LONGBOW TRAINING FLOW “FLASH CARDS”...

LONGBOW TRAINING FLOW “FLASH CARDS” v1.2 This training flow is a compilation of notes taken by IPs during RL Progression. In many ways, this document mirrors the Advanced Tactics Training Guide (ATTG) simulates a day or night QRF out of a FOB in Afghanistan at 7500’ and +30° C, such as Orgun‐E or Wazi Quah, to a notional TIC site. Eventually, some of these topics will also be consolidated and integrated into the ATTG. These notes are based on Version 6.2 software. Some items are obviously overstated for the experienced pilots – keep in mind that this document is designed for the junior aviator.

TABLE OF CONTENTS Pre‐Mission QC Checks __ 2

QC of the Electronic Logbook & Green Logbook _ 2

W&B Tolerances __ 3

Preflight Special Attention Items 3

Just Before Climbing in the Cockpit __ 4

After APU ON – Immediate Action Items 4

Basic Commo Information __ 4

Items Required To Enable and Use The IDM 5

Setting up the Transponder __ 5

CMWS vs. NAV (ADF) Audio Selection __ 5

Setting up the ADF Page __ 5

Warming Up And Testing The ASE Systems 5

Datum Management ________ 6

Changing from Zulu to Local Time __ 6

Setting Up The Weapons Page _______ 6

Considerations for Biasing the “Water Line” __ 7

Meshing The Aircraft With The Logbook________ 7

Mandatory IBITS __ 8

How to Correct For ECS Failure_______ 8

FLIR Checks __ 8

IZLID Boresight Procedure _____ 9

Example of a TIC Brief __ 9

Plotting the Mission on the TSD __ 9

Fuel & Ammo Load Considerations when Power Limited 9

Weapon & Robbie Tank Weights __ 10

Factors that Affect Max TQ and PERF Page Numbers __ 10

Last Topping Check __ 10

PERF Page Flow __ 11

PERF Page Validation __ 12

Expanded Sweep _ _ 13

Takeoff Callout __ 14

IGE Limited Takeoff __ 14

Level Off Check __ 14

WAILRM∙NCA __ 15

M‐141 Training Procedure __ 15

Position Update Procedure __ 16

Heading Update Procedure __ 16

MPD Failure – Corrective Actions __ 16

Check in with Ground Element __ 16

Essential Information from Ground Element __ 16

Training ROE __ 17

Team Employment __ 17

Establishing the Overhead Line __ 17

Determining Bucket Speed “On the Fly” __ 18

TRAINING FLOW – “FLASH CARDS” v1.2

FOR OFFICIAL USE ONLY (FOUO) 2

Dive Recovery Following Low Altitude Annunciation __ 18

CMF Limits __ 18

CCA Procedures __ 18

Weapons Lessons Learned __ 19

Weapon Elevations __ 19

Methods of Firing Rockets __ 19

Illumination Rocket Techniques __ 19

Simulated Call for Fire __ 20

Dust, Sand, & Snow Takeoff and Landings __ 20

Enroute Mountain Techniques __ 21

High Mountain Risk Mitigators __ 21

Determining Final Target Torque __ 21

Transient Droop Improvement Logic __ 21

Additional Information __ 22

PERF Page Photos 25

PRE‐MISSION QC CHECKS PCs need to check the PI’s publications for Current Changes to: Checklist, ‐10, ATM, Battle Book, current HAZ map, current and correct PPC, current DTC load, and etc. Check current weather and NOTAMS, to include TFRs, if any. Ensure you have the correct tail number, the correct green logbook, the correct laptop, and go to the correct aircraft! QC OF THE ELECTRONIC LOGBOOK & GREEN LOGBOOK [GREEN] PAPER LOGBOOK: Compass Card – verify w/in 365 days. Hit Check Verify card is AH‐64, not UH‐60. Note ETF/ATF and verify matches with laptop and PERF HIT Page. Check last Hit Check in logbook and laptop

Weight & Balance – verify current w/in 90 days; weight must be w/in .03 and CG must be w/in

.3, or have to a new or updated 365‐F. You must always recompute if you have any weight changes. For weight calculations for power management. Note zero fuel weight or ramp weight, i.e. weight with all ammo, fuel, etc.

AWRs – verify posted in logbook. LAPTOP: Top Level Screen Check System Status Check Maintenance: verify hours match for PMD matches current A/C hours. If not, A/C either

flew today or PMD not done and need to notify maintenance. At end of last flight of day, click on “Create Write Up” so PMD due entry is made to 13‐1.

Check Hit Summary: verify hit check spread numbers and last hit check numbers matches between paper logbook and electronic logbook. Also verify hit spread on hit PERF Page match paper logbook and ETFs on ENG Page match paper logbook.

‐18s – put in ascending or descending order, then check that inspections are within tolerances [as annotated in the middle of the screen). Generally, not more than 10%, i.e. not more than 5 hours or 30 days.



After the flight, remember to click on the maintenance radial and select create write‐up. This generates a PMD for the following day. Exit w/out saving. If something that was previously written up is no longer a problem, sign off as OK.

W&B TOLERANCES Going outside the following tolerances requires a new 365‐4… Must be dated within 90 days Weight Change: ± .03% CG Change: ± .3 inch

PREFLIGHT SPECIAL ATTENTION ITEMS TADS/PNVS: Check TADS Funny Harness has 2 tie wraps; TADS/PNVS MAG Break doors. XMSN Deck Area: RTRU Cables/Connectors are tight; drain purge valve on Primary and Utility HYD Accumulator to prevent corrosion; check that plastic tubing on each RAM A and RAM B BUCS canon plugs safety wires for all 3 HYD servos; canon plugs directly behind and above #1 and #2 driveshaft are in place and not touching either drive shaft. Engines & NGBs: ATS Oil level; NGB Oil Cap oriented aft. Main & Tail Rotor: M/R and T/R PC links and drive links; strap packs; elastomeric bearings, condition of bumpers; typically, one of the nuts securing the T/R will be colored red – if you were two draw a straight line between two of the bumpers, this nut with the red paint on it should be between the two, otherwise, this is an indication that the T/R could be installed incorrectly; check main rotor zinc chromate area(s) for cracks. Other Components: BFT Reset Switch is on and 4 circuit breakers are in on the #1 EFAB; XNPDR Mode 2 panel code is set – found near the #1 EFAB ; check security of ALL hinge pins on aircraft; FM #2 antennae not bent; condition and security of wiper blades; tail wheel pin removed. NOTE: At the back end of the BFT is a GPS Plugger that can be used for E & E. Weapon and ASE Considerations: Side loader [black] block in place in #2 EFAB; counter set to ALL; 30mm cannon plug connected;

B200 panel latches fastened on both sides of belly; verify number of rounds loaded. Check location and type of RF and SAL Missiles, i.e. K vs. M vs. N or RF Missile models; note

rocket type zones and quantity – NOTE on kneeboard so that you know what the heck you have in the cockpit; LMP rocket types – set, and verify LMP SQUAT SWITCH not in ORIDE.

RMM installed Verify M‐141 and CMWS safety pins removed; M‐141 set to appropriate position – should

always be in “C” for Chaff, even if shooting Flares; Check Chaff/Flare QTY – if using CMWS, verify flare cocktail; CMWS Sequencer codes are correct in the left aft avionics bay.



NOTE: In combat, you must submit an ammo expenditure report at the end of your mission, so you must know how much is loaded on the aircraft at the beginning of your flight. JUST BEFORE CLIMBING IN THE COCKPIT Crew, team and AMC briefings complete, if not already done. Final walk around – this is your last chance to make sure that the aircraft is ready for flight, i.e.

covers removed, chocks pulled, etc. AFTER APU ON – IMMEDIATE ACTION ITEMS NOTE: It is normal to get GRBX VIB caution twice on the EUFD after turning on the APU, as it is part of the MSPU power up sequence. If you don’t get the caution twice, then the MSPU may be malfunctioning.

1. Immediately after the GENs come online, the right MPD will display information about the Master Load – sometimes after pressing ACK (B4), the screen will display “DP Automatic Interrupt Load,” with load status: “Load in Progress.” You will notice that DP at T6 will be boxed.

Once this process completes, then go to DMS DTU Master Load or THRU Flight. NOTE1: Try not to ABORT (B4) the “DP Automatic Interrupt Load,” unless on QRF and in a hurry. NOTE2: The “DP Automatic Interrupt Load” is NOT the Master Load. You still have to do the Master Load!

2. As soon as the GENS come online, check the EUFD to see if you have any BUCS messages. If you do, then do NOT do a control sweep. Instead, immediately do a BUCS IBIT to clear this condition. If necessary shut down the aircraft to clear the fault.

3. Cockpit Temp – set. If the door is open > 1 minute, ECS cooling in that seat will shut off. This can also happen if the cockpit door open/close micro switch is bent. To correct this, roll up a small piece of paper, place it in the micro switch, close the door, and hopefully the ECS system will turn back on. You will know if you got the paper in the right place if the “Canopy Open” message disappears on the EUFD.

4. BFT – ON. Do so immediately so that the EDM can be powered up by the CPG. This will also allow flight ops to do a BFT check quicker. NOTE: On shutdown, don’t turn off BFT until the EDM has been powered down.

5. Originator ID & Subscriber ID – input, if not done by the DTC during the Master Load. Otherwise the other aircraft will not be able to get a TSD PP request until this is set.

6. FCR – ON, once the inertial navigation unit (INU) is aligned [a.k.a. heading tape present] and BPS Boresight values verified IAW the ‐10 and ATM, and you have verified MMA is unpinned both

physically and on FCR UTIL at R6. You can turn on the FCR if EFABs are > 90° C, but the FCR will not turn on until the EFABs are < 90° C.

7. In combat you need to ensure that the EGI GUV codes are loaded and that the Key Types are verified. The GUV codes allow for more accurate navigation, grid coordinate storing, more accurate weapons, and more precise TADS prepointing and slaving. It is also a good idea to have GUV codes loaded and Key Types loaded in peacetime.

BASIC COMMO INFORMATION EUFD – set primary and standby freqs. UHF GUARD Receiver – ON (L6) on UHF Page.



FM 1 Amplifier – set FM 1 Power (L5) on SET Page as appropriate. Don’t use HIGH if FM 2 set to same freq as FM 1 since FM 1 could burn up the FM 2 radio.

Set WB or NB, as the tactical situation dictates, for UHF and VHF on the COMM MAN Page. Example: Use NB if cross FLOT and want to limit transmission range.

Set XPNDR – codes for modes 1, 2, and 3 are set, currently mode 2 is set in the left EFAB; on SET Page, turn on all appropriate modes, with IFF set to UFD and audio (R3) and verify CODE (R2) set to A or B for appropriate date.

ITEMS REQUIRED TO ENABLE AND USE THE IDM

1. COMM Page ORIG ID (B4), set CALL SIGN and LONGBOW ORIG ID, if not done by the DTC during the Master Load. NOTE: TACFIRE no longer used.

2. To enable the nets, you must retune all Longbow Nets at least once after the Master Load, even if the EUFD already displays a L for that radio.

3. Set LB nets – team/primary members. Remember to check the second page. 4. IDM Rocker – set to desired radio; VHF seems to be the most reliable. However, the best radio

to IDM with is based on antennae placement as compared to the position of your wingman. SETTING UP THE TRANSPONDER If AMPS software version is prior to 7.3.9, then the following steps must be accomplished:

1. DMS UTIL TEST TEST MODE Select XPNDR (B5) 2. ANT (R1) – set to Diversity. 3. XPNDR – NORM.

4. DMS IBIT ACFT/COMM XPNDR Test (R3) NOTE: If Mode 3 and C fail, then it may be that the top or bottom has failed. Go back to step 2, and select top or bottom antennae and redo IBIT.

CMWS vs. NAV (ADF) AUDIO SELECTION If the CMWS audio switch is in the CMWS position, then the ADF audio is disabled so that missile launch alerts can be heard. You must select the NAV audio position on CMWS Control Panel to hear the ADF audio. SETTING UP THE ADF PAGE On the ADF UTIL page, ensure the ADF is turned ON and MODE (R1) is set to ADF so you can see the ADF needle on the HSI on the ADF Page. The ANT position will not show the ADF needle. Then select desired freq and tune. The Morse Code ID is visible on the ADF Page and will only display when selected from a preset with an ID. WARMING UP & TESTING THE ASE SYSTEMS Inform opposite crewmember prior to turning RLWR on so other crewmember’s MPD does not

auto‐page to the TSD and interrupt the other crewmember’s DMS flow. If the MPD auto‐pages to TSD then the best method to turn auto‐page off is to select ASE (T2) from the TSD Page – this locks in the ASE Page, i.e. won’t auto‐page if you go the ASE Page in this manner.



Turn on and let warm up all ASE equipment. After warming up, perform IBITs on applicable ASE. Before ARMing the M‐141 Chaff Dispenser, place mode in Manual to prevent an inadvertent

salvo of ALL Chaff cartridges. Verify quantity of chaff displayed matches QTY counted during preflight.

Demonstrate how the ALQ‐136 can be brought from standby to operate from either the ASE or TSD Page via JAM (L5), and explain why, during the ALQ‐136 IBIT, with the switch in operate, this does not REALLY mean it’s jamming as displayed on the TSD. After performing the ALQ‐136 IBIT, ensure the system is returned to standby.

You can tell if the RLWR IBIT has been completed via DMS →VERS → NAV/ASE and check the RLWR EID and OFP versions are present, i.e. RWR EID 030 and RWR OFP 023.9. If EID and OFP display X’s, this means that the IBIT was not completed.

DATUM MANAGEMENT Show how to enter LAT/LONG. Also show the DATUM conversion process, i.e. converting Datum 25 to 47, or vice versa. For example, while adding a waypoint, on the KU at the first part of the entry, before the grid, replace 47 with 25 and then type in the grid. Go to COORD Page to show how the aircraft automatically changes the Datum from 25 to 47 and converts the grid. You can do the converse by going to TSD → UTIL and change the Datum to 25, go to COORD Page, and verify that the Datum changes from 47 to 25 and also coverts the grid. NOTE1: NAD 27 = North American Datum of 1927. NOTE2: WGS 84 = World Geodetic Survey of 1984. CHANGING FROM ZULU TO LOCAL TIME

In Block I Aircraft, accomplished via TSD UTIL: 1. First press VAB next to Zulu and change to local. 2. Then press VAB next to time, enter local time (six digits), and press enter.

NOTE1: Don’t have to enter exact seconds –as long as entry is close, system will correct. NOTE2: If system auto switches from SP1 to SP2, or you select the opposite SP, one indications is the changeover from local to Zulu on the EUFD.

SETTING UP THE WEAPONS PAGE On the WPN UTIL Page, first ensure that all the weapon systems are turned on, to include the laser. When you go to the MSL Page, do the steps in this order:

1.) T4: Code – many codes are not authorized for use in combat, as they’re reserved for Air Force, such as 1111. If they’re wrong, press the FREQ button (T4).

2.) T2: Toggle between LRFD and LST and set to channel you want. NOTE: In a two ship formation, typically the LRFD, set to A, is for you, and the LST, set to B, is for your wingman. Vice versa for wingman.

3.) T1: Select Channel – 1 is A, 2 is B, 3 is C, and 4 is K NOTE: K is typically 1555 and is sometimes used by UAVs.



4.) T1: Press Channel second time and confirm primary vs. alternate channel on top level MSL Page at L1 and L2.

5.) Three ways to ARM Missile and cause to spin up and code missile: Launcher ARM on WPN UTIL Page Pylon Switch GND ORIDE On and ARMed

NOTE: Verify the knob on the launcher rotates to ARM. If it fails to, have someone manually turn the knob to ARM.

6.) Once missiles are spun up, ensure none display MU, i.e. Missile Unlatched, on WPN Page. If in a non‐FCR aircraft, select TADS as the active sight in order to select and perform IBIT on the RF missiles. A self initiated IBIT is required to test RF missiles. Do NOT test RF missiles if personnel are within 1 meter of the front of the missile – otherwise, they could suffer radiation burns. Non‐FCR aircraft will inhibit the RF LOBL capability. After testing the missiles, turn missile system OFF. Announce “No MU, missiles are turned OFF.” Leave Missiles off until ready to fire, in case someone WASes missile, instead of rockets. Ensure that a rocket type is selected during run up. This will save precious seconds when troops are in contact, not to mention gets rid of the “TYPE SELECT” message above the trim ball in the Weapons Inhibit Status Field of the HAD.

For the back seat to enable cueing and see the CUED LOS reticule to a target, go to WPN UTIL, and select CUEING (R1). The CPG must press Slave on the right TEDAC handle to enable cueing and see the CUED LOS reticule. You must insert an elevation if you want to see the CUED LOS reticule over a stored target. A word of caution – if you load WEAPONS/SIGHTS from the DTU Page, the modifications you just made to the Weapons Page will be lost! CONSIDERATIONS FOR BIASING THE “WATER LINE” On level ground, or at a hover, bias to level horizon a.k.a. 0° so that… Slopes: 7° up is 7° up and 12° is 12° down VMC T/O: In transition or cruise, 10° is 10° nose down S/E OGE Failure: 10° ‐ 15° down is 10° ‐ 15° down

NOTE: There is no difference from level ground or a hover in regards to the attitude of the wings and the horizon line. In flight, you might bias other than level horizon for other situations… CMF IIMC Wales Maneuver Illumination Rockets

MESHING THE AIRCRAFT WITH THE LOGBOOK 5 Items:

1. Basic Weight & Moment via PERF, verify PERF MODE is CUR, and select WT (B6).



2. ETF via ENG ETF

3. Hit Spread via PERF HIT BASELINE NOTE: If BASELINE is barriered, add left cyclic to compress the squat switch.

4. Versions, via DMS VERS and check PROC/DMS (B5) which includes DPs, SPs, and WPs.

5. Boresight Data via DMS UTIL BORESIGHT (L1) Day: INU 1 & 2, Doppler, and HIDAC (both LEFT and RIGHT) Night: Day, plus TADS and PNVS via EDIT (L4) Weapon Use: ALL items!

MANDATORY IBITS BUCS

NOTE: Per 09‐AMAM‐11, verify CPGs cyclic is down until test complete. XPNDR RLWR Radar Jammer

HOW TO CORRECT FOR ECS FAILURE

1. Try turning ECS off, then back on via: Aircraft UTILB4

ONLY perform the following steps when on the ground:

2. If that doesn’t work, do ECS IBIT, then watch DMS UTIL ECS EQUIP for Phase AMPS to drop to 0. Then abort the IBIT, or you can opt to let it complete its full test. NOTE: The long test can take up to 15 minutes to complete.

3. If doesn’t work, pull the DCU 1 CB, if it’s the forward ECS, or DCU 2 CB if it’s the aft ECS. Once pulled, wait a few seconds, then push back in. ECS 1: Pull and reset DCU 1 CB, found on left #1 HPSM CB Panel – from aircraft’s left side

(if you’re facing forward): 3 down, 3 in (right). ECS 2: Pull and reset DCU 2 CB, found on right #2 HPSM CB Panel – from aircraft’s left

side (if you’re facing forward), but it’s on the right HPSM CB Panel: 4 down [from the left side], 4 in (right).

4. Temp indications should go static, but in actuality they’re starting to cool – this should work if compressor temp is able to drop below 120°

5. If doesn’t work, shut down the aircraft and restart the aircraft. 6. If still doesn’t work, shut down aircraft, ensure battery is off, and press the ECS trip button #1 or

#2 as appropriate, and then press the HPSM reset button #1 or #2 as appropriate. Turn on the battery, let the clicking finish, which means that the four Generator Control Unit (GCU – there are two GCU boxes stacked on top of each other) lights are done flashing – found near the forward center of the transmission deck area, looking in from the #2 transmission door. Turn battery off, and repeat procedure three times. Then restart the aircraft. NOTE: If the HPSM reset button is pressed with the battery on or generators online, this can cause scoring and arcing on contactors and should be avoided. Tips:

Watch ECS EFAB temps on ENG SYS page to become yellow or red.



If the # 1 ECS forward system fails or is having issues, turn off both PNVS and TADS FLIR systems during the day to help keep the EFABs cooler.

FLIR CHECKS R:egistration Check – ensure that LOS is within 1 foot @ 90 feet. U:nity Mag – 1:1 ratio. A:lterate Sensor I:nfinity Focus P:olarity IZLID BORESIGHT PROCEDURE Before doing this procedure, make sure that ground crew and other aircraft are aware of your intentions, and that there are no persons or aircraft between you and the boresight panel.

1.) Sight select ‐ TADS 2.) Select FLIR Narrow FOV and IAT the front boresight panel 3.) Ground ORIDE – On 4.) WAS Gun 5.) Flip down NVGs 6.) IZLID – On, using MASTER in BS 7.) Reconfirm path from IZLID to boresight panel is clear 8.) IZLID – set to Low Power in the FS 9.) Have someone adjust AZ and EL and focus on the box beside the 30mm 10.) When the IZLID hits the light bulb you will see a sparkle pattern in NVGs

EXAMPLE OF A TIC BRIEF "Friendlies in vic of 12 Mile Pass are at 12T VK 0317 3992, altitude 5000', in ditch running north/south, 500 m east of the enemy position. Enemy is at VK 0231 3973, altitude 5300', on hilltop, have AKs, PRKs, and RPGs. No ARTY, CAS, UAS, or other ISR assets available/in the area. Contact Raider 06 up their internal frequency. Navy Seals have a ROZ at VK 0700 3700 with surface elevation at 5000’ MSL, the ROZ has a 2KM radius. How copy?" PLOTTING THE MISSION ON THE TSD Better to do this before taking off, if possible… Plot friendly position as a WP. Avoid using a CM unless totally out of WPs. WP icons are much

smaller than CM icons and therefore helps keep the TSD decluttered – this also allows for a more accurate overhead line to be drawn.

Plot enemy location as Target. Avoid using a CM unless totally out of Targets. Plot ROZs as NFZs. To do so, you must first plot it by making a CM, which allows you to label it.

After you make a CM, Pan to it and build a NFZ around it, i.e. 2 km, 4 km. Plot overhead line – see section below concerning Overhead Line. Confirm distance/heading with wingman.



FUEL & AMMO LOAD CONSIDERATIONS WHEN POWER LIMITED Based on these considerations, determine what you can weigh vs. do weigh. Adjust fuel and ammo load as appropriate based on: Distance to TIC location Vicinity of other FARPS near the TIC Distance between barriers, i.e. HESCOs Winds ATF of the aircraft based on the ETFs of the engines – in other words, if you were used to flying

an aircraft with an ATF of 1.0, and now you have a .94, now you have less power.

WEAPON & ROBBIE TANKS WEIGHTS RofTs… 38 rockets: approx 1000 lbs 19 rockets: approx 500 lbs. 1 rocket weighs approx. 25 lbs. 330 Rounds of 300mm: 300 lbs Missiles: 100 lbs/each Combo Robbie Tank holds approx. 670 pounds of fuel

NOTE: This allows for approx. 330 rounds of 30mm

FACTORS THAT AFFECT MAX TQ AND PERF PAGE NUMBERS ETFs, and therefore ATF, affects Max TQ displayed on the PERF Page With Engine Inlet Anti‐Ice on, Max TQ Available may drop as much as 19% – 20% at the higher

power settings and if turned on will reduce the Max TQ displayed on the PERF Page. Basic Weight and Moment affect several of the numbers displayed on the PERF Page.

LAST TOPPING CHECK

To get to this page, go to ENG ETF ENG1 LAST. Repeat for ENG2. Note TTV vs TQ – If TQ is higher than or equal to TTV, this means that ETF is equal to or higher

than 1.0 and you have a strong engine. NOTE: Even if you have > 1.0 ETF, MTPs will never post how much above 1.0.

Note TGT – when did limiting occurs, if it was a limiting method. Limiting method means you will actually encounter TGT limiting (867° ±12°C, however, generally never much more than ±2°C from 867°C) before 100% TQ and the rotor will droop.

You can get three types of limiting: TGT, Fuel Flow, or NG, all of which would cause the rotor to droop. This can be seen on the max TQ charts where the max TQ line has scallops in it. Fuel flow limiting will occur < 0° C, whereas NG limiting will occur < ‐10° C. In both cases, the TGT will be well below 867° ±12°C, as in Example 1. Just remember that max TQ is always the reference when either of the three types of limiting are encountered.

EXAMPLE 1: Non‐limiting method topping check. A non‐limiting method had to be used, where the MTP consults his charts to determine the ETF of the engine. In this example, the MTP reached 100% TQ at



824°C, which is well below to 867° ±12°C. Had he tried to get 867°C, he could have ended up exceeding 100% for > 6 seconds and getting an overtorque exceedence on the exceedence page. EXAMPLE 2: Limiting method topping check. In this example, the TTV was 95% and the actual TQ pulled was 97%, meaning it’s a strong engine with > 1.0 ETF. It TGT limited at 869°C. EXAMPLE 1 – Non‐Limiting Method: EXAMPLE 2 – Limiting Method:

PERF PAGE FLOW Also known as the “W” Flow…

PERF PAGE CONVERSION FROM 10 MIN TO 30 MIN

CHART TEMP PERCENT LBS

35 8 1200 30 7 1050 25 6 900 20 5 750 15 4 600 10 3 450 5 2 300 0 1 150 -5 0 0

TIP: You can also divide current temperature by 5, then add 1 and round to the nearest number, i.e. 25° C divided by 5 = 5 + 1 = 6. This RofT is good for temperatures at or above 0. Below 0, no conversion is necessary. Using the above table given current environmental conditions, calculate the modified DE Max TQ – this is your 30 minute limit DE MAX TQ:

1. If the initial DE Max TQ is above 100%, and the corrected TQ result is equal to or above 100%, no further changes are necessary to the PERF Page [SEE EXAMPLE A].

2. If the initial DE Max TQ is above 100%, and the corrected TQ result is below 100%, ONLY the difference from 100% is further applied to the PERF Page [SEE EXAMPLE B].

3. If the initial DE Max TQ is equal to or below 100%, then you subtract the full difference from the displayed PERF Page DE Max TQ – this difference is also further applied to the PERF Page [SEE EXAMPLE C].



Example A: FAT: +30 = ‐ 7% PA: 2000’ GW: 16,200 lbs. D/E TQ: 113% ‐ 7% = 106%, which is above 100%, so no further corrections necessary to the

PERF Page. 106% is the modified, 30 minute limit DE MAX TQ. Example B: FAT: +30 = ‐ 7% PA: 4000’ GW: 16,200 lbs. D/E TQ: 105% ‐ 7% = 98%, which is 2% below 100%. So, in this case, you are only correcting for

2%, which equals 300 lbs. IGE Max GW: 20,530 – 300 bs. = approx. 20,200 lbs. OGE Max GW: 17,710 – 300 lbs. = approx. 17,400 lbs. Can weigh 20,200 lbs. IGE, do weigh 16,200 lbs. = 4000 lb. margin = 28% TQ margin IGE IGE Hover Power = 72% + 28% TQ margin IGE = Max TQ – you do this QC to see if margin is

correct. It’s OK to be off ±2% TQ, because you’re using a RofT. If you do the math, 7% actually = 1050 lbs. 4000 ÷ 1050 = 3.8095 x 7 = 26.67%. 72% + 26% = 98%.

GO/NO‐GO: IGE 100% ‐ 2% = 98% / OGE 81% ‐ 2% = 79% NOTE: IGE NO‐GO = MAX DE TQ, or 100% Continuous, if MAX DE TQ > 100%.

VNE x .67 – calculate on KU. 188 x .67 = 126 = VNE SE VSSE: 44 KTAS for minimum – must get S/E Max A/S off of hard copy PPC, i.e. 110 KTAS, per PPC‐

M. Max Endurance = 75 KTAS = Max Rate of Climb Wind CG – allowed up to +1.75 beyond aft limit per the Dec 08 AWR.

Example C: FAT: +30 = ‐ 7% = approx. 1000 lbs. PA: 6000’ GW: 16,200 lbs. D/E TQ: 97% ‐ 7% = 90%. IGE Max GW: 19,640 – 1000 bs. = approx. 18,600 lbs. OGE Max GW: 16,940 – 1000 lbs. = approx. 15,900 lbs. Can weigh 18,600 lbs. IGE, do weigh 16,200 lbs. = 2400 lb. margin = approx. 17% TQ margin IGE IGE Hover Power = 74% + 17% TQ margin IGE = Max TQ – you do this QC to see if margin is

correct. It’s OK to be off ±2% TQ, because you’re using a RofT. If you do the math, 7% actually = 1050 lbs. 2400 ÷ 1050 = 2.2857 x 7 = 16%. 74% + 16% = 90%.

GO/NO‐GO: IGE 97% ‐ 7% = 90% / OGE 79% ‐ 7% = 72% NOTE: IGE NO‐GO = MAX DE TQ, or 100% Continuous, if MAX DE TQ > 100%.

VNE x .67 – calculate on KU. 183 x .67 = 122 = VNE SE VSSE: 55 KTAS for minimum – must get S/E Max A/S off of hard copy PPC, i.e. 110 KTAS, per PPC‐

M. Max Endurance = 76 KTAS = Max Rate of Climb Wind CG – allowed up to +1.75 beyond aft limit per the Dec 08 AWR.



See the PERF Page photos at the end of this document. The above power margins are based on taking off from 5 feet using 5 ft hover TQ. You can adjust your power margin by subtracting or adding the fuel / ammo load or just go the with the current fuel / ammo load and accept the current power margin. You can also increase your power margin, or you can carry more fuel / ammo, if you elect to takeoff from and maintain 1’ instead of 5’ AGL. Doing this can reduce your TQ to hover by approx 5%, which can then be used to accelerate the aircraft faster using more of a CAV, i.e. nose down, like takeoff. Use the above information to decide the type of takeoff you will make and how much of a CAV takeoff that will be required. Pick up the aircraft and conduct a hover power check see how close you are to drooping the NR. NOTE: This is not apparent in your CL, but the TAB Data, from page P‐53 to P‐61, is actually 10 minute data, so you will need to convert to a 30 minute limit as well, using the same conversion process. PERF PAGE VALIDATION

Correct Basic Weight & Moment entered via PERF WT Page ETFs verified Ensure engine inlet is off otherwise Max TQ could be reduced by approx 20 % Check that the 365‐4 Ramp weight minus fuel burned off = PERF Page Current Weight. If there is

a difference then determine which weight valve is correct by conducting a hover power check. Make a 13‐1 write‐up if the valve is greater than 300 pounds, i.e. “Suspect that the paper 365‐4 weight is in error by 300 pounds since the aircraft actual hover TQ matches the PERF page 5’ hover TQ” or “PERF page current GW is incorrect by 300 lbs since the aircraft actual hover TQ matches the paper PPC 5’ hover TQ as determined by the gross weight from the paper 365‐4.”

Verify Radar Altimeter is correct to actual hover height – a 5’ error can mean TQ is 4 ‐ 5% off. Learn to determine 5’ hover height by out the window visual reference.

TQ should be ±3% of predicted during hover check, otherwise abort if unable to account for, i.e. winds, etc.

With ASPI installed, use the MAX or PLAN Mode and enter the temp displayed on the OAT gauge. Enter the PA and GW from the CUR Mode. Don’t forget to add 2 to Dummy Missile count on WT Page. NOTE: PA displayed in CUR Mode always indicates an altimeter setting of 29.92 – good to reference during the HIT Check.

On a hover power check, especially during an IGE limited takeoff, the pilot should be watching to see if the rotor is drooping before 5’ AGL. You might want to know if the aircraft actually has the ability to hover higher or less than 5’ AGL.

EXPANDED SWEEP During advanced systems sweep, prior to takeoff, verbalize, “Left console set, power levers physically to fly, back seat Glare Shields extended, Batwings up (especially if using NVGs), MPDs set, UFD set with no cautions or warnings, note advisories, sufficient fuel for the mission, center console set, CMWS and ASE set, right console set, ELT pin pulled, right armament side panel forward, nothing left on the EFABS, and



pylons grounding cables, jettison pins, and ICS cords removed left/right, chocks stowed, and other items as required.” Expanded sweep:

1. Cyclic up and seat belts on 2. Equipment accounted for, to include, but not limited to: EDM, M4 Rifle & M9 Pistol, Handheld IR

Laser Pointer, Pubs Bag, etc. 3. Set weapon range(s).

NOTE: Manual is normally set to 800m – check the opposite seat weapons range. 4. Robbie fuel transfer started 5. Bubble Burn, if required, i.e. HOT refuel 6. HYD PSI – verify w/in normal operating range 7. STAB set 8. Collective and PWR Lever friction – set as appropriate 9. ECS gaspers open

NOTE: No more than 1 – 2 can be closed or risk overheating and shutting down ECS.

10. Horizon Line set and Radar Altimeter LO and Hi values set. 11. Map light and other interior lights set, i.e. KU, MPD, and EUFD brightness, lip light, etc. 12. Exterior lights set ‐ IR Searchlight, IR Position Lights, and IR Strobes 13. NVS/NVGs – optimized 14. Comm and IDM check with your wingman and GND Station 15. BFT PP – confirm with Flight Ops 16. EDM set and check messaging capability with other aircraft and GND Station 17. Ensure HF radio is linked and HF radio messaging and PP capability both ways 18. WX update from SWO and new WX void time, if necessary 19. “Last Words” – get any update from TOC reference the TIC or current mission;, ROZ or SPINS

changes 20. Open flight plan and start video recorder, if required 21. Note takeoff time; start the ADF timer and/or set Bingo for your desired warning reminder, i.e.

30 min position report 22. Check aircraft rolls OK after the brakes are released 23. IZLID Boresight complete

TAKEOFF CALLOUT

1.) Two PWR LVRs physically to FLY. 2.) 3 in the Green 3.) Systems and Hydraulics are normal 4.) Clear left, right, and above 5.) Flight Controls normal and aircraft in CG.

IGE LIMITED TAKEOFF Move all aircraft out of the takeoff area, to Maximize takeoff distance available to the HESCO barrier. Reposition your aircraft as close to the opposite HESCO as possible.



The type of takeoff depends on available takeoff distance to any barrier, wind, and power margin you can accept with the fuel / ammo combo being used for the mission. If the takeoff area is very short then carry less fuel or ammo to get a larger power margin so you can do a CAV (nose down) takeoff and can attain the IGE limited airspeed sooner. Maintaining 1 foot will also reduce the TQ required for hover that can be used to accelerate the aircraft more quickly. Determine ETL point and abort point. Never hurts to figure out exactly how much power you actually have before you take off. Do a hover power check – continue increasing collective until first sign of rotor droop. See ATTG: Receipt of Mission Through Take Off for additional details. LEVEL OFF CHECK WAILRM∙NCA Standby Instruments – verify all 3 are operational in the back seat. Start fuel check & verify BINGO is set for your desired notification, i.e. 30 min position report. Brief JETT Check – if you enter the avoid area, be prepare to execute JETT.

J:ettison Plan – who is going to jettison? E:gress – flyaway or backup landing plan? T:GT – If > 0° C, how close are you to TGT limiting, below 0 C FAT you may get fuel or NG limiting T:Q Doubling – be prepared for a single engine failure, and how will you react. EXAMPLE: If at 70% TQ, will double to 140% TQ if one engine fails. Do you have sufficient altitude and airspeed for the engine failure? If not, change your flight parameters, if able.

Max TQ a.k.a. power verification check completed Enroute Mountain Techniques performed Check BFT and HF messages frequently, since there is no audio notification Finish DMS Sweep, if not already done. Confirm the opposite seat is outside until you finish

your sweep. Once you’re done, you will be outside while he finishes his. NOTE: As a minimum, confirm all * items in CL are complete!

If not already done, get PP from Wingmen to validate IDM interoperability. Confirm distance, heading, and time to objective area with wingman. WAILRM∙NCA W:eapons – Weapons Ops Check, i.e. WAS Wars; ensure gun is off on WPN → UTIL when doing traffic patterns and missile off until ready to use the missiles; recommend setting manual range to 800m, 10 round burst, rocket quantity to 1. A:SE – CMWS; M‐141; ALQ‐144; ALQ‐136; RLWR, etc. I:FF – be aware of Mode 4 Tone Blanking when in tight formation; IFF ON/OFF line. L:ights ‐ exterior and interior set appropriate for mission. R:ecorder –on prior to talking to the ground forces and for ALL engagements. M:PDs Set and ACQ Set (R6) N:av – select the correct route and make a direct to the desired WP or CM; correct Datum; verify distance/heading with wingman.



C:omms – correct freqs with cipher, freq hopping, etc. A:ir Surveillance on FCR and have C‐Scope ON; check EDM Blue Force icons for any aircraft coming your way. M‐141 TRAINING PROCEDURE Complete the following procedure for training when the M‐141 is not loaded.

On ASE UTIL: Ensure up Manual before going to ARM so don’t accidentally SALVO Change CHAFF (T1) from SAFE to ARM Press the cyclic “C” button to dispense Chaff Chaff count should decrease by 1 Change CHAFF (T1) from ARM to SAFE Change CHAFF MODE (L1) from MANUAL to PROGRAM Verify settings, from top to bottom, read 4, .2, 1, 1 Change CHAFF (T1) from SAFE to ARM Press the cyclic “C” button to dispense Chaff Chaff count should decrease by 4 Change CHAFF (T1) from ARM to SAFE

POSITION UPDATE PROCEDURE With TSD Page on left MPD, TSD UTIL Page on the right MPD:

1.) Enter the PP on the KU or see the second part of step 6 2.) INU 1 and 2 – reset if in training 3.) Press PSN Button (L3) 4.) Press Position Button (L1) 5.) Press enter on KU or put the cursor over the current location on the TSD and Z‐Axis 6.) Press Update Button (L4)

HEADING UPDATE PROCEDURE With TSD Page on left MPD, TSD UTIL Page on the right MPD:

1.) Input BS MAG Compass heading into KU 2.) INU 1 and 2 – reset if in training 3.) Press HDG Button (L2) 4.) Press Position Button (L1) 5.) Press enter on KU 6.) Press Update Button (L4)

MPD FAILURE – CORRECTIVE ACTIONS If a MPD is not working properly, i.e. only showing a half screen, running the MPD IBIT in flight is

acceptable, and should fix the problem. This can be accomplished by either crewmember via DMS

IBIT CNTL/DSPL, and select either L3 or L4 or R3 or R4.



CHECK IN WITH GROUND ELEMENT Call early and often – the sooner you can get a hold of the ground element, the more quickly you can develop the situation. Make sure that you have checked in with the friendlies before flying within the enemy’s weapons range. Sample call: “Raider 06, this Pirate 50, flight of 2 AH‐64s, 30 km to the north, 8 minutes til arrival, 38 rockets, 330 rds of 30mm, and 2 Hellfires per aircraft, 30 minutes play time, NVG and IZLID equipped, request situation update, what is the status of ARTY, CAS, UAS, and other ISR assets.”

ESSENTIAL INFORMATION FROM GROUND ELEMENT Current situation and requests. S.A. includes friendly and enemy location and weapons. Friendly identification methods, i.e. VS 17 panel, IR Strobe, etc. Target marking methods, i.e. tracer fire, laser pointer, etc. ARTY, CAS, UAS and other ISR assets. Other ISR assets include: Air Hammer, AC‐130, Rivet Joint,

Horned Owl, J‐STARS, P3, etc. ROZs, if any.

TRAINING ROE Not Authorized: Recon by Fire Terrain Denial Fire

Authorized – For Training Purposes Only: Ensure recorder is ON prior to talking to the ground commander and for the complete mission

with the ground commander! Firing in Self Defense is always authorized! Consider shooting in an open field to placate the ground forces if they are panicking or if you are

receiving tracer fire and you cannot sort friendly from enemy. Test fires are authorized provided you complete a CDE and determine that the test fire should

result in no collateral damage. The test fire may be requested by you or the GND CDR. GND CDR may select the test fire area or he may approve an area that you select.

Must always have PID before shooting.

NOTE1: Once training ROE is established by the IP/UT, the IP/UT should provide scenarios to the aviator that include both good and bad training ROE to access the judgment of the student and provide teaching points, if necessary. “Suspected Taliban dancing around a camp fire” and errors in the above items are examples of Bad training ROE. NOTE2: Aviators must ask their IP/UT to explain the additional ROE considerations – SIGINT LOB Line and cross border ops PID. TEAM EMPLOYMENT Check in with the GND CDR



Turn the recorder on now so that you have enough video tape available for the current TIC and subsequent TICs. Remember to use good tape management. The video must be turned in to the Division HQs shortly after landing.

Brief TPM‐R and assign other responsibilities, as necessary. You must call “Visual friendly, tally target.” You must receive GND CDR’s clearance to fire. If Danger Close, also need his initials.

NOTE: Advise that you always get his initials in case mission shifts to Danger Close without you knowing.

Coordinate weapons employment. See ATTG: On Scene Techniques for additional details.

NOTE: Danger Close per the ATM for 30mm is 40 meters, HE Rockets is 240 meters, and Hellfire is 105 meters. However, the J‐Fire Manual takes precedence and the standards are different – refer to Table 34 for a complete listing. ESTABLISHING THE OVERHEAD LINE You can draw the overhead line early, but if grids change you will often have to plot the overhead line upon arrival to TIC. Imagine a line from the enemy to the friendly. Now imagine that this line extends beyond the friendly position 2 – 3 km. On the TSD, draw a very narrow PFZ starting right behind the friendly position, and goes away from the friendly and enemy, on that imaginary line, 2 – 3 km. The end of this PFZ can be considered the Initial Point (IP). Remember, do NOT start the line over the enemy position, but directly behind the friendly position. Another way to establish the overhead line is by use of the TADS LOS line on the TSD. With the TADS slaved to the target, there will be a line from your aircraft to the target. When the plotted friendly postion crosses through this line – THAT is the overhead line. It is best to use a target store vs. control measure since the icon is smaller on the TSD which allows for a more accurate overhead line determination. DETERMING BUCKET SPEED “ON THE FLY” RofT: Bucket speed = PERF Page Max Endurance/Max Rate of Climb airspeed, +20 to ‐10 KTAS. Can also determine by consulting the cruise charts. Enter @ 50% Max TQ, go up to GW, then over to TAS: +20 to ‐10 KTAS. DIVE RECOVERY FOLLOWING LOW ALTITUDE ANNUNCIATION See ATTG: Recovery From Diving Fire/Flight a.k.a. CAV (Collective, Aft Cyclic, VSI with positive climb) – once done, you can then break left or right as needed. CMF LIMITS Don’t do CMF per the AWR if… < 450 lbs. of fuel per tank



Throughout maneuvers do not go below 45 KTAS NOTE: During a pitch back attack, after initial nose up and bank, avoid aft cyclic until the nose is below the horizon so you don’t go below 45 KTAS. If nose is above the horizon, don’t apply aft cyclic if < 60 KTAS because you may go below 45 KTAS. The higher you plan to pitch up the aircraft then the higher the entry airspeed must be so that you do not get below 45 KTAS. When the aircraft is in a high DA environment and is heavily loaded, limit your bank and climb and dive angles, especially if you are close to the ground. CCA PROCEDURES Based off information from TOC and update from GND CDR, determine if fight will be conducted as Far Combat Attack (FCA) or Close Combat Attack (CCA). FCA or CCA depends on ‘tactical patience” and METT‐TC: FCA – Far Combat Attack. Use FCA when friendly ground troops are not close to the enemy.

The M‐TADS allows for a farther standoff than legacy TADS. For example, it is now possible to ID friend or foe on the ground at or beyond 4 km, which aids in surprising the enemy and increases aircraft survivability. If the situation allows, employ a figure 8 or circular pattern to keep TADS on target as you develop the situation, i.e. supporting IED Team. Use this standoff time to get clearance for fires, etc. NOTE: Recommend conducting FCA at higher altitudes, i.e. 2000’ AGL – this coupled with farther distance, i.e. > 4000 meters, results in decreased acoustic signature.

CCA – Close Combat Attack. Use CCA when friendly ground troops are close to the enemy. Be cognizant of your A/S. Avoid going below bucket speed. See ATTG: On Scene Techniques for additional details.

See ATTG: On Scene Technique for additional details.

WEAPONS LESSONS LEARNED Rounds Decrement Failure – you may get this message if gun burst limit in the EFAB is not set to

ALL. Cycle gun power off and on to clear the failure. Consider using PD7 for WP rockets in order to separate those rockets by type (zone) since 6SK

will not work for WP rockets. If you do not have any PD rockets on board then you could use 6PD to fire WP rockets.

PIC should control the MSL on/off button and leave the missiles off until ready to fire a missile because it is easy to miss WAS missiles when you are firing rockets in the heat of a battle.

RKTS can always stay on, unlike the ‐64A, which had a 1 in 80 chance of inadvertently firing. Leave the gun off during traffic pattern work and leave the missile of until ready to actually fire a missile, i.e. accidentally WASing missile when meaning to WAS rocket.

MSL and RKT’s need to be on in order to enter the training mode. Once in the training mode, you can turn the missile back off and remain in the training mode.

Teach how to properly use TESS and point out symbology differences. A good technique is to first mark the target with a White Phosphorus (WP) rocket. The WP

rocket should be input as PD7, since the rocket will not fire if you input as 6SK.



WEAPON ELEVATIONS As of Version 6.2 Software… CCIP (fixed rockets): +3.48° Ground Stow: ‐4.9° NOTE: This is a change of approximately 8.5° from ground stow and CCIP, thus the CCIP requires a 8.5° steeper dive to fire rockets. You may need to select ground stow or CCRP (articulated rockets) if you do not want to dive as steeply when firing rockets. Flight Stow: +4.0° NOTE: Enabled 5 seconds after getting off squat switch – cannot be used for rocket firing. Fixed Gun is now +.87° METHODS OF FIRING ROCKETS CCRP a.k.a. articulating pylons CCIP a.k.a. fixed pylons at +3.48 degrees Ground Stow a.k.a. fixed pylons at ‐4.9 degrees

ILLUMINATION ROCKET TECHNIQUES

1. Visual (Overt) Illum Rockets: a. Get range from the TGT waypoint. b. Assess winds and adjust accordingly. c. Shoot slightly left/right or short/long if firing to provide illumination for MEDEVAC or other

friendly forces. NOTE: Rocket casing continues after ejection of illumination site and can injure or kill.

d. Based off 100’ AGL, 100 KTAS, and Ground Stow. e. Pitch back to 25° @ 3700m. f. Fire rockets by 3500 m. g. Subtract 1° of pitch for every 100’ of additional altitude AGL.

EXAMPLE: If 300’ AGL, 25 – 3 = 22 degree pitch up. h. Burn time = 100 seconds.

NOTE: Should burn out 100 – 200’ AGL. 2. IR (Covert) Illum Rockets:

a. Get range from the TGT waypoint. b. Assess winds and adjust accordingly. c. Shoot slightly left/right or short/long if firing to provide illumination for MEDEVAC or

other friendly forces. NOTE: Rocket casing continues after ejection of illumination site and can injure or kill.

d. Based off 100’ AGL, 100 KTAS, and Ground Stow. e. Pitch back 35° @ 3200m.

NOTE: Do not exceed 30° in training. f. Fire rockets by 3000m. g. Subtract 1° of pitch for every 100’ of additional altitude AGL.

EXAMPLE: If 500’ AGL, 35 – 5 = 30 degree pitch up. h. Burn time = 180 seconds.

NOTE: Should burn out 100 – 200’ AGL.



TIP: Illumination rockets can also be shot at the ground if you have no smoke to mark the target, if using FLIR or NVGs.

SIMULATED CALL FOR FIRE JTAC Format

EXAMPLE: “My position marked by IR Strobes, 180 degrees [heading to target], 200 m [distance to target], 10 Taliban around Hilux Truck, marked by laser pointer.”

GND CDR Format Lower Ranking Soldier – and therefore probably less experienced – Format – use the K.I.S.S.

Principle, if necessary. See ATTG: Call for Fire for additional details. DUST, SAND, & SNOW TAKEOFF AND LANDINGS Three types of takeoffs per the ATM, and one technique not in the ATM:

1.) OGE Power Available – altitude over airspeed. 2.) OGE Power Marginal – altitude over airspeed til max TQ, then accel. 3.) OGE Power Unavailable – airspeed over altitude. 4.) Alternatively, could do a rolling takeoff – pull in 30% TQ (minimal power results in less dust), add

forward cyclic to clear the dust, and once clear, pull in climb power.

NOTE: For the above takeoffs, use symbology since you are in a dust cloud – keep velocity vector and lubber line “lined up” with cyclic, and heading with pedals. When landing, come in on a steeper angle and avoid long, shallow finals, which kick up lots of dust and causes landing delays for the trail aircraft, use 200 – 300 FPM rate of descent, and resist the urge for a silky smooth landing. ENROUTE MOUNTAIN TECHNIQUES Complete a Max TQ a.k.a. power verification check and remember that the ram air effect is

cooling down the engine TGT when doing this check at VH verus at a lower airspeed or a hover. Get on the upwind, upfiting side of the terrain. Climb early and stay high. “Look before you leap.” Cross on 45 degree – this prevents you from having to do a full 180 if you encounter excessive

turbulence or weather. Control other aircraft in the flight – don’t let anybody do anything stupid. Ensure the Flight Path Vector (FPV) above the ridgeline. If FPV is not above ridgeline, use up to

MAX TQ – 5%. If FPV still not above, go to Max Endurance/Max Rate of Climb (VY). If still not able to place the FPV above the ridgeline, do S turns or 360s to climb to the sufficient altitude.

If encounter IIMC in the mountains – note highest terrain and turn away from it; climb to MSA – can determine MSA from PFPS, EDM, pubs, or other source. Follow ground track, i.e. bread crumbs, to return to the area you came from, set TSD to scale 5, and use Max TQ ‐5% and Max Rate of Climb airspeed.



HIGH MOUNTAIN RISK MITIGATORS Risk mitigators include the ability to do an IGE landing, favorable winds, and shooting off weapons or jettisoning. These things can mitigate the risk of landing to a LZ when the power margin is low. See ATTG: Mountain Power Management Techniques for additional details. DETERMINING FINAL TARGET TORQUE

1.) Look at 5’ AGL IGE TQ value on the PERF Page, TAB Data, or PPC 2.) Correct value for surface conditions using 5, 4, 3, 2, 1 RofT 3.) Correct value for horizontal wind a.k.a. surface wind – as indicated by TSD, TAS vs. GS, velocity

vector, etc. 4.) Correct value for vertical winds a.k.a. updrafts/downdrafts – as indicated by VSI 5.) Determine TQ increase for a short decel distance 6.) Determine Bridge the Gap TQ increase if must go partial OGE and get slower prior to touchdown

area. TRANSIENT DROOP IMPROVEMENT LOGIC Transient Droop Improvement (TDI) is incorporated into the DECU. It is , more pronounced in ‐64D. Its purpose to assist in preventing rotor droop. TDI is in additional factor to the BS’s collective load potentiometer that also is used to help prevent main rotor droop. TDI is most noticeable when… Quickly picking up to a hover During Autorotation when increasing the collective Collective not all the way down when advancing PWR Levers

NOTE: When controlling rotor overspeed during an autorotation, you should consider leading with slight forward cyclic and a simultaneous collective increase. ADDITIONAL INFORMATION Pull the ENG Anti‐ice Start Bleed Valve CB for soft stall. If #1 ENG soft stalls, go to ELC #1 in the

left EFAB and pull this CB. If #2 ENG soft stalls, go to ELC #2 and pull the CB (in the right EFAB). If the aircraft has been modified with the soft stall switch in the BS, above the PWR Levers, use the appropriate position during the start.

Exceeding 110.4% NR will post as an exceedence. The HIT Checklist requires that you turn off the ENG Inlet if you are in the heating mode? How

do you know if you’re in the heating mode during the HIT Check? 1.) Blowing warm air in heating mode, 2.) DMS → UTIL → ECS → CKPIT: Heat Shutoff: Open and Thermal Control % less than 100. NOTE: Per CW3 Davis, if Thermal Control = 100%, in the cooling mode. If Thermal Control = 0%, in the heating mode.

When shooting with NAV Range and you switch to another target, DE∙WAS and then RE∙WAS to get manual range – true for either gun or rocket in v6.2.



When transitioning from MSN 1 to 2, reload ALL, not just the routes because the routes will be incorrect if you don’t also reload the waypoints, control measures, etc.

The STAB is checked during the BUCS check. You can watch the STAB cycle through the degrees on the engine system page during the BUCS IBIT. There is no need to do a separate STAB check, however, you can if you want to see if the STAB switch works.

You must pull in 95% NG on the collective when you do a cross engine start. If able always start an engine with the APU on to avoid having a hot start during a cross engine start.

Using MGRS 8 digit grids, the fourth and eight digit denote 10 meters. In order to avoid overheating the ECS cooling system and allow the proper circulation of air,

never close more than 1 ‐ 2 gaspers in your cockpit. You should set your video (FLIR picture) underlay on the left MPD, and the opposite pilot seat

video (FLIR picture) set on the right MPD. This is because if you Z‐axis to the flight page, the flight page will appear on the left MPD and it would be best to have your own FLIR video as an underlay when using NVGs or if trying to break out during IIMC.

During engine starts the BS monitors the engine page and the engine system page to monitor NGB and XMSN PSIs, while the FS monitors the engine page and the Fuel Page.

In certain situations the person not flying should guard the flight controls, especially the collective. The pilot not on the controls should rest his pinky on the console and his thumb above the collective and his ring finger below the collective. If the person flying performs a high G maneuver and his hand is not on the collective, the collective may drop when in excess of 1G which can result in NR overspeed. So, if the person not on the controls feels the collective hit his ring finger, he needs to check the controls to prevent an NR overspeed. If the person not on the flight controls feels the collective hits his thumb, he needs to watch for an overtorque condition.

Check with the opposite seat pilot to see if that pilot remembered to finish the items on the ‐10 checklist after the DMS sweep. The back seat pilot would confirm that the CPG finished all items after the DMS sweep on page N‐8. The CPG should confirm that the back seat pilot finished all items after the DMS sweep on page N‐10.1.

Clear ground track a.k.a. bread crumbs every couple hours so the button pushing on the MPD is not slow. The exception to this is if weather is getting bad – you want to be able to follow your bread crumbs back to good weather.

After you finish your master load on the DTC, don’t forget to load HF radio via DMS → DTU → DATA → COMMUNICATION → HF (R6).

If you want to power up the aircraft in the last state it was in on the last shut down, take PWR Levers slightly out of the OFF position and start the APU. This will allow you to see prior flight exceedences – you will also have to turn on the PNVS and TADS.

#1 ENG NG is slow to indicate Ng climb because the XFEED must go to aft and boost pump must come up before ENG Page will show a climb in NG.

When computing performance planning, there are four methods: 1.) Paper PPC, 2.) PPC‐M, 3.) PERF Page, and 4.) Tab Data. With ASPI, on paper PPC and Tab Data, you must reduce Max Allowable GW for IGE and OGE by 210 lbs. of negative thrust and increase hover power by 2% TQ for both IGE and OGE. Additionally, on PPC‐M, you must enter the download change and Flat Plate Drag – reference the Aircraft Matrix Sheet. On PERF Page, first compare Ramp Weight minus fuel burned to PERF Page CUR GW to check for errors, then add 2 dummy missiles to account for 210 negative thrust for ASPI.

Exceeding 30% TQ / 50% NR or 70/90 will write an exceedence to the exceedence page. If KY‐58 is not installed on the UHF radio, you must have a UHF jumper, which is in the left aft

avionics bay on the upper shelf, all the way forward, on the bottom. The upper jumper is for if



you have no KY‐100 for the HF Radio. If the jumpers are not installed, you will have no commo on that radio.

If you get a “beetle, beetle” audio that goes away before you can see the cause on the EUFD, then check the fault page history. The fault may be an old fault that is repeating itself, i.e. the refuel door open. Also check the WCA Page.

If the refuel valve is still open when the refuelers are done, tell them that all switches must be down in the refuel panel compartment.

Ensure that sizing and centering is done properly so that the field flattener lens left and right horizontal and top and bottom vertical are all just barely visible and would all disappear at the same time if you continued to increasing the sizing/centering on the DAP.

Don’t overdrive brightness and contrast or you will not be able to see, for example, blades of grass or scene content as well. You do not need 10 shades of grey on the HDU during grayscale.

It is best to B/S the IHADSS with the ENGs off, so you are not getting vibrations that cause your head to bounce while attempting to boresight. Also ensure that you have not made the BRU is not too bright, or that your HDU LOS is not too bright to get the LOS exactly centered in the BRU reticle to improve accuracy of the gun.

When other crewmember getting in/out of aircraft, he could possibly hit the flight controls. To ensure that you do not roll an ARDD, need to stay clear of the controls.

All pilots wanting to become PCs must watch the MDR playback of the accident videos; must also complete HAMET: High Altitude Mountain Environment Training.

LONGBOW TRAINING FLOW “FLASH CARDS”...

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