comply with call and response terminology as outlined in chapter 6.
3. Enter appropriate information on DA Form 2408-12, the helicopter logbook, and forms.
4. Properly secure the aircraft after the last flight of the day IAW the RFM and unit SOP.
DESCRIPTION:
1. Crew actions.
a. Each crewmember will complete the required checks pertaining to his assigned crew duties
per the RFM/CL. Crewmembers will coordinate with each other before entering data into aircraft
systems. b. The P will read the checklist when operating under dual pilot operations.
c. All crewmembers will clear the area around the aircraft before engine start.
d. NCMs will perform duties as required by their duty position and as directed by the PC.
e. The PC will ensure the appropriate information is entered on DA Form 2408-12, the
helicopter logbook, and forms.
f. If two or more NCMs will perform flight duties, they will determine which crewmember
will perform specific portions of each task.
g. Secure the aircraft after completion of the flight IAW the RFM and unit SOP.
2. Procedures.
a. Perform the interior through after landing checks per the RFM/CL. The call and response
method should be used.
b. The crewmember reading the checklist will read the complete checklist item. The
crewmember performing the check will answer with the appropriate response. Responses that don't
clearly communicate action or information should not be used. For example, when responding to the
call, "Systems–Check" replying with: "Check" doesn't clearly indicate that the systems are within the
normal operating range. The response, "All in the normal operating range" communicates information
more accurately.
c. From starting engine through engine shutdown, when 2 RCMs are operating the aircraft, the
P will perform both the call and response while the P* is monitoring the flight controls. When the
proper response involves manipulating the flight controls the P* will perform the action and respond.
d. A nonrated crewmember (NCM) will perform duties as required by his or her duty position
and as directed by the pilot in command (PC), according to the unit standing operating procedure
(SOP), while maintaining situational awareness.
e. The NCM performing fireguard duties will have an aircraft portable fire extinguisher in
hand during aircraft ENG start and shutdown procedures.
f. Before leaving the helicopter, the crew will conduct a post flight inspection and ensure the
aircraft is properly moored and required protective covers and security devices are installed.
g. Perform the Power Check IAW the RFM as required and when complete, record data in the
helicopter logbook. After flight enter all information required on the appropriate DA forms and in the
helicopter logbook and forms.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Before starting the engine, ensure
that internal and
external lights are operational and set. Internal lighting levels must be high enough to easily see the
instruments and avoid exceeding operating limitations.
SNOW/SAND/DUST CONSIDERATIONS: Ensure all rotating components and inlets/exhausts are
clear of ice and/or snow prior to starting engine.
1. Training will be conducted in the aircraft or SFTS.
2. Evaluation will be conducted in the aircraft or SFTS.
REFERENCES: Rotorcraft flight manual (RFM), maintenance service manual (MSM), and/or
checklist (CL).
TASK 1026 Maintain Airspace Surveillance
CONDITIONS: In a UH-72A helicopter
STANDARDS:
1. Brief airspace surveillance procedures prior to flight and assign scan sectors.
2. Announce drift or altitude changes, clear the aircraft, and immediately inform other crew
members of all air traffic or obstacles that pose a threat to the aircraft.
3. Announce when attention is focused inside the aircraft using a time limit that is appropriate
for the conditions and announce when attention is focused back outside.
4. Maintain airspace surveillance in assigned scan sectors.
DESCRIPTION:
1. Crew actions.
a. The PC will brief airspace surveillance procedures prior to the flight. The briefing will
include areas of responsibility and primary scan sectors.
b. The P* will announce his intent to perform a specific maneuver and will remain focused
outside the aircraft. The P* is responsible for clearing the aircraft and obstacle avoidance.
c. The P and NCM, as duties permit, will assist in clearing the aircraft and will provide
adequate warning of obstacles, unusual drift, or altitude changes. They will announce when their
attention is focused inside the aircraft and again when attention is reestablished outside.
d. When landing, the crew will confirm that the area is suitable and that the aircraft is clear of
obstacles.
2. Procedures.
a. Maintain close surveillance of the surrounding airspace.
(1) Keep the aircraft clear from other aircraft and obstacles by maintaining visual surveillance
(close, mid, and far areas) of the surrounding airspace.
(2) Inform the crew immediately of air traffic or obstacles that pose a threat to the aircraft. Call
out the location of traffic or obstacles by the clock, altitude, and distance method. (The 12 o'clock
position is at the nose of the aircraft.)
(3) Give distance in miles or fractions of miles for air traffic and other obstacles and give
distances in feet for ground obstacles or obstructions. When reporting air traffic, specify the type of
aircraft (fixed-wing or helicopter) and, if known, the model. The altitude of the air traffic should be
reported as the same altitude, or higher, or lower than the altitude at which you are flying.
b. Prior to changing altitude, visually clear the aircraft for hazards and obstacles inclusive of
what is ahead, above, below, and to the left and right of the aircraft.
c. Prior to performing a descending flight maneuver, it may sometimes be desirable to perform
“S” turns to the left or right. The clearing “S” turns will provide the aircrew with a greater visual
scan area.
d. During a hover or hovering flight, inform the P* of any unannounced drift or altitude
changes. When landing, the crew will confirm the suitability of the area.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: The use of proper scanning
techniques will assist in detecting traffic and obstacles, and in avoiding spatial disorientation.
Hazards such as wires are difficult to detect.
1. Training may be conducted in the aircraft or SFTS.
REFERENCES:
TASK 1028 Perform Hover Power Check
CONDITIONS: In a UH-72A helicopter in the direction of takeoff with performance planning
information available.
STANDARDS:
1. Determine whether aircraft weight exceeds maximum allowable gross weight.
2. Verify aircraft operating weight.
3. Determine sufficient power is available to perform the mission.
DESCRIPTION:
1. Crew actions.
a. The PC will determine whether the aircraft is capable of completing the assigned mission
and will ensure that aircraft limitations will not be exceeded.
b. The P* will announce his intent to bring the aircraft to a hover. He will remain focused
outside the aircraft during the maneuver and will announce when the aircraft is stabilized at the
desired hover altitude. Use a 3-foot stationary hover in the direction of takeoff, preferably into the
wind when performing a hover power check.
c. The P will monitor the aircraft instruments and verify the power check. P will compare the
actual hover TQ to the predicted hover TQ on the Performance Planning Card (PPC) and announce
the results to the P*.
d. The NCM will remain focused outside the aircraft to assist in clearing and to provide
adequate warning of obstacles.
e. The P will announce when the hover power check is completed.
2. Procedures.
a. Use the hover height computed during performance planning when performing this task
unless the mission or terrain constraints dictate otherwise.
b. At desired hover height, the P will monitor the aircraft instruments and verify the hover
power check.
Note. GO/NOGO torque values are supplemental information for the crews and not regulatory. If the
PC determines that the maximum gross mass for flight has been exceeded during the hover power
check. Further flight is prohibited until appropriate maintenance action is performed.
Note. Any time the load or environmental conditions change significantly (91 kilograms/200 pounds
gross weight increase, 500 feet pressure altitude (PA) increase, or +5 degrees Celsius), the
crewmembers will perform additional hover power checks and, if necessary, re-compute the
performance planning card (PPC). (See Task 1010.)
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: The crew must use proper
scanning techniques to avoid excessive drift.
2. Evaluation will be conducted in the aircraft unless FAC 3 or instrument APART is allowed
in the simulator..
REFERENCES: RFM.
TASK 1032 Perform Radio Communication Procedures
CONDITIONS: In a UH-72A helicopter.
STANDARDS:
1. Rated crewmember (RCM).
a. Program, check and operate aircraft avionics.
b. Establish radio contact with the desired unit or air traffic control (ATC) facility.
c. When communicating with ATC facilities, use radio communication procedures and
phraseology IAW DOD FLIP and FAA 7110.65.
d. Operate the intercommunication system.
e. Explain two-way radio failure procedures IAW DOD FLIP or host nation regulations.
2. Nonrated crewmember (NCM).
a. Operate the intercommunication system to communicate with the crew.
b. Use the appropriate radio to communicate with the desired facility.
DESCRIPTION:
1. Crew actions.
a. The PC will determine radio frequencies per mission requirements during the crew mission
briefing and will indicate whether the P* or P will establish and maintain primary communications. b.
The P* will announce information not monitored by the P.
c. The P will adjust avionics to required frequencies. He will copy pertinent information and
announce information not monitored by the P*.
d. During normal operations, the NCM will monitor external communications so as not to
interrupt when external communications are being transmitted or received. (Monitoring external
communications may not be desirable during operations requiring extensive internal communication;
for example, sling loads, hoist, or emergencies.).
e. Certain operations may require that the NCM transmit on an aircraft radio (for example,
MEDEVAC).
The NCM will coordinate with the PC before using aircraft radios. f. Crew actions for two-
way radio failure:
(1) P* or P will announce two-way radio failure to all crewmembers.
(2) The PC will direct the efforts to identify and correct the avionics malfunction.
(3) The P* will focus outside the aircraft during VMC or inside during IMC, as appropriate, but
should not participate in trouble-shooting the malfunction.
(4) The P will remain focused primarily inside the aircraft to identify and correct the avionics
malfunction.
g. Crew actions for aircraft intercom failure: The PC will direct assistance from the crew to try to
determine the malfunction and correct it. Actions may include switching to a different audio control
unit (ACU) box, changing microphone cords (if available), hooking into a different ACU station if
available, hand and arm signals, or passing notes. If the problem cannot be corrected, the PC will
determine the best course of action, which may vary from landing as soon as practical to landing as
soon as possible.
2. Procedures.
a. Adjust avionics to the required frequencies. Continuously monitor the avionics as directed
by the PC. When required, establish communications with the desired facility. Monitor the frequency
before transmitting. Transmit the desired/required information. Use the correct radio call sign when
acknowledging each communication. When advised to change frequencies, acknowledge instructions.
Select the new frequency as soon as possible unless instructed to do so at a specific time, fix, or
altitude. Use radio communication procedures and phraseology as appropriate for the area of
operations. Use standard terms and phraseology for all intercommunications. When advised to change
frequencies, acknowledge instructions. Select the new frequency as soon as possible unless instructed
to do so at a specific time, fix, or altitude. Use radio communication procedures and phraseology as
appropriate for the area of operations. Use standard terms and phraseology for all
intercommunications.
b. Procedures for two-way radio failure. Attempt to identify and correct the malfunctioning
radio and announce the results. If two -way radio failure is confirmed, comply with procedure
outlined in the Flight Information Handbook (FIH) or SOP.
1. Training may be conducted in the aircraft, SFTS or academically.
2. Evaluation may be conducted in the aircraft or SFTS. Additionally, two way radio failure
may be conducted academically.
REFERENCES: Flight information handbook.
TASK 1038 Perform Hovering Flight
CONDITIONS: In a UH-72A helicopter with the aircraft cleared.
STANDARDS: Appropriate common standards and the following additions/modifications.
1. Perform a smooth, controlled ascent to hover.
2. Perform a smooth, controlled descent with minimum drift at touchdown.
DESCRIPTION:
1. Crew actions.
a. The P* will announce his intent to perform a specific hovering flight maneuver and will
remain focused primarily outside the aircraft to monitor altitude and avoid obstacles. The P* will
ensure and announce that the aircraft is cleared prior to turning or repositioning the aircraft. He will
announce terminating the maneuver.
b. The P and NCM will assist in clearing the aircraft and provide adequate warning of
obstacles, unannounced drift, or altitude changes. They will announce when their attention is focused
inside the aircraft and again when attention is reestablished outside.
CAUTION
The mast moment can be easily exceeded during takeoff and landing if excessive cyclic movements
occur. A thorough crew briefing must be performed prior to flight which includes crew coordination
to monitor mast moment limits. If after landing, cyclic center position is in doubt, utilize the centering
device on the pilot’s cyclic and re-trim to minimize unwanted cyclic forces.
2. Procedures.
a. Takeoff to a hover. With the collective full down, position the cyclic to minimize the mast
moment (MM).
b. Increase the collective smoothly, apply pedals to maintain heading, and coordinate the
cyclic for a vertical ascent while monitoring the MM. As the aircraft leaves the ground, check for the
proper control response and aircraft center of gravity (CG).
c. Hovering flight. Adjust the cyclic to maintain a stationary hover or to move in the desired
direction. Control heading with the pedals, and maintain altitude with the collective. The rate of
movement and altitude should be appropriate for existing conditions. To return to a stationary hover,
apply cyclic in the opposite direction while maintaining altitude with the collective and heading with
the pedals.
Note. Air taxi is the preferred method for ground movements on airports provided ground operations
and conditions permit. Unless otherwise requested or instructed, pilots are expected to remain below
100 feet above ground level (AGL). If a higher than normal airspeed or altitude is desired, the request
should be made prior to lift-off. The pilot is solely responsible for selecting a safe airspeed for the
altitude/operation being conducted.
d. Hovering turns. Apply pressure to the desired pedal to begin the turn. Use pressure and
counter pressure on the pedals to maintain the desired rate of turn. Coordinate cyclic control to
maintain position over the pivot point while maintaining altitude with the collective. Hovering turns
can be made around any vertical axis; for example, the nose, mast, tail of the aircraft, or a point in
front of the aircraft. However, turns other than about the center of the aircraft will increase the turn
radius proportionately.
e. Landing from a hover. Lower the collective to affect a smooth, controlled descent with
minimal drift at touchdown. Ensure the aircraft does not drift laterally or aft. 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 lowering the collective smoothly and steadily while
continuing to check aircraft stability. Reduce the collective to the full down position, adjust the cyclic
as necessary to minimize the mast moment (MM), and neutralize the pedals. If sloping conditions are
suspected or anticipated, see Task 1062.
CAUTION
Any descent during hover or low speed flight (up to 20 knots) should be performed with a descent
rate of not more than 600 feet per minute.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Movement over areas of limited
contrast, such as tall
grass, water, or desert, tends to cause spatial disorientation. Seek hover areas that provide adequate
contrast and use proper scanning techniques. If disorientation occurs, apply sufficient power and
execute a takeoff (recommended procedure is the instrument takeoff [ITO], see Task 1170). If a
takeoff is not feasible, try to maneuver the aircraft forward and down to the ground to limit the
possibility of touchdown with sideward or rearward movement.
SNOW/SAND/DUST CONSIDERATIONS: During ascent to a hover, if visual references do not
deteriorate to an unacceptable level, continue ascent to the desired hover altitude.
1. The 3-foot to 5-foot hover taxi. During takeoff to a hover, simultaneously accelerate the
aircraft to a ground speed that keeps the snow/sand/dust cloud just aft of the main rotor mast.
Note. Maintain optimum visibility by observing references close to the aircraft. Exercise caution
when operating in close proximity to other aircraft or obstacles.
Note. When visual references deteriorate making a 3-foot hover taxi unsafe, determine whether to
abort the maneuver, air taxi, or perform an instrument takeoff (ITO) (Task 1170).
2. The 20-foot to 100-foot air taxi. Use this maneuver when it is necessary to move the aircraft
over terrain that is unsuitable for hover taxi. Initiate air taxi the in same way as a for 3-foot hover, but
increase altitude to not more than 100 feet and accelerate to a safe airspeed appropriate for
conditions, above effective translational lift (ETL).
Note. Ensure that an area is available to safely decelerate and land the aircraft. Under certain
conditions, such as adverse winds, it may be necessary to perform a traffic pattern to optimize
conditions at the desired termination point.
Note. Hovering out-of-ground effect (OGE) reduces available ground references and may increase
the possibility of spatial disorientation. Be prepared to transition to instruments and execute an ITO
(Task 1170) or unusual attitude recovery (Task 1182) if ground reference is lost.
Note. At night, use of landing, search, or anti-collision light may cause spatial disorientation while in
blowing snow/sand/dust.
CONFINED AREA CONSIDERATIONS: The crew should select good references to avoid
unanticipated drift. All crewmembers must be focused primarily outside for obstacle avoidance.
REFERENCES:
TASK 1040 Perform Visual Meteorological Conditions Takeoff

CONDITIONS: In a UH-72A helicopter with the hover power and before-takeoff checks completed.
STANDARDS:
1. Maintain takeoff heading ±10 degrees below 50 feet above ground level (AGL) or until
clear of obstacles.
2. Maintain desired ground track.
3. Maintain aircraft in trim above 50 feet AGL or as appropriate for obstacle clearance or
transition to terrain flight.
4. Announce the type of takeoff to be performed.
DESCRIPTION:
1. Crew actions.
a. The PC will determine the direction of takeoff by analyzing the situation, the wind, the long
axis of the takeoff area, and the lowest obstacles. The PC will confirm that required power is
available by referencing the information from the hover power check.
b. After assessing the takeoff area, wind, and obstacles, the pilot on the controls (P*) will
select and announce the type of takeoff-normal (IAW the RFM), level acceleration, constant angle, or
vertical takeoff.
Note. Determining the ETL point, the P* should consider the effects of his control inputs, wind, and
surface considerations. In considering a nap of the earth (NOE) deceleration as part of the abort plan,
the P* must consider the amount of power and tail rotor authority available for the abort and the
amount of airspeed at the time of the abort.
c. The P* will remain focused primarily outside the aircraft throughout the maneuver to
provide obstacle clearance. The P* will announce whether the takeoff is from the ground or from a
hover and his intent to abort or alter the takeoff. He will select reference points to assist in
maintaining the desired ground track.
d. The P and NCM will announce when ready for takeoff and will remain focused primarily
outside the aircraft to assist in clearing and to provide adequate warning of obstacles. They will
announce when their attention is focused inside the aircraft and again when their attention is
reestablished outside.
e. The P will complete the before takeoff check and assist the P* during takeoff by monitoring
the instruments and notify the P* if limits, IAW the RFM, are being approached.
CAUTION
to monitor mast moment limits.
2. Procedures.
Note. Performing this maneuver in certain environments may require hover out -of-ground effect
(OGE) power. Evaluate each situation for power required versus power available IAW the RFM.
Note. For training, recommended climb airspeed is 65 knots indicated airspeed (KIAS) with a rate of
climb of 500 feet per minute (FPM).
Note. PC should consider the height velocity critical area and select a takeoff to avoid that area if
possible.
a. Normal takeoff: Perform hover flight with a 3 foot skid height. Maintain heading (preferably
into the wind) with pedals and adjust cyclic to attain an accelerative attitude appropriate. Smoothly
increase the collective (normally 0.5 FLI more than hover power) so that the helicopter gains speed
and height. Adjust the cyclic to maintain desired ground track and continue the acceleration or
transition to terrain flight. When reaching 50 KIAS, maintain airspeed until reaching 50 feet AGL,
maintain heading with pedals below 50 feet AGL, or clear of the obstacles. Place the aircraft in trim
above 50 feet or as appropriate for obstacle clearance or transition to terrain flight, then accelerate to
velocity for best rate of climb (Vy ) (65kts) and climb through 100 feet AGL. Adjust the cyclic
maintain to airspeed and the collective to attain desired rate of climb.
b. Constant angle or vertical: In this maneuver, the angle can range from vertical to almost flat.
It may demand that more power is available than the power required to hover. The angle is initiated
from the point of hover (or ground) to a point in space clear of the obstacles. The P* initiates the
takeoff by coordinating all the flight controls to begin a constant angle climb over a predetermined
path (preferably into the wind). Power isused as required to establish a climb. Vertical takeoffs are
altitude over airspeed takeoffs and will require OGE power.
c. Level acceleration: This is a situation where the power required to hover is the maximum
power available. The P* will coordinate cyclic and pedals as necessary to accelerate the aircraft
while maintaining hover power. The first objective is to achieve ETL without allowing the aircraft to
settle to the surface. If it becomes apparent that the aircraft will contact the surface, apply sufficient
collective to prevent contact or abort if necessary, and reevaluate the takeoff. As the transverse flow
shudder develops, increase forward cyclic. As the aircraft enters ETL, make a significant forward
cyclic input to prevent blowback. Once through ETL, the aircraft will begin to climb at the current
power setting. Adjust the cyclic as necessary to attain the desired climb airspeed, and place the
aircraft in trim commensurate with obstacles.
Note. Level acceleration can be initiated at any altitude that power allows to ensure obstacle
clearance.
Note. Recommendation-Practice this maneuver paralleling barriers rather than into them until
proficiency is attained.
Note. Avoid unnecessary nose low accelerative attitudes; 5 degrees maximum nose low is
recommended for acceleration.
d. From the ground. Select reference points to maintain the desired ground track. With the
cyclic and pedals in the neutral position, increase the collective. As the aircraft leaves the ground,
maintain heading with pedals and apply forward cyclic as required to establish an accelerative
attitude at an altitude appropriate for the terrain and to avoid obstacles. Perform the rest of the
maneuver per one of the four takeoffs.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS:
1. If sufficient illumination exists to view obstacles, accomplish the takeoff in the same way as
a visual meteorological conditions (VMC) takeoff during the day. Visual obstacles, such as shadows,
should be treated the same as physical obstacles.
2. If sufficient illumination does not exist to view obstacles, perform an altitude -over-
airspeed takeoff by applying takeoff power first followed by a slow acceleration to ensure obstacle
clearance. The P* may perform the takeoff from a hover or from the ground.
a. The P* and NCM should maintain orientation outside the aircraft and concentrate on
obstacle avoidance. The P should make all internal checks and announce when the instruments show a
positive climb inside.
b. Reduced visual references during the takeoff and throughout the ascent at night may make it
difficult to maintain the desired ground track. Knowledge of the surface wind direction and velocity
will assist in maintaining the desired ground track.
SNOW/SAND/DUST CONSIDERATIONS: Adjust collective and cyclic as necessary to ascend
vertically. As the aircraft leaves the surface, maintain heading with the pedals and a level attitude
with the cyclic. As the aircraft clears the snow/sand/dust cloud and clears the barriers, accelerate to
climb airspeed and trim the aircraft.
Note. In some cases, applying collective to blow away loose snow/sand/dust from around the aircraft
is beneficial before performing this maneuver.
Note. Be prepared to transition to instruments and execute an instrument takeoff (ITO) (Task 1170) if
ground reference is lost.
Note. At night, use of the landing, search, or anti-collision lights may cause spatial disorientation
while in blowing snow/sand/dust.
CONFINED AREA CONSIDERATIONS: Before departure, confirm the takeoff plan. Perform a
hover power check as required. Reposition the aircraft, if desired, to afford a shallower departure
angle and minimize power requirements. During departure, adjust the cyclic and the collective as
required to clear obstacles. All crewmembers must focus primarily outside for obstacle avoidance.
P* should takeoff more vertically, so in the event the P* must abort the takeoff the P* can descend
vertically clear of obstacles to the takeoff area to reevaluate and adjust the takeoff as necessary (for
example takeoff into the wind, reduce weight, reposition aircraft).
MOUNTAIN/PINNACLE/RIDGELINE CONSIDERATIONS: Analyze winds, obstacles, and
density altitude. Perform a hover power check. Determine the best takeoff direction and path for
conditions. After clearing any obstacle(s), accelerate the aircraft to the desired airspeed.
Note. Where drop-offs are located along the takeoff path, the aircraft may be maneuvered down slope
to gain airspeed.
MUD/MUSKEG/TUNDRA CONSIDERATIONS: Perform one of the following takeoff techniques:
1. From dry muskeg/tundra areas. A vertical takeoff may be best in drier areas where the
aircraft has not sunk into the muskeg/tundra or where obstacles prohibit motion. Smoothly increase
the collective until the crew confirms that the skids are free. Adjust controls as necessary to perform
a VMC takeoff.
2. From wet areas. In wet areas where the aircraft is likely to have sunk or is stuck in the
mud/muskeg/tundra, the following technique may be best: With the cyclic in the neutral position,
smoothly increase the collective. As hover power is approached, place the cyclic slightly forward of
the neutral position while monitoring the MM and slowly move the pedals back and forth.
3. Continue increasing the collective and "swim" the aircraft forward to break the suction of
the skids. When free, adjust the controls as necessary to perform a VMC takeoff.
Note. Before performing operations in a mud/muskeg/tundra environment, it is important to
understand dynamic rollover characteristics.
1. Training will be conducted in the aircraft or SFTS. All four takeoff procedures must be
taught during RL progression.
REFERENCES:
TASK 1044 Navigate by Pilotage and Dead Reckoning

CONDITIONS: In a UH-72A helicopter, given a plotter, a flight computer, the flight log, and
appropriate maps.
STANDARDS:
1. Maintain orientation within ½ mile or 800 meters.
2. Arrive at check points/destination at estimated time of arrival (ETA) ±1 minute.
DESCRIPTION:
1. Crew actions.
a. The P* will focus primarily outside the aircraft and respond to navigation instructions or
cues given by the P. The P* will acknowledge commands issued by the P for the heading, altitude, and
airspeed changes necessary to navigate the desired course. The P* will announce significant surface
features to assist in navigation.
b. The P will direct the P* to change aircraft heading, altitude, and airspeed as appropriate to
navigate the desired course. The P will use rally terms, specific headings, relative bearings, or key
terrain features to accomplish this task. He will announce all plotted wires before approaching their
location. The P will monitor aircraft instruments, assist in clearing the aircraft, and provide adequate
warning to avoid traffic and obstacles. The P and NCM will announce when their attention is focused
2. Procedures.
a. Both pilotage and dead reckoning will be used to maintain the position of the aircraft along
the planned route. Planned headings will be adjusted as necessary to compensate for the effects of the
wind.
b. Perform a ground speed check as soon as possible by computing the actual time required to
fly a known distance. Adjust estimated times for subsequent legs of the flight route using the computed
ground speed. Compare planned ground speed with computed ground speed and adjust airspeed as
required to arrive at each control/check point and destination at its original ETA.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: More detailed flight planning is
required when the flight is conducted at night. Interior cockpit lighting should be considered when
selecting colors for preparing navigational aids such as maps and kneeboard notes.
TRAINING AND EVALUATION REQUIRMENTS:
REFERENCES:
TASK 1046 Perform Electronically Aided Navigation

STANDARDS:
1. Operate the GNS-430 electronic global navigational system (GPS) IAW RFM, Garmin
Pilot’s Guide and Reference.
2. Determine the position of the aircraft along the route of flight within 300 meters.
3. Correctly use the navigation management system (NMS) mode IAW RFM.
DESCRIPTION:
1. Crew actions.
a. The P* will focus primarily outside the aircraft and respond to navigation instructions or
cues given by the P. The P* will acknowledge commands issued by the P for the heading, altitude, and
airspeed changes necessary to navigate the desired course.
b. The P will be the primary operator of the electronically aided navigation system. P will
direct the P* to change aircraft heading, altitude, and airspeed as appropriate to navigate the desired
course. The P will use rally terms, specific headings, and/or relative bearings to accomplish this task.
The P and NCM will monitor aircraft instruments, assist in clearing the aircraft, and provide adequate
warning to avoid traffic and obstacles.
Note. Only the P will perform in-flight time/labor intensive navigation programming duties (for
example, building routes).
2. Procedures. Perform the turn on, test, and programming procedures IAW RFM. Proper
waypoint data entry, editing, selection, and shutdown procedures will be performed per the aircraft
system/operator’s manual.
REFERENCES: RFM and Garmin Pilot’s Guide.
TASK 1048 Perform Fuel Management Procedures

CONDITIONS: In a UH-72A helicopter with a CPU-26A/P computer (or equivalent) calculator.
STANDARDS:
a. The PC will verify that the required amount of fuel is on board at the time of takeoff.
b. Initiate an alternate course of action if the actual fuel consumption varies from the planned
value and the flight cannot be completed without the planned use of the required reserve.
2. Rated/Nonrated crewmember (NCM).
a. Initiate an in-flight fuel consumption check within 10 minutes after leveling off or within 10
minutes of entering into the mission profile.
b. Compute the fuel consumption rate ±50 pounds per hour and complete the fuel check within
15 to 30 minutes after taking the initial readings.
c. Monitor the remaining fuel quantity and the continuing rate of consumption.
DESCRIPTION:
1. Crew actions.
a. Prior to takeoff the crew will verify the required amount of fuel is onboard at the time of
takeoff. The P or NCM will record the initial fuel figures, fuel flow computation, burnout, and reserve
times. P or NCM will announce when initiating the fuel check and when completing the fuel check.
The P or NCM also will announce the results of the fuel check.
b. The P* will acknowledge the results of the fuel check.
c. The PC will confirm the results of the fuel check.
2. Procedures.
a. Before-takeoff fuel check. Determine the total fuel on board, and compare it with fuel
required for the mission. If the fuel on board is inadequate, add sufficient fuel or abort or revise the
mission.
b. Initial airborne fuel reading. Within 10 minutes after leveling off or within 10 minutes of
entering into the mission profile, record the total fuel quantity and the time of reading. Complete the
fuel consumption check 15 to 30 minutes after taking the initial airborne fuel reading. Determine
whether the remaining fuel is sufficient to complete the flight without the planned use of the required
reserve.
c. 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. Periodically check
individual fuel tank indicators to determine that the system is operating properly.
Note. Fuel quantities should be checked with the aircraft in a level attitude.
2. Evaluation may be conducted in the aircraft or SFTS.
REFERENCES:
TASK 1052 Perform Visual Meteorological Condition Flight Maneuvers

STANDARDS:
1. Turns: Rollout on desired heading ±10 degrees.
2. Climbs/Descents: Stop climb/descent at desired altitude ± 100 feet.
3. Traffic Pattern Flight.
a. Enter, operate in, and depart a traffic pattern.
b. Comply with all air traffic control (ATC) directives.
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused primarily outside the aircraft. He will announce and clear each
turn, climb, and descent.
b. The P and NCM will assist in clearing the aircraft and will provide adequate warning of
traffic and obstacles. Crewmembers will announce when their attention is focused inside the aircraft
and again when attention is reestablished outside.
2. Procedures. Adjust cyclic as required to maintain the desired airspeed, course, ground
track, or heading as appropriate. Adjust collective as required to maintain the desired climb/descent
rate or altitude and maintain aircraft in trim with the pedals. Perform traffic pattern operations per
ATC directives, local standing operating procedures (SOPs), and FM 3- 04.203.
WARNING
Minimum height for hands-off operation in cases other than takeoff or approach is 500 feet
above ground level (AGL).
WARNING
Avoid steep right turns below 45 KIAS close to the ground to maintain sufficient lateral control
margin for recovery.
1. The P* will focus primarily outside the aircraft and should concentrate on obstacle
avoidance and aircraft control. The P will make all internal cockpit checks.
2. During periods of reduced illumination or marginal weather, the P* may reduce the traffic
pattern recommended airspeed and bank angle. The turns from upwind to downwind and downwind
to final may be continuous, coordinated turns.
CAUTION
An oscillation, unintentionally induced/assisted by the pilot (pilot induced/pilot assisted oscillation
[PIO/PAO]) may be experienced in turbulent conditions. In the event of PIO/PAO, rapidly increase or
decrease the collective (as situation dictates) until oscillation has stopped.
TRAINING CONSIDERATIONS: For traffic pattern training, the recommended airspeed and rate
of climb/descent on crosswind and base legs are 65 knots indicated airspeed (KIAS) and 500 feet per
minute (FPM). The recommended airspeed on downwind leg is 100 KIAS. Recommended maximum
bank angle for turns is 30 degrees.
1. Training may be conducted in aircraft or SFTS.
REFERENCES:
TASK 1058 Perform Visual Meteorological Conditions Approach
STANDARDS:
1. Select a suitable landing area (analyze suitability, barriers, wind, approach path,
touchdown point, and takeoff direction).
2. Ensure that sufficient power exists for the type of approach/landing desired.
3. Maintain a constant approach angle clear of obstacles to desired point of termination
(hover) or touchdown (surface).
4. Maintain rate of closure appropriate for the conditions.
5. Maintain ground track alignment with the landing direction, as appropriate.
6. Monitor wind conditions using cockpit indicators (CI).
7. Align aircraft with landing direction below 50 feet or as appropriate for transition from
terrain flight.
8. Perform a smooth and controlled termination to a hover or touchdown to the surface.
9. Determine wind direction and velocity at the landing point.
DESCRIPTION:
1. Crew actions.
a. The P* will focus primarily outside the aircraft to provide obstacle clearance while
conducting a crossreference of CI to execute the approach. The P* will announce initiating the
approach, intended landing point, whether the approach will terminate to a hover or to the surface,
and any deviations during the approach.
b. The P and NCM will confirm the suitability of the area, assist in clearing the aircraft, and
provide adequate warning of traffic and obstacles. The P and NCM will acknowledge any deviation
during the approach. The P and NCM will announce when their attention is focused inside the aircraft
WARNING
2. Procedures.
a. Select an approach angle that allows obstacle clearance while descending to the desired
point of termination. Once the termination point is sighted and the approach angle is intercepted (on
base or final), adjust the collective as necessary to establish and maintain a constant angle. Maintain
entry airspeed until the rate of closure appears to be increasing. Above 50 feet AGL, maintain ground
track alignment and the aircraft in trim. Below 50 feet AGL, align the aircraft with the landing
direction. Progressively decrease the rate of descent and rate of closure until reaching the termination
point (hover or touchdown).
b. To a hover. The approach to a hover may terminate with a full stop over the planned
termination point, or continued movement to transition to hovering flight. Progressively decrease the
rate of descent and rate of closure until an appropriate hover is established over the intended
termination point.
c. To the surface. Proceed as for an approach to a hover, except determine an approach angle
that allows obstacle clearance while descending to the desired point of touchdown. (The decision to
terminate to the surface with zero speed or with forward movement will depend on the aircraft's
loading or environmental conditions.) Touchdown with minimum lateral movement. After surface
contact, ensure that the aircraft remains stable until all movement stops. Monitor the Mast Moment
while smoothly lowering the collective to the full down position and neutralizing the cyclic and
pedals.
d. Go-around. The P* should perform a go-around if a successful landing is doubtful or if
visual reference with the intended termination point is lost. When it becomes doubtful that a safe
landing can be done, announce "go-around. Immediately apply power (if available) and
simultaneously adjust pitch attitude to stop the descent and clear any obstacles. Maintain aircraft in
trim and adjust to the appropriate climb speed for conditions. Maintain the appropriate ground track.
Once climb is established, reassess the situation and develop a new course of action.
Note. The decision to go-around may be made at any time but in limited power situations should be
determined before descending below the barriers or decelerating below effective translational lift
(ETL).
Note. Any descent during hover or low speed flight (up to 20 knots) should be performed with a
descent rate of not more than 600 feet per minute.
Note. If wind conditions may be a factor, a wind evaluation should be performed. Techniques for
evaluating wind conditions are found in FM 3-04.203.
Note. Performing this maneuver in certain environments may require hover out-of-ground effect
(OGE) power. Evaluate each situation for power required versus power available.
Note. Steep approaches can place the aircraft in potential settling-with-power conditions.
1. Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. The
rate of descent during the final 100 feet should be slightly less than during the day to avoid abrupt
attitude changes at low altitudes.
2. After establishing the descent during unaided flights, airspeed may be reduced to
approximately 50 knots until apparent ground speed and rate of closure appear to be increasing.
Progressively decrease the rate of descent and forward speed until termination of maneuver.
SNOW/SAND/DUST CONSIDERATIONS:
1. Termination to a point OGE. This approach requires OGE power and may be used for some
snow/sand/dust landings. Make the approach to a hover OGE over the intended landing location.
Slowly lower the collective and allow the aircraft to descend. The rate of descent will be determined
by the rate in which the snow/sand/dust is blown from the intended landing point. Remain above the
snow/sand/dust cloud until it dissipates and visual references can be seen for touchdown. After
ground contact, reduce the collective to the full down position, adjust the cyclic as necessary to
minimize the Mast Moment (MM), and neutralize the pedals.
2. Termination to the surface with forward speed. This termination may be made to an suitable
area with minimal ground references. Once the appropriate approach angle is intercepted, adjust the
collective as necessary to establish and maintain the angle. As the apparent rate of closure appears to
increase, progressively reduce the rate of descent and closure to arrive at the touchdown area slightly
above effective translational lift. At this point, maintain the minimum rate of closure that ensures that
the snow/sand/dust cloud remains behind the pilot's station. When the skids contact the snow/ground,
slowly lower the collective and allow the aircraft to settle.
3. Termination to the surface with no forward speed. This termination should be made to
landing areas where slopes, obstacles, or unfamiliar terrain precludes a landing with forward speed.
It is not recommended when new or powder snow or fine dust is present because white/brown out
conditions will occur. The termination is made directly to a reference point on the ground with no
forward speed. After ground contact, slowly lower the collective to the full down position, adjust the
cyclic as necessary to minimize the MM, and neutralize the pedals.
Note. When landing in deep snow, the aircraft skids may settle at different rates and the aircraft will
normally terminate in a tail low attitude.
Note. During sand/dust landings, doors, windows, and vents should be closed.
Note. Hovering OGE reduces available ground references and may increase the possibility of spatial
disorientation. Be prepared to transition to instruments and execute an instrument takeoff (ITO) if
ground reference is lost.
Note. At night, using the landing, search, or anti-collision light may cause spatial disorientation while
in blowing snow/sand/dust.
CONFINED AREA CONSIDERATIONS: An approach to the forward one-third of the useable area
will reduce the approach angle and minimize power requirements. Prior to commencing the approach,
the crew will determine and brief an escape route. During the approach, continue to determine the
suitability of the area and the possible need for a go-around. If possible, make the decision to go-
around before descending below the barriers or going below ETL. After touching down, check
aircraft stability as the collective is slowly lowered.
MOUNTAIN/PINNACLE/RIDGELINE CONSIDERATIONS: Select a shallow to steep approach
angle, depending on
the wind, density altitude, gross weight, and obstacles. Before commencing the approach, the crew
will determine and brief an escape route. During the approach, continue to determine the suitability of
the intended landing point. The rate of closure may be difficult to determine until the aircraft is close
to the landing area. Reduce airspeed to slightly above effective translational lift until the rate of
closure can be determined. Before reaching the near edge of the landing area, the descent should be
stopped and the rate of closure slowed. At this point, decide whether to continue the approach or
make a go around. If a go-around is required, it should be performed before decelerating below ETL.
If the approach is continued, terminate in the landing area to a hover or to the surface. After touching
down, check aircraft stability as the collective is slowly lowered.
Note. To successfully operate into small areas, it may be necessary to place the nose of the aircraft
over the edge of the landing area. This may cause a loss of important visual references when on final
approach. All crewmembers must assist in providing information on aircraft position in the landing
area.
MUD/MUSKEG/TUNDRA CONSIDERATIONS: Select a suitable area and terminate the
approach to a 3-foot hover over the intended touchdown point. Begin a vertical descent until the
aircraft touches down. Check aircraft stability while slowly lowering the collective. If the area is
suitable, lower the collective to the full down position, adjust the cyclic as necessary to minimize the
mast moment (MM), and neutralize the pedals.
REFERENCES:
TASK 1062 Perform Slope Operations
CONDITIONS: In a UH-72A helicopter with aircraft cleared and given a slope area..
STANDARDS:
a. Select a suitable landing area.
b. Perform a smooth and controlled descent and touchdown.
c. Maintain heading ±5 degrees.
d. Maintain drift ± 1 foot until touchdown and then no drift allowed.
e. Perform a smooth and controlled ascent from the surface.
a. Confirm suitable landing area.
b. Announce drift and altitude.
DESCRIPTION:
1. Crew actions.
a. The P* will announce the intent to perform a slope operation and establish the helicopter
over the slope. The P* will announce the intended landing area and any deviation from the intended
maneuver. The P* should be aware of the common tendency to become tense and, as a result, to over
control the aircraft while performing the slope operation. The P* will note the aircraft attitude at a
hover, prior to starting descent to land on the slope.
b. The P and NCM will provide adequate warning of obstacles, unannounced drift, or altitude
changes. The P will monitor the aircraft Primary Flight Display (PFD) and aircraft instruments , and
notify the P* prior to exceeding aircraft mast moment or slope landing limitations. The P and NCM
will confirm the suitability of the intended landing area and announce when their attention is focused
CAUTION
device on the pilot’s cyclic and trim to minimize unwanted cyclic forces.
2. Procedures.
a. Landing. Select a suitable area for slope operations. If possible, orient the aircraft into the
wind. P* will announce the initiation of the slope landing. Smoothly lower the collective until the
upslope skid contacts the ground. Press the force trim release (FTR) button and adjust the cyclic to
maintain the aircraft in a level attitude while maintaining heading with the pedals. Continue lowering
the collective while simultaneously adjusting the cyclic into the slope. With the up slope skid in
contact with the ground, the mast moment (MM) will begin to increase as cyclic is applied into the
slope, maintain MM within limits. Continue reducing the collective until the down slope skid is
firmly on the ground, adjust the cyclic as necessary to minimize MM, and neutralize the pedals. If
aircraft mast moment or slope limits are reached before the aircraft is firmly on the ground, return the
aircraft to a hover. Select a new area with a lesser degree of slope.
b. Takeoff. Before takeoff, P* will announce initiation of an ascent. Apply the cyclic into the
slope while monitoring the MM. Smoothly increase the collective to raise the down slope skid while
applying cyclic as necessary to maintain the aircraft position on the ground and the MM within limits.
Continue to increase the collective, maintaining aircraft heading with the pedals, and simultaneously
adjust the cyclic to attain a hover attitude. As the aircraft leaves the ground, adjust the cyclic to
accomplish a vertical ascent to a hover with minimum drift.
Note. Before performing slope operations, it is important to understand dynamic rollover
characteristics.
Note. Ground oscillations in roll axis may be encountered. Pressing the FTR switch should damp out
these oscillations.
Note. Crewmembers must be aware of the helicopter’s normal hovering attitude prior to landing.
Note. To improve the YAW control at a hover the YAW TRIM function can be switched off IAW
RFM. In this case YAW SAS only is active.
CAUTION
If the successful completion of the landing is in doubt at any time or it appears that a limit may be
exceeded, abort the maneuver and return to a hover.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: When conducting slope
operations, determine the need for artificial illumination before starting the maneuver. Select
reference points to determine slope angles. (References probably will be limited and difficult to
ascertain.) If, at any time, successful completion of the landing is doubtful, abort the maneuver. When
performing operations during unaided night flight, ensure that the searchlight or landing light (white
light) is in the desired position. Using the white light will impair night vision for several minutes.
Therefore, exercise added caution if resuming flight before reaching fully dark adaptation.
REFERENCES: Rotorcraft flight manual (RFM).
TASK 1066 Perform Running Landing

CONDITIONS: In a UH-72A helicopter with the pre-landing check complete.
STANDARDS:
1. Select a suitable landing area.
2. Maintain constant approach angle clear of obstacles to desired touchdown point.
3. Maintain ground track alignment with the landing direction.
4. Touchdown aligned with landing direction ±5 degrees, and touchdown speed appropriate
for the conditions.
DESCRIPTION:
1. Crew actions.
a. The P* will announce his intent to perform a running landing, when beginning the approach,
the intended point of landing, and any deviation from the approach.
provide adequate warning of traffic or obstacles. They will announce when their attention is focused
2. Procedures.
a. Determine a shallow approach angle that allows safe obstacle clearance to arrive at 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 apparent ground speed and rate of
closure appear to be increasing, then adjust the cyclic to arrive at 40 KIAS at 50 feet AGL. Maintain
ground track alignment with the landing direction by maintaining the aircraft in trim above 50 feet
AGL and aligning the aircraft with the landing direction below 50 feet AGL. Control the rate of
descent not to exceed 300 FPM rate of decent at touchdown with the collective. Adjust the cyclic to
attain an aircraft attitude that maintains ETL to slightly above ETL. Prior to touchdown press the
Force Trim Release (FTR) button and maintain aircraft attitude and landing alignment with the cyclic
and heading with the pedals. The touchdown speed may vary as appropriate for the conditions of the
landing area.
b. After ground contact, reduce collective only enough to stabilize the aircraft and adjust the
cyclic to minimize the mast moment (MM) Maintain heading and ground track with the pedals while
smoothly reducing the collective for braking. Once the aircraft has come to a complete stop, reduce
the collective to the full down position, adjust the cyclic as necessary to minimize the MM, and
neutralize the pedals.
WARNING
When deployed, the cargo hook hangs approximately 18 inches below the skids in a hover.
Performing running landings with cargo hook deployed could result in damage to the hook and
fuselage. Do not conduct running landings with the hook deployed except in an emergency.
CAUTION
CAUTION
An oscillation, which could be unintentionally induced/assisted by the pilot (pilot induced/pilot
assisted oscillation (PIO/PAO) may be experienced during running landings or hard vertical landings.
In case of PIO/PAO, rapidly increase or decrease collective lever, whatever the situation allows,
until oscillation has stopped.
rate of descent during the final 100 feet should be slightly less at night than during the day to avoid
abrupt attitude changes at low altitudes.
2. After establishing the descent during unaided flights, airspeed may be reduced to
approximately 50 knots until apparent ground speed and rate of closure appear to be increasing.
Progressively decrease the rate of descent and forward speed until termination of maneuver.
ROUGH/UNPREPARED SURFACE CONSIDERATIONS: Closely monitor touchdown speed and
rate of collective reduction when landing to a rough or unprepared surface. If the surface is soft,
monitor mast moment and exercise care when lowering the collective until the aircraft comes to a
complete stop.
1. Training may be conducted in the aircraft.
REFERENCES:
TASK 1070 Respond to Emergencies
CONDITIONS: In a UH-72A helicopter, given a specific emergency condition or the indications of a
specific malfunction and a suitable landing area if required.
Note. For standardization evaluations and readiness level (RL) progressions, emergencies are at the
discretion of the IP.
STANDARDS:
a. Identify the malfunction, determine the appropriate emergency procedure, and perform or
describe the appropriate immediate action procedures outlined in the RFM/CL. b. Select a suitable
landing area.
c. Assist in evacuating passengers to designated assembly area according to the
crew briefing.
a. Prepare the aircraft, crew, and passengers for an emergency landing. Ensure passenger seat
belts are on.
b. Look for a suitable landing area and alert the crew to the landing area’s location.
DESCRIPTION:
1. Crew actions. Any crewmember detecting an emergency will immediately announce the
emergency to the other crewmembers. If time permits, lock shoulder harnesses, make a mayday call,
and tune transponder to emergency, as appropriate.
a. The P* will perform the boldface/gray background steps as appropriate in accordance with
the RFM/CL and initiate the appropriate type of landing. During VMC, the P* will focus primarily
outside the aircraft to maintain aircraft control and to provide adequate clearance from traffic or
obstacles. During simulated IMC, the P* will remain focused inside the aircraft on the flight
instruments to maintain aircraft control.
b. The P will perform as directed or briefed. The P will primarily assist the P* as required to
accomplish the steps in accordance with the RFM/CL. If time permits, the P will verify all emergency
procedures with the appropriate RFM/CL. P will request appropriate emergency assistance as
described in the flight information handbook (FIH) when required.
c. The NCM will prepare the passengers for an emergency landing. During the descent NCM
will look for a suitable landing area, alert the crew to the landing area’s location and assist in
clearing the aircraft. The NCM will keep communications to a minimum to allow the P* or P to
attempt communications outside the aircraft. After landing, the NCM will assist in evacuating the
passengers to the designated assembly area. If normal exits cannot be used, the NCM will use the
nearest emergency exit to expedite the evacuation. After accounting for all crewmembers and
passengers, the NCM will assist the other crewmembers in any follow-on action (fire fighting, first
aid, emergency signaling, or survival equipment).
2. Procedures. Analyze the information given (for example, aircraft response, warning, caution
or advisory lights, and audio warnings). Determine the malfunction and select the appropriate
emergency procedure. Perform the emergency procedure per the RFM/CL.
CAUTION
Releasing the No. 1 throttle emergency safety latch is extremely difficult due to its shape and
location. If the number 1 engine under-speeds, additional time will be required to release the throttle
stop plate.
Note. In case of engine malfunction or ifone engine must be brought to idle, 65 knots indicated
airspeed (KIAS) will require the least amount of power.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Take special precautions to
identify the correct switches when performing emergency procedures at night or while wearing night
vision goggles (NVG).
1. Training may be conducted in the aircraft, SFTS, or academically.
REFERENCES: Rotorcraft flight manual (RFM)/checklist (CL).
TASK 1072 Respond to Engine Failure at Out-Of-Ground-Effect Hover
CONDITIONS: In a UH-72A helicopter in an approved area free of obstacles with an instructor
pilot(IP), at a minimum out of ground effect hover (HOGE) of 250 feet above ground level (AGL).
STANDARDS:
1. Recognize the emergency, determine the appropriate corrective action IAW the RFM/CL.
2. From memory, perform all immediate action procedures required.
3. Achieve the appropriate nose down attitude until reaching 30 knots indicated airspeed
(KIAS).
4. Trim rotor RPM to maximum.
5. When performing a flyaway, achieve 45 KIAS until reaching 200 feet above ground level
(AGL) and/or clear of obstacles, and then establish 65 KIAS airspeed.
6. When performing a forced landing:
b. Execute a smooth, controlled descent, and maintain an approach angle clear of all obstacles
to the desired touchdown point.
c. Maintain aircraft alignment with landing area and execute touchdown with no lateral drift
and not to exceed 500 feet per minute (FPM) rate of descent.
d. Land using minimum airspeed and the maximum first limit indicator (FLI).
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused outside the aircraft and correctly respond to the failure.
b. The P will assist in clearing the aircraft as directed by the P*and monitor aircraft systems
and limits.
c. The NCM will continually monitor the condition of the aircraft and will assist in clearing
the aircraft as directed by the P*.
2. Procedure.
a. OEI at HOGE with landing.
(1) Upon detection of an engine failure, the P* will adjust the collective as required to maintain
rotor within limits while immediately trimming the rotor RPM to –MAX. Simultaneously apply
forward cyclic to achieve the appropriate nose down attitude IAW the RFM and maintain aircraft
heading with pedals. As the aircraft accelerates to 30 KIAS, adjust collective to achieve maximum
2.5 MIN -OEI (not to exceed 12 FLI if using the training collar or 11 FLI without the training collar
installed).
(2) Upon reaching 30 KIAS, adjust the cyclic and collective to achieve a landing attitude.
Execute a shallow approach to a running landing, not to exceed 300 FPM rate of descent at
touchdown. Prior to touchdown, reduce airspeed to minimum with maximum 2.5 MIN power applied.
Maintain a landing attitude and allow the aircraft to settle to the ground. Smoothly lower the
collective for braking while monitoring the Mast Moment (MM), neutralize the cyclic, and maintain
aircraft alignment with the pedals. When the helicopter is at a stop, resting firmly on the ground,
lower the collective smoothly to the full down position, adjust the cyclic as necessary to minimize the
Mast Moment (MM), and neutralize the pedals.
b. OEI at HOGE with fly-away.
(1) Proceed as in a(1) above.
(2) Upon reaching 30 KIAS, the P* will adjust aircraft attitude to continue acceleration to 45
KIAS while maintaining MAX available 2.5 MIN OEI power (12 FLI if using the training collar or
11 FLI without the training collar installed), adjust pedals to maintain aircraft in trim. At 200 feet
AGL and/or when the obstacles are cleared, the P* will adjust aircraft attitude to attain 65 KIAS and
adjust collective to maintain OEI maximum continuous power (MCP) or below.
CAUTION
Note. In case of engine malfunction or if one engine must be brought to idle, 65 knots indicated
airspeed (KIAS) will require the least amount of power.
1. The use of the Training Collar is prohibited for night or night vision goggles (NVG).
2. Surrounding terrain or vegetation may decrease contrast and degrade depth perception
during the approach. Before initiating the maneuver, determine the need for artificial lighting.
3. The crew must use proper scanning techniques to avoid fixating on aircraft system
indications
REFERENCES: Rotorcraft flight manual (RFM).
TASK 1074 Respond to Engine Failure(s) at Low Altitude/Low Airspeed/Cruise
Flight
CONDITIONS: In a UH-72A helicopter in an approved area.
STANDARDS:
From memory, perform all immediate action procedures required to trim rotor RPM to maximum.
2. When performing fly-away, adjust cyclic to maintain 45 knots indicated airspeed (KIAS)
until 200 feet above ground level (AGL) and/or clear of obstacles, and then establish 65 KIAS
airspeed.
3. When performing a forced landing:
b. Do not allow the aircraft to descend below obstacles until safe landing can be accomplished
at the intended landing point.
c. Execute a smooth, controlled descent, and maintain an approach angle clear of all obstacles
to the desired touchdown point.
d. Maintain aircraft alignment with landing area and execute touchdown with no lateral drift
and not to exceed 500 feet per minute (FPM) rate of descent.
e. Land using minimum airspeed and the maximum first limit indicator (FLI).
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused primarily outside the aircraft and correctly respond to the
failure.
b. The P will assist in clearing the aircraft as directed by the P*and monitor aircraft systems
and limits.
c. The NCM will continually monitor the condition of the aircraft and will assist in clearing
the aircraft as directed by the P*.
2. Procedure.
CAUTION
a. Simulated engine failure (SEF) at cruise altitude.
(1) Upon detection of an engine failure, the P* will immediately announce engine failure, adjust
collective as necessary to maintain rotor in limits, immediately trim rotor to maximum while
simultaneously adjusting cyclic to attain OEI flight, and maintaining aircraft trim with pedals.
(2) When nearing a suitable landing area, adjust cyclic to attain 65 KIAS. Upon intercepting a
shallow approach angle, maintain 65 KIAS and adjust collective as necessary to maintain the angle.
Maintain the aircraft in trim with the pedals.
(3) Continue to adjust the cyclic and collective to arrive at 50 feet AGL at 40 KIAS. Adjust the
cyclic and collective to achieve a landing attitude. Execute a shallow approach to a running landing,
not to exceed 300 FPM rate of descent at touchdown. Prior to touchdown, reduce airspeed to
minimum with maximum 2.5 MIN power applied. Maintain a landing attitude and allow the aircraft to
settle to the ground. Smoothly lower the collective for braking while monitoring the mast moment
(MM), neutralize the cyclic, and maintain aircraft alignment with the pedals. When the helicopter is at
a stop, resting firmly on the ground, lower the collective smoothly to the full down position, adjust the
cyclic as necessary to minimize the MM, and neutralize the pedals.
b. SEF at low altitude/low airspeed with fly-away.
collective to maintain rotor in limits, immediately trim rotor to maximum while simultaneously
adjusting the cyclic to attain 45 KIAS. Maintain aircraft heading with pedals. Adjust collective to
achieve MAX available 2.5 MIN OEI power (12 FLI with the training collar installed or 11 FLI
without the training collar installed). At 200 feet AGL and/or once obstacles are cleared, adjust
cyclic to attain 65 KIAS and continue climb as necessary to reach a suitable landing area.
(2) Once a suitable landing area is reached, continue as in 2a(2) through 2a(3) above for SEF at
cruise.
c. Simulated engine failure at low altitude/low airspeed with forced landing.
collective to maintain rotor in limits, immediately trim rotor to maximum while simultaneously
adjusting the cyclic to attain a landing attitude (40 KIAS at 50 feet AGL), and maintaining aircraft
heading aligned with landing direction with pedals.
(2) Prior to touchdown, reduce airspeed to minimum with maximum 2.5 MIN power applied.
Maintain a landing attitude and allow the aircraft to settle to the ground. Smoothly lower the
collective for braking while monitoring the MM, neutralize the cyclic, and maintain aircraft alignment
with the pedals. When the helicopter is at a stop, resting firmly on the ground, lower the collective
smoothly to the full down position, adjust the cyclic as necessary to minimize the MM, and neutralize
the pedals.
1. The use of the Training Collar is prohibited for night or night vision goggles (NVG).
2. Surrounding terrain or vegetation may decrease contrast and degrade depth perception
during the approach. Before initiating the maneuver, determine the need for artificial lighting.
3. The crew must use proper scanning techniques to avoid fixating on aircraft system
indications.
TASK 1078 Perform Stability Augmentation System Off Flight CONDITIONS:
In a UH-72A helicopter.
STANDARDS: Appropriate common standards.
Description:
1. Crew actions.
a. The P* will remain focused outside the aircraft and is responsible for clearing the aircraft and
obstacle avoidance. The P* will announce when disengaging the stability augmentation system (SAS).
b. The pilot not on the controls (P) will assist the P* as directed.
2. Procedures. While airborne or at a hover, the P*/P will press the SAS/autopilot (AP) CUT
switch on the cyclic to disengage the system. The P* will perform the directed maneuver with the
SAS disengaged. Upon completion of the maneuver, the P*/P will select the BACK-UP SAS switch
on the cyclic and confirm system functionality. Once BACK-UP SAS is engaged the P will turn on AP
1 and AP 2.
CAUTION
It is not permitted to take off with only the 3-axis back-up SAS engaged.
NIGHT OR NIGHT VISION GOGGLES CONSIDERATIONS: As appropriate for task being
performed.
REFERENCES:
TASK 1082
Perform Autorotation
CONDITIONS: In a UH-72A helicopter with an instructor pilot (IP).
WARNING
Practice touchdown auto-rotational landings are prohibited.
WARNING
The deceleration altitude during an autorotation should be determined using outside visual
references and cockpit indications, as necessary. Pilots should avoid focusing on the radar
altimeter during critical phases of the maneuver. Reaction time must be factored into the
deceleration altitude and will vary with the proficiency of the pilot on the controls. The P will
cross monitor the P* and ensure the control inputs are made as required.
STANDARDS:
1. Establish entry altitude (700 feet AGL minimum) and airspeed as directed.
2. Initiate the autorotation by lowering the collective until N2 and NR needles split.
3. After entry, establish airspeed between 60 to 90 knots indicated airspeed (KIAS) as
required to reach intended landing area.
4. Maintain heading alignment at termination ±5 degrees.
5. Perform a progressive deceleration no lower than 100 feet AGL.
6. Perform initial collective application at 10-15 feet AGL.
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused outside the aircraft. The P* will announce entering the
autorotation and acknowledge the engine/rotor split indication. The P* will monitor rotor revolutions
per minute (RPM), trim, airspeed, and announce the intended point of termination by lowering the
collective until engine and rotor RPM split and/or the Vne field of VEMD Lane 2 indicates 90 KIAS
for auto rotation..
b. The P (IP) will monitor rotor RPM, aircraft trim, and airspeed and provide adequate
warning for corrective actions.
c. The P and NCM will confirm the suitability of the landing area, assist in clearing the
aircraft, and provide adequate warning of obstacles, placing the transponder to emergency, and make
a mayday call.
d. The NCM will prepare the passengers for an emergency landing. During the descent the
NCM will keep communications to a minimum to allow the P* or P to attempt communications
outside the aircraft.
2. Procedures.
a. Maintain entry altitude and airspeed as directed until reaching the entry point. Perform the
appropriate emergency procedure IAW the RFM/CL and initiate the autorotation by lowering the
collective until engine and rotor RPM split. Adjust the cyclic to attain the proper airspeed and
maintain the aircraft in trim with the pedals.
b. Before reaching 200 feet AGL, ensure that a steady -state autorotation is attained. If it is not,
abort the maneuver or execute a go-around. A steady-state autorotation means that—
(1) Rotor RPM is within limits.
(2) Aircraft is at the correct airspeed.
(3) Aircraft in trim.
(4) Aircraft is in a position to terminate at the intended landing area.
c. Terminate the autorotation by one of the following methods. (During training the instructor
pilot [IP] will announce which is to be used.) d Power recovery. Upon receiving the command
"power recovery," the P* will apply the collective as necessary to arrest the rate of descent while
simultaneously maintaining trim with the pedals. The P* continues to apply sufficient collective to
arrest the rate of descent and establish a normal climb.
e. Terminate with power. Upon receiving the command "terminate with power," the P* will
adjust the collective to arrest the descent at an altitude that will ensure that the tail stinger will not
contact the ground.
(Conditions permitting; ground speed at the termination of the maneuver should be the same as for
touchdown.)
Note. During training if steady state auto rotation is not attained be 200 feet AGL, the IP will
command a “power recovery”, terminate the maneuver and execute a go-around as required.
f. At approximately 100 feet AGL, apply aft cyclic to initiate a smooth, progressive
deceleration to establish a flare attitude of approximately 15 degrees to 20 degrees. Maintain aircraft
alignment with the termination area by properly applying pedals and cyclic. Adjust the collective, if
required, to prevent excessive rotor RPM. At approximately 10 to 15 feet AGL, apply sufficient
collective to control the rate of descent (the amount of collective applied and rate of application will
depend on the rate of descent and ground speed) and reduce the flare attitude to approximately 7
degrees. Adjust the cyclic to attain a landing attitude just before termination and apply collective as
necessary to control the rate of descent. The maneuver is complete when the aircraft has come to a
complete stop at a hover in-ground-effect (HIGE) approximately 5 feet AGL.
CAUTION
The NR must continually be monitored during collective reduction to prevent NR over-speed.
1. Attitude control is critical during night auto-rotations.
2. The lack of visual references at night reduces the aviator's ability to estimate airspeed and
altitude. Use the landing light/searchlight as appropriate. To compensate for the lack of visual
references, the aviator will attain a steady-state autorotation before reaching 300 feet AGL.
REFERENCES: RFM.
TASK 1094 Operate the Automatic Flight Control System/Autopilot
STANDARDS:
1. Configure and activate the autopilot mode selector (APMS).
2. Select the desired navigational commands and engage the system.
3. Uncouple the system when appropriate.
4. Use the instrument control panel (ICP).
5. Configure and operate the APMS.
6. Configure the reconfiguration unit (RCU).
DESCRIPTION:
1. Crew actions.
a. The P* will announce intentions to activate the autopilot system upper modes and advise the
P. The P will configure the system and select the appropriate mode as directed by the P*. The P will
announce when engaging the system.
b. Once the system is engaged, the P* will acknowledge the aircraft system is in control and
release the flight controls while monitoring the aircraft attitude. The P* should operate the upper
modes and the P should be ready to assist if or when it becomes necessary for the P* to take the flight
controls.
c. The P* will continue to monitor the aircraft and advise the P of system status. While the
aircraft system is in control, the P* will be prepared to take control of the aircraft when necessary or
in case of system failure.
2. Procedures. While the aircraft is in stabilized flight, the crew will configure the AFCS
APMS, activate the system, and engage the AFCS. If required, the crew will adjust the navigation
(NAV) SOURCE and navigation display (ND) to comply with air traffic control (ATC) directives.
WARNING
When operating near the ground with autopilot engaged in any mode of operation, the pilot
should remain attentive to the flying task since and AFCS malfunction could result in a loss of
altitude.
Note. Minimum height for hands-off operation during takeoff and approach is 200 feet above ground
level (AGL). Minimum height for hands-off operation in cases other than take-off or approach is 500
feet AGL.
REFERENCES:
TASK 1102 Perform Manual Throttle Operation/Emergency Mode
CONDITIONS: In a UH-72A helicopter with an instructor pilot (IP), given an emergency requiring
manual control of the throttle.
STANDARDS:
2. From memory perform all immediate action procedures.
3. Maintain affected engine FLI matched +1/-2 FLI.
DESCRIPTION:
1. Crew actions.
a. The IP will announce a simulated high or low rotor condition, high or low FLI/Torque, high
or low N1 and TOT condition to the P* and confirm and acknowledge the corrective action.
b. The P* should remain focused primarily outside the aircraft and correctly respond to the
given conditions/indications.
c. The NCM will continually monitor the condition of the aircraft, assist in aircraft clearance
and obstacle avoidance, and perform other tasks as directed P* or P.
2. Procedures.
a. The P* will confirm the condition, identify the malfunction, and announce the corrective
action.
b. The IP will acknowledge the corrective action, confirm the P* has identified the correct
Twist Grip, and monitor the effects of the corrective action. The IP will ensure that the P* has
identified the affected engine correctly before continuing with the emergency procedure IAW the
RFM.
Note. After landing the P* will rotate the twist grip (affected engine) to idle prior to reducing the
collective lever to the full down position. With the collective in the full down position and the
maneuver completed, the IP will trim the engine and rotor as necessary and place the VAR NR switch
to the NORM position.
WARNING
It is critical to ensure that when the number 2 throttle is placed into the emergency (EMER)
area, that the limiting stop does not fall into position inadvertently.
Note. During training of this task, any movement of N2 trim switch will be simulated when
completing appropriate emergency procedures steps.
REFERENCES:
TASK 1155 Negotiate Wire Obstacles
STANDARDS:
1. Locate and estimate the height of wires.
2. Determine the best method to negotiate the wire obstacle.
3. Safely negotiate the wire obstacle.
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused primarily outside the aircraft and will announce visual contact
with wires and supporting structures.
b. The P and NCM will announce visual contact with wires and supporting structures. The
CMs will also provide adequate warning to avoid hazards, wires, poles, or supporting structures.
The CMs will announce when the aircraft is clear and when attention is focused inside the aircraft
2. Procedures.
a. Announce when wires are seen. Confirm the location of wire obstacles with other
crewmembers. Announce the method of negotiating the wires and when the maneuver is initiated.
b. Discuss the characteristics of wires and estimate the amount of available clearance between
the ground to determine the method of crossing. Locate guy wires and supporting poles.
(1) Over-flight. Before crossing the wires, identify the highest wire. Cross near a pole to aid in
visual perception and minimize the time that the aircraft is unmasked.
(2) Under-flight. When under flying wires, there must be a minimum ground to wire clearance of
hover height plus 25 feet. Ground speed should be no greater than that of a brisk walk. Ensure lateral
clearance from guy wires and poles.
Note. The crew must maintain proper scanning techniques to ensure obstacle avoidance and aircraft
clearance.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Wires are difficult to detect at
night and with night vision goggle (NVG). Under-flight of wires should not be performed at night or
while using NVG, unless the location has been checked during daylight conditions and all hazards
have been identified.
REFERENCES:
TASK 1162 Perform Emergency Egress

WARNING
Removal of an injured crewmember or passenger may increase the severity of the injuries.
Analyze the risk of additional injury versus the risk of leaving the crewmember or passenger in
the aircraft until assistance arrives.
STANDARDS:
1. Perform or describe the use of emergency exits on the aircraft.
2. Perform or describe the emergency egress of the pilots, NCM, or passenger from the seat.
3. Perform or describe the emergency engine shutdown of the aircraft IAW the RFM/CL.
4. Assist in marshalling passengers to designated assembly area.
5. Perform or describe duties as briefed in the crew mission briefing.
DESCRIPTION:
1. Crew actions.
a. The PC will direct an emergency egress. The PC will determine and announce if an
emergency engine shutdown will be performed and determine if the egress will be accomplished
before the rotor blades have stopped (use of rotor brake as necessary). If the PC is incapacitated, the
next ranking crewmember will perform this function.
b. The P* and P will egress their respective positions and assist with passenger egress.
c. The NCM will direct passenger egress, then egress his position.
d. All crewmembers will assist with the egress of incapacitated crewmembers and passengers
if required.
2. Procedures.
a. If an emergency egress occurs, pilots will exit via the cockpit doors and passengers and
crew via the passenger doors. If cockpit doors cannot be opened, strike door windows with boot or
other object and exit opening. If the passenger doors cannot be opened, use the jettison sling and push
out windows and exit the aircraft. Once out, crewmembers and passengers will clear the aircraft in a
safe direction and meet at the assembly point as briefed during the crew mission and passenger
briefings. Account for all personnel immediately upon exiting the aircraft.
b. Perform emergency engine shutdown procedures per the rotorcraft flight manual/checklist
and engage the rotor brake as required.
WARNING
Aft clamshell doors cannot be opened from inside the aircraft and should not be considered and
emergency exit.
OVERWATER CONSIDERATIONS: If egress must be made from an aircraft that has gone into the
water, do not exit until rotor blades have stopped. Identify a handhold within the cockpit to maintain
orientation, employ Sea Mark II/Helicopter Emergency Egress Device (HEED), if equipped, and wait
for cockpit and cabin area to fill with water. Once aircraft is full of water, use the passenger/cockpit
doors. If they are jammed, use the jettison sling then push out the windows and swim clear of the
aircraft. Do not activate the life preserver until clear of aircraft.
1. Training will be conducted in the aircraft or academically.
REFERENCES:
TASK 1166 Perform Instrument Maneuvers
CONDITIONS: In a UH-72A helicopter in instrument meteorological condition (IMC) or simulated
IMC and given appropriate navigational publications.
STANDARDS:
1. Tune and identify appropriate navigational aids (NAVAIDs).
2. Determine, intercept, and maintain the desired course ±5 degrees.
3. Maintain the desired distance measuring equipment (DME) arc ±1 nautical mile.
4. Identify station passage.
5. Use the instrument control panel (ICP).
6. Use the Garmin 430.
7. Configure and operate the autopilot mode select (APMS).
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused inside the aircraft and will monitor radios and air traffic control
(ATC) information. The P* will acknowledge all directives given by ATC or P. The P* will announce
airspeed, heading, and altitude changes and any deviation not directed by ATC or the P.
b. The P will select and announce radio frequencies. The P also will monitor radios and ATC
information not monitored by the P*. The P will confirm airspeed, heading, and altitude changes.
c. During visual meteorological conditions (VMC) or simulated IMC, the P and NCM will
focus primarily outside the aircraft to provide adequate warning of traffic or obstacles.
2. Procedures. Adjust cyclic as required to maintain the desired airspeed and heading. Adjust
collective as required to maintain the desired airspeed, climb/descent rate or altitude and maintain
aircraft in trim with the pedals. Perform instrument procedures per AR 95-1, FM 3-04.240,
aeronautical information manual (AIM), and Department of Defense flight information publication
(DOD FLIP).
a. When expecting to use the very high frequency (VHF) omnidirectional range radio
beacon/instrument landing system (VOR/ILS) receiver, ensure that the VOR is operational and the
course deviation scales and glideslope scales give the proper indications per the RFM.
b. Before using a selected NAVAID for navigation, tune and identify the NAVAID. After
identifying the desired station and the position of the aircraft in relation to the desired course, turn to
an appropriate intercept heading. Maintain the intercept heading until approaching an on-course
indication. Depending on the rate of closure, start a turn to intercept the desired course.
c. Maintain heading to track the desired course. If the navigational instruments show an off-
course condition, turn as necessary toward the course to re-intercept. If navigational instruments do
not indicate movement toward the course within a reasonable time, increase the intercept angle.
d. When re-intercepting the course, turn toward the course and apply the appropriate drift
correction (normally one-half of the intercept angle). Continue to bracket the course by decreasing
corrections until obtaining a heading that will maintain the aircraft on course.
e. Determine arrival at radio intersections per procedures in FM 3-04.240, or aeronautical
information manual (AIM).
f. When using the autopilot upper modes, ensure the courses and approaches intercepted are
the desired courses.
WARNING
Minimum height for hands-off flight operation during takeoff and approach is 200 feet above
ground level (AGL). Minimum height for hands-off operation in cases other than take-off or
approach is 500 feet AGL.
Note. For IFR flight, the Cyclic and Yaw Trim must be engaged. Upper modes are not mandatory but
encouraged to be used.
TASK 1170 Perform Instrument Takeoff
CONDITIONS: In an UH-72A helicopter in instrument meteorological condition (IMC) or simulated
IMC and aircraft cleared.
STANDARDS:
1. Set attitude indicator.
2. Comply with appropriate departure procedure.
3. Maintain power as required to climb at or above the minimum climb rate on the departure
procedure.
4. Maintain accelerative climb attitude until climb airspeed is attained.
5. Maintain the aircraft in trim after effective translational lift (ETL).
DESCRIPTION:
1. Crew Actions
a. The P* will focus primarily outside the aircraft during the visual meteorological conditions
(VMC) portion of the maneuver. The P* will announce when the maneuver is initiated and any intent
to abort or alter the takeoff. Before the aircraft enters simulated or actual IMC, the P* will make the
transition to the flight instruments.
b. The P will announce when ready for takeoff and will focus primarily outside the aircraft to
assist in clearing during the VMC portion of the maneuver and to provide adequate warning of
obstacles. The P will announce when attention is focused inside the aircraft. As the aircraft enters
actual IMC, the P will announce the IMC and will monitor the flight instruments to assist in
establishing coordinated flight within aircraft operating limits.
c. The NCM will maintain airspace surveillance during the VMC portion of the maneuver.
During simulated IMC, the P and NCM will focus primarily outside the aircraft to provide adequate
warning and again when attention is reestablished outside.
2. Procedures. On the runway or takeoff pad, align the aircraft with the desired takeoff
heading. Initiate the takeoff by increasing the collective smoothly and steadily until takeoff power
(hover power plus 1 FLI recommended) is reached. (Set power as required to accelerate to the
desired climb airspeed and maintain the desired climb rate.) Visually maintain takeoff clearance
and alignment on takeoff and transition to the flight instruments before entering IMC. Maintain
the heading/course required by the departure procedure or air traffic control (ATC) instructions.
When the desired climb airspeed is reached, adjust cyclic to maintain airspeed and adjust collective
to maintain the desired climb rate.
WARNING
Minimum height for hands-off flight operation during takeoff and approach is 200 feet above
ground level (AGL).
Note. For IFR flight, the Cyclic and Yaw Trim must be engaged. Upper modes are not mandatory but
encouraged to be used.
Note. The takeoff maybe initiated from a hover.
Note. Hover out-of-ground effect (OGE) power maybe required for this task.
2. Evaluation maybe conducted in the aircraft or SFTS.
TASK 1174 Perform Holding Procedures
IMC and given holding instructions and appropriate Department of Defense flight information
publication (DOD FLIP).
STANDARDS:
1. Tune and identify the appropriate navigational aids (NAVAIDs).
2. Enter the holding pattern.
3. Time and track holding pattern legs.
4. Send the appropriate report to air traffic control (ATC).
5. Operate the Garmin 430.
DESCRIPTION:
1. Crew actions.
a. Before arrival at the holding fix, the pilot in command (PC) will analyze the holding
instructions and determine the holding pattern and proper entry procedures. The PC will brief the
other crewmembers on the proposed entry, outbound heading, and inbound course. (The PC may
delegate this task to another rated crewmember [RCM].)
b. The P* will fly headings and altitudes and will adjust inbound and outbound times as
directed by ATC or the P. The P* will announce any deviation as well as ATC information not
monitored by the P.
c. The P will select radio frequencies and monitor radios. The P will compute outbound times
and headings to adjust for wind and direct the P* to adjust the pattern as necessary. The P will
announce ATC information not monitored by the P*.
d. During simulated IMC, the P and NCM will focus primarily outside the aircraft to provide
adequate warning of traffic or obstacles. Crewmembers will announce when attention is focused
2. Procedures.
a. Upon arrival at the holding fix, turn (if required) to the predetermined outbound heading or
track and check the inbound course. Maintain the outbound heading or track as published or as
directed by ATC. After the appropriate time outbound, turn to the inbound heading and apply normal
tracking procedures to maintain the inbound course. Note the time required to fly the inbound leg and
adjust outbound course and time if necessary. When holding at a NAVAID, begin timing over or abeam
the holding station, whichever occurs later. When holding at an intersection, begin timing when the
outbound turn is completed and the aircraft is wings level on the outbound heading.
b. When using the autopilot upper modes, ensure the courses intercepted are the desired
courses.
TASK 1176 Perform Non-Precision Approach

IMC and given holding instructions and appropriate Department of Defense flight information
publication (DOD FLIP).
STANDARDS:
1. Perform the approach as published.
2. Intercept and maintain published course line within 5 degrees of centerline.(one-half scale
deflection using the navigation display (ND) course deviation bar or ±5 degrees when using the ND
single or double bearing pointer).
3. Intercept and maintain LOC courses within 2.5 degrees (full-scale deflection of the course
deviation bar) of course centerline.
4. During airport surveillance radar (ASR) approaches, make immediate heading and altitude
changes issued by air traffic control (ATC) and maintain heading ±5 degrees.
5. Comply with descent minimums prescribed for the approach.
6. Perform the correct missed approach procedure upon reaching the missed approach point
(MAP) if landing cannot be accomplished.
DESCRIPTION:
1. Crew actions.
a. The PC is responsible for ensuring the approach is reviewed and briefed to all
crewmembers before initiating the procedure. The PC will confirm with the crew the specific
approach to be flown, that the correct navigational aid (NAVAID)/communication frequencies are set,
and that the proper course is selected as required. The PC may assign other crewmembers to perform
these duties.
b. The P* will acknowledge and follow navigation directives issued by either the P or ATC,
and announce any deviations.
c. The P will call out all pertinent or requested approach information and procedures to the P*
and will advise the P* of any unannounced deviations. The P will monitor outside for visual contact
with the landing environment. If the P makes visual contact suitable to complete the landing, the P will
announce such and may, if directed by the PC, take the controls and complete the landing. If visual
contact is not made at the missed approach point, the P will announce such and call out the missed
approach procedures.
d. During visual meteorological conditions (VMC), the P and NCM will focus primarily
outside the aircraft to provide adequate warning of traffic or obstacles. Crewmembers will announce
when their attention is focused inside the aircraft and again when attention is reestablished outside.
2. Procedures.
a. Perform the desired approach procedures per AR 95-1, DOD FLIP, FM 3-04.240, and AIM.
b. When using the auto pilot upper modes, ensure the courses and approaches intercepted are
WARNING
Minimum height for hands-off operation during takeoff and approach is 200 feet above ground
level (AGL).
WARNING
should remain attentive to the flying task since an automatic flight control system (AFCS)
malfunction could result in a loss of altitude.
TASK 1178 Perform Precision Approach
CONDITIONS: In a UH-72A helicopter in instrument meteorological conditions (IMC) or simulated
IMC, given approach information and Department of Defense flight information publication (DOD
FLIP), approach clearance, with pre-landing checks complete.
STANDARDS:
1. Perform the approach as published.
2. For instrument landing system (ILS) approach, intercept and maintain the localizer (LOC)
and glide slope. Maintain the LOC course within a full-scale deflection of the course deviation bar,
and for final approach, maintain the glide slope index within full -scale deflection.
3. For precision approach radar (PAR) approach, make immediate heading and altitude
changes issued by air traffic control (ATC) and maintain heading ±5 degrees; for final approach,
maintain glide slope as directed by ATC.
4. Comply with the published decision altitude/decision height (DH) prescribed for the
approach.
5. Perform the published missed approach procedure or IAW ATC directives upon reaching
the decision altitude/DH if landing cannot be accomplished.
6. When performing coupled flight and approach, properly configure aircraft autopilot system
and utilize go-around function when appropriate.
DESCRIPTION:
1. Crew Actions.
a. The PC is responsible for ensuring the approach is reviewed and briefed to all
crewmembers before initiating the procedure. The PC will confirm with the crew the specific
approach to be flown, that the correct navigational aid (NAVAID)/communication frequencies are set,
and that the proper course is selected as required. The PC may assign other crewmembers to perform
these duties.
b. The P* will acknowledge and follow navigation directives issued by either the P or ATC,
and announce any deviations.
c. The P will call out all pertinent or requested approach information and procedures to the P*
and will advise the P* of any unannounced deviations. The P will monitor outside for visual contact
with the landing environment. If the P makes visual contact suitable to complete the landing per AR
95-1, the P will announce such and may, if directed by the PC, take the controls and complete the
landing. If visual contact is not made at the missed approach point, the P will announce such and call
out the missed approach procedures.
d. During visual meteorological conditions (VMC), the P and NCM will focus primarily
outside the aircraft to provide adequate warning of traffic obstacles. Crewmembers will announce
2. Procedures.
a. Perform the desired approach procedures per AR 95-1, DOD FLIP, FM 3-04.240, and
aeronautical information manual (AIM).
b. When using the Auto Pilot upper modes, ensure the courses and approaches intercepted are
WARNING
Minimum height for hands-off operation during takeoff and approach is 200 feet above ground
level (AGL).
WARNING
should remain attentive to the flying task since an automatic flight control system (AFCS)
malfunction could result in a loss of altitude.
TASK 1182 Perform Unusual Attitude Recovery
STANDARDS:
1. Analyze aircraft attitude.
2. Without delay, use recovery procedures with minimum loss of altitude:
a. Attitude–Level the wings and pitch attitude while maintaining the aircraft in trim.
b. Heading–Establish and maintain appropriate heading.
c. Torque–Adjust torque to cruise or climb power setting.
d. Airspeed–Maintain the desired airspeed.
e. Altitude–Return to the appropriate/desired altitude after establishing aircraft control.
DESCRIPTION:
1. Crew actions.
a. The trainer or evaluator will place the aircraft in an unusual attitude and transfer aircraft
control to the P if necessary. The P will acknowledge the transfer of controls, the unusual attitude, and
recover the aircraft.
b. The P* will remain focused inside the aircraft during this maneuver and will acknowledge
the unusual attitude recovery and transfer of aircraft controls.
c. The P will assist in monitoring the aircraft instruments; the P will call out cockpit
instruments as necessary to assist the P*.
d. The P and NCMs will focus primarily outside the aircraft to provide adequate warning of
traffic or obstacles. They will announce when their attention is focused inside the aircraft and again
when attention is reestablished outside.
2. Procedures.
a. To recover from an unusual attitude, correct the pitch and roll attitude, adjust power, and
trim the aircraft as required for return to level flight. All components are changed simultaneously with
little lead of one over the other.
b. The displacement of controls used in recoveries may be greater than those for normal flight.
Care must be taken in making adjustments as straight-and-level flight is approached. The instruments
must be observed closely to avoid over controlling.
Warning
The crew should affect the recovery without using the autopilot upper modes until such a time
the aircraft is under control and returning to the correct airspeed and altitude. When engaging
Auto Pilot upper modes, the P* should remain focused on the instruments and the P should
announce and engage the upper modes. Once engaged, the P* may resume control of the upper
modes.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: IMC is not a prerequisite for an
unusual attitude. Lowlevel ambient light may induce visual illusions and spatial disorientation.
During NVG operations, video noise may contribute to loss of visual cues.
SNOW/SAND/DUST CONSIDERATIONS: Obscurants other than weather can induce loss of
visual contact. At low altitudes where these conditions would be encountered, it is extremely
important that these procedures be initiated immediately to prevent ground contact.
TASK 1184 Respond to Inadvertent Instrument Meteorological Conditions
CONDITIONS: In a UH-72A helicopter under visual meteorological conditions (VMC).
1. Announce “IMC”, maintain proper aircraft control, immediately make the transition to
instrument flight, and initiate immediate climb.
2. Initiate correct inadvertent IMC recovery procedures.
a. Attitude—level the wings on the attitude indicator.
b. Heading—maintain heading; turn only to avoid known obstacles or as briefed for multiship
operations. c. Torque—adjust torque as necessary.
d. Trim—trim aircraft as necessary.
e. Airspeed—adjust airspeed as necessary.
3. Contact air traffic control (ATC), as required. Comply with ATC instructions, local
regulations, and standing operating procedure (SOP).
DESCRIPTION:
1. Crew actions.
a. The P* will announce “Inadvertent IMC,” transition to the instruments, and immediately
initiate a climb while establishing aircraft control. The P* will immediately announce if they become
disoriented.
b. The P will announce “Inadvertent IMC” and monitor the cockpit instruments to assist in
recovery. The P will announce when the aircraft is in a positive climb, the altitude and altitude
climbing to, and the aircraft heading (and desired heading when required for obstacle avoidance and
multi-ship operations). He will adjust the transponder to emergency, tune navigation radios as
appropriate, and make the appropriate radio calls. The P will perform any other tasks as directed by
the P * and remain prepared to take the controls should the P* become disoriented.
c. The NCM will focus primarily outside the aircraft to provide adequate warning for avoiding
terrain or obstacles and will announce if VMC conditions are encountered. The NCM will perform
any other crew tasks as directed by the P* or P.
2. Procedures. The crew should consider establishing (during the crew mission briefing) a
torque/first limit indicator (FLI) and airspeed appropriate for the mission environment to use in the
event of encountering IIMC. This can help eliminate confusion during the actual emergency. The most
important action upon encountering IIMC is to immediately begin climbing while establishing aircraft
control via the instruments. Immediately establishing a climb does not necessarily mean immediately
increasing the collective, if the aircraft is in a turn and nose low for example, increasing the
collective before setting the correct attitude may be fatal. Once aircraft control is accomplished, the
transponder should be set to emergency to alert air traffic control (ATC). Tuning navigational radios
or making radio calls will be determined by ATC directives and local procedures. The crew should
contact ATC on guard and allow ATC to assign an appropriate altitude and heading/course, and, if
necessary, an appropriate frequency. If radio contact cannot be established first, the crew must ensure
that navigational radios are tuned as quickly as possible to determine the aircraft’s position and
appropriate course for recovery.
Warning
The crew should affect the recovery without using the auto pilot upper modes until such a time
the aircraft is under control and a positive climb has been established. When engaging autopilot
upper modes, the P* should remain focused on the instruments and the P should announce and
engage the upper modes. Once engaged, the P* may resume control of the upper modes.
1. When using night vision goggle (NVG), it may be possible to see through a thin obscuration,
such as fog and drizzle, with little or no degradation.
2. If IMC conditions are entered with the searchlight or landing light on, spatial disorientation
may occur.
3. The NVG may be removed or flipped up once stable flight is established. It may be
beneficial for the P not to completely remove the NVG. The NVG may assist in recovery by allowing
the P to see through a thin obscuration in order to see the landing environment the landing
environment.
TASK 1190 Perform Hand and Arm Signals
CONDITIONS: Given hand and arm signals from FM 21-60 to identify or perform.
STANDARDS:
1. Rated Crewmember (RCM). Identify at a minimum the hand and arm signals required for
moving an aircraft left, right, forward, or backward and for takeoff and landing per FM 21-60.
2. Nonrated Crewmember (NCM). Identify and perform at a minimum the hand and arm signals
required for moving an aircraft left, right, forward, or backward and for takeoff and landing per FM
21-60.
DESCRIPTION: Identify or perform the hand and arm signals required to move an aircraft from one
point to another.
REFERENCES: FM 21-60.
TASK 1194 Perform Refueling Operations
CONDITIONS: With a UH-72A helicopter and refueling equipment.
STANDARDS:
1. Ensure that safety procedures are complied with.
2. Ensure that all doors, windows, and vents are closed on the refueling side.
3. Ensure that the aircraft is refueled per FM 10-67-1, the RFM, and the unit standing operating
procedure (SOP).
4. Enter the appropriate information IAW the unit SOP.
DESCRIPTION: Crew actions and procedures are as follows:
CAUTION
Extreme caution must be exercised when refueling the aircraft. Due to fuel tank ventilation and filler
neck limitations, , the high velocity of incoming fuel may cause fuel to flow backwards and exit the
fuel cell via the open port.
1. The PC is responsible for the safe conduct of refueling operations.
2. A crewmember will guide the refueling vehicle to the aircraft. Ensure that the driver parks
the vehicle the proper distance from the aircraft per FM 10-67-1. Verify that all personnel not
involved with the refueling operations are a safe distance away. Vehicles should be parked parallel to
the aircraft in such a way as to prevent the possibility of vehicle/aircraft contact.
3. Ground and refuel the aircraft per FM 10-67-1, the appropriate rotorcraft flight manual, and
the unit standing operating procedures (SOP). Ensure that the tanks are filled to the required level.
When the refueling is completed, ensure that all caps are secured and remove the ground connection if
the aircraft will not remain parked.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Use an explosion-proof flashlight
with an unfiltered white lens to check for leaks.
REFERENCES: FM 10-67-1.
TASK 1253 Operate Aircraft Display Systems
STANDARDS:
1. Set up the Central Panel Display System (CPDS) to include the Caution and Advisory
Display (CAD) Vehicle and Engine Monitoring Display (VEMD) for use.
2. Operate the CPDS to monitor aircraft systems.
3. Set up the Primary Flight Display (PFD) and Navigation Display (ND) for use.
4. Operate the PFD and ND to monitor navigation systems.
5. Use Instrument Control Panel (ICP).
6. Use Reconfiguration Unit (RCU).
DESCRIPTION:
1. Crew actions.
a. The P will correctly configure and monitor the CPDS, PFD, and ND IAW RFM.
b. The P* will remain focused primarily outside the aircraft.
2. Procedures. The P will place the CPDS, PFD, and ND into operation as follows:
a. Pre-start, takeoff, and engine shutdown checks will be according to the checklist.
b. During flight, the P must be able to configure the CPDS, PFD, and ND to maintain the
desired mode of flight and monitor aircraft systems.
Note. The P’s knowledge and ability to access the Systems Status page on the VEMD will further
enhance his ability to monitor various systems (NR, N2).
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Ensure lighting adjustment is set
at an acceptable level for night or NVG operations.
TASK 1262 Participate in a Crew-Level After-Action Review

CONDITIONS: After flight in a UH-72A helicopter, given a unit-approved, crew-level after-action
review (AAR) checklist.
STANDARDS:
1. The pilot in command (PC) will conduct a detailed crew-level after action review using
the example shown below or a unit-approved crew-level after action review checklist.
2. All crewmembers will actively participate in the review.
DESCRIPTION:
1. Crew actions.
a. The PC will conduct a crew-level after action review. The PC will use a unit-approved
checklist similar to the one shown in table 4-1 below. The PC will actively seek input from all
crewmembers.
b. All crewmembers will actively participate in the review. The intent is to constructively
review the mission and apply lessons learned into subsequent missions.
2. Procedures. Using an after action review checklist, participate in a crew-level after action
review of the mission. The review should be an open and frank discussion of all aspects of the
mission. It should include all factors of the mission and incorporate all crewmembers. The results of
the review should be passed to operations and flight standards.
Table 4-1. Sample format for crew
1. Restate mission objectives with mission, enemy, terrain and weather, troops and
support available, time available, civil consideration (METT-TC).
2. Conduct review for each mission segment:
a. Restate planned actions/interactions for the segment.
b. What actually happened?
(1) Each crewmember states in own words.
(2) Discuss impacts of crew coordination requirements, aircraft/equipment operation,
tactics, commander’s intent, and so forth.
c. What was right or wrong about what happened?
(2) Explore causative factors for both favorable and unfavorable events.
(3) Discuss crew coordination strengths and weakness in dealing with each event.
d. What must be done differently the next time?
(2) Identify improvements required in the areas of team relationships, mission planning,
workload distribution and prioritization, information exchange, and cross monitoring of
performance. e. What are the lessons learned?
(2) Are changes necessary to—
(a) Crew coordination techniques?
(b) Flying techniques?
(c) SOP?
(d) Doctrine, aircrew training manual (ATM), technical manuals (TMs)?
3. Determine effect of segment actions and interactions on the overall mission.
a. Each crewmember states in own words.
b. Lessons learned.
(1) Individual level.
(2) Crew level.
(3) Unit level.
4. Advise unit operations of significant lessons learned.
TASK 1321 Perform Anti-Torque Malfunction (Tail Rotor Drive Failure/Fixed
Pitch Setting)
CONDITIONS: In an UH-72A with an IP and pre-landing checks complete.
STANDARDS:
1. Establish entry airspeed minimum 70 KIAS.
2. Maintain a constant approach angle.
3. Establish 40 KIAS +10/-5, on final.
4. If approach can be continued, maintain ground track alignment with the landing direction.
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused outside the aircraft to clear the aircraft throughout the approach
and landing. The P* will announce the intended point of landing and any deviation from the approach.
b. The IP will monitor the pedals during the approach and operate the (A.TRIM)-YAW
Switch.
c. The NCM will continually monitor the condition of the aircraft, assist in aircraft clearance
and obstacle avoidance, and perform other tasks as directed by the PC.
2. Procedures.
WARNING
Except in an actual tail rotor malfunction, aircraft touchdown is prohibited.
Touchdown is only authorized in the simulator.
Note. In case of an in-flight emergency that results in fixed tail rotor pitch settings, the crew should
use procedures outlined in the aircraft RFM.
Note. Left crosswind component is advantageous during approach and landing. The P* should
consider selecting an area where a shallow approach can be accomplished with a left crosswind.
a. Fixed pedal setting, stuck left. In flight, the IP will have the P* establish 65 KIAS and a
climb rate of 1000 to 1500 feet per minute in trim. Once established, the IP will turn the (A.TRIM)-
YAW switch OFF and monitor the pedals. The P* will descend to the appropriate altitude and will
ensure the aircraft is at the proper altitude and airspeed and in a nose-left, out-of-trim condition with
cruise power applied.
b. Fixed pedal setting, stuck right. In flight, the IP will have the P* establish 65 KIAS and a
descent rate of 1000 to 1500 feet per minute in trim. Once established, the IP will turn the (A.TRIM)-
YAW switch OFF and monitor the pedals. The P* will climb to the appropriate altitude and will
ensure the aircraft is at the proper altitude and airspeed and in a nose-right, out-of-trim condition with
cruise power applied.
c. Fixed pedal setting, neutral setting. In flight, the IP will place the pedals to neutral and
switch off the (A.TRIM)-YAW switch Off, with the VARTOMS set to manual and rotor set at 101%.
d. Fixed pedal setting approach. The P* will adjust airspeed to 70 knots or above and maintain
that airspeed until final. After intercepting the appropriate approach angle, the P* will adjust the
collective as necessary to maintain the angle. The P* will maintain entry airspeed until apparent
ground speed and rate of closure appear to be increasing, then progressively decrease airspeed until
reaching 40 KIAS. Upon establishing 40 KIAS while maintaining less than 300 FPM rate of descent,
the P* will announce whether he intends to continue or abort the approach. If the nose is right of the
ground track, the approach will be aborted, a power off autorotation is appropriate. If the nose of the
aircraft is left of the ground track, the approach may be continued. The P* will plan to arrive over the
first one-third of the landing area approximately 2 feet above the ground at or above effective
transitional lift (ETL). (If the nose of the aircraft is aligned with the landing direction at a higher
speed, the P* will continue the approach at that airspeed) If, at 2 feet AGL over the landing area, the
nose is to the left, the P* will maintain altitude with the collective while decreasing forward speed
until the aircraft is aligned with the landing area. If the nose yaws to the right past the centerline of the
intended landing area, apply forward cyclic. Collective application will accelerate the right yaw.
When the aircraft is aligned with the intended landing direction and a successful landing can be
accomplished, the IP will announce the maneuver is complete and restore the (A.TRIM)YAW switch.
CAUTION
If at any time during the approach, the aircraft yaw becomes uncontrollable, the IP will terminate the
maneuver and return pedal control to the P* assisting as necessary.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Altitude, apparent ground speed,
and rate of closure are
difficult to estimate at night. The rate of descent during the final 100 feet should be slightly less than
during the day to avoid abrupt attitude changes at low altitudes. After establishing the descent,
airspeed may be reduced to approximately 50 knots until apparent ground speed and rate of closure
appear to be increasing. Progressively decrease the rate of descent and forward speed until
termination of maneuver.
CAUTION
Adequate forward altitude references are not available when the landing light or NVG light are on.
The radar altimeter should be used to assist in situational awareness in order to prevent inadvertent
contact with the ground.
TASK 2010 Perform Multi-Aircraft Operations

CONDITIONS: In a UH-72A helicopter, given unit standard operating procedures (SOP).
a. Participate in a formation flight briefing in accordance with unit SOP.
b. Maneuver into the flight formation.
c. Change position in the flight formation when required.
d. Maintain proper horizontal and vertical separation for the type of formation flight being
conducted.
e. Announce if visual contact is lost with other aircraft.
f. Perform techniques of movement, if required.
2. Nonrated crewmember (NCM). If Required
a. Assume a position in the helicopter, as briefed, to observe other aircraft in the formation.
b. Announce if visual contact is lost with other aircraft.
DESCRIPTION:
1. Crew actions.
a. The P* will focus primarily outside the aircraft, maintaining contact with the other aircraft
in the formation. He will announce any maneuver or movement before execution and inform the P if
visual contact is lost with other aircraft. If visual contact is lost with the other aircraft, the crew will
immediately notify the flight and begin reorientation procedures. If instrument meteorological
conditions (IMC) are encountered execute inadvertent instrument meteorological conditions (IIMC)
breakup as briefed.
b. The P will provide adequate warning of traffic or obstacles detected in the flight path and/or
identified on the map. The P will assist in maintaining aircraft separation. He will inform the P* if
visual contact is lost with the other aircraft, and if threat elements are detected or sighted. The P will
perform duties as briefed and will notify the P* when attention is focused inside the aircraft. The P
should frequently assist the P* by communicating his situational awareness perceptions and
formation/multi-ship observations. Additionally the P should assist the P* by monitoring aircraft
systems, operating the navigation system, and by scanning the air route for possible enemy activity or
other hazards and obstacles that could impact the integrity and security of the flight.
CAUTION
The P* must be aware of the presence of vortices produced by other aircraft and take the necessary
precautions to avoid such conditions. Un-commanded pitch, roll, and/or yaw oscillations can occur.
Note. When an aircraft has lost visual contact with the flight, immediately notify the flight and execute
reorientation procedures. Except for enemy contact, all mission requirements are subordinate to this
action.
2. Procedures. Maneuver into the flight formation, changing position as required. Maintain horizontal
and vertical separation for the type of formation being flown. If the tactical situation requires,
perform techniques of movement as briefed. The following procedures will be performed unless
otherwise established in unit SOPs.
a. Takeoff. All helicopters should leave the ground simultaneously. The trailing aircraft must
remain at a level altitude or stack up 1 to 10 feet vertically to remain out of the disturbed air of the
aircraft in front of them. In the event an aircraft in the flight loses visual contact with the formation,
the aircraft will immediately make a radio call to the formation and the P* will initiate a climb above
the briefed cruise altitude and attempt reorientation of the formation. The last aircraft in the flight will
announce when the flight is formed.
b. Cruise. Free cruise formation should be employed when operating at terrain flight altitudes
or in a tactical environment. This will allow the individual aircraft more flexibility to move within
the formation, avoiding terrain, obstacles, and enemy threat. During periods of degraded visibility,
crews are more susceptible to losing other aircraft in the formation. Crews should consider flying a
close formation to maintain orientation on the flight. In the event an aircraft in the flight loses visual
contact with the aircraft they are following, they will immediately make a radio call to lead. Lead
will announce heading, altitude, and airspeed. Lead must maintain this heading, altitude, and airspeed
until all aircraft have rejoined the flight. The aircraft that has lost visual contact with the flight will
immediately assume the flights heading and airspeed to maintain horizontal separation as briefed. If
enemy and terrain allow, the aircraft that has lost visual contact will also maintain vertical separation
by initiating a climb to a briefed altitude. When a flight becomes separated, immediate altitude
separation is a quick and efficient way to prevent an accident. Unit SOPs must state the procedures
for reestablishing contact with the flight. Considerations should include but are not limited to rallying
to an in -flight link-up, rallying to a known point, use of covert/overt lighting, and ground rally.
Mission, enemy, terrain and weather, troops and support available, time available, civil
considerations (METT-TC), power available, and ambient light will influence how contact is
reestablished. When a flight rallies to a known point, the point may be an ACP along the route, a
position sent by lead, or a terrain feature. Situations may occur when an aircraft rejoins the flight in a
position other than the position briefed. Mission commanders should use altitude, a waypoint
(WPT)/target (TGT), cardinal direction, or other method (manmade or natural features) to maintain
separation. Only after the entire flight is formed should the mission commander proceed with the
mission.
c. Approach. The lead aircraft must maintain a constant approach angle so other aircraft in the
formation will not have to execute excessively steep, shallow, or slow approaches. Aircraft should
not descend below the aircraft ahead of them in the formation and enter their rotor-wash. This could
result in an over-torque, loss of aircraft control, or entering a settling with power condition. In the
event an aircraft in the flight loses visual contact with the formation, the aircrew will immediately
make a radio call to the formation and execute a go-around in the briefed direction.
d. Aircrew briefing. All multi-aircraft operations will be briefed using a unit-approved multi-
aircraft/mission briefing checklist. Table 4-2 lists mandatory briefing items that must be included in
all multi-aircraft briefings.
Table 4-2. Multi-aircraft operations briefing checklist
1. Formation type(s): takeoff, cruise, approach
2. Altitude
3. Airspeed: Each phase
4. Aircraft lighting
5. Loss of communications procedures
6. Lead change procedures
7. Loss of visual contact/in-flight link-up/rally points
8. Actions on contact
9. Inadvertent instrument meteorological procedures (IIMC)
10. Downed aircraft procedures/personnel recovery
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Increase the interval between
aircraft to a minimum of three to five rotor disks. Keep changes in the formation to a minimum. All
crewmembers must avoid fixation by using proper scanning techniques. During unaided night flight,
the crew should use position lights to aid in maintaining the aircraft's position in the formation.
Lighting will be in accordance with AR 95 -1 and unit SOP.
REFERENCES: Appropriate common standards.
TASK 2012 Perform Tactical Flight Mission Planning

CONDITIONS: Before flight in a UH-72A helicopter, given a mission briefing, navigational maps, a
navigational computer, or approved mission planning software, and other flight planning materials as
required.
STANDARDS:
1. Analyze the mission using the factors of mission, enemy, terrain and weather, troops and
support available, time available, civil considerations (METT-TC).
2. Perform a map/photoreconnaissance using the available map media, video map, or photos.
Ensure that all known hazards to terrain flight are plotted.
3. Select the appropriate terrain flight modes.
4. Select appropriate primary and alternate routes and enter all of them on a map or route
sketch.
5. Determine the distance ±1 kilometer, ground speed ±5 knots, and estimated time en route
(ETE) ±1 minute for each leg of the flight.
6. Determine the fuel required ±100 pounds.
7. Obtain and analyze weather briefing to determine that weather and environmental conditions
are adequate to complete the mission.
8. Conduct a thorough crew mission briefing.
DESCRIPTION:
1. Crew actions.
a. The PC/air mission commander (AMC) will delegate mission tasks to crewmembers, will
have the overall responsibility for mission planning, and will conduct a thorough crew mission
briefing. The PC will analyze the mission in terms of METT -TC.
b. The P and NCM will perform the planning tasks directed by the PC/AMC. They will report
the results of their planning to the PC/AMC.
2. Procedures. Analyze the mission using the factors of METT -TC. Conduct a map or aerial
photo reconnaissance. Obtain a thorough weather briefing that covers the entire mission. Include
sunset and sunrise times, density altitudes, winds, and visibility restrictions. If the mission is to be
conducted at night, the briefing would also include moonset and moonrise times and ambient light
levels, if available. Determine primary and alternate routes, terrain flight modes, and movement
techniques. Determine time, distance, and fuel requirements using the navigational computer or
approved mission planning software. Annotate the map or overlay with sufficient information to
complete the mission in accordance with unit SOP. This includes waypoint coordinates that define the
routes for entry into the global positioning system (GPS). Consider such items as hazards, check
points, and team member positions. Review contingency procedures.
Note. Evaluate weather impact on the mission. Considerations should include aircraft performance
and limitations.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: More detailed flight planning is
required when the flight is conducted in reduced visibility, at night, or in the night vision goggle
(NVG) environment. NVG navigation with standard maps can be difficult because of map colors,
symbology, and colored markers used during map preparation.
2. Evaluations will be conducted academically.
REFERENCES: Appropriate common standards.
TASK 2022 Transmit Tactical Report

CONDITIONS: In a UH-72A helicopter or academically, and given sufficient information to
compile a tactical report.
STANDARDS: Transmit the appropriate report using the current signal operating instructions (SOI).
DESCRIPTION:
1. Crew actions.
a. The P* and NCM will focus primarily outside the aircraft to clear the aircraft and provide
adequate warning of traffic or obstacles. The P* will announce any maneuver or movement before
execution.
b. The P will assemble and transmit the report. He will use the correct format as specified in
the SOI and transmit the report to the appropriate agency. The NCM(s) must also be able to transmit
the report if the P is unable due to so.
2. Procedures. To save time, minimize confusion, and ensure completeness, report information
in an established format. Assemble the report in the correct format and transmit it to the appropriate
agency. Standard formats may be found in the SOI or other sources.
Note. Encryption is required only if information is transmitted by non-secure means
2. Evaluations will be conducted in the aircraft or academically.
REFERENCES: FM 2-0 and SOI.
TASK 2024 Perform Terrain Flight Navigation

CONDITIONS: In a UH-72A helicopter, given a mission briefing, required maps and materials.
STANDARDS:
1. During nap-of-the-earth (NOE) flight (surface to 25 feet above highest obstacle [AHO]),
know the en route location within 200 meters.
2. During contour flight (25 to 80 feet AHO) or low-level flight (80 to 200 feet AHO) know
the en route location within 500 meters.
3. Locate each objective within 100 meters.
4. Arrive at each objective at the planned time ±1 minute (if an objective arrival time was
given in the mission briefing).
5. Nonrated crewmember. Announce significant terrain features to aid in navigation.
DESCRIPTION:
WARNING
1. Crew actions.
a. The P* will remain focused outside the aircraft and respond to navigation instructions and
cues given by the P. The P* will acknowledge commands issued by the P for heading and airspeed
changes necessary to navigate the desired course. The P* will announce significant terrain features to
assist the P in navigation.
b. The P will furnish the P* with the information required to remain on course and will
announce all plotted wires before approaching their location. The P will use standardized terms and
terrain features to convey instructions to the P*. Examples of these terms are "Turn left to your 10
o'clock," "Stop turn," and "Turn down the valley to the left." If using the navigation display (ND)
during low-level flight, the P may include headings. The P should use electronically aided navigation
(if installed) to help arrive at a specific checkpoint or turning point. c. The P*, P, and
nonrated crewmember (NCM) should use standardized terms to prevent misinterpreting information
and unnecessary cockpit conversation. The crew must look far enough ahead of the aircraft at all
times to assist in avoiding traffic and obstacles.
2. Procedures.
a. During NOE and contour flight, identify prominent terrain features that are located some
distance ahead of the aircraft and which lie along or near the course. Using these terrain features to
key on, the P* maneuvers the aircraft to take advantage of the terrain and vegetation for concealment.
If this navigational technique does not apply, identify the desired route by designating a series of
successive checkpoints. To remain continuously oriented, compare actual terrain features with those
on the map. An effective technique is to combine the use of terrain features and rally terms when
giving directions. This will allow the P* to focus his attention outside the aircraft.
Note. The P must avoid giving headings to the P* during NOE and contour flight.
b. For low-level navigation, the time and distance can be computed effectively. This means
that the P* can fly specific headings and airspeeds.
Note. Each of the methods for stating heading information is appropriate under specific conditions.
When a number of terrain features are visible and prominent enough for the P* to recognize them, the
most appropriate method is navigation instruction toward the terrain feature in view. When forward
visibility is restricted and frequent changes are necessary, controlled turning instructions are more
appropriate. Clock headings are recommended when associated with a terrain feature and with
controlled turning instructions.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Conducting the flight in reduced
visibility or at night requires more detailed and extensive flight planning and map preparation. Night
vision goggle (NVG’s) navigation with standard maps can be difficult because of map colors,
symbology, and colored marker use during map preparation.
2. Evaluations will be conducted in the aircraft.
REFERENCES: FM 3-25.26.
TASK 2026 Perform Terrain Flight
CONDITIONS: In a UH-72A helicopter with tactical flight mission planning completed.
STANDARDS:
1. Maintain altitude and airspeed appropriate for the selected mode of flight; terrain; weather;
visibility; and mission, enemy, terrain and weather, troops and support available, time available, civil
considerations (METT-TC).
2. Maintain aircraft in trim during contour and low-level flight and when appropriate for nap-
of-the-earth (NOE) flight.
3. Nonrated crewmember. Maintain constant scan of assigned sector.
DESCRIPTION:
WARNING
1. Crew actions.
a. The P* will focus primarily outside the aircraft and acknowledge all navigational and
obstacle clearance instructions given by the P. The P* will announce the intended direction of flight or
any deviation from instructions given by the P. During terrain flight, the P* is primarily concerned
with threat and obstacle avoidance.
b. The P will provide adequate warning to avoid obstacles detected in the flight path or
identified on the map. The P and NCM will assist in clearing the aircraft and provide adequate
warning of obstacles, unusual attitudes, altitude changes, or threat. The P and NCM will announce
c. During contour flight, the P will advise the P* whenever an unannounced descent is
detected. If the descent continues without acknowledgement or corrective action, the P will again
advise the P* and be prepared to make a collective control input. The P will raise the collective when
it becomes apparent that the aircraft will descend below 25 feet above highest obstacle (AHO).
d. During NOE flight, the P will advise the P* whenever an unannounced descent is detected.
The P will immediately raise the collective when it becomes apparent that the P* is not taking
corrective action and that the aircraft will descend below 10 feet AHO.
2. Procedures.
a. Terrain flight. Perform terrain flight close to the earth's surface. The modes of terrain flight
are NOE, contour, and low-level. Crewmembers will seldom perform purely NOE or contour flight;
instead, they will alternate modes while maneuvering over the desired route.
b. NOE flight. Perform NOE flight at varying airspeeds and altitudes as close to the earth's
surface as vegetation, obstacles, and ambient light will permit.
c. Contour flight. Perform contour flight by varying altitude while maintaining a relatively
constant airspeed, depending on the vegetation, obstacles, and ambient light. Generally follow the
contours of the earth.
d. Low-level flight. Perform low-level flight at a constant airspeed and altitude. To prevent or
reduce the chance of detection by enemy forces, fly at the minimum safe altitude that will allow a
constant altitude.
Note. Hover out-of-ground effect (OGE) power may be required for this task.
NIGHTOR NIGHT VISION GOGGLE CONSIDERATIONS: Wires are difficult to detect with
night vision goggle (NVG), the crew must use proper scanning techniques to ensure obstacle
avoidance.
OVERWATER CONSIDERATIONS: Overwater flight, at any altitude, is characterized by a lack of
visual cues; therefore, it has the potential of causing visual illusions. Be alert to any unannounced
changes in the flight profile and be prepared to take immediate corrective actions. The decision height
should be set to assist in altitude control. Hazards to terrain flight such as harbor lights, buoys, wires,
and birds must also be considered during overwater flight. These considerations may also apply to
flight over desert or broad expanses of snow, especially under low ambient lighting.
REFERENCES: FM 3-25.26.
TASK 2036 Perform Terrain Flight Deceleration
STANDARDS:
1. Maintain heading alignment with the selected flight path.
2. Maintain the tail clear of all obstacles.
3. Decelerate to the desired airspeed or to a full stop.
4. Nonrated crewmember. Maintain the tail clear of all obstacles
DESCRIPTION:
1. Crew actions.
The P* will focus primarily outside the aircraft to clear the aircraft throughout the maneuver. The P*
will announce any intention to decelerate or come to a full stop, any deviation from the maneuver, and
completion of the maneuver.
The P and NCM will provide adequate warning to avoid obstacles detected in the flight path and will
announce when attention is focused inside the cockpit and again when attention is reestablished
outside.
2. Procedures.
Coordinate application of cyclic and collective to establish a decelerative attitude that keeps the tail
clear of all obstacles. Consider variations in the terrain and obstacles when determining tail
clearance. Initially increasing the collective may not be necessary at higher airspeeds. Apply aft
cyclic as required to slow to the desired airspeed or to a full stop while adjusting the collective to
maintain the altitude of the tail. Maintain heading and make all control movements smoothly.
b. If the aircraft attitude is changed excessively or abruptly, it may be difficult to return the
aircraft to a level attitude and over controlling may result.
1. Because of the limited field of view of the night vision goggle (NVG), avoid making abrupt
changes in aircraft attitude. An extreme nose-high attitude limits the forward field of view.
2. Maintain proper scanning techniques to ensure obstacle avoidance and tail rotor clearance.
TASK 2042 Perform Actions on Contact

STANDARDS:
1. Use correct actions on contact consistent with the mission/situation.
2. Transmit tactical report per signal operating instructions (SOI), unit standing operating
procedure (SOP), and or mission briefing.
DESCRIPTION:
WARNING
1. Crew actions. The first crewmember to recognize the objective/threat will immediately
announce contact (visual or electronic), type (planned objective, target or threat), and location.
a. The P* will remain focused outside the aircraft and is responsible for clearing the aircraft
and avoiding obstacles. The P* will establish the appropriate flight profile per the mission/situation
and position the aircraft as necessary. The P* will announce the aircraft flight direction and will
direct the P to remain focused outside the aircraft for clearing.
b. The P will remain focused on the objective/target/threat location and helping clear the
aircraft and will announce warning to avoid obstacles and when attention is focused inside the
aircraft. c. The crew will transmit a report, as required.
2. Procedures. Actions on contact are a series of actions taken on contact with the
objective/target/threat to develop the situation. The element making contact initiates these actions and
they occur at each level of command, often simultaneously. Units perform these actions whether or not
the objective/target/threat has detected their presence. Actions on contact are as follows:
a. Establish appropriate flight profile and report upon encountering the objective/target/threat.
The aircraft making contact should maneuver as necessary to afford observation and/or the
appropriate action. An immediate contact report is submitted as appropriate with whatever
information is available. The report is transmitted to team members and then to the appropriate
commander if required. A format for an immediate contact report is as follows:
(1) Target–brief description of the target.
(2) Azimuth–azimuth either magnetic or clock direction from the observing aircraft.
(3) Range–distance from the observing aircraft in meters.
Example
“Contact, over-turned white van, 090 degrees, 1,000 meters; Reducing speed for landing area
reconnaissance right side.”
b. Maintain contact and develop the situation. The PC of the aircraft in contact develops the
situation based on the assigned mission and the situation faced, using various aerial observation
techniques as appropriate. Once a clearer picture of the situation is developed, the necessary reports
are forwarded.
c. Recommend or execute a COA. Once the aircraft has gathered information appropriate for
the mission, the PC selects a course of action and reports it to the other team members and/or higher
headquarters as required. If necessary the higher headquarters may approve or disapprove the course
of action based upon its impact on the overall mission. The SOP may provide automatic approval of
certain actions to avoid unnecessary delay. If the higher headquarters assumes responsibility to
continue developing the situation, the aircraft in contact supports actions as ordered. The course of
action should adhere to the intent of the mission, be within the capability of the unit, and allow the
unit to resume the mission as soon as possible. If an evasive maneuver is required to evade a threat to
the aircraft, immediately turn away from the fire toward an area of concealment. If concealment is
unavailable, make sharp turns of unequal magnitude and unequal intervals and small changes in
altitude to provide the best protection until beyond the effective range of hostile weapons
Note. If hit by hostile fire, rapidly assess the situation and determine an appropriate course of action.
The most important consideration in an emergency is aircraft control. Therefore, the first step is to
assess aircraft controllability. Then check all instruments and warning and caution messages. If a
malfunction is indicated, initiate the appropriate emergency procedure. If continued flight is possible,
take evasive action. Make a radio call (Mayday or Pan) to report your situation, location, and action.
Also request assistance if desired. Continue to be alert for unusual control responses, noises, and
vibrations. Monitor all instruments for an indication of a malfunction. Fly the aircraft to the nearest
secure location. Then land and inspect the aircraft to determine the extent of damage and whether
flight can be continued to a medical or maintenance facility.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: Objects/targets/threat elements
will be harder to detect. Rapid maneuvers will be more hazardous. Crewmembers must maintain
situational awareness. Aircraft control is the primary concern.
TASK 2048 Perform External (Sling)-Load Operations
CONDITIONS: In a UH-72A helicopter with an operational cargo hook, sling load, completed DA
Form 7382 (Sling Load Inspection Record) or training load according to TM 4-48.09.
WARNING
When performing this task with cabin doors open, ensure that any personnel in the cabin area
are wearing a safety harness secured to an approved hard point above the pilot or are seated
in a seat with seat belt on.
CAUTION
A static electricity discharge wand will be utilized in accordance with TM 4-48.09.
Note. Prior to external load operations, a qualified external load inspector will inspect all non-
training sling loads. Certification must be recorded on a DA Form 7382 (Sling Load Inspection
Record) and a copy provided to the aircrews.
STANDARDS:
a. Before hookup-verify that DA Form 7382 is complete and on file and that the aircraft will
remain within gross weight (GWT) and center of gravity (CG) limitations. b. Hookup and hover.
(1) Ensure that the aircraft remains clear of the load and any obstacles.
(2) Perform a vertical ascent with the load to a load height of 5 feet, ±3 feet.
(3) Determine power sufficient to complete the maneuver without exceeding aircraft limitations.
c. Takeoff. Maintain aircraft in trim (above 100 feet above ground level [AGL]).
d. Approach and load release.
(1) Maintain a constant approach angle to ensure the load safely clears obstacles and terminate
over the intended point of landing with a load height of 5 feet, ±3 feet.
(2) Perform a vertical descent with the load to the desired touchdown point ±5 feet.
a. The nonrated crewmember (NCM) will ensure that the aircraft is prepared for sling load
operations. The NCM will also ensure that all slings have been inspected according to TM 4-48.09,
and all sling equipment is secured in the aircraft before takeoff.
b. Provide aircraft guidance for hook up and release.
c. Clear the aircraft and sling load during the operation.
d. Confirm load is hooked and secure.
e. Ensure load is free of entanglements.
f. Continue to monitor load for oscillation.
DESCRIPTION:
1. Crew actions.
a. The PC will conduct a thorough crew briefing and ensure that all crewmembers are familiar
with sling load operations, emergency, and communication procedures. He will ensure that DA Form
7382 has been completed. The PC will determine the direction of takeoff by analyzing the tactical
situation, the wind, the long axis of the takeoff area, and the lowest obstacles and will confirm that
required power is available by comparing the information from the performance planning card (PPC)
to the hover power check.
b. The P* will remain primarily focused outside the aircraft throughout the maneuver. He will
monitor altitude and avoid obstacles.
c. The P will monitor the cockpit instruments and assist the P* in clearing the aircraft. The P
will set cargo hook switches, as required, and should make all radio calls. When directed by the P*
during the approach, the P will place the cargo hook arming switch to the ARM position. The P will
release the load.
d. The P and NCM will assist in clearing the aircraft and will provide adequate warning of
obstacles.
e. The NCM will remain primarily focused on the load during and when picking up and setting
down the load. He will guide the P* during the load pickup, advise of the load condition in flight,
during departure and approach, and direct the P* when setting down the load.
2. Procedures.
WARNING
When deployed, the cargo hook hangs approximately 18 inches below the skids in a hover.
Performing run-on landings with cargo hook deployed could result in damage to the hook and
fuselage. Do not conduct running landings with the hook deployed except in an emergency.
a. Hookup and hover. Set cargo hook control switches per the appropriate rotorcraft flight
manual. Follow hand and arm signals from the signalman and commands from the NCM to hover over
the load. Remain vertically clear of and centered over the load. When the load is hooked up, remove
slack from the sling and ascend vertically to a load height of 5 feet AGL. Ensure aircraft limitations
are not exceeded.
b. Takeoff. Establish a constant angle of climb that will permit safe obstacle clearance. When
above 100 feet AGL or when clear of obstacles, adjust attitude and power as required to establish the
desired rate of climb and airspeed. Smoothly adjust flight controls to prevent load oscillation. After
passing above 300 feet AGL, place the cargo hook-arming switch to the OFF position.
Note. Ensure that the cargo hook-arming switch is in the ARMED position when operating at altitudes
below 300 feet above highest obstacle (AHO).
c. En route. Maintain the desired altitude, flight path, and airspeed. Make smooth control
applications to prevent load oscillation. If a lateral load oscillation occurs, reduce airspeed. If a
fore-and-aft oscillation occurs, begin a shallow turn while reducing airspeed.
d. Approach and load release. Establish and maintain an approach angle that will keep the
load clear of obstacles to the desired point of termination. Establish a rate of closure appropriate for
the conditions and the load. When passing below 300 feet AGL, place the cargo hook-arming switch
to the ARMED position. Terminate the approach at a stationary hover with the load 5 feet above the
intended release point. Confirm with the NCM that the release point is clear. Descend vertically until
the load rests completely on the ground. Continue descent to obtain slack in the sling, and then hover
laterally to ensure the clevis is clear of the load before releasing the load.
Confirm that the load is released before moving away from the release point.
Note. Hover out-of-ground effect (OGE) power is required for this task.
Note. Loads will meet external air transportability (EAT) requirements in accordance with TM 4-
48.09.
Procedures for air transportation of hazardous material will be in accordance with AR 95-27.
Note. Avoid flight over populated areas.
Note. Before the mission, the PC will ensure that all crewmembers are familiar with the hand and
arm signals shown in FM 21-60 and with forced landing procedures. In case of a forced landing, the
aviator will land the aircraft to the left of the load. The hookup man will move to his left, which is to
the right of the aircraft and lie face-down on the ground. The signalman will remain in place and lie
face-down on the ground.
Note. Table 4-3 is a list of standard words and phrases to be used for external load operations.
Table 4-3. Sling load standard words and phases
Term Definition
Forward Move the aircraft forward
Back Move the aircraft backward
Left Move the aircraft left
Right Move the aircraft right
Up Bring the aircraft up
Down Bring the aircraft down
Hookup crew clear left The hookup crew is clear to the left side of the
aircraft
Hookup crew clear right The hookup crew is clear to the right side of the
aircraft
Hook is armed Power to cargo hook and ready for a load
Hook is off No power to the cargo hook
Load on ground Sling load is on the ground an dstable
Load is off the ground Sling load is no longer touching the ground
Slack in the slings Sling legs not tight, load weight still on the ground
Sling coming tight Sling legs almost tight, load weight still on the
ground
Slings tight Sling legs tight, load weight on the aircraft
Hold Do not move
Clear to reposition Aircraft is celar of obstacles and free to move
Clear for flight Aircraft and sling load clear of obstacles
Release the load Release the sling load
Load is released Sling load is diconnected from the aircraft
Load under the nose Load to be picked up is under the nose of the
aircraft
Load in sight Crewmember making the call has visual on the
load
Load is hooked Sling load is connected to the cargo hook
1. When night vision goggles (NVG) are used, hovering with minimum drift is difficult and
requires proper scanning techniques and crewmember coordination. If possible, an area with
adequate ground contrast and reference points should be used. Visual obstacle s such as shadows
should be treated the same as physical obstacles.
2. The rate of descent and rate of closure should be slightly slower to avoid abrupt attitude
changes at low altitudes.
3. Sling loads should be marked with chemical stick lighting.
REFERENCES: AR 95-27, FM 21-60, TM 4-48.09, and TM 4-48.10.
TASK 2050 Develop an Emergency Global Positioning System Recovery
Procedure
WARNING
This procedure is designed strictly for recovery under visual meteorological conditions (VMC)
and for inadvertent instrument metrological conditions (II MC). This procedure will not be used
for a planned instrument flight rules
(IFR) flight unless approved by United States Army Aeronautical Services Agency (USAASA).
This emergency recovery procedure is only authorized to be flown when the situation prevents
the use of an approved navigational aid.
Note. This task should be selected for instrument examiners.
CONDITIONS: With a tactical or aeronautical map with current obstruction information. A mission
planning system with digital maps and recent chart update manual (CHUM) may be used to aid in
developing this procedure.
STANDARDS:
1. Select a suitable recovery/landing area and coordinate, if required, airspace deconfliction.
2. Select an approach course (degrees magnetic), a missed approach course, final approach fix
(FAF), missed approach point (MAP), intermediate approach fix (IF), initial approach fix (IAF) and
missed approach holding fix (MAHF).
3. Determine obstacle clearance for the FAF, MAHF, MAP, IF, IAF segments, and the minimum
safe altitude and/or minimum sector altitude (MSA).
4. Determine altitudes based on obstacle clearance for FAF, MAHF, MAP, IF, IAF, and MSA.
5. Determine the appropriate obstacles in the missed approach segment and determine 20:1
slope penetration.
6. Establish a 3-nautical mile (nm) holding pattern at the MAHF.
7. Prepare an emergency recovery procedure diagram per the example. Complete a
suitability/flyability check, to include loading waypoints, under VMC to validate the procedure.
WARNING
Ensure coordinates for maps and global positioning system (GPS) are the same datum (such as
WGS-84) or points on the ground may be off significantly and obstacle clearance will be
questionable.
Note. All altitudes are in feet, mean sea level (MSL), all waypoints are latitude/longitude, all
distances are nautical miles and visibility is statute miles (sms). All obstacles are MSL unless
otherwise noted. The flight information handbook (FIH) has the necessary conversion tables.
Note. Complete the enclosed figures for determining approach criteria. The width cannot be adjusted.
DESCRIPTION:
1. Select the most suitable recovery/landing area. Select an area based on METT-TC and
obstacles. Ensure proper coordination for airspace de-confliction has been accomplished.
2. Identify the final approach segment (figure 4-5).
a. The final approach segment begins at the FAF and ends at the MAP.
b. Determine the MAP (normally associated with the landing area or threshold).
c. Determine the FAF. The minimum distance is 3 nm from the MAP. The maximum length is 10
nm. The optimum length is 5 nm. The width is 2.4 nm (1.2 nm on either side of centerline).
3. Determine the missed approach holding fix (MAHF) (figure 4-6).

a. Determine the MAHF for the landing area.
b. The minimum distance is 3 nm and the maximum distance is 7.5 nm from the MAP. The
optimum distance is 5 nm. The holding pattern leg will not exceed 3 nm. The width is 4 nm (2 nm on
either side).
Solution: (A) (rounded up nearest 100 ft) + (B) 1000’ = (C) (MAHF Altitude)
(A) = Highest obstacle within 10 nm centered on the MAHF
Figure 4-6. Missed approach holding fix altitude calculation diagram
4. Identify the missed approach segment (figure 4-7).
a. The missed approach segment starts at the MAP and ends at a holding point designated by a
MAHF.
b. Optimum routing is straight ahead (within 15 degrees of the final approach course) to a
direct entry. A turning missed approach may be designated if needed for an operational advantage, but
it is not discussed in this task due to the complexity of determining obstacle clearance.
c. The area of consideration for missed approach surface and the 20:1 obstacle clearance
evaluation for all rotary wing.
5. Identify the intermediate approach segment (figure 4-8).
a. The intermediate segment begins at the IF and ends at the FAF.
b. Determine the IF. The minimum distance is 3 nm and the maximum distance is 5 nm from the
IF to the FAF. The width is 4 nm (2 nm on either side).
6. Identify the initial approach segment (figure 4-9).

a. The initial approach segment begins at the IAF and ends at the IF.
b. Determine the IAF. Up to three IAFs are allowed. The minimum distance is 3 nm from the IF
and the maximum distance is 10 nm. The width is 4 nm (2 nm on either side).
7. Determine the MSA for the landing area (figure 4-10).

a. Use the off route obstruction clearance altitude-CONUS (OROCA) or off route terrain clearance
altitudeOCONUS (ORTCA) elevation from the en route low altitude (ELA) chart for the area of
operations, if available. b. Select the highest altitude within 30 nm of the MAP.
(1) If an en route low altitude (ELA) is not available, the minimum sector altitude will be
determined by adding 1,000 feet to the maximum elevation figures (MEFs). When a MEF is not
available, apply the 1,000foot rule to the highest elevation within 30 nm of the MAP.
(2) Minimum sector altitudes can be established with sectors not less than 90 degrees and with
sector obstacle clearance having a 4 nm overlap. Use figure 4-10 below for determining minimum
safe altitude (MSA).
(3) (A) = Highest obstacle within 30 nm centered on the MAP.
Solution: (A) (rounded up nearest 100 ft) + (B) 1000’ = (C) (MSA)
Figure 4-10. Minimum safe altitude calculation diagram
8. Create the procedures diagram.
a. The procedures diagram may be computer generated or hand sketched. The diagram need not be as
detailed as a DOD-approved chart, but must provide all data as outlined in the example to execute the
procedure. b. The plan view will include the following:
(1) The highest obstacle altitude (MSL) in BOLD.
(2) The approach course (degrees magnetic), IAF, IF, FAF, MAP, MAHF holding pattern,
obstacles, and MSA. It also includes the term “FOR VFR TRAINING and EMERGENCY USE
ONLY” twice.
c. The minimums section will include the following: the minimum descent altitude, visibility,
and the height above landing (HAL). Use table 4-4 to compute the landing visibility minimum based
on the HAL.
d. The landing area sketch includes a drawing/diagram of the landing area and the elevation of
the highest obstacle within the landing area (if applicable).
e. Prior to publication, the diagram will include, as a minimum, all items included in the
example diagram.
Table 4-4. Height above landing diagram
HAL 250–475ft 476–712ft 713–950ft
Landing Visibility
1/2 3/4 1.0
Minimum (sm)
9. Flight Check. Complete a flight check under VMC in an aircraft to finalize the procedure
and validate the diagram. Once a successful flyability/suitability check has been completed, the
diagram will be validated by the developer in the lower marginal data area. Once validated by the
developer the procedure must be approved by the appropriate authority in the lower marginal data
area prior to publication. The flight should validate the following:
a. Locations-IAF, IF, FAF, MAP, and MAHF.
b. Obstacles.
c. Approach course.
d. Obstacle clearance.
e. Altitudes-MDA, FAF, IF, IAF, MSA/holding pattern altitude.
Note. All waypoints (IAF, IF, FAF, MAP, and MAHF) will be verified by two separate GPS
navigation systems, that is, Doppler Embedded GPS Navigation System (DGNS), Embedded
GPS/INS (Global Positioning System/Inertial Navigation System) (EGI), Precision Lightweight GPS
Receiver (PLGR) (figure 4-11). If unable to complete a suitability/flyability check due to the
operational environment, the commander should consider an elevated risk when using this recovery
procedure.
Figure 4-11. Sample of emergency global positioning system diagram
1. Training. Training may be conducted in the aircraft.
2. Evaluation. Evaluation will be conducted in the aircraft.
REFERENCES: FAA JO 7110.65, FAA Order 8260.3, and FAA Order 8260.42A.
TASK 2051
Perform Emergency Global Positioning System Recovery Procedures
CONDITIONS: In an UH-72A helicopter in visual meteorological conditions (VMC) or simulated
instrument meteorological condition (IMC), given an approved emergency global positioning system
(GPS) recovery procedure.
STANDARDS:
1. Enter or confirm the appropriate waypoints (initial approach fix [IAF], intermediate
approach fix [IF], final approach fix [FAF], MAP) into the navigation system.
2. Execute the procedure according to an approved recovery procedure.
3. Maintain a briefed airspeed not to exceed 90 KIAS, appropriate for the conditions, during
all segments of the approach.
4. Maintain the prescribed course ±5 degrees.
5. Comply with the descent minimums prescribed for the procedure.
6. Arrive at the minimum descent altitude prior to reaching the MAP.
7. Execute a missed approach upon reaching the MAP if a safe landing cannot be done.
8. During the missed approach, immediately establish a climb using an appropriate rate of
climb airspeed (until established at the minimum safe altitude [MSA]).
DESCRIPTION:
1. Before the flight, the crew should review the recovery procedure in conjunction with the
map to familiarize themselves with the procedure and with local terrain and obstructions in the
vicinity of the procedure. The PC performs a thorough map reconnaissance to determine the highest
obstruction in the area of operations.
2. Before initiating the procedure, the P* must climb to the prescribed MSA, proceed toward
the IAF, and make the appropriate radio calls. During the procedure, the P* will focus primarily
inside the aircraft on the instruments. The P* will adjust the aircraft ground track to cross the IAF, IF,
and then the FAF on the prescribed course. When over the FAF, the P*begins the final descent as
appropriate.
3. The P remains primarily focused outside the aircraft to provide adequate warning for
avoiding obstacles/hazards and will announce when his or her attention is focused inside the cockpit.
The P and NCM will monitor the aircraft instruments during the procedure, and the P will tune the
communication and navigation radios and transponder as required. The P will be prepared to call out
the procedure to the P*, if asked, and be in a position to assume control of the aircraft and land the
aircraft if VMC is encountered.
4. The NCM will position on the P* side of the aircraft for obstruction clearance and airspace
surveillance. The NCM alerts the crew immediately if VMC is encountered.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: The P should be in a position to
assume control of the aircraft when a landing environment can be determined visually
(aided/unaided). During night unaided flight, consider using the searchlight to identify the landing
area.
TRAINING CONSIDERATIONS: This task will only be performed under VMC or simulated IMC
in a training environment.
Note: The IAF, IF, FAF, and MAP should be programmed into the navigation system as an additional
flight plan for the mission.
Note: It is not necessary to hold after a missed approach. The PC may elect to return to the IF at the
MSA and attempt to complete the approach after coordinating with ATC or with other aircraft using
the approach procedure.
TASK 2052 Perform Water Bucket Operations
WARNING
Never dump water onto ground personnel, as the water impact could result in injury.
Minimize hovering or flying slowly over fires. The rotor-wash fans the flames, which may cause
more hazards to ground crews.
When performing this task with cabin doors open, ensure any personnel in the cabin area are
wearing a safety harness secured to an approved hard point above pilot or are sitting in a seat
with seat belt fastened.
CONDITIONS: In a UH-72A helicopter with an operational cargo hook and water bucket.
STANDARDS:
1. RCM.
a. Conduct permission planning to determine fuel and bucket cinching requirements. Verify the aircraft
will remain within gross weight (GWT) and center of gravity (CG) limitations for the duration of the
flight. b. Conduct a thorough crew briefing.
c. In conjunction with the NCMs complete the required checks to ensure proper system
operation prior to mission departure.
d. Operate the water bucket system per manufacturer’s specifications.
e. Recognize and respond to a water bucket system malfunction.
f. Use dipping procedures appropriate for the water bucket type.
g. Hook-up and hover:
(1) Maintain vertical ascent heading ±10 degrees.
(2) Maintain altitude of load 5 feet above ground level (AGL), +1 foot.
(3) Complete hover power check.
h. En route: Maintain safe load obstacle clearance (minimum of 50 feet above highest obstacle
[AHO]). i. Approach and water release:
(1) Maintain a constant approach angle to ensure load safely clears obstacles.
(2) Maintain ground track alignment with selected approach path.
(3) Execute a smooth and controlled pass or termination over the intended point/area of water
drop.
j. Deploy water as directed in proper location, orientation, and/or length.
2. Nonrated crewmember.
a. In conjunction with the rated crewmember(s), complete required water bucket checks to ensure
proper system operation prior to mission departure and attach water bucket to the aircraft. b. Ensure
water bucket is configured for the condition and mode of flight.
c. Recognize and respond to a water bucket system malfunction.
DESCRIPTION:
1. Crew actions.
Note. The water bucket, when loaded, is a high -density load with favorable flight characteristics.
Reduced velocity never to exceed (Vne) and bank angle limits must be kept in mind. Much of the
mission profile is flown at high GWT and low airspeed. Also, density altitude is greatly increased in
the vicinity of a major fire. Performance planning must receive special emphasis.
a. The PC will conduct a thorough crew briefing and ensure all crewmembers are familiar
with water bucket operations, emergency, and communication procedures. The PC will ensure that
DA Form 7382 has been completed. He or she will confirm that required power is available by
comparing the information from the performance planning card (PPC) to the hover power check.
b. The P* will remain primarily focused outside the aircraft throughout the maneuver. The P*
will monitor altitude and avoid obstacles.
c. The P will monitor the cockpit instruments and assist the P* in clearing the aircraft. The P
will set cargo hook switches, as required, and should make all radio calls. When directed by the P*
during the approach, the P will place the cargo hook arming switch to the ARM position. The P will
release the water on command from the P* or in accordance with the crew briefing.
obstacles. They will announce when their attention is focused inside the aircraft and again when
attention is reestablished outside.
e. The NCM will remain primarily focused on the bucket. He/she will guide the P* during the
bucket pickup, advise of the bucket condition in flight, provide directions and assistance on when to
dump the water, and direct the P* when setting down the bucket.
f. The NCM will advise the P* of any water bucket faults or failures.
g. External load procedures in accordance with Task 2048 will be used for normal external
load techniques and load call outs; the NCM will advise the P* when the water bucket is in the water,
filling, full, water deploying, and empty. The NCM will instruct the P* as necessary to keep the
electrical attachment assembly from entering the water.
2. Procedures.
a. Preflight.
(1) The PC will analyze the mission using mission, enemy, terrain and weather, troops and
support available, time available, civil considerations (METT -TC) and determine the amount of
water required to conduct the mission and the initial profile to be used during the water emplacement.
(2) The NCM(s) will ensure the water bucket is installed and that all installation checks are
completed in accordance with unit standing operating procedure (SOP) and the water bucket
operator’s manual.
(3) The crew will conduct the ground checks in accordance with manufacture procedures to
confirm the proper operation of the water bucket prior to takeoff.
b. Hook-up and hover. Once the water bucket is placed on the ground beside the aircraft and
all associated wiring is installed, place the cargo release switch in the ARM position. Follow verbal
signals from the NCM to hover over the water bucket. Apply control movements as necessary to
remain vertically clear and centered over the water bucket. Once in this position, smoothly apply
collective input until all slack is removed from the suspension cable. Maintain heading with pedals.
Apply additional collective to raise the bucket to 5 feet AGL. Monitor aircraft instruments to ensure
aircraft limitations are not exceeded.
WARNING
Using a Bambi Bucket with a greater overall length than the distance from the cargo hook to
the front tip of the tail rotor on your helicopter could result in a tail rotor strike and possible
loss of control of the helicopter.
CAUTION
If using a second shackle on Models HL5000-HL9800, it must have a load rating equivalent to the top
shackle supplied with the head. Using a shackle with a lower load rating could result in a shackle
failure. It is IMPORTANT that the ballast faces forward in flight. This will avoid twisting of the
suspension lines and possible jamming of the trip line.
c. Water pickup. Arrive over water source with minimal forward speed and a bucket height of
10 feet above water level. Slowly reduce collective until the bucket makes contact with the water.
Once the bucket has inverted and submerged in the water, follow verbal signals from the NCM to
remain centered over the bucket as it fills, applying cyclic, collective, and pedals as necessary. The
pilot can vary the bucket’s capacity by varying the speed at which it is pulled from the water. A slow
lift gives minimum fill. A fast lift gives maximum fill. When the NCM indicates the bucket is ready, or
full, increase collective until all slack is removed from the suspension cable and the lip of the bucket
is clear of the water. Maintain heading with pedals. Apply additional collective to raise the filled
bucket clear of the water’s surface to a height of 5 feet. Ensure the bucket is holding the water and
monitor aircraft instruments to ensure aircraft limitations are not exceeded.
Note. Crew should consider performing a test release of the first water load at the pickup site to
ensure proper operation.
d. Takeoff. Establish a constant angle of climb that will permit safe obstacle clearance. When
above 100-feet AGL or when clear of obstacles, adjust attitude and power as required to establish the
desired rate of climb and airspeed. Smoothly adjust flight controls to prevent bucket oscillation.
Note. Ensure that the cargo hook-arming switch is in the ARM position when operating at altitudes
below 300-feet AHO and in the SAFE position above 300-feet AHO.
e. En route. Maintain the desired altitude, flight path, and airspeed. Make smooth control
applications to prevent bucket oscillation. If a lateral bucket oscillation occurs, reduce airspeed. If a
fore-and-aft oscillation occurs, begin a shallow turn while reducing airspeed.
Note. Recommended en route airspeed with loaded or unloaded water bucket is IAW rotorcraft flight
manual (RFM).
Note. When flying with the bucket empty, open the bucket to allow streamlining. This prevents the
bucket from twisting and pinching the cables.
f. Approach and water release. Altitude and airspeed affect the dump pattern. It is most
concentrated at lower altitudes (AGL) and at a hover. The pattern will spread with altitude and
speed. The PC will determine the most appropriate height and speed for the pattern desired or in
accordance with mission briefing. When the approach angle is intercepted, decrease the collective to
establish the descent. When passing below 300 feet AGL, place cargo hook in ARM position.
Maintain entry airspeed until apparent ground speed and rate of closure appear to be increasing.
Progressively decrease the rate of descent and forward airspeed until a momentary hover is attained
with the water bucket between 20 to 50 feet above intended release point. This method is effective
for spot fires. For water release on a fire line or large area, maintain water bucket at 20 to 50 feet
above intended release point and airspeed between slightly above effective translational lift not to
exceed 50 knots indicated airspeed (KIAS) for more effective coverage. Confirm all water releases
with NCM.
Note. The bucket manufacturer does not recommend dumping at airspeeds above 50 KIAS.
Note. There is a delay of appropriately 0.5 to 1.0 second between the activation of the dump switch
and the discharge of the water.
Note. If the bucket fails to open, attempt to establish a hover. Lightly “bounce” the bottom of the
bucket on the ground and then repeat the water drop release procedure. If the bucket still does not
open, establish a hover. Gently lower the bucket to the ground. With the bucket resting on the ground,
move the aircraft laterally to dump the water out of the bucket and repeat the fill-up procedure.
Note. Avoid flight over populated areas.
Note. A go-around should be initiated if visual contact with the water release area is lost or any
crewmember announces “climb, climb, climb.” This phrase will only be used when there is not
enough time to give detailed instructions to avoid obstacle.
g. Post-mission.
(1) Ensure water bucket is serviceable.
(2) De-rig aircraft and water bucket. Ensure all documentation is complete on water bucket
usage and inspection.
Note. Hover out-of-ground effect (OGE) power is required for this maneuver.
SAND/DUST/SMOKE CONSIDERATIONS: If during the approach, visual reference with the
water release area or obstacles is lost, initiate a go-around or instrument takeoff (ITO) as required,
immediately. Be prepared to transition to instruments. Once VMC is regained, continue with the go-
around. (If required, releasing the water reduces the GWT significantly and minimizes power
demand.)
MOUNTAINOUS AREA CONSIDERATIONS: If at any time during an approach, sufficient power
is not available or turbulent conditions or wind shift creates an unsafe condition, perform a go-around
immediately. (If required, releasing the water reduces the GWT significantly and minimizes power
demand.)
OVERWATER CONSIDERATIONS: All crewmembers will wear floatation devices. Overwater
flight, at any altitude, is characterized by a lack of visual cues, and, therefore, has the potential of
causing visual illusions. Be alert to any unannounced changes in the flight profile and be prepared to
take immediate corrective actions. The decision height should be set to assist in altitude control.
Operations become increasingly more hazardous as references are reduced (open water versus a
small lake), water state increases (calm to chop to breaking condition with increasing wave height),
and visibility decreases (horizon becomes same color as water, water spray, or rain on windshield;
sunny midday versus twilight).
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: NOT RECOMMENDED.
1. During water bucket operations the P*’s attention will be divided between the aircraft
instruments (altitude and ground speed) and the outside. It is critical during night vision goggle
(NVG) operations that the P’s and NCM’s focus be primarily outside to provide warning to the P* of
obstacles or hazards during the entire operation.
2. Spatial disorientation can be overwhelming during overwater operations at night. Proper
scanning techniques are necessary to avoid spatial disorientation. If there are visible lights on the
horizon or if the shoreline can be seen, the pilot may opt to approach and hover the aircraft so it is
pointed toward these references, if the wind permits. If no other references exist, deploy chemical
lights to assist in maintaining a stable hover during the water pickup.
REFERENCES: Water Bucket Airworthiness Release (AWR).
TASK 2060 Perform Rescue Hoist Operations

WARNING
Ensure that crewmembers in the cabin area are wearing a safety harness secured to an
approved hard point above pilot anytime the cabin doors are open. The crewmember riding the
hoist will either be secured to the aircraft or the jungle penetrator.
CONDITIONS: In a UH-72A helicopter equipped with a rescue-hoist/winch system.
STANDARDS:
a. Perform rescue hoist procedures per the RFM/CL, FM 4-02.2, and the unit standing
operating procedure (SOP).
b. Maintain appropriate hover altitude ±5 feet.
c. Do not allow drift to exceed ±5 feet.
d. Perform post flight procedures per the appropriate rotorcraft flight manual/CL.
a. Prepare the appropriate hoisting equipment for the required mission (overwater, rapid river,
jungle, mountain, or desert operations).
b. Operate the rescue hoist pendant per the appropriate technical manual.
c. Prepare patient for recovery.
d. Secure the patient and equipment for departure.
e. Perform post flight procedures per the appropriate aircraft operator's manual/CL.
DESCRIPTION:
1. Crew actions.
a. The PC will conduct a thorough crew briefing and ensure all crewmembers are familiar
with rescue hoist operations, emergency procedures, communication procedures, lowering the flight
medic, and lifting the patient off the ground using the hoist or aircraft. The PC will also ensure that all
crewmembers understand “CUT CABLE” procedures.
b. The P* will remain focused primarily outside the aircraft throughout the maneuver for
aircraft control and obstacle avoidance.
c. The P* will announce the intended point of hover and remain centered over the target with
corrections from the NCM.
obstacles. They will also assist the P* in maintaining a stable hover by providing the P* with
information regarding the drift of the aircraft. The P will also monitor cockpit indications.
e. The NCM will ensure that the hoist is configured and will also ensure that all lifting devices
(such as jungle penetrator, sked/stokes litter, and survivor’s slings) are secured in the aircraft before
takeoff.
f. The NCM will conduct the hoist operation per FM 4-02.2, the RFM/CL, and the unit SOP.
Note. The P* should be in the right seat, which allows the P in the left seat to visually monitor the
entire operation.
2. Procedures.
a. General recovery procedures over land. Crewmembers should be alerted approximately 5
minutes before arriving at pickup site. Crewmembers complete all required checks (such as rescue
hoist control panel switches set, intercommunication system (ICS) selector switches set, and
crewmembers reposition for hoist operations). Make the approach into the wind if possible and plan
to terminate the approach at an altitude that will clear the highest obstacle. Select an appropriate
reference point to maintain heading and position over the ground. Once stabilized over pickup site,
perform hoist operations according to FM 4-02.2, the RFM/CL, and the unit SOP.
b. Inert patient recovery. General format is the same as over land, except the medical officer
(MO) is lowered on the hoist and secures the patient to the recovery device. Prior to deploying, all
crewmembers will be briefed on method of recovery (simultaneous or singular recovery of the patient
and MO), and a radio communications check should be made between the pilot and MO.
c. General recovery procedures overwater. General format is the same as over land, except a
smoke device may be used to determine wind direction and velocity. Terminate the approach at a
100-foot hover—20 feet before reaching the patient. Deploy the recovery device and allow it to
contact the water before reaching the patient. All crewmembers will wear floatation devices.
Operations become increasingly more hazardous as references are reduced (open water versus a
small lake or ship versus small boat), sea state increases (calm to chop to breaking condition with
increasing wave height), and visibility decreases (horizon becomes same color as water, water spray
or rain on windshield, sunny midday versus. twilight).
Note. The NCM will advise the P* when the person/equipment is in position on the jungle penetrator.
The NCM will perform hoist operations using the standard words and phrases according to the unit
SOP. The NCM will secure jungle penetrator or stokes litter upon completion of the hoisting
operation. Should difficulty in maintaining a stable hover occur, the NCM will extend additional
cable as “slack” to preclude inadvertent jerking the cable.
NIGHT OR NIGHT VISION GOGGLE (NVG) CONSIDERATIONS: Spatial disorientation can
be overwhelming
during overwater operations at night. If there are visible lights on the horizon or if the shoreline can
be seen, the pilot may opt to approach the survivor(s) so the aircraft is pointed toward these
references, if the wind permits. If no other references exist, deploy chemical lights to assist in
maintaining a stable hover.
REFERENCES: FM 4-02.2 and FM 4-02.6
TASK 2061 Operate Thermal Imaging System
CONDITIONS: In a UH-72A helicopter-equipped with thermal imaging system (TIS).
STANDARDS:
1. Power up, operate, and shut down the TIS IAW the operator's manual and/or checklist.
2. Acquire the target by utilizing the proper search technique required by the mission.
3. Maintain target(s) contact and remain focused on the target(s).
4. Perform all thermal imaging sensor (TIS) procedures/functions without assistance.
DESCRIPTION:
1. Crew actions.
a. IAW the TIS operator's manual/checklist, power up the system, perform/describe operator
adjustments and shut down the system. At the completion of each TIS observation, the operator should
stow the system IAW the appropriate checklist.
b. The P* is primarily responsible for obstacle avoidance and clearing the aircraft. The P*
will maintain aircraft orientation and provide local security during TIS operations.
c. The P will operate the system and announce when focused inside the cockpit. The P will
assist the P* to remain oriented on the target and help with obstacle avoidance and clearing the
aircraft duties permitting.
2. Procedures.
a. Optimize the TIS as necessary to obtain the best picture.
b. Search for the target using the anchored or free search method.
(1) Anchored Search. TIS searches may be anchored to a particular feature and concentrated on
possible target locations relative to that feature. These features may be natural or manmade and a
particular point or small area. A building where a fugitive was last seen may serve as an anchor for
other likely hiding locations. A road may serve as the anchor with a search conducted by sweeping 20
yards on either side of the road. Terrain features offering likely concealment, such as a streambed,
may also anchor a search.
(2) Free Search. Free Search is an area reconnaissance performed to check all heat sources in
the search zone. The pilot controls the search by systematically flying a pattern covering the entire
area of interest.
c. Scan for a target or targets. The types of scan techniques used with TIS are manual and
autoscan. Both are effective for a systematic scan using the aircraft skid tips as visual barriers;
however the autoscan feature reduces operator workload. The operator scans left until the skid tip is
seen on the display monitor unit (DMU) and then scans right until the other skid tip appears. This
technique yields a field of scan of approximately 60 degrees. The skid tips also help keep the
distance of the scan far enough in front of the aircraft to allow for reaction time when a possible
target is detected. The speed of the scan is dependent on terrain and altitude.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: A thorough crew briefing should
be conducted prior to
night and/or night vision goggle (NVG) operations; crew coordination is crucial. When maneuvering
the aircraft to maintain the TIS on target, the P* must consider obstacles and other aircraft. The P
should assist the P* with obstacle avoidance and clearing the aircraft and announce when doing so.
REFERENCES: TIS operator's manual
TASK 2064 Perform Paradrop Operations
CONDITIONS: In a UH-72A helicopter with a jumpmaster.
STANDARDS:
a. Conduct a thorough crew and passenger safety briefing.
b. Maintain maximum airspeed of 70 knots indicated airspeed (KIAS) or less, ±5 knots during
jumper deployment or as briefed by the jumpmaster.
c. Maintain appropriate ground track over the drop zone.
2. Nonrated crewmember (NCM). Ensure that the aircraft is prepared for paradrop operations.
DESCRIPTION:
1. Crew actions. The PC will conduct a thorough crew briefing and ensure all crewmembers
are familiar with paradrop operations, and emergency, and communication procedures. The PC will
ensure the aircraft is rigged.
a. The P*will remain focused primarily outside the aircraft throughout the maneuver.
b. The P and NCM will assist in clearing the aircraft and will provide adequate warning of
obstacles and traffic.
c. The NCM or jumpmaster will ensure that the aircraft is prepared for paradrop operations.
The NCM or the jumpmaster will acknowledge all communications from the P* and P. The NCM will
inform the P* or P when all parachutists have exited the aircraft.
2. Procedures. Maintain altitude, airspeed, and ground track as determined during pre-mission
planning and jumpmaster’s instructions.
a. Perform in-flight procedures per ATTP 3-18.11 and FM 3-21.220.
b. The crew will conduct the paradrop per the procedures covered in the briefing and the
references listed below.
Note. If the jumpmaster cannot communicate directly with the P*/P, the jumpmaster will communicate
with the NCM via hand-and-arm signals. The NCM will relay necessary information to the P*/P via
the intercom.
Note. When parachutists are equipped with automatic parachute openers and the mission is aborted,
ensure that the openers are disarmed before the aircraft begins the descent.
REFERENCES: ATTP 3-18.11, FM 3-21.220, and Paradrop AWR.
TASK 2067 Select Landing Zone/Pickup Zone/Holding Area
WARNING NOT ALL HAZARDS WILL BE SHOWN ON A MAP. WHEN
USING A MAP RECONNAISSANCE TO DETERMINE
SUITABILITY, THE ADDED RISK OF UNKNOWN HAZARDS MUST BE
ADDRESSED DURING THE MISSION RISK ASSESSMENT PROCESS.
CONDITIONS: In an UH-72A helicopter given a map or photo data.
1. Perform map, photo, or visual reconnaissance.
2. Determine that the landing zone (LZ), pickup zone (PZ), or holding area is suitable for
operations and provide accurate and detailed information to supported unit (if applicable).
3. (For power critical landings), Establish altitude, airspeed, and flight path for
conducting a high reconnaissance commensurate with terrain and environmental conditions.
4. Determine approximate wind direction and velocity at touchdown point and identify other
pertinent wind characteristics in proximity to landing zone (LZ).
5. Assess the LZ size, axis, surface conditions, and obstacles.
6. Plan ingress and egress routes to include escape routes required above and below effective
translational lift (ETL).
7. Confirm the winds and tentative plan formulated in the high reconnaissance by performing a
thorough low reconnaissance.
DESCRIPTION:
1. Crew actions.
a. The crew will confirm the location of plotted hazards and call out location of unplotted
hazards.
b. On approaching the landing area, the crew will identify the LZ and determine its suitability
for landing and takeoff.
c. (For power critical landings) The pilot on the controls (P*) will establish a high
reconnaissance pattern appropriate for the terrain and wind. Using tabular data, or other in flight
dynamic updates such as EDM with IPAC or H-60M with FMS software, the pilot not on the controls
(P) will determine whether out of ground effect (OGE) capability exists and the maximum power
available. The P*/P will assess the wind in and around the LZ using as necessary wind/terrain
analysis, visible indications, and cockpit indications. The P*/P will determine suitable ingress and
egress routes and select the landing point. The routing should reflect power available, wind
conditions, and escape options available for an aircraft at maximum gross weight. When the wind
direction and conditions are in doubt, the best escape routes should dictate the approach and
departure routes. An example of a LZ sequence is listed at the end of this task but units may make
their own (table 4-2, page 4-63 ). The purpose of a LZ sequence is help pilots remember the crucial
steps to ensure safe landings in a power critical landing.
Note. The best possible route is that route requiring the least amount of power for the landing
intended—to the ground or a particular hover height—without compromising a viable escape.
Note. The difference between a go-around and an escape is that a go-around is a proactive maneuver
with full control available while an escape is a reactive maneuver used to manage unplanned events.
The collective will usually be maintained or reduced during an escape maneuver.
d. The tentative plan for the landing and takeoff is established in the high reconnaissance. The
low reconnaissance is performed to confirm or refute information determined in the high
reconnaissance. It is performed as low and as slow as good judgment dictates but not below ETL.
The P*/P must use cockpit or visual cues to confirm wind predictions, verify the suitability of the
landing point, confirm that the escape routes identified are viable, confirm the altitude of the landing
point, and verify environmental conditions are the same as those selected in the tabular data. The P*
will thoroughly brief the maneuver and crew duties including those duties required if an escape plan
is executed.
Note. This is a training maneuver unto itself and should not be rushed or performed haphazardly.
Small errors or omissions may result in incorrect power calculations. The pilots must anticipate the
aircraft’s limits and their own limits. At no time in power management training will pilots knowingly
attempt to execute landing or takeoffs at less than actual torque values.
e. The pilot on the controls (P*) will remain focused primarily outside the aircraft throughout
the maneuver for aircraft control and obstacle avoidance. The P* will announce his or her intent to
deviate from the maneuver. f. The pilot not on the controls (P) and nonrated crewmember (NCM)
will assist in LZ reconnaissance and clearing the aircraft. They will provide adequate warning of
obstacles and will acknowledge the P*'s intent to deviate from the maneuver.
2. Procedures. Gather map or photo data on potential LZ(s) or conduct an in-flight suitability
check when map or photo data is unreliable. Determine the suitability by evaluating size, long axis,
barriers, surface conditions, tactical situation, and effects of the wind. Select a flight path, altitude,
and airspeed that afford the best observation of the landing area, as required. Determine an approach,
desired touchdown point, and departure path. The tactical, technical, and meteorological elements
must be considered in determining suitability.
Note. If wind conditions will be a factor, a wind evaluation should be performed. Techniques for
evaluating wind conditions are found in FM 3-04.203.
Note. Depending on the mission, an in-flight suitability check may not be feasible. Suitability may be
determined by a map reconnaissance. Make a final determination of suitability upon arrival to the
landing zone/pickup zone (LZ/PZ).
a. Tactical.
(1) Mission. Determine whether the mission can be done from the selected LZ. Consider flight
time, fuel, number of sorties, and access routes.
(2) Location. To reduce troop fatigue, consider distance of PZ or LZ from supported unit or
objective. Also consider the supported unit's mission, equipment, and method of travel to/from
PZ/LZ.
(3) Security. Consider size and proximity of threat elements versus availability of security
forces. The supported unit normally provides security. Consider cover and concealment, key terrain,
avenues of approach and departure. The area should be large enough to provide dispersion. b.
Technical.
(1) Number and type of aircraft. Determine if the size of the LZ can support all the aircraft at
once or if they must rotate into LZ for in-flight linkup.
(2) Landing formation. Plan landing formation for shape and size of LZ.
(3) Sling loads. For missions requiring sling loads at or near maximum gross weight of the
helicopter, select larger LZs where barriers have minimum vertical development.
(4) Surface conditions. Consider slopes; blowing sand, snow, or dust. Be aware that vegetation
may conceal surface hazards (for example, large rocks, ruts, or stumps). Areas selected should also
be free of sources of rotor wash signature.
(5) Obstacles. Hazards within the LZ that cannot be eliminated must be plotted. Plan approach
and departure routes over lowest obstacles.
c. Meteorological.
(1) Ceiling and visibility. Ceiling and visibility are critical when operating near threat
elements. Inadvertent instrument meteorological condition (IMC) recovery can expose the aircraft and
crew to radar guided and heat-seeking weapons, with few options for detection and avoidance. If one
aircrew of a multiship operation must respond to inadvertent IMC, the element of surprise will be
lost, the assets onboard will not be available for the mission, and the entire mission may be at risk.
(2) Winds. Determine approach and departure paths.
(3) Pressure altitude (PA). High PA may limit loads and, therefore, require more sorties.
Note. Avoid planning approach or departure routes into a rising or setting sun or moon.
Table 4-2. Landing zone sequence example
1. Identify Landing Zone

a. Altimeter 29.92, Temp, PA
b. Suitability - Size, slope, surface, long-axis,
obstacles
2. Power Requirements
a. Max TQ, Hover TQ
b. Tab data OGE weight
c. A/C weight (0 fuel wt + fuel)
d. Difference (+/-)
e. Percent TQ (+/-)
f. Max TQ (Verbalize)
g. Hover TQ (Verbalize)
3. Wind
a. Assessment of the direction and velocity of the

wind by cockpit indicators, visual indicators, GPS, last
known or forecast wind, or flight maneuvers.
b. Analysis of terrain, trees, buildings and their
effects upon wind creating updrafts, downdrafts, headwinds,
tailwinds, crosswinds and demarcation lines from a large
scale down to the touchdown point.
4. Route
a. In, Out, Escape - Wind should dictate route in, out,
and escape.
b. In calm wind use the route that affords the best
escape.
5. Low Reconnaissance-Verify wind, escape, and
touchdown point.
6. Approach/Takeoff-Predicted, expended, actual.
TASK 2081 Operate Night Vision Goggles
CONDITIONS: In a UH-72 helicopter, given a set of night vision goggles (NVG).
1. Preflight the NVG.
2. Mount and adjust NVG.
3. Identify or describe indications and procedures of NVG failure.
4. Store unit after use.
DESCRIPTION:
1. Crew actions.
a. Any crewmember will announce when his or her attention is focused inside the aircraft. b.
After use, ensure batteries are removed. Store the unit.
2. Procedures.
a. Ensure the NVG are within inspection dates and check for serviceability.
b. Adjust for proper fit, focus, and diopter setting.
c. If the P*’s NVG fail or indicate impending failure, the P* will announce “goggle failure”
and transfer the controls to the pilot not on the controls (P) if necessary. During nap of the earth
(NOE) or contour flight, the P* will begin a climb at a rate that will ensure obstacle avoidance.
During low-level flight or flight conducted at higher altitude, the P* will use the procedure described
above. A climb is not required.
d. If the P or other crewmembers NVG fail or indicate impending failure, that crewmember
will announce “goggle failure” and switch batteries or troubleshoot the goggles. If the NVG are not
restored to operation, make the appropriate report and modify the mission as briefed.
Note. NVG tube failure is infrequent and usually provides ample warning. Only occasionally will a
tube fail completely in a short time. Rarely will both tubes fail at the same time. There is no remedy
for in-flight tube failure.

1. Training. Training may be conducted in the aircraft or simulator.
2. Evaluation. Evaluation will be conducted in the aircraft only.
REFERENCES: Appropriate common references and TM 11-5855-263-10.
TASK 2120 Perform Patient Evacuation and Treatment

CONDITIONS: In a medical evacuation (MEDEVAC) configured UH-72A helicopter, with an actual
or simulated patient(s), additional equipment, and according to local medical treatment protocols.
STANDARDS:
1. Flight medic.
a. Perform casualty triage and care.
b. Brief litter teams and passengers on procedures for approaching, loading and leaving the
aircraft.
c. Load and secure litter and ambulatory patients, equipment and baggage/unload at
destination.
d. Relay essential patient information and estimated time of arrival (ETA) to the medical
treatment facility.
e. Respond to medical control’s directives.
2. Nonrated crewmember.
a. Configure the aircraft for loading patients.
b. Load and secure litter and ambulatory patients, equipment and baggage/unload at
destination.
DESCRIPTION:
1. Patient contact.
a. Perform triage as necessary and treat injuries and illnesses per local medical treatment
protocols in accordance with TC 8-800 (MEDIC) and STP 8-68W13-SM-TG.
b. Use all medical equipment required for appropriate patient treatment and monitoring per the
manufacturer’s instructions.
c. Coordinate loading procedures.
2. Movement to aircraft.
a. Direct/escort ambulatory patients to seats and ensure they have been briefed. Load and
secure litter patients, medical equipment and baggage as required. Advise the PC when prepared for
departure.
b. Always try to identify the need to restrain a patient before loading. If possible, have the
requesting agency “chemically restrain” the patient. Restraining a patient in flight is difficult and
dangerous. Tell the patient gently and repeatedly why the devices are being used—that they are for the
patient’s safety and to prevent further injury—whether the patient seems able to respond or not.
c. Reassure the patient that someone will always be near to help and care for them. The normal
reaction of a confused patient is to resist restriction of movement. Restrain the patient according to
current patient treatment protocols.
Note. Physical restraints pose potential risk for injury to the patient in the form of musculoskeletal,
vascular and nerve injury by both overzealous application and the patient’s resistance to the
restraints.
d. Be aware of local protocols and requirements (rules of engagement, detainee operations)
when using restraints from confinement units or when hostile patients are received from units that
have field expedient restraints placed on them. Ensure they do not interfere with medical treatment.
3. In-flight care.
a. Continue treatment and monitoring of all patients.
b. Relay patient information and ETA using correct radio procedures. Comply with instructions
from medical control and advise them of any pertinent changes in patient(s).
c. Continue treatment and monitoring of all patients.
d. Relay patient information and ETA using correct radio procedures.
e. Comply with instructions from medical control and advise them of any pertinent changes in
patient(s).
4. Unloading aircraft.
a. Upon landing, direct/escort ambulatory patients away from the aircraft.
b. Unload litter patients as required.
c. Give appropriate documentation and patient information to the receiving medical
authorities.
2. Evaluation of medical requirements must be completed by a 68W FI/SI or other qualified
medical personnel.
REFERENCES: Medical equipment manufacturer’s instructions, medical equipment checklist, FM
4-02.2, JP
4-02, STP 8-68W13-SM-TG, TC 8-800.
TASK 2122 Operate Mission Medical Interior Cabin Systems CONDITIONS: In
a UH-72A helicopter.
STANDARDS: Operate all medical equipment.
DESCRIPTION:
1. Crew actions. The flight medic will operate all medical equipment IAW the proper
technical manuals.
2. Procedures. Ensure all equipment is operated IAW the current AWR and appropriate
technical manuals.
REFERENCES: Medical equipment manufacturer’s instructions.
TASK 2125 Perform Pinnacle/Ridgeline Operations
STANDARDS:
a. Reconnaissance. Perform a continuous reconnaissance at desire airspeed and altitude.
b. Approach.
(1) Maintain ground track alignment with the selected approach path.
(2) Maintain a constant approach angle.
(3) Maintain an appropriate rate of closure.
(4) Execute a smooth, controlled termination in the forward usable one-third of the landing area.
c. Takeoff.
(1) Perform a hover power check, if required, and complete a before takeoff check.
(2) Perform a VMC takeoff.
2. Nonrated crewmember (NCM). Ensure all passengers and cargo is secure prior to final
approach.
DESCRIPTION:
1. Crew actions.
a. The P* will remain focused outside the aircraft to evaluate the suitability of the area;
determine the effects of the wind; and clear the aircraft throughout the approach, landing, and takeoff.
The P* will announce any deviation from the approach, to include go around. The P* will focus
attention outside the aircraft during the takeoff maneuver, announce intent to take off, and give the
direction of takeoff.
b. The P will acknowledge any intent to deviate from the approach or takeoff. The P and NCM
will acknowledge when ready for takeoff and remain focused outside the aircraft to assist in clearing
and to provide adequate warning of obstacles. Crewmembers will announce when their attention is
focused inside the aircraft and when back outside.
c. The NCM will perform the following actions:
(1) During the approach, assist the aviator in conducting a low reconnaissance of the landing
area to determine its suitability. Advise the P* when the aircraft is clear of obstacles.
(2) If requested by the P*, call out the altitude down to 25 feet in 25-foot increments beginning
at 100 feet above ground level (AGL). Then call out altitude from 25 feet to 5 feet in 5-foot
increments and from 5 feet to touchdown of the skids in 1-foot increments.
(2) During the approach, continue to determine the suitability of the intended landing point.
(3) After the aircraft is stabilized on the ground, conduct a ground reconnaissance as directed
by the PC. Note obstacles and evaluate the suitability of the pinnacle or ridgeline for future
operations.
Note. If two nonrated crewmembers are assigned to the flight, the crewmember not engaged in calling
out the aircraft height should keep the P* informed of obstacles to the rear.
2. Procedures.
a. The P* will select a flight path, airspeed, and altitude that allows observation of the landing
area. When practical, the P* will position the aircraft on the windward side of the pinnacle or
ridgeline. The P* will select a touchdown point in the forward, usable one-third of the landing area,
announce termination of the approach to a hover or to the ground, and announce the tentative takeoff
path. The approach angle can vary from a shallow to a steep angle, depending on the wind
(demarcation line), density altitude, gross weight (GWT), and availability of forced landing areas.
The crew will continue the reconnaissance on the final approach to confirm information previously
gained. The rate of closure on the final approach may be difficult to determine because of motion
parallax, until the aircraft is close to the landing point. The P* will reduce airspeed to slightly above
effective translational lift (ETL) until the rate of closure can be determined. The P* will then adjust
the rate of closure to not faster than that of a brisk walk. The P* will execute a go-around if the
reconnaissance reveals that a safe landing cannot be accomplished.
provide adequate warning of traffic or obstacles.
c. After touchdown, the P* will check aircraft stability as he lowers the collective and, if
aircraft movement is detected, will reposition the aircraft. The crew will perform a ground
reconnaissance and clear the aircraft. The P will perform the before takeoff check and verify a hover
power check if required. The crew will clear the aircraft prior to and during takeoff.
d. The P* will execute an airspeed-over-altitude takeoff and announce intent to abort or alter
the takeoff if required. If the takeoff requires clearing obstacles, the P* will use power as necessary
to clear the obstacles while maintaining a constant climb angle and ground track. After clearing the
obstacles, the P* will adjust the aircraft’s pitch attitude to gain forward airspeed.
Note. To successfully operate in small areas, it may be necessary to place the nose of the aircraft over
the edge of the landing area. This may cause a loss of important visual references when on final
approach. All crewmembers must assist in providing information on aircraft position in the landing
area.
Note. Hover out-of-ground effect (OGE) power maybe required for this task.
rate of descent during the final 100 feet should be slightly less than during the day to avoid abrupt
attitude changes at low altitudes. After establishing the descent, reduce airspeed to slightly above
ETL until apparent ground speed and rate of closure appear to be increasing. Progressively decrease
the rate of descent and forward speed until termination.
2. Use proper scanning techniques to avoid spatial disorientation.
3. Treat visual obstacles, such as shadows, the same as physical obstacles.
REFERENCES:
TASK 2169 Perform Aerial Observation
STANDARDS:
1. Detect the target(s) using visual search techniques.
2. Identify the target(s).
3. Locate the target(s).
4. Report the target(s) as briefed.
DESCRIPTION: Aerial observation is defined as systematic search to obtain detailed information
of a specific target or area. The focus of aerial observation and aerial surveillance is generally a
point target such as a house, car, section of road, or any other defined area.
1. Crew actions.
a. The PC will complete a thorough crew and mission briefing.
b. The P* will focus attention primarily outside the aircraft and respond to navigation
instructions or cues given by the P. The P* will acknowledge commands issued by the P for the
heading and airspeed changes necessary to navigate the desired course(s). The P* will also announce
significant terrain features to the P to assist in navigation.
c. The P will be responsible for navigation, operation of mission equipment, and
communication systems as necessary. The P and NCM will assist in clearing the aircraft and provide
adequate warning of traffic or obstacles. They also will announce when attention is focused inside the
aircraft.
2. Procedures.
a. During missions involving direct observation, the aircrew is concerned with detection,
identification, location, and reporting.
(1) Detection. Detection requires determination that an object or an activity exists.
Identification. Major factors in identifying a target are size, shape, and type of armament. Targets are
classified as friendly or enemy.
(2) Location. The exact location of targets is the objective of the mission. Depending on the
nature of the targets, the observer may be required to locate the center of mass.
(3) Reporting. Spot reports provide commanders with critical information during the conduct of
missions. The method of spot reporting is specified by the requesting agency.
b. Visual search is the systematic visual coverage of a given area so that all parts of the area
are observed.
c. The purpose of visual search is to detect objects or activities on the ground. The ability of
an observer to search a given area effectively depends on several factors. In addition to the
limitations of the human eye itself, the most important of these factors are altitude, airspeed, terrain
and meteorological conditions, and visual cues.
(1) Altitude. Higher altitudes offer greater visibility with less detail. Lower altitudes are
usually used because they increase survivability.
(2) Airspeed. Selection of the airspeed is determined by the altitude, terrain, enemy situation,
and meteorological conditions.
(3) Terrain and meteorological conditions. The type of terrain can vary from dense jungle to
barren wasteland and will affect the size and details of the area that can be effectively covered. The
prevailing terrain and meteorological conditions often mask objects and allow only a brief exposure
period, especially at nape-of-the-earth (NOE) altitudes.
(4) Visual cues. In areas where natural cover and concealment make detection difficult, visual
cues may indicate enemy activity. Some of these cues are as follows:
(a) Color. Foliage used to camouflage will differ from the color of natural foliage.
(b) Texture. Smooth surfaces, such as glass windows or canopies, will shine and reflect light.
Rough surfaces do not reflect light.
(c) Shadows. Man-made objects cast distinctive shadows that are characterized by regular
shapes and contours as opposed to random patterns that occur naturally.
(d) Trails. Trails leading into an area should be observed for cues as to type, quantity, and
recentness of traffic.
(e) Smoke. Smoke should be observed for color, smell, and volume.
(f) Movement and light. Movements during daylight and light at night are the most easily
detectable signs of enemy activity. Movement may include disturbance of foliage, snow, soil, or
birds.
(g) Obvious sightings. The aircrew must be aware that obvious sightings may be intentional to
distract the aircrew.
(h) Heat. Heat, especially at night, is normally a sign of man-made objects. The TIS can be used
to detect heat from standoff ranges and through some obscurations.
d. Systematic methods for conducting visual aerial observation include, motive, stationary,
and side-scan techniques. The technique used depends on the altitude flown and the terrain
encountered.
(1) Motive technique. This technique is used when the aircraft is operating at terrain flight
altitudes and generally at airspeeds of 10 knots indicated airspeed (KIAS) or faster. The entire area
on either side of the aircraft is divided into two major sectors: the non-observation sector and the
observation work sector.
(a) The non-observation sector is the area where the aircrew's field of vision is restricted by the
physical configuration of the aircraft.
(b) The observation work sector is that portion of the field of vision to which search activity is
confined. The observation work sector is sub divided into two smaller sectors: the acquisition sector
and the recognition sector.
(c) The acquisition sector is the forward 45-degree area of the observation work sector. This is
the primary search area. In using the motive technique, the observer looks for ward of the aircraft and
through the center of the acquisition sector for obvious sightings. The observer then scans through the
acquisition sector, gradually working back toward the aircraft.
(d) The recognition sector is the remainder of the observation work sector.
(2) Stationary technique. This technique is used at NOE altitudes with the helicopter hovering in
a concealed position. When using the stationary technique, the crewmember makes a quick overall
search for sightings, unnatural colors, outlines, or movements. The crewmember starts scanning to the
immediate front, searching an area approximately 50 meters in depth. The crewmember continues to
scan outward from the aircraft, increasing the depth of the search area by overlapping 50-meter
intervals until the entire search area is covered.
(3) Side-scan technique. This technique 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.
(a) The crew will look out approximately 1,000 meters to the side of the aircraft and search in
toward the aircraft.
(b) The crew will then look out one-half the distance (approximately 500 meters) and search in
toward the aircraft.
(c) The crew will then look out one-fourth the distance (approximately 250 meters) and search
in toward the aircraft. The crew will repeat these procedures.
NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS: A thorough crew briefing should
be
conducted prior to NVG operations; crew coordination is crucial. Transfer of controls should be
covered in detail. When maneuvering the aircraft the P* must consider obstacles and other aircraft.
The P should announce when attention is focused inside or outside the cockpit and should ensure that
the P* maintains attention outside the cockpit. All crewmembers must avoid fixation by using proper
scanning techniques.
REFERENCES: FM 17-95.
TASK 2502 Perform Aerial Reconnaissance Operations
STANDARDS:
1. Conduct thorough pre-mission planning.
2. Conduct map reconnaissance.
3. Establish and maintain communications if applicable.
4. Make specific and timely reports.
5. Perform correct modes of flight.
DESCRIPTION: The purpose of reconnaissance is to detect a target or activity if it exists.
Reconnaissance forms vary depending on the geography, size of the search area, and nature of the
target. Four forms of reconnaissance are typically used: zone, area, route, and aerial surveillance.
1. Crew actions.
a. The crew conducts a detailed map reconnaissance and analyzes the known situation
according to the factors of mission, enemy, terrain and weather, troops and support available, time
available, civil considerations (METT-TC). The area may be a town, ridge line, wooded area, urban
area, or other features that may be critical to the force’s missions. An area recon can include all
routes in and out, surface type, width, and obstructions. The specific area to be reconnoitered will be
designated by a boundary line that completely encloses the area. This could be a mile square on
county map, one block square on a city map, or 1,000 meters either side of a road. When two aircraft
are used, an easily identifiable boundary (such as a road, river, fence line, or altitude separation)
should be used to divide search areas and separate aircraft. The air mission commander (AMC)
should then select the altitude(s), equipment and search technique that will best accomplish the
mission.
b. Aircrew must successfully navigate to the selected zone and conduct the mission. Flight
techniques will be determined by the search environment, such as tall trees, short brush, crop areas,
or urban area. Typical area objectives include— (1) Pickup zones (PZs) and landing zones (LZs).
(2) Structures.
(3) Ground traffic routes.
(4) Key terrain.
(5) As directed.
(6) Targets.
(7) Target confirmation.
2. Procedures. Successful reconnaissance operations are planned and performed according to
the following seven reconnaissance fundamentals:
a. Gain and maintain enemy contact.
b. Orient on the reconnaissance objective.
c. Report all information rapidly and accurately.
d. Retain freedom to maneuver.
e. Develop the situation rapidly.
f. Ensure maximum reconnaissance force forward.
g. Ensure continuous reconnaissance.
REFERENCES: FM 3-04.126 and FM 17-95.
TASK 2504 Perform Aerial Security Operations
STANDARDS:
1. Conduct thorough pre-mission planning.
2. Conduct map reconnaissance.
3. Establish and maintain communication.
4. Make specific and timely reports.
5. Use fundamentals of security.
6. Determine correct modes of flight and equipment configuration/employment.
DESCRIPTION:
1. Crew actions.
a. The PC will complete a thorough crew and mission briefing.
b. The P* will focus attention primarily outside the aircraft and respond to navigation
instructions or cues given by the pilot not on the controls (P). The P* will acknowledge commands
issued by the P for heading and airspeed changes necessary to navigate the desired course(s). The P*
will also announce significant terrain features to the P to assist in navigation.
c. The P will be responsible for navigation to the desired area and all aerial observation
except for the stationary technique.
d. The P and NCM will assist in clearing the aircraft and provide adequate warning of traffic
or obstacles. They also will announce when attention is focused inside the aircraft.
2. Procedures. During missions involving security operations, the aircrew is concerned with
the following fundamentals.
a. Maintain threat contact. Once gained, contact is maintained to ensure a continuous flow of
information about threat activity.
b. Orient on the force or facility to be secured. Locate the area(s) of interest and provide the
supported forces with information about potential threat(s).
c. Perform continuous reconnaissance. Gain all possible information about the threat(s) and
terrain.
d. Provide early and accurate warning. Accurate and timely reports (size, disposition,
composition, location, direction of movement, rate of advance, and equipment) will be made to
provide information to take necessary action and enhance.
e. Provide reaction time maneuver space. The security force provides 360-degree security,
adequate time, and space to respond to the threat.
REFERENCES: FM 3-04.126 and FM 17-95.
TASK 2530 Conduct Vehicle/Vessel Observation
STANDARDS:
1. Pilot on the controls.
a. Maintain selected altitude +100 feet.
b. Maintain airspeed as necessary.
c. Maintain scan of all sectors outside the aircraft.
d. Maintain the aircraft clear of all aircraft and ground obstructions.
e. Ensure sufficient aircraft power is available.
2. Pilot not on the controls.
a. Identify and acquire vehicle/vessel.
b. Maintain visual/thermal imaging system (TIS)/high-powered illumination system (HPIS)
contact with designated target.
c. Direct P* to maneuver aircraft to aid in maintaining target contact.
DESCRIPTION: Observation missions gather information as directed by the supported force.
Crewmembers must be aware of methods used by the threat to avoid detection and the special mission
equipment available that offers distinct advantages during an observation mission such as the TIS and
HPIS. Vehicle/vessel observation missions are among the most difficult to plan and prepare. The
movements and destination of the target can rarely be determined in advance. As a result, great
flexibility must be maintained to ensure contact with the designated target is not lost.
1. Crew actions. The crew will select and announce an altitude, airspeed, and flight path
necessary to maintain visual/TIS/HPIS contact with the designated vehicle/vessel. The crew will
perform a visual/thermal identification of the vehicle/vessel. The P* must maneuver the aircraft as
necessary to maintain visual/TIS/HPIS contact with the vehicle/vessel. The P will operate selected
mission equipment as necessary to gain information and maintain observation of the vehicle/vessel.
Since the P will be concentrating on observing the vehicle/vessel, the P* must ensure that clearance of
all other aircraft and ground obstacles is maintained by continually scanning outside the aircraft. The
crew will announce “break off” or disregard” at the completion of the operation.
2. Procedures.
a. The crew must acquire the target. Identify and report the vehicle/vessel of interest. As soon
as possible, note the distinctive characteristics of the target under each type of applicable observation
mode. For example, unaided mode characteristics might include color, vinyl top, brake light in rear
window, and broken tail light lens. Night vision goggle (NVG) mode characteristics may include a
misaligned headlight and the presence of a license plate light. The thermal signature from the target
will indicate engine location and a heat pattern.
b. The crew must maintain target observation. To minimize the risk of the aircraft being
detected, position downwind of target and use the highest altitude possible that allows positive
contact with the target. Increased urban background noise may camouflage lower altitude aircraft
sounds that would be more readily noticed in a rural environment. Suspects may employ counter-
observation techniques intended to prevent or inhibit ground and aerial observation. The following
techniques are a sample of commonly observed behavior:
(1) Sky watch is when a passenger is designated to watch for aircraft. The passenger may lie in
the back seat looking up through the rear window or he may periodically stick his head out the
window.
(2) Chase or scout vehicle utilizes a second vehicle either following or leading the route of the
suspect vehicle. The chase vehicle usually has responsibility for detecting vehicles following the
suspect as well as aircraft. Spacing allows the chase vehicle an opportunity to detect aircraft
following the suspect. The scout vehicle may employ tactics to divert the force from the actual target
vehicle.
(3) Heat run technique is when a target pulls off the route and parks periodically allowing the
target an opportunity to check for following vehicles and listen for observation aircraft. Suspects may
drive for long periods to travel short distances, doubling back over the route mixed with stop and go
maneuvers. This makes it difficult for vehicles or observing aircraft to follow the vehicle undetected.
Sometimes the aircraft is least detectable when it is nearly directly over the vehicle. If the vehicle
stops or slows down, an aircraft may be flown at a high hover, slower airspeed, or maneuvered as
required. As a technique, a figure eight flown behind the vehicle will assist in maintaining contact
without risk of detection.
c. The crew must maintain situational awareness. General aviation traffic remains a hazard and
must be "seen and avoided." The pilot must remain alert to changes in weather conditions and
airspace.
d. Communication among crewmembers is the key to success for all TIS operations. The high
P* workload in this task cannot be safely accomplished without effective cockpit communication and
assistance from the P. It is likely that neither the P* nor the P on TIS will be able to maintain
simultaneous contact with the target, communicate and coordinate their actions. One crewmember
should maintain contact with the target at all times.
Note. The P* should refrain from fixating on the display monitor unit (DMU) during TIS operations.
REFERENCES: FM 3-04.126, and FM 17-95.
Chapter 5
Functional Check Flight Tasks
This chapter describes the tasks that are essential for maintaining functional
operational check crewmember skills. It defines the task title, number, conditions, and
standards by which performance is measured. A description of crew actions, along
with training and evaluation requirements is also provided. Tasks described in this
chapter are to be performed by a qualified UH-72A functional check pilot (FCP). This
chapter contains tasks and procedures to be used by contractor functional check pilots
in accordance with AR 95-20, volume 1 (DLAM 8210.1), section 3.4 (publications).
Commanders will program 6 annual flight hours into the flying hour program they
execute to support training and evaluations of all functional check pilots in their
aircrew training program (ATP). If discrepancies are found between this chapter and
original equipment manufacturer (OEM) maintenance procedures, the task as written
in OEM maintenance procedures takes precedence.
5-1. TASK CONTENTS.
a. Task number. Each aircrew training manual (ATM) task is identified by a ten-digit systems
approach to training number that corresponds to the functional check flight (FCF) tasks listed in
chapter 3, table 2-7. For convenience, only the last four digits are referenced in this training circular.
b. Task title. This identifies a clearly defined and measurable activity. Task titles may be the
same in many ATMs, but task content will vary with the airframe.
c. Conditions. The conditions specify the training/evaluation conditions under which the FCF
tasks will be performed. At no time will FCPs log hood time while performing actual functional
check flights.
d. Standards. The standards describe the minimum degree of proficiency or standard of
performance to which the task must be accomplished. Standards are based on ideal conditions to
which the task must be accomplished. The following common standards apply to all tasks.
(1) Perform procedures and checks in sequence per the appropriate aircraft maintenance
manual, as required.
(2) Brief the rated crewmember (RCM) and/or nonrated crewmember (NCM) on the applicable
procedures, warnings, and cautions for the task to be performed (as denoted in the task description).
(3) Perform crew coordination actions per the task description and chapter 6.
(4) Assess and address any malfunctions or discrepancies as they occur and apply appropriate
corrective actions or troubleshooting procedures.
(5) Use the oral callout and confirmation method and announce the initiation and completion of
each check.
(6) All tasks require an FCP to occupy the pilot crew station conducting a FCF unless both
pilots are qualified and current FCPs.
e. Description. The description explains how the elements of the task should be done to meet
the standards. When specific crew actions are required, the task will be broken down into crew
actions and procedures as follows:
(1) Crew actions. These define the portions of a task to be performed by each crewmember to
ensure safe, efficient, and effective task execution. The pilot on the controls (P*) designation does not
imply FCP duties. When required, P* or FCP responsibilities are specified. All tasks in this chapter
are to be performed only by qualified FCPs. The FCP is the pilot in command (PC) in all situations,
except when undergoing training or evaluation by an SP or IP. When two FCPs are conducting FCF
together, the mission brief will designate the aviator assuming PC responsibilities.
(2) Procedures. This section describes the actions that the FCP performs or directs the
RCM/NCM to perform to execute the task standard.
f. Considerations. This section defines training, evaluation, and other considerations for task
accomplishment under various conditions.
g. Training and evaluation requirements. FCPs are authorized to perform FCF duties after
receiving the proper training from the SP/IP and being designated as FCP on their CTL. The FCP will
be a PC. Those SP/IPs who conduct FCP training are also trained/qualified FCPs and will therefore
have those duties designated on their CTL. All RCMs designated as FCP on their CTL will as a
minimum perform four iterations of the 4000-series FCF Tasks each ATP year. The FCP will occupy
the right seat (pilot seat) when conducting a FCF single pilot. The SP/IP conducting FCP training may
occupy either seat. There is no requirement to train the FCP in both seats if the FCP is not also a
SP/IP. Completion of the FCP training will be annotated on the DA Form 7122-R (Crew Member
Training Record) as an event.
h. References. The references are sources of information relating to that particular task. In
addition to the common references listed in chapter 4, the following references apply to all tasks:
(1) Aircraft historical records.
(2) Appropriate Vendor Maintenance manuals.
(3) Applicable airworthiness directives or messages from U.S. Army Aviation and Missile
Command (AMCOM).
(4) Master Servicing Manual (MSM)
(5) Aircraft Maintenance Manual (AMM)
5-2. TASK LIST. The following numbered tasks are UH-72A functional check flight tasks.
TASK 4000 Perform Prior-to-Functional Check Flight Checks
STANDARDS: Appropriate common standards plus the following:
1. Perform the preflight inspection.
2. Determine the suitability of the aircraft for flight and the mission to be performed.
3. Determine the maneuvers, checks, and tasks required during the test flight.
4. Brief the rated crewmember (RCM) and nonrated crewmember (NCM) on the mission and
their duties.
5. Make appropriate logbook entries.
DESCRIPTION:
1. Crew actions.
a. The functional check pilot (FCP) will ensure that a thorough preflight inspection is
conducted. The appropriate aircraft pilot’s checklist (CL) may be used to conduct the preflight
inspection in lieu of conducting the preflight using the aircraft rotary flight manual. The FCP may
direct the RCM, if available; to complete such elements of the aircraft preflight inspection as are
appropriate, but the FCP will confirm with the RCM that all checks have been completed. The FCP
will ensure that the aircraft logbook forms and records are reviewed and appropriate entries made.
The FCP will determine the checks necessary for the maintenance test flight, or tasks to be performed,
and conduct a mission briefing for additional crewmembers and required support personnel. The FCP
will brief the RCM or NCM and any additional support personnel concerning operation on or around
the helicopter during ground operations and will ensure that ground communication capability is
adequate. The FCP will stress any applicable ground or airborne safety considerations or procedures
during the briefing. The FCP will ensure that a final walk-around inspection is completed prior to
flight.
b. The RCM should complete the assigned elements and report the results to the FCP.
2. Procedures.
a. Review the aircraft forms and records to determine the necessary checks and tasks to be
performed. Use additional publications and references as necessary. b. Conduct a risk assessment of
the mission.
c. Preflight the aircraft with special emphasis on areas or systems where maintenance was
performed. Complete all special preflight checks as necessary.
d. Verify all test equipment is correctly installed and secured as applicable.
e. Conduct a thorough mission briefing for additional crewmembers and required support
personnel. The briefing will include crew coordination responsibilities and conduct of the mission,
with special emphasis on safety procedures to be performed during maintenance tasks or maneuvers
the additional crewmembers or required support personnel may not be familiar with.
1. Training may be conducted in the aircraft or academically as required.
TASK 4081 Perform Before-Starting Engine Checks

CONDITION: In a UH-72 helicopter.
1. Complete and record checks according to pilot’s checklist.
2. Aircrew/ground crew announces check completion.
3. Crewmembers perform all checks required per MSM.
4. Minimum before starting engine checks complete.
DESCRIPTION:
1. Crew actions.
a. Each crewmember will complete and record the required checks pertaining to the assigned
crew station according to the pilot’s checklist/MSM.
b. The aircrew and, if available, the ground crew will announce when their checks are
completed.
2. Procedures.
a. Crewmembers will perform, at a minimum, all checks required for flight per the MSM. The
type of test flight to be performed will determine the detailed checks required. b. Before-starting
engine checks include, as a minimum, the following:
• Interior checks.
• Fire detection check.
• Fuel transfer pumps check.
• Throttle system (twist grips) check.
• CPDS parameter check.
1. Training may be conducted in the aircraft or CPT, if suitable.
TASK 4087 Perform Over-Speed Protection System Checks

CONDITION: In a UH-72A helicopter.
STANDARDS:
1. Complete and record checks according to the MSM.
3. Functional check pilot will ensure proper caution indications are displayed on the caution
and advisory display (CAD) throughout check.
DESCRIPTION:
1. Crew actions.
b. The aircrew and ground crew will announce when their checks are completed.
2. Procedures.
a. Crewmembers will perform this check per the MSM.
b. Maintenance personnel will remove the interior overhead panels in the cabin area for
access to the over-speed box for engines 1 and 2.
c. When directed by the functional check pilot, maintenance personnel will press the TEST and
REARMEMENT buttons on the appropriate over-speed box. In addition, they will advise the
functional check pilot when they hear the over-speed valve open and close.
d. The functional check pilot will ensure the proper caution indications are displayed on the
CAD throughout the check and that the starter does not engage when the VENT switch is operated.
REFERENCES: Master service manual.
TASK 4088 Perform Starting Engine Checks
1. Functional Check Pilot briefs pilot not on controls (P), nonrated crewmember (NCM), and
other crewmembers.
2. Crewmember complete and record required checks according to checklist/MSM.
DESCRIPTION:
1. Crew actions.
a. The functional check pilot (FCP) will brief the pilot not on the controls (P), nonrated
crewmember (NCM), and other crewmembers, as required, to assist in completing the task. The
briefing may vary depending on pilot preference, maintenance performed, and crew experience. In the
briefing, the FCP will include, at a minimum, crew duties in an emergency.
b. Each crewmember will complete and record the required checks pertaining to the assigned
c. The aircrew and ground crew will announce when their checks are completed.
2. Procedures.
a. Before starting the engines, the crew will ensure that all appropriate external lights are
operational and properly set; tiedowns and covers are removed and secured.
b. The aircrew and, if available, the ground crew will clear the area around the aircraft prior
to engine start.
c. The FCP will announce initiation of engine start.
d. Brief the RCM, NCM, and additional maintenance personnel as follows:
• Abort start criteria
• Minimum voltage for engine start -note maximum TOTS
• Note N1 speed at starter drop-off.
• Note N1 speed when ENG FAIL warning light disappears.
• Note N2 speed when OVSP FAIL caution light disappears for first engine started.
• Note N1 speed when OVSP FAIL caution light disappears for second engine started.
• Note time when N1 reaches 65 percent.
1. Training may be conducted in the aircraft, CPT if suitable, or academically as required.
TASK 4091 Perform Ground Run-up and Functional Checks

1. Complete and record checks according to pilot’s checklist.
DESCRIPTION:
1. Crew actions.
crew station according to the pilot’s checklist/MSM/FTFS.
b. the aircrew and ground crew will announce when their checks are completed.
2. Procedures.
a. Crewmembers will perform, at a minimum, all checks required for test flights or
maintenance operational checks per the MSM. The type of test flight to be performed will determine
the detailed checks required.
b. Ground run-up and functional checks include, as a minimum, the following:
• Engine failure indication and automatic bleed air shutoff check.
• Track and balance (as required).
• Starter fuel injector valve check.
• N2 trim system checks.
• Mast moment and stick position check.
• Emergency power/engine split caution check.
• Low RPM warning check.
1. Training may be conducted in the aircraft, CPT if suitable, or academically as required.
REFERENCES : Appropriate common references.
TASK 4093 Perform Engine Power/Engine Split Checks

STANDARDS:
1. Complete and record checks according to Master servicing manual (MSM).
DESCRIPTION:
CAUTION
You must make sure that you do not damage the spring-loaded pin on the safety latch (stop). The
spring-loaded pin holds the safety latch in the open position for the emergency range of the twist grip.
Always press in the spring-loaded pin (with your finger or pen) before you close the safety latch.
When the spring-loaded pin is worn or damaged, the safety latch will not stay open. The twist grip
will not move from the emergency range to the normal range. This can damage the engines.
1. Crew actions.
2. Procedures.
b. The functional check pilot will ensure that the twist grip is able to be placed in the
emergency range.
c. The functional check pilot will ensure the proper caution indications are displayed on the
CAD throughout the check and that the N2 limits are not exceeded.
Note. Do not exceed 104 percent N2.
1. Training may be conducted in the aircraft or academically as required.
TASK 4126 Perform Mast Moment and Stick Position Check
STANDARDS:
1. Complete and record checks according to Master servicing manual (MSM).
DESCRIPTION:
CAUTION
During ground operations with rotor turning the maximum stick displacement from neutral position is
3 cm.
1. Crew actions.
2. Procedures.
b. Perform this check with pitch and roll SAS off; VAR NR Switch in NORM mode and NR at
~96.5%.
CAUTION
Do not continue test if stick displacement is ≥1 .18 inches (30 mm).
c. Take measurements from the instrument panel according to MSM after cyclic has been centered
with centering device and record.
Note. Measure cyclic stick displacement at a point on the stick 19.29 inches (490 mm) above the
cabin floor with a headwind ≤10 knots.
Note. From zero mast moment position move stick only forward.
1. Training may be conducted in the aircraft, SFTS if suitable, or academically.
TASK 4146 Perform Pedal Breakout Forces Check
STANDARDS:
1. Maintain aircraft into the wind ±10 degrees.
2. Establish a 5-foot hover, ±1 foot.
3. Measure and record the force required to move the tail rotor pedals.
DESCRIPTION:
1. Crew actions.
a. All crewmembers will clear the area around the aircraft.
b. The functional check pilot (FCP) will maintain a stationary 5-foot hover into the wind, turn
the AFCS off and will guard the pedals throughout the check.
c. The pilot not on the controls (P) or nonrated crewmember (NCM) will assist the FCP by
measuring the force required to move the tail rotor pedals and to begin turning the helicopter. 2.
Procedures.
a. The (P) or (NCM) will use a calibrated spring scale and push against the tail rotor pedals
individually and measure the force required to begin turning the helicopter.
b. The measured values of each tail rotor pedal will be added together and divided by two.
The result should be ≤11.69 pounds (52N).
c. Ensure AFCS/autopilot is turned back on when check is complete.
TASK 4154 Perform Collective Control Lever Check

STANDARDS:
3. Correctly measure and record the force required to push the collective lever down.
DESCRIPTION:
1. Crew actions.
b. The functional check pilot (FCP) will initiate this maneuver at a 15-foot hover into the wind
and will guard the collective throughout the check.
c. The pilot not on the controls (P) or nonrated crewmember (NCM) will assist the FCP by
measuring the force required to push the collective lever down.
2. Procedures.
a. Remove all collective friction.
b. The (P) or (NCM) will use a calibrated spring scale and push down on the collective lever
and measure the force required to begin moving it downward.
c. The measured value should be 3.82 to 4.49 pounds (17 to 20N).
d. Adjust collective friction as desired when check is complete.
Note. If collective friction is not removed before takeoff, land and remove collective friction. If the
friction is changed during the check, the entire check must be repeated with the friction off.
TASK 4162 Perform Control Response Checks
STANDARDS:
2. Establish a 15-foot hover, ±5 feet.
3. Correctly perform flight maneuvers ≤30 KIAS
4. Correctly determine aircraft controllability and tail rotor response.
DESCRIPTION:
1. Crew actions.
b. The functional check pilot (FCP) will remain focused primarily outside the aircraft.
c. The pilot not on the controls (P) or nonrated crewmembers (NCM) will assist the FCP by
monitoring the aircraft systems and flight instruments, providing obstacle clearance, and performing
other duties as directed.
2. Procedures. Perform the following checks in accordance with the MSM.
a. Hovering turns.
b. Sideward flight.
c. Forward flight.
d. Rearward flight.
Note. If there is no pedal force increase or if the force increase feels like damping, this is normal. If
“ACTUATOR” caution illuminates or pedal forces feel like they are hitting a mechanical stop,
maintenance action is required.
TASK 4180 Perform Variable Rotorspeed and Torque Matching System Hover
In-Ground-Effect Verification Checks
CONDITION: In a UH-72 helicopter with aircraft gross weight at 6,615, ±440 lbs (3,000, ±200
kgs).
STANDARDS:
DESCRIPTION:
1. Crew actions.
b. The FCP will remain focused primarily outside the aircraft and maintain a stabilized hover.
c. The pilot not on the controls (P) or nonrated crewmembers (NCM) will assist the
FCP by monitoring the aircraft systems and flight instruments, providing obstacle clearance, and
performing other duties as directed.
2. Procedures.
a. Record: OAT, NR min, and NR max.
b. Utilize the detailed procedures in the MSM.
c. Verify VARTOMS operation is within limits according to the MIN and MAX NRO limits
chart and the VARTOMS NRO Control Law Chart.
Note. If VARTOMS check is not successful, adjustments and additional test flight procedures must be
accomplished according to MSM 05-60-00, 6-10.
TASK 4227 Perform Variable Rotorspeed and Torque Matching System In-
Flight Verification Checks
CONDITION: In a UH-72 helicopter with aircraft gross weight at 6,615, ±440 lbs (3,000, ±200
kgs).
STANDARDS:
1. Maintain specified airspeed, ±3 KIAS.
2. Note proper operation of airspeed sensor switch.
3. Check NR/N2 is within limits according to the MAX and MIN NRO limits chart.
4. Note automatic torque matching function of VARTOMS is maintained during check.
DESCRIPTION:
1. Crew actions.
a. The functional check pilot (FCP) will remain focused primarily outside the aircraft
throughout the check.
b. The pilot not on the controls (P) or nonrated crewmembers (NCM) will assist the FCP by
monitoring the aircraft systems and flight instruments, providing cloud clearance, and performing
2. Procedures.
a. The FCP will establish level flight below 3600 feet DA at 60 KIAS and note NR/N2 is
within limits of 96.5%, +0.3%, -0.2%. The FCP will check the airspeed sensor switch by noting the
airspeed (55 KIAS, ±3 KIAS) that the NR/N2 increases and decreases automatically.
b. The FCP will start a climb using maximum continuous power (MCP) at 65 KIAS and check
that the VAR NR caution light does not illuminate during the climb.
c. The FCP will level off at ≥8800 feet DA and 60 KIAS and check that NR/N2 is 101.5%,
±0.3%. The FCP will reduce airspeed to 25 KIAS and stabilize for several seconds and will note
OAT. The FCP will check that the NR/N2 is within limits (±0.3%) according to the MAX and MIN
NRO limits chart.
d. The FCP will descend to ≤3600 feet. DA at 120 KIAS with torques 1 and 2 equal to 20 to
25% and will note that the VAR NR caution light does not illuminate during descent.
e. The FCP will increase the collective rapidly to return to level flight and check that
automatic torque matching is maintained with any torque splits <15%.
Note. IAS or ALT hold function of autopilot should be used as necessary to maintain constant
airspeed or altitude throughout the check.
TASK 4229 Perform Torque Matching/Variable Rotorspeed and Torque
Matching System) Monitoring Check
1. Maintain 65 knots indicated airspeed (KIAS), -5, +0 KIAS.
2. Note automatic torque matching function of VARTOMS is maintained during check.
DESCRIPTION:
1. Crew actions.
2. Procedures.
a. The FCP will establish level flight at ≤65 KIAS with VARTOMS in NORM mode and
stabilize for 5 seconds. The FCP will record torques of engines 1 and 2 and will ensure VAR NR
caution light is not illuminated during the check, as well as noting the difference between engine
torques is ≤3%.
b. The FCP will lower the collective slowly to obtain a torque indication of 25% and stabilize
for 5 seconds. The FCP will record torques of engines 1 and 2 and will ensure VAR NR caution light
is not illuminated during the check, as well as noting the difference between engine torques is ≤3%.
c. The FCP will increase the collective slowly to obtain a torque indication of 88% (TOP) and
stabilize for 5 seconds. The FCP will record torques of engines 1 and 2 and will ensure VAR NR
caution light is not illuminated during the check, as well as noting the difference between engine
torques is ≤3%.
Note. IAS hold function of autopilot should be used as necessary to maintain constant airspeed
TASK 4231 Perform Bleed Valve Operating Point Check

CONDITION: In a UH-72A helicopter at 6,000 feet pressure altitude (PA) suggested.
STANDARDS:
1. Maintain specified altitude, ±50 feet.
2. Determine if bleed valve is opening and closing within limits.
DESCRIPTION:
1. Crew actions.
2. Procedures.
a. The FCP will establish level flight at ≤65 KIAS at 6,000 feet PA suggested, stabilize for 10
seconds, and record OAT.
b. The FCP will increase the collective slowly until the bleed valve closes (bleed flag
disappears) and will note the torque and N1 of engine being checked.
c. The FCP will decrease the collective slowly until the bleed valve opens (bleed flag
appears) and will note the torque and N1 of engine being checked. The FCP will then compare the
actual N1 with the N1 limit shown on the Bleed Valve Opening Point Chart. Actual N1 should be
within +1%/-2% of the chart value.
d. The FCP will repeat the procedure for other engine to be checked.
Note. ALT hold function of autopilot should be used as necessary to maintain constant altitude
TASK 4233 Perform Maximum N1 Check
CONDITION: In a UH-72 helicopter with bleed air consumers off and electrical load reduced as
much as possible.
STANDARDS:
1. Maintain 65 knots indicated airspeed (KIAS) -5, +0 KIAS.
2. Determine altitude to perform check.
3. Determine the engine being checked is capable of producing contingency power (2.5 minute
limit) without rotor speed dropping below 98%.
DESCRIPTION:
CAUTION
Do not stabilize at 2.5 min. contingency power for more than 10 seconds.
1. Crew actions.
2. Procedures.
a. The FCP will utilize the Maximum (MAX) N1 Chart to predetermine the altitude to perform
the MAX N1 check. The FCP will establish level flight at that altitude and maintain 65 KIAS. b.
The FCP will switch the VARTOMS to the MAN mode and adjust NR to 103%.
c. The FCP will reduce the engine not being checked to ground idle (against idle stop) and
adjust NR to 101%.
d. The FCP will increase the collective until the First Limit Indicator (FLI) box switches from
torque to N1. If the FLI indicator does not change prior to the OEI torque limit, climb to a higher
altitude. e. When N1 limited, continue to increase until 2.5 min. contingency power (12 FLI)
is achieved without exceeding the N1 limit shown on the MAX N1 Datum Table.
f. When reaching contingency power, check that ΔN1 is +1.3% and rotor speed does not drop
below 98%.
g. The FCP will reduce collective to level off the aircraft, place the VARTOMS switch back to
NORM mode, and advance the twist grip of the engine not being checked back to full open position.
h. The FCP will repeat the procedure for other engine to be checked.
Note. If 2.5 min. contingency power cannot be obtained, perform maintenance action according to the
engine maintenance manual (EMM).
TASK 4236 Perform Auto-Rotational Revolutions Per Minute Checks
STANDARDS:
1. Establish and maintain airspeed of 75, ±5 knots indicated airspeed (KIAS).
2. Perform autorotation entry procedures.
3. Note RPM, warning light, and audio throughout check.
4. Perform power recovery procedures prior to descending below 500 feet above ground level
(AGL).
DESCRIPTION:
1. Crew actions.
throughout the maneuver and will maintain rotor RPM within limits throughout the check.
monitoring the aircraft systems and flight instruments, providing obstacle/hazard avoidance, and
2. Procedures.
a. The FCP will initiate the autorotation at an altitude that allows the check to be successfully
completed while maintaining 75 KIAS. The FCP will enter the autorotation by smoothly lowering the
collective to the full down position to induce a split between the N2 and NR needles.
b. The FCP will note the RPM warning light and audio (gong) at 106 ±0.5% and reset the
audio.
c. The FCP will continue the autorotation and note the RPM warning light is flashing and a
continuous audio (steady tone) at 110 ±0.5%. The FCP should not be able to reset the audio.
d. The FCP will initiate a power recovery by increasing collective prior to descending below
500 feet AGL and check that the N2 and NR needles are joined and steady.
TASK 4262 Perform Communication and Navigation Equipment Checks

STANDARDS:
1. Check installed navigation equipment.
2. Check installed communication equipment.
DESCRIPTION:
1. Crew actions.
monitoring the aircraft systems and flight instruments, providing obstacle/hazard avoidance, and
2. Procedures. The FCP will check the operation of installed communication and navigation
equipment per the approved Rotorcraft Flight Manual (RFM) or other appropriate manuals.
Chapter 6
Aircrew Coordination
This chapter describes the background of aircrew coordination development. It also
describes the aircrew coordination principles and objectives, as found in the Army
Aircrew Coordination Training-Enhancement (ACT-E) Program.
Note. Digitization of the crew compartments has expanded and redefined the lines of responsibility
for each crewmember. The enhanced ability for either PI to perform most aircraft/system functions
from their crew station breaks down the standard delineation of duties and has added capabilities and
potential distractions, in training and in combat. This could mean that during an unforeseen event, one
PI may attempt to resolve the situation rather than seeking assistance from or even communicating that
action with the other crewmember. It is essential for the PC to brief specific duties prior to stepping
into the aircraft. Effective sharing of tasks relies on good crew coordination and information
management.
6-1. AIRCREW COORDINATION BACKGROUND AND PLANNING STRATEGY. An
analysis of U.S.
Army aviation accidents revealed that a significant percentage of aircraft accidents resulted from one
(1) or more aircrew coordination errors committed during and even before the flight mission. Often,
an accident was the result of a sequence of undetected crew errors that combined to produce a
catastrophic result. Additional research showed that even when crews actually avoided potential
accidents, these same errors could result in degraded performance that jeopardized mission success.
A systematic analysis of these error patterns identified specific areas where crew-level training could
reduce the occurrence of such faults and break the chain of errors leading to accidents and poor
mission performance.
a. Aircrew coordination patterns begin with the accomplishment of crew-level pre-mission
planning, rehearsal, and AARs. Pre-mission planning includes all preparatory tasks associated with
accomplishing the mission. This would include assigning crewmember responsibilities and
conducting all required briefings and brief-backs. Pre-mission rehearsal involves the crew
collectively visualizing and discussing expected and potential unexpected events for the entire
mission. Through this process, all crewmembers discuss and think through contingencies and actions
for difficult segments, equipment limitations and failures, or unusual events associated with the
mission and develop strategies to cope with possible contingencies (METT-TC).
b. Each crewmember must actively participate in the mission planning process to ensure a
common understanding of mission intent and operational sequence. The PC prioritizes planning
activities so that critical items are addressed within the available planning time. Crewmembers must
then mentally rehearse the entire mission by visualizing and discussing potential problems,
contingencies, and assigned responsibilities. The PC ensures that crewmembers take advantage of
periods of low workload to review or rehearse upcoming flight segments. Crewmembers should
continuously review remaining flight segments to identify required adjustments, making certain their
planning is consistently ahead of critical lead times.
c. After a mission or mission segment, the crew should debrief, review, and critique major
decisions, their actions, and task performance. This should include identifying options and factors that
were omitted from earlier discussion and outline ways to improve crew performance in future
missions. Remember, this discussion and critique of crew decisions and actions must remain
professional. "Finger pointing" is not the intent and shall be avoided; the emphasis should remain on
education with the singular purpose of improving crew and mission performance.
6-2. AIRCREW COORDINATION PRINCIPLES. Broadly defined, aircrew coordination is the
cooperative interaction between crewmembers necessary for the safe, efficient and effective
performance of flight tasks. The essential principles and qualities of aircrew coordination are
described below (figure 6-1).
a. Communicate effectively and timely. Good team relationships begin with effective
communication among crewmembers. Communication is effective when the sender directs,
announces, requests or offers information; the receiver acknowledges the information; and the sender
confirms the receipt of information, based on the receiver's acknowledgment or action. This enables
the efficient flow and exchange of important mission information that keeps a crew on top of any
situation that arises.
(1) Announce and acknowledge decisions and actions. To ensure effective and well-
coordinated actions in the aircraft, all crewmembers must be kept informed and made aware of
decisions, expected movements of crew and aircraft, and the unexpected individual actions of others.
Each crewmember will announce any actions that may affect the actions of other crewmembers. In
turn, communications in the aircraft must include supportive feedback that clearly indicates that
crewmembers acknowledge and correctly understand announcements, decisions or directives of other
crewmembers.
(2) Ensure that statements and directives are clear, timely, relevant, complete and verified.
These are qualities that must describe the kind of communication that is effective. Considering the
fleeting moments of time in a busy aviation environment, only one opportunity may exist to convey
critical and supporting information before tragedy strikes. That information must be clearly
understood, not confusing, and said at the earliest opportunity possible. It must be applicable to the
events at hand to support the needs and security of the mission. The information must include all
elements needed to make the best decision based on its urgency; and the communication must come
with ability of proven confirmation and without redundancy. It must also include the crew's use of
standard terminology and feedback techniques that accurately validate information transfer. Emphasis
is on the quality of statements associated with navigation, obstacle clearance, instrument readouts and
emergencies. Specific goals include the following:
(a) Crewmembers consistently make the required callouts. Their statements and directives are
always timely. Their response to unexpected events is made in a composed, professional manner.
(b) Crewmembers actively seek feedback when they do not receive acknowledgment from
another crewmember. Crewmembers should always acknowledge the understanding of intent and
request clarification when necessary.
(3) Be explicit. Crewmembers should use clear, concise terms, standard terminology, and
phrases that accurately convey critical information. Crewmembers must avoid using terms that have
multiple meanings, such as "RIGHT," "BACK UP," or "I HAVE IT." Crewmembers must also avoid
using indefinite modifiers such as, "DO YOU SEE THAT TREE?" or "YOU ARE COMING IN A
LITTLE FAST."
b. Sustain a climate of ready and prompt assistance. The requirement to maintain a
professional atmosphere by all members of the team begins with the team leadership of the PC.
However, all crewmembers must equally respect the value of other crewmember’s expertise and
judgment regardless of rank, duty or seniority. Every member has a responsibility to maintain SA for
mission requirements, flight regulations, operating procedures and safety. Each crewmember must be
willing to practice advocacy and assertiveness should the situation demand a different course of
action, as time permits. It is critical to maintain this crew climate that enables opportunity to apply
appropriate decision-making techniques for defining the best course of action when problems arise.
Courses of action may demand that assistance be directed to other crewmembers or could be
voluntary assistance that is offered in a timely manner, depending on time constraints and information
available. All crewmembers must remain approachable, especially in critical phases of flight when
reaction time is at a premium.
Note. The two-challenge rule allows one crewmember to assume the duties of another crewmember
who fails to respond to two consecutive challenges automatically. For example, the P* becomes
fixated, confused, task overloaded, or otherwise allows the aircraft to enter an unsafe position or
attitude. The P first asks the P* if he or she is aware of the aircraft position or attitude. If the P* does
not acknowledge this challenge, the P issues a second challenge. If the P* fails to acknowledge the
second challenge, the P assumes control of the aircraft.
c. Effectively manage, coordinate, and prioritize planned actions, unexpected events, and
workload distribution. The crew performing as a team should avoid distractions from essential
activities while distributing and managing the workloads equally. Both the technical and managerial
aspects of coping with normal and unusual situations are important. Proper sequencing and timing
guarantees that the actions of one crewmember support and mesh with the actions of the other
crewmembers. Responsible effort must be used to ensure that actions and directives are clear, timely,
relevant, complete, verified and coordinated with minimal direction from the PC.
(1) Direct assistance. A crewmember will direct or request assistance when he cannot maintain
aircraft control, position, or clearance. A crewmember will also direct assistance when being
overloaded with tasks or unable to properly operate or troubleshoot aircraft systems without help
from the other crewmembers. The PC ensures that all crew duties and mission responsibilities are
clearly assigned and efficiently distributed to prevent the overloading of any crewmember, especially
during critical phases of flight. Crewmembers should also watch for workload build-up on others and
react quickly to adjust the distribution of task responsibilities.
(2) Prioritize actions and equitably distribute workload. Crewmembers are always able to
identify and prioritize competing mission tasks. Crewmembers should never ignore flight safety and
other highpriority tasks. Crewmembers appropriately delay low-priority tasks until those tasks do not
compete with tasks that are more critical. Crewmembers consistently avoid nonessential distractions
so that these distractions do not affect task performance (such as sterile cockpit) or ability to help
another crewmember. Crew actions should reflect extensive review of procedures in prior training
and premission planning and rehearsal.
d. Provide situational aircraft control, obstacle avoidance and mission advisories. Although
the P* is responsible for aircraft control, the other crewmembers may need to provide aircraft control
information regarding aircraft position (for example, airspeed or altitude), orientation, obstacle
avoidance, equipment and personnel status, environmental and battlefield conditions, and changes to
mission objectives or evolving situations of the mission (SA). Crewmembers must anticipate and
offer supporting information and actions to the decision-maker, which is usually the PC or may be the
AMC in a mission related situation. Specific goals include the following:
(1) SA. Crewmembers must anticipate the need to provide information or warnings to the PC or
P* during critical phases of the flight or mission. The PC must encourage crewmembers to exercise
the freedom to raise issues or offer information about safety or mission related matters. In turn, the
crewmembers will provide the required information and warnings in a timely and professional
manner. None of this could be accomplished without cross-monitoring performance and crew tasks.
(2) Mission changes and updates. Crewmembers should routinely update each other while
highlighting and acknowledging mission changes. Crewmembers must take personal responsibility for
scanning the entire flight environment, considering their assigned workload and areas of scanning.
Each crewmember needs to appropriately adjust individual workload and task priorities with
minimal verbal direction from the PC when responding to emergencies and unplanned changes of the
mission.
(3) Offer assistance. A crewmember will provide assistance, information, or feedback in
response to another crewmember. A crewmember will also offer assistance when he detects errors or
sees that another crewmember needs help. In the case where safety or mission performance is at risk,
immediate challenge and control measures must be assertively exercised. A crewmember should
quickly and professionally inform and assist the other crewmember committing the error. When
required, crewmembers must effectively implement the two-challenge rule with minimal compromise
to flight safety. This means that you must continually cross-monitor other crewmember’s actions and
remain capable of detecting each other’s errors. Such redundancy is particularly important when
crews are tired or overly focused on critical task elements and thus more prone to make errors.
Crewmembers must discuss conditions and situations that can compromise SA. These include, but are
not limited to, stress, boredom, fatigue and anger.
6-3. AIRCREW COORDINATION OBJECTIVES. Aircrew coordination principles and
objectives originate from and are fundamentally supported by a set of individual, professional skills.
Each crewmember is responsible for attaining the leadership skills of effective communication,
resource management, decisionmaking, SA, team building and conflict resolution. When
crewmembers are actively using these skills and practicing aircrew coordination principles, results
can be seen and measured to determine if the objectives of the aircrew coordination program are
being met. The goals of the program have been defined by four aircrew coordination objectives. The
four objectives are as follows (figure 6-1, page 6-2).
a. Establish and maintain team relationships. Establish a positive working relationship that
allows the crew to communicate openly, freely and effectively in order to operate in a concerted
manner where a climate of professional assistance is easily found and promptly provided.
b. Establish and maintain efficient workloads. Manage and coordinate priorities and execute
the mission workload in an effective and efficient manner with the redistribution of task
responsibilities as the mission situation changes. Flight duty responsibilities are performed in a
timely manner where mission needs are always anticipated.
c. Exchange mission information. Establish all levels of crew and mission communications
using effective patterns and techniques that allow for the flow of essential data and mission
advisories among all crewmembers in a timely and accurate manner.
d. Cross-monitor performance. Cross-monitor each other's actions and decisions to ensure
workloads and crew actions are performed in a coordinated manner and to standard. Cross-
monitoring crewmember performance keeps a crew ready to provide aircraft and mission advisories
to each other and helps to reduce the likelihood of errors affecting mission performance and safety.
6-4. STANDARD CREW TERMINOLOGY. To enhance communication and aircrew
coordination, crews should use words or phrases that are understood by all participants. They must
use clear, concise terms that can be easily understood and complied with in an environment full of
distractions. Multiple terms with the same meaning should be avoided. Department of Defense flight
information publication (DOD FLIP) contains standard terminology for radio communications.
Operator's manuals contain standard terminology for items of equipment. Table 6-1 is a list of other
standard words and phrases that crew members may use.
Table 6-1. Example of standard words and phrases
Standard word or
Meaning of standard word or phrase
phrase
Abort Terminate a preplanned aircraft maneuver.
Affirmative Yes.
Arizona No anti-radiation missiles remaining.
Bandit An identified enemy aircraft.
Bingo Fuel state needed for recovery.
No visual contact of friendly aircraft/ground position. Opposite of
Blind
“VISUAL”.
Immediate action command to perform an EMERG maneuver to
Break deviate from the present ground track; will be followed by the word
“RIGHT,” “LEFT,” “UP” or “DOWN.”
Command by the P* for a specified procedure to be read from the CL
Call out
by the other crewmember.
Target/object Specific surface target/object has been acquired and is being tracked
Captured with an on-board sensor.
Cease fire Command to stop firing but continue to track.
No obstacles present to impede aircraft movement along the intended
ground track. Will be preceded by the word “nose,” “tail,” or
“aircraft” and followed by the direction (for example, “LEFT,”
Clear “RIGHT,” “SLIDE LEFT” or “SLIDE
RIGHT”). Also indicates that ground personnel are authorized to
approach the aircraft.
Command to change altitude up or down; normally used to control
Come up/down
masking and unmasking operations.
(1) Establish communication with….(followed by the name of
the element).
(2) Sensor contact at the stated position.
Contact
(3) Acknowledges sighting of a specified reference point
(either visually or via sensor).
(4) Individual radar return within a GROUP or ARM.
Controls Refers to aircraft flight controls.
Deadeye LASER designator system inoperative.
An alert of the unintentional or undirected movement of the aircraft;
Drifting will be followed by the word “RIGHT,” “LEFT,” “BACKWARD,” or
“FORWARD.”
Command to make an emergency exit from the aircraft; will be
Egress
repeated three times in a row.
Execute Initiate an action.
Expect Anticipate further instructions or guidance.
Firing Announcement that a specific weapon is to be fired.
Command to fly an assigned compass heading. (This term generally
Fly heading
used in low-level or contour flight operations.)
Go ahead Proceed with your message.
Standard word or
phrase
Go AJ Directive to activate anti-jam communications.
Go plain/red Directive to discontinue secure operations.
Go secure/green Directive to activate secure communications.
Hold Command to maintain present position.
Horizontal movement of aircraft perpendicular to its heading; will be
Hover
followed by the word “LEFT” or “RIGHT.”
Inside Primary focus of attention is inside the cockpit for longer than five (5)
seconds.
Command for the emergency or unexpected release of an external
Jettison (sling) load(s) or stores; when followed by the word "DOOR," will
indicate the requirement to perform emergency door removal.
LASER On Start/acknowledge LASER designation.
Lasing The speaker is firing the LASER.
Maintain Command to continue or keep the same.
To conceal aircraft by using available terrain features and to position
Mask/unmask
the aircraft above terrain features.
Mickey A “Have Quick” time-synchronized signal.
Monitor Command to maintain constant watch or observation.
Move aft Command to “HOVER AFT”, followed by distance in feet.
Move forward Command to “HOVER FORWARD”, followed by distance in feet.
Negative Incorrect or permission not granted.
Negative contact Unable to establish communication with (followed by name of
element).
Negative LASER Aircraft has not acquired LASER energy.
Aircrew does not have positive visual contact with the
No joy
target/bandit/traffic/obstruction/landmark. Opposite of “TALLY”.
Now Indicates that an immediate action is required.
Offset (direction) Maneuver in a specified direction with reference to a target.
Outside PRI focus of attention is outside the aircraft.
Command to place the P* radio transmit selector switch to a
designated position; will be followed by radio position numbers on the
Put me up
inter-communication panels (1, 2, 3). Tells the other crewmember to
place a frequency in a specific radio.
Release Command for the planned or expected release of an external (sling)
load(s).
Remington No ordnance remaining except gun or self-protect ammunition.
Report Command to notify.
Roger Message received and understood.
Say again Repeat your transmission.
Intentional horizontal movement of an aircraft perpendicular to its
Slide
heading; will be followed by the word "RIGHT" or "LEFT."
Standard word or
phrase
Slow down Command to reduce ground speed.
Speed up Command to increase ground speed.
(1) (A/S) Weapons impact.
(2) (surface-to-surface) Informative call to OR/spotter, 5
Splash
seconds, prior to estimated time of impact.
(3) Air-to-air target destroyed.
Wait; duties of a higher priority are being performed and request cannot
Stand by
be complied with at this time.
Stop Command to go no further; halt present action.
Indicates that the aircraft AN/APR-39 has detected a radar threat; will
Strobe
be followed by a clock direction.
Sighting of a target, non-friendly aircraft, enemy position, landmark,
traffic, or obstruction positively seen or identified; will be followed by a
Tally
repeat of the word “TARGET,” "TRAFFIC" or "OBSTRUCTION"
and the clock position. Opposite of No Joy.
Target An alert that a ground threat has been spotted.
Terminate Stop LASER illumination of a target.
Refers to friendly aircraft that present a potential hazard to the current
route of flight; will be followed by an approximate clock position and
Traffic
the distance from your aircraft with a reference to altitude (high or
low).
Positive three-way transfer of the flight controls between the
Transfer of controls crewmembers (for example, "I have the controls“, "You have the
controls," and "I have the controls").
Command to deviate from present ground track; will be followed by
words "RIGHT" or "LEFT," specific heading in degrees, a bearing
Turn
("Turn right 30 degrees), or instructions to follow a well-defined contour
("Follow the draw at 2 o'clock").
Unable Indicates the inability to comply with a specific instruction or request.
Indicates PRI radio selected; will be followed by radio position numbers
Up on
on the inter-communication panels ("Up on 1, up on 3").
Visual Sighting of a friendly aircraft/ground position. Opposite of “BLIND”.
Weapons hot/cold/off Weapon switches are in the “ARMED”, “SAFE,” or “OFF” position.
Wilco I have received your message, I understand and I will comply.
Winchester No ordnance remaining.
Increase/decrease the sensor’s focal length. Zoom “IN/OUT” is
normally followed by “ONE, TWO, THREE, or FOUR”: to indicate the
Zoom In/Out
number of fields of view (FOVs) to change. (Note. It is recommended
only one change in or out at a time be used for the FOV.)
This page intentionally left blank.
Appendix A
Nonrated Crewmember Training and Qualification
A-1. NONRATED CREWMEMBERS. NCM aircraft qualification training. Presently, no formal
Army military occupational specialty (MOS) producing school exists for the UH-72A NCM. Training
must be completed at the unit level.
a. Academic qualification training. The NCM should receive sufficient instruction to be
knowledgeable in the aircraft systems, flight training and other applicable subjects. Commanders will
develop a 50question written examination covering all applicable topics listed in paragraph 3-4b in
addition to the operator's manual examination. Crewmembers must pass each examination with a
grade of at least 70 percent. Training will be documented according to TC 3-04.11. This will
reestablish the initial written examination requirements. Academic instruction will be IAW this
manual. The academic instruction may be completed in any order, but must be completed (to include
the examination) and documented in the IATF on DA Form 7122-R before flight training. The
academic classes are mandatory, but the hour requirements are based on crewmember retention. The
following academic training will be included:
• Aircrew training program introduction.
• Aircrew coordination training (academic training will be conducted according to the current
United States Army Aviation Center of Excellence training support package [USAACE TSP]).
• CE and/or MO qualification written examination.
• Rotorcraft Flight Manual examination (RFM).
b. Flight training. The NCM will be required to demonstrate proficiency in all individual base
tasks listed in table 2-5 and crew coordination and airspace surveillance proficiency. An X in the
night column of table 2-5 identifies night tasks required for qualification training. Flight training
consists of 10 flight hours. This must consist of at least 1 hour of night unaided flight time. The
evaluation may be a continual evaluation. The commander may reduce the total flight time to no less
than 6.0 hours based on a recommendation from the standardization instructor pilot (SP), instructor
pilot (IP), standardization instructor (SI), or nonrated crew member instructor (FI) concerning the
crewmember’s proficiency.
c Documentation. Upon completion of training, an entry will be made in the remarks section of DA
Form 7122-R of the NCM’s IATF. At the NCM’s next closeout, training will be documented on the
crewmember’s DA Form 759 (Individual Flight Record and Flight Certificate-Army), part V, remarks
section. A separate entry in the closeout is required for completion of aircraft qualification training.
(1) NVG qualification. NVG qualification will be accomplished according to paragraph 2-1b,
page 2-1.
(2) Refresher training. Refresher training will be accomplished according to paragraph 2-2,
page 2-1.
(3) Mission training. Mission training will be accomplished according to paragraph 2-3, page
2-3.
(4) Continuation training. Continuation training will be accomplished according to paragraph 2-
4, page 2-6.
(5) CBRN training. CBRN training will be accomplished according to paragraph 2-7, page 2-
10.
A-2. STANDARDIZATION INSTRUCTORS, FLIGHT INSTRUCTORS.
a. Prerequisites for FI qualification. U.S. Army service members or DAC must be qualified as
a FI/SI in MOS 15T , 15U or 68W with a minimum of one year of experience, possess a current flight
physical, and be listed on crewmember orders. Foreign military and civilian personnel must have
qualifications as a UH72A maintainer/CE and possess a current flight physical.
b. Initial FI training. Units are authorized to locally produce FI/SI's until further guidance has
been disseminated from USAACE. Units are encouraged to send NCM's to the appropriate ACSI
course. NCM's who are graduates of another ACSI course are authorized to be locally designated as a
UH-7A FI/SI
A-1
Appendix A
following initial aircraft qualification, mission training, and aircraft differences training. Complete
and document on the DA Form 7122-R items outlined below when conducting local initial FI
training/qualification. An SP, IP, or SI will conduct initial validation of a crewmember’s qualification
following this course of instruction and at each new duty station in the aircraft. Additional academic
and flight hour requirements are at the discretion of the unit commander. "Items to be completed for
unit FI training/qualification are detailed below.
• ACT-E Instructor training
• Academic/Hands-On training on applicable subject areas from chapter 3 Para 3-4(b).
• Flight training/evaluations will be conducted in all modes of flight. All base, selected
mission and additional tasks will be trained and evaluated. The minimum flight hour requirement for
initial qualification is 14 hours (only applies to non-ACSI graduates).
• NCMs will demonstrate the ability to MOI all applicable required flight task and academic
subject areas.
• IATF/IFRF review and applicable forms
• ATP Management/Overview
c. SI qualification. An SI must be an FI, and it is recommended the SI have a minimum of one-
year experience as a UH-72A FI. The SI must be able to supervise and implement the commander’s
ATP for NCMs and assist the unit SP with the supervision and maintenance of the standardization
program.
d. Documentation. Upon completion of the SI/FI qualification training and evaluation, the
SP/IP/SI/FI (as appropriate) will enter the evaluation results on the NCM’s IATF DA Form 7122-R.
Upon completion of a satisfactory evaluation, the DA Form 7120-R will be changed to reflect the new
flight duty position and obtain the commander’s approval (initial and date on the DA Form 7120-R).
At the NCM’s next closeout, training will be documented on the crewmember’s DA Form 759, part V,
remarks section.
A-2 TC 3-04.21 4 November 2013
Appendix B
Power Management
Power management as taught at HAMET or the HAATS is an inherent duty of every
pilot. Most Army aircraft, and therefore Army aviators, use the torque indicator as the
basis of performance prediction and interpretation. The UH-72 did not offer the same
torque based charts to predict helicopter performance, tab data is not available, nor is
there performance predicting software installed on the aircraft. The Army requested
and obtained certain charts in Army Format, now contained in the RFM as Flight
Manual Supplement NO. 117FMS-226. The charts, although only authorized as
supplemental information, are the basis for executing this training in the UH-72.
B-1. GENERAL.
a. Power management training, is designed to raise situational awareness of aircrew members
by establishing the highest measurable standards for the flight tasks involved. This is accomplished
by either using particular torque values to simulate maximum GWT during certain flight maneuvers or
to simply accurately predict power required for takeoff or landing. While not actual limits, these
values serve as references whereby pilots can observe requirements and results, draw inferences
from performance, and develop correlations between the aircraft, the environment, and their own
knowledge, understanding, and application of that knowledge. Referencing torque as a measurement
of performance allows the particular task standards to be raised and made objective. In attempting to
achieve these raised standards, higher learning occurs, thus increasing the individual and crew’s
situational awareness in their environment.
b. Power management execution is required in all tasks. In particular, VMC takeoff and VMC
approach (Tasks 1040 and 1058) demand the insights, principles and knowledge of power
management be applied during every takeoff and approach in all environments.
B-2. THE FOUR TORQUES OF POWER MANAGEMENT.
a. Hover torque is derived from the PPC. The torque value is the maximum torque allowable
(simulated) for the first maneuver (the reconnaissance). It also serves as a reference for determining
predicted torque.
b. Predicted torque is the maximum torque believed required for each maneuver. For the vast
majority of approaches, this should be actual torque (see paragraph B-2e).
c. There are some approaches where expended torque must be more than actual torque (for
example very steep approaches, tailwind approaches, approaches to very small pinnacles, and
approaches to small pinnacles and ridgelines where turbulence and strong downdrafts are penetrated
on short final). When it is believed that expended torque will be greater than actual torque, both must
be predicted. For the takeoff, it is the minimum power believed required for the type of takeoff to be
attempted: vertical, constant angle, or level acceleration.
d. Expended torque is the highest torque value used to accomplish each maneuver, the landing,
and the takeoff. The amount of torque used, as well as when it is used, is noted by the non-flying pilot.
e. Actual torque is the actual torque required to hover in a landing zone (LZ) at the height,
location, and direction previously established.
B-3. COCKPIT INDICATORS.
a. Cockpit indicators (CI) are tools to determine and/or monitor wind conditions in a
particular locale. Preferably they are used to prove the pilot’s prediction of wind conditions rather
than to discover those conditions.
B-1
Appendix B
b. Airspeed compared to ground speed-indicates headwind/tailwind or no wind. Transverse
flow shudder (TFS) and airspeed indicator movement to zero will both occur earlier for a tailwind,
or later for a headwind, than on an approach with no wind. The airspeed indicator, TFS, and ground
speed are also used to control the horizontal portion of approach closure speed.
c. Heading compared to ground track (crab)-indicates crosswind direction if any.
d. Torque compared to pedal position (heading aligned with ground track-slip), below 50 feet
above ground level (AGL), slightly above effective translational lift (ETL), and referencing a known
torque/pedal relationship-indicates crosswind direction if any.
e. Vertical speed indicator (VSI) compared to airspeed and torque. The vertical speed
indicator VSI indicates rate of vertical closure. When compared to airspeed indicator and torque,
indicates the presence and strength of updrafts and downdrafts or pilot induced rate of climb or
descent.
f. Wind indicator on the PFD is a quick, accurate and easily interpreted CI for the current
wind. Remember that during approaches, as the aircraft nears the earth’s surface, friction with the
surface/obstacles often changes the wind direction and speed. The PFD is displaying wind at the
aircraft altitude.
B-4. POST-TASK ANALYSIS.
a. This is the critique following each landing and takeoff. It is important to be methodical.
Determine accuracy of wind predictions and determine expended and actual torque before
proceeding. The pilot on the controls will determine the value of each of the four torques and
compare them for discrepancies, if any. For the landing, when predicted torque is compared to actual
torque, the pilot is evaluating his reconnaissance, specifically the ability to analyze and predict wind
and surface influences and their degree of influence. Comparing actual torque to hover torque gives
torque values to wind and surface influences that remain valid evermore. When expended torque is
compared to actual torque, the pilot is evaluating the execution of the landing.
b. Errors of execution are errors of perception: what was/was not seen/felt or what was
seen/felt but misinterpreted. The pilot will explain what occurred, why it occurred, and determine
how to correct the discrepancies. If the errors are related to the reconnaissance (wind), the pilot must
revisit step 3 (wind and terrain analysis [WTA]) of the landing zone sequence (LZS) to determine
cause of error.
c. If the error is in execution, the pilot determines what caused it (perception or failed
perception) and attempts to prove it by executing the maneuver again until the torques either match or
are shown to be one of the exceptions noted in paragraph B-2c.
d. Common reasons for discrepancies between actual and predicted torques include poor WTA
caused by a poor understanding of prevailing or convective winds, the rules of airflow, or both. If
winds are understood, then discrepancies indicate a failure of understanding of cockpit indicators or
the inability to apply them correctly. If winds are not the cause of discrepancies, surface conditions,
dense vegetation, or sloping terrain are the causes.
e. A common reason for discrepancies between expended and actual torque is poor
understanding of control inputs and the visual cues that should prompt those inputs. Control inputs are
made or not made based on the presence or lack of visual and/or proprioceptive cues. Army aviation
routinely operates in environments where visual information is degraded: night, desert, snow, over
water, and mountains. A visual meteorological conditions (VMC) crosscheck that rivals a good
instrument meteorological condition (IMC) crosscheck of instruments is required, particularly the
airspeed indicator, torque gauge, and vertical speed indicator. These instruments are correlated with
external cues but should prove more reliable. The correlation of these three instruments are noted and
compared against the distance remaining to touchdown to determine the correct values and
relationships. Precise control inputs are paramount in achieving matching torque values. If an aircraft
is too slow horizontally it will fall through and require more power; if too fast, momentum must be
overcome with additional power. If the aircraft is too fast vertically, again additional power is
required.
B-5. LANDING ZONE SEQUENCE. The LZS is used as an organizational tool for reconnaissance
(figure B1). It trains the mind to view information in an order of priority and to recognize important
details in the areas
B-2 TC 3-04.21 4 November 2013 Power Management
of the environment: aircraft control inputs and timing, aircraft requirements and capability, as well as
pilot understanding and correlation of the same. The low reconnaissance is separated from the final
approach for training only. Separation allows the pilots the time and opportunity to train their mind to
recognize and appreciate details that affect power, controllability, and possibilities prior to
combining the maneuvers for the expedited demands of combat.
1. Identify the landing zone:

a. Note temperature/pressure altitude (verbalize).
b. Determine suitability, size, slope, surface, long-
axis, and obstacles.
2. Power requirements:
a. Rotorcraft flight manual OGE weight.
b. Aircraft weight (0 fuel weight + fuel).
c. Difference (±).
d. Percent torque (±).
e. Maximum torque (verbalize).
f. Hover torque (verbalize).
3. Wind and terrain analysis (wta):
a. Assessment of the direction and velocity of the
wind by cockpit
indicators, visual indicators, GPS, last known or forecast
wind, or flight maneuvers.
b. Analysis of terrain, trees, buildings and their
effects upon wind creating
updrafts, downdrafts, headwinds, tailwinds, crosswinds,
and demarcation lines from a large scale down to the
touchdown point.
4. Route in/out/escape:
a. Wind should dictate route in, out, and escape
route.
b. In calm wind use the route that affords the best
escape.
5. Low reconnissance:
a. Verify wind by using cockpit indicators.
• Ground track versus heading.
• Airspeed versus ground speed. • A/S versus TQ
versus VSI.
b. Verify escape.
c. Verify touchdown point and suitability.
6. Approach/takeoff:
a. Predicted torque for approach, hover, and takeoff
(an adjustment of the
hover torque considering level surface and zero wind.
b. Expended torque is the highest amount of torque
used during any part
of the maneuver, approach, and takeoff.
c. Actual torque is the amount of torque needed to
hover.
d. If there is a difference between torque values
discuss why.
Figure B-1. Landing zone sequence
Glossary
AAR after action review
AFCS automatic flight control system
AFRM assistant fast-rope master
AGL above ground level
AHO above highest obstacle
AIM aeronautical information manual
ALSE aviation life support equipment
AMC air mission commander
APU auxiliary power unit
ANVIS aviation night vision imaging system
APART annual proficiency and readiness test
AR Army regulation
ASE aircraft survivability equipment
ASET aircraft survivability equipment
trainer
ATC air traffic control
ATGM anti-tank guided missile
ATM aircrew training manual
ATP aircrew training program
AWR arworthiness release
CBAT computer based aircraft survivability
equipment trainer
CBRN chemical, biological, radiological,
nuclear
CDI course deviation indicator
CE crew chief
CG center of gravity
CI cockpit indicator
CL checklist
CSAR combat search and rescue
CTL commander’s task list
DA Department of the Army
DA Pam Department of the Army pamphlet
DAC Department of the Army civilian
DAFIF digital aeronautical flight
information file
DD Department of Defense
DH decision height
DOD FLIP Department of Defense flight
instruction publication
DOT Department of Transportation
EGT exhaust gas temperature
EPR engine pressure ratio
ETA estimated time of arrival
ETE estimated time en route

ETL effective translational lift
ETP exportable training package
FAA Federal Aviation Administration
FAC flight activity category
FAF final approach fix
FAR federal aviation regulation
FCF functional check flight
FCP functional check pilot
FI nonrated crewmember instructor
FM field manual
FPM feet per minute
FRIES fast-rope insertion and extraction
FRM fast-rope master
FS flight simulator
GPS global positioning system
GWT gross weight
HAATS High-Altitude Army Aviation
Training Site
HAMET High Altitude Mountain
Environmental Training
HSI horizontal situation indicator
HQDA Headquarters, Department of the
Army
IAF initial approach fix
IAS indicated airspeed
IATF individual aircrew training
folder
ICS internal communication system
IE instrument flight examiner
IF intermediate approach fix
IFR instrument flight rules
inadvertent instrument
IIMC meteorological conditions
IMC instrument meteorological
conditions
IP instructor pilot
IR infrared
ITO instrument takeoff
kg kilogram
KIAS knots indicated airspeed
lb pound
LZ landing zone
MAP missed approach point
MAWS missile approach warning
system
ME maintenance test pilot evaluator
METL mission-essential task list
METT-TC mission, enemy, terrain and weather, troops and

support available, time available, and civil
considerations
MO medical officer
MOI method of instruction
MSA minimum safe altitude
MSL mean sea level
MTF maintenance test flight
N1 gas producer (speed)
N2 power turbine (speed)
NAVAID navigation aid
NCM nonrated crewmember
nm nautical mile
NOE nap-of-the-earth
NOTAM notice to airmen
NR rotor speed
NVD night vision device
NVG night vision goggle
NVS night vision system
OEM original equipment manufacturer
OGE out-of-ground effect
OR observer
P pilot not on the controls
P* pilot on the controls
PA pressure altitude
PAR precision approach radar
PC pilot in command
PFE primary flight examiner
PI pilot
PMD preventative maintenance daily
POI program of instruction
PPC performance planning card
PTIT power turbine inlet temperature
PZ pickup zone
RCM rated crewmember rotorcraft flight manual
RFM
RL readiness level
ROE rules of engagement
RPM revolutions per minute
SFTS simulated flight training systems
SI standardization instructor
sm statute mile
SOI signal operating instructions

SOP standing operating procedure
SP standardization instructor pilot
SPIES special patrol
infiltration/exfiltration
STANAG Standardization Agreement
TC training circular
TM technical manual
TRADOC United States Army Training and
Doctrine Command
TSP training support package
USAACE United States Army Aviation Center
of Excellence
USASOC United States Army Special
Operations Command
USSOCOM United States Special Operations
Command
UT unit trainer
VDC voltage direct current
VFR visual flight rules
VMC visual meteorological conditions
Vne velocity not to exceed
Vy velocity for best rate of climb
VSI vertical speed indicator
WTA wind and terrain analysis
References
These publications are sources for additional information on the topics in this TC.
Most JPs are found at http://www.dtic.mil/doctrine/doctrine.htm. Most Army
publications are found online at http://www.apd.army.mil.
SOURCES USED
These are the sources quoted or paraphrased in this publication.
JOINT P UBLICATIONS
JP 4-02. Health Service Support. 26 July 2012.
ARMY P UBLICATIONS
AR 95-27. Operational Procedures for Aircraft Carrying Hazardous Materials. 11 November
1994.
AR 385-10. The Army Safety Program. 23 August 2007.
ATTP 3-18.12. Air Assault Operations. 1 March 2011.
FM 1-230. Meteorology for Army Aviators. 30 September 1982.
FM 3-04.113. Utility and Cargo Helicopter Operations. 7 December 2007.
FM 3-04.126. Attack Reconnaissance Helicopter Operations. 16 February 2007.
FM 3-04.240. Instrument Flight for Army Aviators. 30 April 2007.
FM 3-04.300. Airfield and Flight Operations Procedures. 12 August 2008.
FM 3-25.26. Map Reading and Land Navigation. 18 January 2005.
FM 3-52. Airspace Control. 8 February 2013.
FM 10-67-1. Concepts and Equipment of Petroleum Operations. 2 April 1998.
FM 17-95. Cavalry Operations. 24 December 1996.
FM 21-60. Visual Signals. 30 September 1987.
TC 3-04.93. Aeromedical Training for Flight Personnel. 31 August 2009.
TM 4-48.09. Multiservice Helicopter Sling Load: Basic Operations and Equipment. 23 July 2012.
TM 4-48.10. Multiservice Helicopter Sling Load: Single-Point Load Rigging Procedures. 20
February 2009.
TM 9-1005-224-10. Operator’s Manual for Machine Gun, 7.62-mm, M60 W/E (NSN 1005-00-
6057710) (EIC:4AJ) and Machine Gun, 7.62-mm, M60D W/E (1005-00-909-3002)(EIC:4A8). 2
April 1998.
TM 11-5855-263-10. Operator’s Manual for Aviator’s Night Vision Imaging System (ANVIS)
AN/AVS6(V) 1 (NSN 5855-01-138-4749) (EIC: IPR) AN/AVS-6(V)2 (5855-01-138-4748) (EIC: IPQ)
AN/AVS-6(V)1A (5855-01-439-1745) (EIC: IPW). 1 February 2004.
DEPARTMENT OF DEFENSE
DOD FLIP. (The DOD FLIP is available from Director, U.S. Army Aeronautical Services Agency,
ATTN: MOAS-AI, Cameron Station, Alexandria, VA 22304-5050).
DOCUMENTS NEEDED
These documents must be available to the intended users of this publication. *This source was also
used to develop this publication.
DEPARTMENT OF THE ARMY P UBLICATIONS
AR 40-8. Temporary Flying Restrictions Due to Exogenous Factors. 16 May 2007.
AR 70-62. Airworthiness Qualification of Aircraft Systems. 21 May 2007.
AR 95-1. Flight Regulations. 12 November 2008.
AR 95-2. Airspace, Airfields/Heliports, Flight Activities, Air Traffic Control, and Navigational
Aids. 10 April 2007.
AR 95-20. Contractor’s Flight and Ground Operations. 1 March 2007.
AR 190-11. Physical Security of Arms, Ammunition and Explosives. 15 November 2006.
AR 190-51. Security of Unclassified Army Property (Sensitive and Nonsensitive). 30 September
1993.
AR 600-105. Aviation Service of Rated Army Officers. 22 June 2010.
AR 600-106. Flying Status for Nonrated Army Aviation Personnel. 8 December 1998.
FM 2-0. Intelligence. 23 March 2010.
FM 3-01.80. Visual Aircraft Recognition. 17 January 2006.
*FM 3-04.203. Fundamentals of Flight. 7 May 2007.
FM 90-26. Airborne Operations. 18 December 1990.
*TC 3-04.11. Commander’s Aircrew Training Program Individual, Crew, and Collective Training.
19 November 2009.
DEPARTMENT OF THE ARMY F ORMS
DA Form 759. Individual Flight Record and Flight Certificate-Army.
DA Form 2028. Recommended Changes to Publications and Blank Forms.
DA Form 2408-12. Army Aviator's Flight Record.
DA Form 4186. Medical Recommendation for Flying Duty.
DA Form 5484. Mission Schedule/Brief.
DA Form 5701-72-R. UH-72A Performance Planning Card.
DA Form 7120-R. Commander’s Task List.
DA Form 7120-1-R. Crew Member Task Performance and Evaluation Requirements.
DA Form 7120-2-R. Crew Member Task Performance and Evaluation Requirements Continuation
Sheet.
DA Form 7122-R. Crew Member Training Record.
DA Form 7382. Sling Load Inspection Record.
DEPARTMENT OF DEFENSE F ORMS
DD Form 365-4. Weight and Balance Clearance Form F-Transport/Tactical.
READINGS RECOMMENDED
These sources contain relevant supplemental information.
ADP 7-0. Training Units and Developing Leaders. 23 August 2012.

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Table of Contents

Table 2-5. Nonrated crewmember base task list

Table 2-6. Crewmember (rated/nonrated) mission task list

Table 2-7. Functional Check Flight task list

CONDITIONS: An evaluator /unit trainer (UT) in an H-60 helicopter with an evaluator

STANDARDS: Appropriate common standards and the following additions/modifications:

TRAINING AND EVALUATION REQUIREMENTS:

REFERENCES: Appropriate common references.

CONDITIONS: A unit trainer/evaluator in an H-60 helicopter/UH-60FS with an

STANDARDS: Appropriate common standards and the following additions/modifications:

TRAINING AND EVALUATION REQUIREMENTS:

1. Training. Training will be conducted in the aircraft or simulator.

REFERENCES: Appropriate common references.

TASK 1004 Plan a Visual Flight Rules Flight

TASK 1006 Plan an Instrument Flight Rules Flight

TASK 1012 Verify Aircraft Weight and Balance

Figure 4-4. Sample passenger briefing checklist

TASK 1024 Perform Before-Starting-Engine Through Before-Leaving-

TASK 1040 Perform Visual Meteorological Conditions Takeoff

TASK 1044 Navigate by Pilotage and Dead Reckoning

TASK 1046 Perform Electronically Aided Navigation

TASK 1048 Perform Fuel Management Procedures

TASK 1052 Perform Visual Meteorological Condition Flight Maneuvers

TASK 1066 Perform Running Landing

TASK 1162 Perform Emergency Egress

TASK 1176 Perform Non-Precision Approach

TASK 1262 Participate in a Crew-Level After-Action Review

TASK 2010 Perform Multi-Aircraft Operations

TASK 2012 Perform Tactical Flight Mission Planning

TASK 2022 Transmit Tactical Report

TASK 2024 Perform Terrain Flight Navigation

TASK 2042 Perform Actions on Contact

3. Determine the missed approach holding fix (MAHF) (figure 4-6).

6. Identify the initial approach segment (figure 4-9).

7. Determine the MSA for the landing area (figure 4-10).

TASK 2060 Perform Rescue Hoist Operations

1. Identify Landing Zone

a. Assessment of the direction and velocity of the

TRAINING AND EVALUATION REQUIREMENTS:

TASK 2120 Perform Patient Evacuation and Treatment

TASK 4081 Perform Before-Starting Engine Checks

TASK 4087 Perform Over-Speed Protection System Checks

TASK 4091 Perform Ground Run-up and Functional Checks

TASK 4093 Perform Engine Power/Engine Split Checks

TASK 4154 Perform Collective Control Lever Check

TASK 4231 Perform Bleed Valve Operating Point Check

TASK 4262 Perform Communication and Navigation Equipment Checks

1. Identify the landing zone:

ETE estimated time en route

METT-TC mission, enemy, terrain and weather, troops and

SOI signal operating instructions

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