Wolfpack 52 Flashcards
Risk Management
(FTG)
- ID the Hazard - Wx, time of day, terrain, human.
- Assess the Hazard - determine magnitude of risk.
- Develop Control and make a Risk Decision - evaluate benefit vs risk.
- Implement the Controls - SOP, Opr ord, Commcard, Msn plan, etc.
- Supervise and Evaluate - Follow up during and after execution. Revice standing orders.
Terrain FLT MSN Planning
(FTG)
Crew actions.
a. The P* will maintain visual reference outside the aircraft throughout the approach and landing (to include the go- around, if required).
* *The P* will direct the P to maintain visual reference outside the aircraft to assist in clearing and announce intent to land, abort, or alter the approach.**
The P* will announce beginning of the approach when intercepting an angle that assures obstacle clearance.
The P* will announce if the approach will terminate to a HVR or to the ground, intended landing area, and any deviation to the approach.
b. The P will remain focused outside the aircraft and confirm suitability of the area. The P will announce adequate warning to avoid obstacles or hazards detected in the flight path or identified on the map. The P will also announce if his attention is focused inside the aircraft. If a go-around is required, the P will focus outside the aircraft to assist in obstacle avoidance, unless focused inside to monitor the aircraft instruments.
Procedure.
Determine the landing direction by analyzing the TS LOW;
Tact. Sit., Suitability/Slope, Long Axis, Obstacles & Wind.
Maintain entry airspeed until the rate of closure appears to be increasing. Above 25’ AHO, maintain ground track alignment and the aircraft in trim.
At 25’AHO and below, align the aircraft with the landing direction. Progressively decrease the rate of descent and rate of closure until reaching the termination point (HVR or touchdown). If landing to a confined area, terminating the approach to the forward one-third of the landing area will minimize PWR requirements.
Note 1. The decision to terminate at a HVR, to the ground with zero forward speed, or with a run-on landing will depend on aircraft loading, environmental conditions, and surface conditions at the landing area.
Perform Hazard Recognition
(FTG)
Hazards to terrain flight can be classified as physical, weather, and human factors.
Physical Hazards.
Natural hazards include trees and vegetation, terrain, and birds.
Manmade hazards are things made by man that pose a hazard to the aircraft. The list includes things such as buildings, bridges, towers, other aircraft, and wires.
Weather - WX can be a hazard if aviators do not exercise proper precautions. With reduced visibility, airspeed may have to be reduced or altitude (above the obstacles) increased to provide additional reaction time. Turbulence, shifting winds can create hazardouse microburst or windshear, etc.
Human - Human factors include the effects of fatigue and lack of ability to detect obstacles. Each aircrew member must acknowledge his or her limitations and fly accordingly. These limitations may be based on factors such as a lack of experience/proficiency or lack of familiarization with a particular environment.
Fuel Management
(FTG)
Procedures.
a. Before takeoff fuel check. Determine the total fuel on board, and compare it with mission fuel requirements determined during pre-mission planning. If the fuel on board is inadequate, have the aircraft refueled or abort/revise the mission. Initiate fuel consumption check.
b. Fuel consumption check. With the aircraft in mission/cruise profile, 30 to 60 minutes after performing the initial fuel reading, record the remaining fuel and time of reading. Compute and record the rate of consumption, burnout, and reserve entry time. Determine if the remaining fuel is sufficient to complete the flight with the required reserve. If the fuel quantity is inadequate, initiate an alternate course of action.
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 fuel quantity is adequate to complete the flight.
Perform Terrain FLT T/O
(FTG)
Procedures.
a. Determine the takeoff direction by analyzing TLOW;
Tactical situation, Long axis of the takeoff area, the lowest Obstacles and Wind. Select reference points to assist in maintaining the takeoff flight path. Coordinate the collective and cyclic controls as necessary to establish a climb angle that will clear any obstacles in the takeoff path.
b. Maintain heading with the pedals and once the obstacles are cleared, smoothly adjust the flight controls to transition to the terrain flight mode.
Note 1.
HVR OGE PWR (>15% TQ-D) is required for TRN FLT T/O.
Note 2.
When this maneuver is performed from a confined area, repositioning the aircraft downwind will minimize the PWR requirements on takeoff.
Perform Terrain FLT
(FTG)
- *During low-level or contour flight.**
(1) Know the enroute location within 500 meters.
(2) Identify all checkpoints.
(3) Locate the final objective within 100 meters.
Procedures:
During terrain flight, the crew’s primary concern is the threat and obstacle avoidance.
(1) Terrain flight mode. Terrain flight is conducted at one of, or a combination of, three distinct modes of flight as described below.
(2) NOE flight. NOE flight is conducted at varying airspeeds and altitudes as close to the earth’s surface as vegetation, obstacles, and ambient light will permit.
(3) Contour flight. Contour flight is characterized by varying altitude and relatively constant airspeed, depending on vegetation, obstacles, and ambient light. It generally follows the contours of the earth.
(4) Low-level flight. Low-level flight is usually performed at a constant airspeed and altitude. It generally is conducted at an altitude that prevents or reduces the chance of detection by enemy forces.
Note. OGE HVR PWR is required for terrain flight.
Perform Terrain FLT Approach
- Crew actions.
a. The P* will maintain visual reference outside the aircraft throughout the approach and landing (to include the go- around, if required). The P* will direct the P to maintain visual reference outside the aircraft to assist in clearing and announce intent to land, abort, or alter the approach. The P* will announce beginning of the approach when intercepting an angle that assures obstacle clearance. The P* will announce if the approach will terminate to a HVR or to the ground, intended landing area, and any deviation to the approach.
b. The P will remain focused outside the aircraft and confirm suitability of the area. The P will announce adequate warning to avoid obstacles or hazards detected in the flight path or identified on the map. The P will also announce if his attention is focused inside the aircraft. If a go-around is required, the P will focus outside the aircraft to assist in obstacle avoidance, unless focused inside to monitor the aircraft instruments.
-
Procedure.
a. Determine the landing direction by analyzing the tactical situation, wind, long axis of the landing area, and the lowest obstacles. Evaluate the suitability of the landing area. Select an approach angle that allows obstacle clearance while descending to the desired point of termination.
b. Maintain entry airspeed until the rate of closure appears to be increasing. Above 25’ AHO, maintain ground track alignment and the aircraft in trim. At 25’AHO and below, align the aircraft with the landing direction.
Note 1. The decision to terminate at a HVR, to the ground with zero forward speed, or with a run-on landing will depend on aircraft loading, environmental conditions, and surface conditions at the landing area.
Perform Terrain Flight Deceleration
(FTG)
Crew actions.
a. The P* remains focused outside the aircraft and is responsible for clearing the aircraft and obstacle avoidance. The P* will announce intention to decelerate or come to a full stop, any deviation from the maneuver, and completion of the maneuver.
b. The P will provide adequate warning to avoid obstacles detected in the flight path and will announce when attention is focused inside the cockpit.
Procedures.
a. Consider variations in the terrain and obstacles when determining tail rotor clearance. With terrain and obstacle considerations made, increase the collective just enough to maintain the altitude of the tail rotor. (Initially increasing the collective may not be necessary at higher airspeeds.) Apply aft cyclic to slow down to the desired airspeed/ground speed, or come to a full stop while adjusting the collective to maintain the altitude of the tail rotor.
b. Maintain heading with the pedals and make all control movements smoothly. If the attitude of the aircraft is changed too much or too abruptly, returning the aircraft to a level attitude will be difficult, and over controlling may result.
Note. OGE HVR PWR is required for terrain flight decelerations.
Techniques of Movement
(FTG)
Traveling - Technique primarily used when enemy contact is unlikely. Fastest method for moving a formation of aircraft, but provides the least amount of security.
Low-level flight and contour flight at high airspeed are normally used for movement.
Traveling over-watch - Technique used when enemy contact is possible. Characterized by continuous movement of the main elements. The over-watching element keys its movement to the terrain and its distance from the main element. Because the range at which targets can be observed will be limited, the over-watching element will remain well within the effective range of its weapon systems. It remains ready to fire or maneuver, or both, to support the main elements.
Contour flight is normally used for movement. Airspeed is generally high and varied, depending on the weather, ambient light, terrain, and threat.
Bounding over-watch - Technique used when enemy contact is expected and the greatest degree of concealment is required.
Elements move by bounds. One element remains in position to observe, fire, or maneuver before the other element moves.
Over-watching elements cover the progress of bounding elements from a covered and concealed position that offers observation and fields of fire against potential enemy positions.
Contour flight and NOE flight are normally used for movement. Airspeed during each bound is varied, depending on the availability of vegetation and terrain for concealment.
Note. The selection of a mode of terrain flight and associated techniques of movement is based on the likelihood of enemy contact and the availability of masking terrain features rather than the location on the battlefield.
IIMC
Procedure (FTG):
- Announce IIMC & transition to instruments (est X-V)
- Announce attitude (begin recovery procedures).
- Announce HDG
- Announce TQ
- Announce Airspeed
- Announce Trim
- After A/C control is est. -> IFF EMER & compl. recovry.
SOP:
- Set IFF to EMER
- Climb to min 3.500 (5K for JAX/ ATL Centers)
- Contact Cairns Appr cntr (JAX Center if in central or S./ ATL if in North, if Cairns ARAC is not oprs)
- State C/S & type of A/C
- IIMC & intention
- After contact est., inform:
- Poss
- Alt
- Hdg
- Fuel remain i Hr & Min
- # of POB
LTE
(FTG)
LTE is the occurrence of an uncommand and rapid right yaw rate which does not subside of its own accord and which, if not quickly reacted to can result in loss of aircraft control.
Note. The pilot must anticipate these variations, concentrate on flying the aircraft, and not allow a yaw rate to build.
Regions:
Weathercock stability, 120-240 - exhibits a tendency to make a slow, uncommanded yaw to either the left or right, depending upon the exact wind direction.
Vortex ring state, 210-330 - exhibits a tendency to make uncommanded pitch, roll, and yaw excursions. Maintaining a precise heading in this region will be impossible.
Disc vortex, 280-330 / 10-30 knots - main rotor tip vortices to be directed onto the tail rotor. The effect of this main rotor vortex is to cause the tail rotor to operate in an extremely turbulent environment. A/C exhibit a tendency to make a sudden, uncommanded right yaw which, if uncorrected, will develop into a spin.
Factors that can significantly influence the severity of the onset of LTE: Gross weight and density altitude, Low indicated airspeed, Power droop.
Greater susceptibility to LTE for right turns, especially right downwind turns at low altitude and low airspeeds, than for left turns.
_____________________________________________
LTE is a situation that involves a loss of effective tail rotor trust without a brake in the drive chain and which cannot be stopped with full left peddal application.
If this occurse simultanously apply;
Pedal - Full left
Cyclic - Forward
Dynamic Rollover
(FTG)
Dynamic rollover is defined as the susceptibility of a helicopter to a lateral-rolling tendency.
Three conditions must be present: pivot point, rolling motion, and exceeding the dynamic/critical rollover angle.
Caution: For slope greater than 5*, caution must be executed since rigging, loading, terrain & wind may alter the slope landing capabilities.
Note: Pilot must understand Dynamic Rollover before conduction slope operations.
Contributing factors:
Right skid down, Left pedal inputs, Lateral loading, Crosswind and High Roll Rates.
Physical factors: CG, Ground Surface/ Slope landing area, Low fuel, Crosswind component, Main & Tail Rotor Thrust,
Human factors: Inattention, Inexperience, Inappropriate control input, failure to make timely corrective input, loss of visual referance.
Preventive measures: Smooth and moderate collective inputs are the most effective in preventing DRO.
If a onset of dynamic rollover is encountered, a smooth and moderate collective reduction is recommended.
The pilot must always be alert to changing a/c attitude and keep the main rotor thrust trimmed laterally.
Slope Landings
Two things that makes us return to HVR
(FTG)
If cyclic- or aircraft limits are reached before the A/C is firmly on Ground, return the A/C to a HVR!
Note:
Before conduction slope operations, the crew must understand dynamic rollover characteristics
(must be covered during crew briefing or during flight)
Negotiating Wire Obstacles
(FTG)
Accurately determine the amount of clearance between the wires and the ground. Locate guy wires and supporting poles. Determine the method of negotiating the wires and initiate the maneuver.
Overflight: Identify the top of the pole and the highest wire. Cross near a pole to aid in estimating the highest point. Minimize the time that the aircraft is unmasked (100m before/ after - 50`AHO)
Underflight: When crossing under wires, the lowest point of the wire must be at least 20 feet plus HVR height above the ground.
Fundamentals of Recon
(FTG)
When confronted with a situation that is not part of their primary mission, the following fundamentals must be considered:
- Gain and maintain enemy contact.
- Orient on the reconnaissance objective.
- Report all information timely and accurately.
- Retain freedom to maneuver.
- Develop the situation rapidly.
- Ensure maximum reconnaissance force forward.
- Ensure Continuous Reconnaissance.
