Night Check Ride Maneuvers Flashcards
TASK1010
Prepare a Performance Planning Card
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Prior to every mission, calculate the performance planning values using GWT and current conditions forthe time of takeoff within the following parameters:
a.Free air temperature (FAT), ±5 degrees Celsius.
b.Pressure altitude (PA), ±500 feet.
c.GWT, ±500 pounds
2.Manual calculations are not preferred however, when manual calculations are used, calculate performance planning values within the following parameters:
a.Torque values, ±2 percent.
b.Weight values, ±500 pounds.
c.Fuel Flow, ±100 pounds per hour.
d.Airspeed, ±5 knots.
3.Correlate performance planning to determine helicopter and mission capabilities.
TASK 1012
Verify Aircraft Weight and Balance
STANDARDS: Appropriate common standards and the following additions/modifications:
- Verify that GWT and CG remain within aircraft limits for the duration of the flight IAW the current operator’s manual.
- Identify all mission or flight limitations imposed by WT or CG.
- Ensure DD Form 365-4 has been reviewed for accuracy IAW AR 95-1.
DESCRIPTION:
- Crew actions.
a. The PC will brief crewmembers on any limitations.
b. Crewmembers will continually monitor aircraft loading during the mission (such as fuel transfer, external [Sling] load[s] and cargo(s) to ensure CG remains within limits.
- Procedures.
a. Review the appropriate 365-4 form(s) in order to verify aircraft GWT and CG will remain within allowable limits for the entire flight. Note all GWT and/or loading task/maneuver restrictions and aircraft limitations. If no DD Form 365-4 has been completed that meets the requirements of AR 95-1, prepare a new DD Form 365-4 IAW the current operator’s manual and TM 55-1500-342-23.
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, when it is a critical requirement to keep a certain amount of fuel in a particular tank. Conduct CG checks for fuel transfer, external (sling) load(s) and cargo loading operations.
TASK 1022
Perform Preflight Inspection
STANDARDS: Appropriate common standards and the following additions/modifications:
- RCM.
a. Perform the pre-flight inspection IAW the current operator’s manual/CL.
b. Enter appropriate information on DA Form 2408-12, DA Form 2408-13 (Aircraft Status Information Record), and DA Form 2408-13-1 (Aircraft Inspection and Maintenance Record), IAW DA PAM 738-751. - NRCM. Assist in all before pre-flight and pre-flight duties IAW the current operator’s manual/CL, the unit’s SOP and for the designated duty position.
DESCRIPTION:
- Crew actions.
a. The PC is responsible for ensuring that a pre-flight inspection is conducted using the current operator’s manual/CL. The PC may direct other crewmembers to complete elements of the pre-flight inspection as applicable, and will verify that all checks have been completed IAW the current operator’s manual/CL. The PC will expediently report any aircraft discrepancies that may affect the mission and will ensure that the appropriate information is entered DA Form 2408-12, DA Form 2408-13, and DA Form 2408-13-1 IAW DA PAM 738-751.
b. The crewmembers will complete the assigned elements and report the results to the PC.
- Procedures.
a. The NRCM will ensure that the aircraft is prepared for pre-flight. The NRCM will ensure the aircraft is properly serviced, special equipment is installed, entries in the aircraft logbook (DA Form 2408-12, DA Form 2408-13, and DA Form 2408-13-1 IAW DA PAM 738-751) are current and correct, and covers and tie-downs are removed. The PC will verify that all pre-flight checks have been completed and ensure that the crewmembers enter the appropriate information on the appropriate forms. The NRCM will secure all pre-loaded cargo.
b. As applicable, the PC will ensure that all pertinent data has been loaded into the aircraft (such as COMSEC fills, GPS keys waypoints, and FMs).
c. If circumstances permit, accomplish pre-flight inspection during daylight hours.
d. The NRCM will ensure that all cowlings and equipment are secured on completion of pre-flight.
TASK 1024
Perform Before-Starting Engine through Before-Leaving Helicopter Checks
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Performprocedures and checks IAWthe current operator’s manual/CL.
2.Complete post flight inspection and properly secure the aircraft.
DESCRIPTION:
1.Crew actions.
a.Each crewmember will complete the required checks pertaining to their assigned crew duties IAW thecurrent operator’s manual/CL. Crewmembers will coordinate with each other before entering data into aircraftsystems.
b.The P will read the current CL and announce APU and ENG starts.
c.All crewmembers will clear the area around the aircraft before APU start and each ENG start.
d.NRCMs will perform duties as required by duty position and as directed by the PC, IAW the unit’s SOP,while maintaining situational awareness (SA).
e.The PC will ensure the appropriate information on DAForm2408-12, DA Form2408-13, DA Form2408-13-1, and the PAT log IAW the unit SOP and DA PAM 738-751.
f.If two or more NRCMs will performflight duties, the FE will determine which crewmember will performspecific portions of each task.
g.Secure the aircraft after completion of the flight IAWthe current operator’s manual,TM 1-1520-271 series,TM1-1500-250-23, and the unit SOP.
2.Procedures.
a.Perform the before-starting engine through before-leaving helicopter checks IAW the current operator’smanual/CL. The call and response method will be used, as appropriate.
b.The crewmember reading the CL will read the complete CL item.
c.The crewmember performing the checkwill answer with the appropriate response. For example, for the call“SWIVEL SWITCH–AS REQUIRED”, the response might be “SWIVEL SWITCH, STEER.” “ASREQUIRED” is not an appropriate response. Responses that do not clearly communicate action or informationshould not be used. For example, when responding to the call, “SYSTEMS – CHECK” replying with“CHECK” doesn’t clearly indicate that the system is within the normal operating range. A response of “ALL INTHE NORMAL OPERATING RANGE” communicates more accurate information.
d.Perform the PAT check and when complete, record data on the PAT log.
e.After flight, correctly enter all information required on the appropriate DAForms.
f.During APU start, the NRCMwill be outside of the aircraft to ensure that the area is clear and toperform fire-guard duties.
g.During ENG start, the NRCMwill assume a position 45 degrees fromthe front of the ENG at the rotorblade tip to ensure that the aircraft is clear and ready for the ENG start.
h.The NRCM performing crew duties from the ramp station and the NRCM performing crew duties fromthe cabin door station will have an aircraft portable fire extinguisher in hand during aircraft ENG start andshutdownprocedures.
i.The NRCM/PIs will complete the post flight IAW the current operator’s manual/CL.
j.On completion of required maintenance and inspection, the NRCM will verify the aircraft is properlymoored and protective covers and security devices are properly installed IAWthe current operators’ manual/CL.
k.Performadditional security duties as directed by the PC.
TASK 1028
Perform Hover Power Check
STANDARDS: Appropriate common standards and the following additions/modifications:
- Position the aircraft in the vicinity of the takeoff point and in the direction of takeoff at the appropriate HVR height.
- Verify the aircraft gross weight is accurate in the CAAS/FPLN by comparing performance planning data, HVR override predicted TQ and actual TQ.
- Determine if sufficient PWR is AVAIL to complete the mission by comparing actual TQ to planned GO/ NO-GO TQ and Validation Factor.
- Determine if aircraft performance (both single and dual engine) is sufficient/available to complete 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 or her intent to bring the aircraft to a stationary HVR for a HVR PWR check.
(1) During the ascent, check for proper CG and control response.
(2) Remain focused outside the aircraft and announce when the aircraft is stabilized at the desired HVR altitude.
(3) Use a stationary HVR height as applicable to the mode of flight near the takeoff point and in direction of takeoff when performing a HVR PWR check. Mission or terrain constraints can dictate otherwise.
c. During the ascent, the P will monitor the TQ.
(1) If validation factor is approached before reaching desired HVR height, the P will announce this in enough time so the P* can take appropriate action.
(2) If “GO/NO-GO TQ” for the desired HVR height is indicated before reaching the planned HVR height used during performance planning, the P will inform the P* that OGE maneuvers cannot be conducted. The PC will confirm the “GO/NO-GO TQ” and adjust the mission, as required.
(3) The P will monitor the aircraft instruments on the EICAS page.
(4) The P will compare the actual HVR performance data to the computed data on the PPC as well as the CAAS predicted TQ values and announce the results to the P* and update the CAAS/FPLN as required.
(5) Verify Hover Power Check and CAAS/FPLN data are accurate.
d. The NRCM will remain focused primarily outside the aircraft to assist in clearing and to provide adequate warning of obstacles.
2.Procedures.
a.Use the HVR height computed during performance planning when performing this task, unlessthe mission or terrain constraints dictate otherwise. If another HVR height is required, use thatheight to compute GO/NO-GO and validation factor TQ. Refer to Task 1038 in this ATM.
b.At desired HVR height, monitor the aircraft instruments and verify the PWR check. The P willdetermine if SE capability exists and will compare actualTQto predicted TQ, GO/NO-GOTQ, andthevalidation factor.The P will ensure that aircraft limitations are not exceeded.
c.The PC will ensure that aircraft performance and fuel are sufficient to complete the mission.
Note. If the TQ required maintaining a stationary HVR does not exceed the GO/NO-GO TQ OGE, any maneuver requiring OGE/IGE PWR or less may be attempted.
Note. If the TQ required maintaining a stationary HVR exceeds the GO/NO-GO TQ OGE, but does not exceed the validation factor IGE, all IGE maneuvers may be attempted.
Note. If the TQ required maintaining a stationary HVR exceeds the computed validation factor, the MAXGWT may have been exceeded for the environmental conditions present. Anytime the GWT or environmental conditions change significantly, the crew will perform additional HVR PWR checks and re-compute all PPC values. Significantly changed is defined as ±1,000 feet PA and/or ±10 degrees Celsius or an increase of 1,000-pounds GWT from the departure data.
TASK 1034
Perform Ground Taxi
CAUTION
While turning during a two-wheel taxi, the P* must avoid the forward gear contacting the ground.
STANDARDS: Appropriate common standards and the following additions/modifications:
1.RCM.
a.Maintain a constant speed appropriate for conditions
b.Do not exceed ground control limitations.
c.Maintain the desired ground track.
2.NRCM.
a.Perform applicable checks IAW the CL and the unit’s SOP when read by the P.
b.Immediately inform the RCMs of any observed discrepancies or malfunctions.
c.Clear the aircraft.
d.Use hand and arm signals, if required, IAW FM 21-60.
e.Visually ensure swivels are locked for two-wheel taxi.
DESCRIPTION:
1.Crew actions-Two-wheel taxi.
a.The P* releases the parking brake. The P* will announce their intent to begin the two- wheel taxioperations, the taxi plan, and the intended direction of any turns, and that the aircraft is clear of all trafficand obstacles. The P* will remain focused primarily outside the aircraft. The P and NRCM will assist the P*in clearing the aircraft.
b.The P* will call for the before-taxi check or the taxi check, as appropriate.
c.The P will read the appropriate taxi check. The P will ensure the aft wheel swivel switch is locked and theDAFCS select (SEL) switch is at “BOTH” or “OFF”. The P will have the NRCM in the ramp area visuallyconfirmthat swivel lock actuators are locked.
d.The P* will advise the P to monitor ground control limitations and LCT operation. Initially, the P* willposition the cyclic, as necessary, not to exceed two inches (2”) aft. The P* will release the brakes, as required,and raise the thrust control until the forward landing gear are clear of the ground. The P* will maintaindirectional control with the pedals and speed with the thrust control.
(1)During forward taxi, the P* will raise the thrust control to slow or stop the aircraft. The P* will lowerit to increase forward speed. If desired, the P* will lower the forward gear to the ground while taxiing ina straight line or when all movement is stopped.
(2)For back taxi, the P* will raise the thrust control until the aircraft begins to move rearward. The Pwill maintain directional control with the pedals and speed with the thrust control. The P will lower thethrust control to slowor stop the aircraft. The P* will raise the thrust control to increase rearward speed.
(3)Prior to two-wheel taxi, the PC will have the NRCM visually confirm that both aft gears are in the trailposition and that both aft wheel swivel lock actuators are locked.
(4)The P*may use lateral cyclic inputs to assist with directional control. These inputs are normallyrequired when taxiing in across wind.
2.Crew actions-Four-wheel taxi.
a.The P*will announce his or her intent to begin the four-wheel taxi and state the taxi plan. The P will callfor the before-taxi check or the taxi check, as appropriate.
b.The P will read the appropriate taxi check. The P will ensure that the swivel switch is at “STEER” and thatthe AFCS SEL switch is “OFF”.
c.The P will advise the P* that he or she has control of the brakes and the PWR steering. The P* willmonitor LCT operation and take care to not exceed ground control limitations.
d.All crewmembers will clear the aircraft as necessary. The P*will raise the thrust control to start forwardmovement and then lower it to ground detent. All thrust control movements will be announced.
(1)The P willmaintain the taxi speed withmoderate brake applications, and call for thrust controlapplication/reduction as appropriate.
(2)The P will slowly rotate the PWR steering control knob to turn the aircraft in the desired direction.During taxi at light GWT, the P may have to advise the P* to apply AFT cyclic to prevent a loss ofsteering control.
e.When the NRCMis required outside the aircraft during taxiing, the NRCMwill take a position where theP*/P can clearly see his or her hand and arm signals or will remain attached to the aircraft communicationsystem.
f.Prior to four-wheel taxi, visually confirmthat both aft gears are in the trail position.
g.During four-wheel taxi, the P must not allowthe PWR steering control knob to spring back to the neutralposition.
h.If the LCT actuators cycle between RET and ground because of light loading on the aft landing gear, itmay be necessary to apply up to 2 inches of aft cyclic. If this action does not prevent further LCT cycling, setthe cyclic trim switch to “MANUAL”. If the LCTs are not at “GROUND”, manually set themto that position.When taxiing is complete and before performing a takeoff, to a HVR set the cyclic trim switch to automatic(AUTO).
TASK 1038
Perform Hovering Flight
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Performa smooth, controlled ascent to a HVR.
2.Perform a smooth, controlled descent with minimal drift at touchdown.
3.Maintain ground track, ±5 feet during HVR taxi.
4.Maintain a constant rate of turn, not to exceed 90 degrees within 4 seconds.
TASK 1039
Perform Hovering Flight Utilizing Symbology
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Configure MFD to display HSDH for hovering operations.
2.Performa smooth, controlled ascent toHVR.
3.Performa smooth, controlled descent with minimal drift at touchdown.
4.Maintain ground track,±5 feet duringHVRtaxi.
5.Maintaina constant rate of turn, not to exceed90 degreeswithin4 seconds.
DESCRIPTION:
1.Crew actions.
a.TheP*will ensure his or herHSDHis displayed, and will remain focused inside on theHVR symbology.
b.Prior to hovering flight, the P* should arm the appropriate DAFCSHVR modes.
c.P may select HVR functions if directed by P*. The P and NRCMs will maintain airspace surveillanceandclear the aircraft as needed.
d.P andNRCMswill announce when their attentionis focused inside the aircraft and againwhentheir attention is re-established outside.
2.Procedures.
a.The P* will configure their HSDH for hover operations and announces their intent to use HVR.
b.The HSDH symbology will be selected to view the velocity vector, acceleration cue and select theappropriate HVR Mode to assist in maintaining SA.
c.If thePis unable to maintain a steadyhover withminimal drift, thePwill arm the appropriateDAFCS HVR modes.
TASK 1040
Perform Visual Meteorological Conditions Takeoff
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Properly clear the aircraft.
2.Ensure FD cues are displayed accurately as required.
3.Maintain takeoff heading ±10 degrees below50 feet AGL.
4.Maintain ground track aligned with takeoff direction.
5.Maintain aircraft in trim above 50 feet AGL or as appropriate for transition to terrain flight.
6.Maintain takeoff PWR until reaching minimum SE airspeed, desired climb airspeed or transition to mission profile.
7.After analyzing the situation and assessing the takeoff area and power available, the P* will select the type oftakeoff to be performed:
a.Normal (Constant angle).
b.Vertical.
c.Level acceleration.
DESCRIPTION:
1.Crew actions.
a.The PC determines the direction of takeoff byanalyzing the tactical situation, wind, long axis of the takeoffarea, and the lowest obstacles. The PC confirms that required PWR is available by comparing the dynamicinformation fromthe CAAS versus MAX TQ AVAIL.
b.The P* remains focused primarily outside the aircraft throughout the maneuver to provide obstacleclearance. The P* announces whether the takeoff is from the ground or froma HVRand his or her intent toabortor alter the takeoff.
c.The P and NRCM will announce when ready for takeoff and will remain focused primarily outside theaircraft to assist in clearing and to provide adequate warning of obstacles.
d.The P will monitor PWR requirements and advise the P* if PWR limits are being approached. The P andNRCM will announce when their attention is focused inside the aircraft and again when attention is re- established outside.
e.The NRCMwill assist in clearing the aircraft, advise the P* when the forward and aft landing gear are offthe ground and obstacle avoidance.
2.Procedures.
a.Normal takeoff from the ground.
(1)The P* will announce his or her intent to takeoff from the ground. The P* will focus his or her attentionprimarily outside the aircraft but will occasionallycross-check the flight instruments.
(2)All crewmembers will clear the aircraft.
(3)The P* will select reference points to maintain ground track. With the cyclic and pedals in the neutralposition, the P* will release the brakes as required and raise the thrust control until the aircraft is airborne andaccelerating.
(4)All landing gear should leave the ground at the same time. As the aircraft leaves the ground, the P* willapply forward cyclic control as required to smoothly accelerate through effective translational lift (ETL) atan altitude appropriate for the terrain and obstacles.
(5)The P* will adjust the cyclic as necessary to continue the acceleration (approximately 5 degreesnose down), obtain the desired climb airspeed, and maintain ground track. The P* will position thethrust control as necessary to clear obstacles in the flight path and obtain the desired R/C. The P* willuse the pedals to maintain heading when below 50 feet AGL and in trim when above 50 feet AGL.
(6)When the P* obtains the desired climb airspeed, the P* will adjust the cyclic as necessary to stop theacceleration. The P*will adjust the thrust control to continue or to stop the R/C.
b.Vertical takeoff.
(1)In this maneuver, the angle can range from vertical to almost flat. Vertical takeoffs are simplyaltitude over airspeed takeoffs and may require HVR OGE PWR. The angle is initiated from the pointof hover (or ground) to a point in space clear of all obstacles.
(2)The P* initiates the takeoff by coordinating all the flight controls to begin a constant angle climbover a predetermined path (preferably into the wind).
(3)Once clear of all obstacles, adjust the flight controls to attain desired airspeed and altitude.
c.Level acceleration.
(1)In this maneuver, the power required to hover is near the maximum HVR PWR AVAIL of hover(or ground) to a point in space clear of all obstacles.
(2)The P* will coordinate cyclic and pedals as necessary to accelerate the aircraft while maintaininghover power. The first objective is to achieve ETL without allowing the aircraft to settle to thesurface. If it becomes apparent that the aircraft will contact the surface, apply sufficient thrust toprevent contact or abort the takeoff, if necessary.
(3)As the aircraft begins to accelerate,make a significant forward cyclic input to through ETL.OncethroughETL, the aircraftmay begin to climb at the current power setting.
(4)Adjust the cyclic as necessary to attain the desired climb airspeed (best rate of climb) and place theaircraft in trimabove 50 feet AGL.
Note. Performing this maneuver in certain environments may require HVR OGE PWR. Evaluate each situation for PWR required versus PWR AVAIL, such as terrain flight takeoff.
Note.The P*must avoid excessive and unnecessary nose-lowaccelerative attitudes.
Note. The NRCMs should remain seated during this maneuver unless METT-TC requires deviation.
TASK 1042
Perform Cruise Check Procedures
STANDARDS: Appropriate common standards and the following additions/modifications:
1.RCM.
a.Call for the cruise check, 15 to 30 minutes after takeoff or after initial entryinto mission profile.
b.Read the cruise check fromthe current operator’smanual/CL and confirmthe appropriate responses.
c.Performan in-flight fuel consumption check.
d.In addition to the fuel check, monitor the fuel quantity and consumption rate at least every 30 minutesduring the flight.
e.Check individual fuel tank levels for proper systemoperation during the fuel consumption check andat least every30 minutes during the flight.
f.The P will update the FLPN values for wind, outside air temperature (OAT), speed, and altitude asappropriate. The P will confirm fuel remaining in CAAS with planning requirements.
g.Initiate an appropriate course of action if actual fuel consumption varies from the planned value and themission cannot be completed with the required reserve.
h.Initiate an appropriate course of action if the NRCMdetects a maintenance-related fault.
DESCRIPTION:
1.Crew actions.
a.Either RCM will call for the cruise check after takeoff or when the aircraft enters the mission profile.
b.The NRCM(s) will check the ramp and cabin area during the initial cruise check when requested byeither RCM and every 30 minutes thereafter as the mission allows.
2.Procedures.
a.After either RCM has called for the cruise check, the P will read the current operator’s manual/CLfor the appropriate checks. The P will select the fuel page on the MFD and check fuel tank levels forproper system operations. The P will then update FLPN wind, OAT, speed, altitude, delays, andweight as required. The P will confirm fuel remaining in CAAS with planning requirements.
b.Alternate method may be utilized if flight plan is not being used or does not accurately reflectmission to be executed. The P will record the time and fuel quantity. The P will obtain the rate ofconsumption from the fuel flow indicators and will compute and record the burnout and reserve time.The P will determine if sufficient fuel is available to complete the mission and will check individualfuel tanks for the current fuel level.
Note. CAAS updates fuel consumption continuously. If the FLPN is used and updated to accurately reflectmission, there is no requirement of the use of an E6B.
c.The NRCMs will check the ramp and cabin area and notify the PIs of any discrepancies when found. Ifno discrepancies are found, announce “RAMP and CABIN CHECK COMPLETE, all SYSTEMSNORMAL.”
Note. The clear visor provides eye protection while not degrading the crewmember’s ability to see inside the aircraft. Anytime a NRCM is inside the aircraft with the ENGs operating and the LH escape panel is “REMOVED” or the upper cabin door is “OPEN” or the ramp cargo door is “IN”, the NRCMs visor will be down unless using NVGs.
Note.When two or more NRCMs are assigned to the flight, the FE will outline their specific duties during the mission briefing. The ramp and cabin checks maybe divided between the NRCMs.
TASK 1044
Navigate by Pilotage and Dead Reckoning
STANDARDS: Navigate by pilotage and dead reckoning IAW and 100% adherence to the performance measures below and appropriate common standards:
1.Maintain orientationwithin 500 meters (.25 NMs) of the planned route, or the actual aircraft position ifdeviation fromthe planned route is required.
2.Arrive at check points and/or destination at estimated time of arrival (ETA) ±1 minute.
TASK 1046
Perform Electronically Aided Navigation
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Operate the installed electronically aided navigational systemIAW the current TM or manufacturer’soperatingmanual.
2.Determine the position of the aircraft along the route of flight within 200 meters.
3.Arrive at check points/destination at ETA, ±1 minute.
4.Select the course deviation indicator for the active course guidance source.
5.If using the FD selects the correct course guidance source prior to coupling the system.
TASK 1052
Perform Visual Meteorological Conditions Flight Maneuvers
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Turns.
a.Clear the aircraft.
b.Maintain selected bank angle, ±10 degrees.
c.Roll out on desired heading, ±10 degrees.
2.Climbs and descents. Clear the aircraft.
3.Traffic pattern flight. Enter, operate in and depart a traffic pattern.
Perform Visual Meteorological Conditions Approach
CAUTION
Landings to the ground will be accomplished with the ramp in the full up position unless internal cargo loading prohibits or if tactical situation dictates. If landing with the ramp in other than the full-up position, caution must be exercised by the crew to avoid ramp contact with the ground.
CAUTION
To prevent droop-stop pounding, do not exceed ground control limitations after all landing gear contact the ground.
STANDARDS: Appropriate common standards and the following additions/modifications:
1.Maintain a constant approach angle clear of obstacles to desired point of termination (HVR) or touchdown(surface).
2.Maintain rate of closure appropriate for the conditions.
3.Maintain ground track alignment with the landing direction, as appropriate.
4.Align aircraft with landing direction below 50 feet AGL or as appropriate for transition from terrain flight.
5.Performa smooth and controlled termination to a HVR or touchdown to the surface.
6.Determine wind direction and velocity throughout the landing sequence using wind indicators and the CAAS.
TASK 1062
Perform Slope Operations
CAUTION
Landings to the ground will be accomplished with the ramp in the full up position
unless internal cargo loading prohibits or if tactical situation dictates. If landing with the ramp in other than the full full-up position, caution must be exercised by the crew to avoid ramp contact with the ground.
CAUTION
To prevent droopdroop-stop pounding, do not exceed ground control limitations after all landing gear contact the ground.
STANDARDS: Appropriate common standards and the following additions/modifications:
1.RCM.
a.Select a suitable landing area.
b.Set the parking brakes before landing.
c.Maintain heading, ±5 degrees.
d.Maintain minimum drift before touchdown and then no drift allowed after wheel contact.
2.NRCM.
a.Confirm suitable landing area.
b.Clear the aircraft.
c.Announce drift and altitude.
DESCRIPTION:
1.Crew actions.
a.The P* will announce their
intent to perform a slope operation and will establish the helicopter overthe slope. The P* will ensure the brakes are set and will announce their intended landing area and anydeviations from the intended maneuver. The Pshould be aware of the common tendency to become tenseand, as a result, to over control the aircraft while performing the slope operation. The P will note theaircraft attitude at a HVR, prior starting descent to land on the slope.
b.All crewmembers will clear the aircraft and provide warning of obstacles, excessive drift, orexcessiveattitude changes.
c.The P and NRCM will assume a position where he or she can observe the slope operation. TheNRCM will clear the sector while checking that the rotor blades are clear of obstacles and the ground.The NRCM will call out wheel height from 10 feet to the ground, in 1-foot increments. The NRCM willadvise the P* when all landing gear are on the ground and the aircraft is stable.
2.Procedures.
a.Upslope landings.
(1)With the aircraft heading upslope, the P* will lower the thrust control until the forward landinggear contacts the ground. The Pwill maintain heading with the pedals and adjust cyclic asnecessary to maintain the position of the aircraft. The P will continue to lower the thrust controluntil the aftlanding gear contacts the ground.
(2)When all landing gear is on the ground, the P* will smoothly lower the thrust control to grounddetent. The P*will then neutralize the controls while checking the stability of the aircraft.
(3) The P* will perform the takeoff from the upslope in the reverse sequence.
b. Downslope landings.
(1) With the aircraft heading downslope, the P* will lower the thrust control until the aft landing gear contacts the ground. The P* will adjust pitch attitude to maintain a stabilized position on the slope by coordinating thrust control reduction with aft cyclic movement. This may result in a slightly higher pitch attitude when the LCTs program to ground detent. The P* will maintain heading with the pedals.
(2) The P* will smoothly and continuously lower the thrust control until the forward landing gear contacts the ground. If the aircraft slides down the slope, the P* will return to a HVR and reposition.
(3) When all landing gear are on the ground, the P* will smoothly lower the thrust control to ground detent. The P* will then neutralize the controls while checking the stability of the aircraft.
(4) The P* will perform the takeoff from the downslope in the reverse sequence.
c. Cross-slope landings.
(1) With the aircraft heading cross slope, the P* will lower the thrust control until the upslope aft landing gear contacts the ground. The P* will maintain heading with the cyclic and pedals as required.
(2) The P* will maintain pitch attitude by coordinating thrust control reduction with aft cyclic movement. This will normally place the downslope aft landing gear in contact with the ground. The P* will coordinate the cyclic and pedals as necessary. The P* will continue to lower the thrust control until the forward landing gear is on the ground.
(3) The P* will smoothly lower the thrust control to ground detent. The P* will then neutralize the controls while checking the stability of the aircraft.
(4) The P* will perform the takeoff from the cross slope in the reverse sequence.
Note. The LCT actuators will program to the “GROUND” position as soon as the aft landing gear contacts the ground and the landing gear proximity switches engage. This may cause the aircraft to accelerate forward. To prevent this acceleration, the crew has two options. The P may place the DAFCS cyclic trim switch to “MANUAL” and land with the LCT actuators in the “RET” position or extend the actuators to “GROUND” before conducting slope operations. After landing with the LCTs in the “RET” position, ensure the LCTs are placed to the “GROUND” position. After departing the slope, the P will return the DAFCS cyclic trim switch to “AUTO”.
Note. Before conducting slope operations, RCMs must understand droop-stop characteristics.
Note. If, at any time, successful completion of the landing is doubtful, the P* must abort the maneuver.
Note. If the slope landing cannot be conducted without droop-stop pounding, reposition the aircraft.
