COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

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1 BY ORDER OF THE SECRETARY OF THE AIR FORCE AIR FORCE INSTRUCTION 11-2UH/TH-1H VOLUME 3 2 JULY 2010 Flying Operations UH/TH-1H OPERATIONS PROCEDURES COMPLIANCE WITH THIS PUBLICATION IS MANDATORY ACCESSIBILITY: Publications and forms are available for downloading or ordering on the e- Publishing Web site at RELEASABILITY: There are no releasability restrictions on this publication. OPR: HQ AETC/A3FT Supersedes: AFI11-2UH-TH-1HV3, 1 May 2008 Certified by: HQ USAF/A3O-A (Col Scott L. Dennis) Pages: 31 This instruction implements AFPD 11-2, Aircraft Rules and Procedures, and AFI , Volume 1, Aircrew Training. It establishes standard operational procedures to be used by pilots operating Air Force UH-1H and TH-1H aircraft. This instruction applies to all active duty and contract pilots flying the UH/TH-1H. It does not apply to the Air Force Special Operations Command, Air Force Reserve Command, or the Air National Guard. File a copy of all approved waivers with this instruction. According to AFPD 11-2, major commands (MAJCOM) will forward proposed MAJCOM-level supplements to this volume through HQ AETC/A3FV to HQ USAF/A3O-AT for approval prior to publication. Once approved and published, send copies of MAJCOM-level supplements to HQ USAF/A3O-AT, HQ AETC/A3FV, and the user-majcom office of primary responsibility (OPR). Field units below the MAJCOM level forward copies of their supplements to their parent MAJCOM OPR for post-publication review. Submit comments or suggested improvement to this instruction on AF Form 847, Recommendation for Change of Publication, to the parent MAJCOM through standardization/evaluation (stan/eval) channels. Parent MAJCOMs forward the approved recommendations to HQ AETC/A3FV. HQ USAF/A3/5 is the approval authority for changes or revisions to this instruction. MAJCOM/A3 is the waiver authority. Submit waiver requests in message or memorandum format. The Privacy Act of 1974 applies to certain information gathered pursuant to this instruction. The System of Records Notice F011 AF XO A, Aviation Resource Management System (ARMS), covers required information. The authority for maintenance of the system is 37 U.S.C. 301a, Incentive Pay; Public Law , Section 715, DoD Appropriations Act for 1972; Public Law , Aviation Career Incentive Act of 1974; Public Law , Appropriations Act for 1974; DoD Instruction , Aviation Career Incentive Act and Required Annual Report; and

2 2 AFI11-2UH-TH-1HV3 2 JULY 2010 Executive Order 9397, Numbering System for Federal Accounts Relating to Individual Persons, as amended by Executive Order 13478, Amendments to Executive Order 9397 Relating to Federal Agency Use of Social Security Numbers. The Paperwork Reduction Act of 1974, as amended in 1996, affects this instruction. Ensure all records created as a result of processes prescribed in this publication are maintained in accordance with AFMAN , Management of Records, and disposed of in accordance with the Air Force Records Information Management System (AFRIMS) Records Disposition Schedule (RDS) at See Attachment 1 for a glossary of references and supporting information used in this publication. SUMMARY OF CHANGES This document is substantially revised and must be completely reviewed. This revision removes all tactics, techniques, and procedures now incorporated into Air Force Tactics, Techniques and Procedures (AFTTP) 3-3.H-1 Combat Aircraft Fundamentals H-1, 4 January Significant chapter changes include: Chapter 4, Training Procedures - deleted references to traffic pattern, takeoffs and landings, hover maneuvers, transition maneuvers, instrument maneuvers, hydraulics-off approaches, emergency governor operations, simulated fixed pedal malfunctions, and simulated engine failures; Chapter 5, Unprepared Landing Site Procedures - deleted references to: aircraft control techniques, pre-mission preparation, unprepared site selection/evaluation, approaches, go-around decisions, hover, remote takeoff and landing, turbulent air techniques and tail rotor considerations. Chapter 6, Night Operations - deleted references to ambient illumination requirements, aircraft configurations, site selection for training, and flight planning; Chapter 7, Formation Procedures - removed information on safety considerations, communications checks, formation types, formations maneuvers (line up for takeoff, takeoff, aborts, rejoins), en route, changing formations, lead changes, instrument meteorological conditions avoidance, lost visual procedures and terminal operations including formation landings; Chapter 8, Low-level Operations - changed to reflect the deletion of: the flight planning section, unknown position guidance, low-level flight, low-level approach procedures, and enemy threat encounters and evasive maneuvering; and Chapter 9, Search and Rescue (SAR) Procedures - reflects the transfer SAR mission planning, search procedures and search patterns information. Chapter 1 OVERVIEW Applicability Mission Deviations Development of New Equipment and Procedures Chapter 2 OPERATING POLICIES Crew Complement Mission Kits.... 7

3 AFI11-2UH-TH-1HV3 2 JULY Essential Equipment Table 2.1. UH/TH-1H Required Equipment Altitude Restrictions: Weather Minimums Standard Configurations and Weight and Balance Passengers Acceptance and FCF Procedures: Chapter 3 AIRCREW PROCEDURES Aircrew Uniforms and Protective Devices: Aircrew Publications Requirements Maps Crew Briefings and Checklists Flightcrew Information File (FCIF) Flight Plans Flight Planning: Required Documentation: Aircraft Servicing and Ground Operations: Dropped Object Prevention Aircrew Flight Equipment Requirements Instrument Cockpit Check Checklist Seatbelts: Radios: Scanners Forced or Precautionary Landings Flight Following Advisory Calls: Maintenance Debriefing Postflight Debriefing: Fuel Conservation Chapter 4 TRAINING PROCEDURES Instructor Requirements Prohibited Maneuvers

4 4 AFI11-2UH-TH-1HV3 2 JULY Training Requirements: Training Maneuver Parameters General EP Training: Unusual Attitude Training Practice Autorotation Considerations: Chapter 5 UNPREPARED LANDING SITE PROCEDURES Crew Coordination: Low Reconnaissance Power-Available Check Power Requirements Site Selection for Training Chapter 6 NIGHT OPERATIONS 19 Section 6A Night Operations (Unaided) Altitude Restrictions Illumination Requirements for Helicopter Landing Areas Crew Coordination Night Approaches to Unprepared Sites: Site Selection for Training: LZ Lighting: Figure 6.1. Inverted-Y Light System Section 6B Night Operations (NVG) Not Used Altitude Restrictions Exterior Aircraft Lighting: Terminal Area Operations: Crew Coordination: Chapter 7 FORMATION PROCEDURES General Dissimilar Formation Minimum Formation Separation: Formation Taxi Turning Rejoins

5 AFI11-2UH-TH-1HV3 2 JULY Formation Procedures after Breakup Chapter 8 LOW-LEVEL OPERATIONS General Low-Level Flight Areas Maps: Route Selection (Training): AF IMT Power Check Crew Coordination Evasive Maneuver Training Chapter 9 SEARCH AND RESCUE (SAR) PROCEDURES SAR Requests: On scene Procedures Training Search Restrictions Forms Adopted (or IMTs): Attachment 1 GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 28

6 6 AFI11-2UH-TH-1HV3 2 JULY 2010 Chapter 1 OVERVIEW 1.1. Applicability. Where TH-1H procedures differ from UH-1H procedures, it is indicated by bold italic print. Use this instruction in conjunction with aircraft flight manuals, flight information publications (FLIP), and applicable Air Force publications Mission. The primary mission of the UH/TH-1H unit is specialized undergraduate pilot training-helicopter (SUPT-H) at Fort Rucker, AL Deviations. Deviations from the procedures outlined in this instruction require specific approval of HQ AETC/A2/3/10, unless an urgent requirement or aircraft emergency dictates otherwise. In that case, the pilot in command takes the appropriate action to safely recover the aircraft Development of New Equipment and Procedures. Obtain individual MAJCOM/A3, HQ AETC/A2/3/10, and Robins-Air Logistics Center (ALC) approval prior to testing new procedures or equipment.

7 AFI11-2UH-TH-1HV3 2 JULY Chapter 2 OPERATING POLICIES 2.1. Crew Complement. The minimum crew is one pilot, except as specified in paragraphs through Note: Where two pilots are required, an instructor pilot (IP) and a student pilot, or an IP and an instructor enrichment program (IEP) pilot are authorized The minimum crew for night or night vision goggle (NVG), planned instrument meteorological conditions (IMC), low level, and formation is two pilots. An additional crewmember to assist in scanning is recommended The minimum crew for student team flights is two student pilots The minimum crew for emergency procedures (EP) training is two pilots. One must be an IP at a set of controls The minimum crew for NVG formation is two pilots in each aircraft. An additional crewmember is highly recommended, with approved restraint device (for movement in the cabin), to assist in scanning The minimum crew for a functional check flight (FCF) is a pilot and a flight mechanic, or two pilots Mission Kits. A mission kit is required for all flights. Units will ensure mission kits include: The appropriate aircraft flight manual AF IMT 457, USAF Hazard Report AF IMT 651, Hazardous Air Traffic Report (HATR) AFI , Volume 3, General Flight Rules This instruction These flight information publications (FLIP): The instrument flight rules (IFR) supplement The visual flight rules (VFR) supplement The flight information handbook Appropriate en route low-altitude charts (one set for each area of operation) Appropriate low-altitude instrument approach procedures (two for each area of operation) Maps and charts, as required. See paragraph Essential Equipment. See Table 2.1 for a list of required equipment. In addition, whenever an aircraft commander considers an item essential for the accomplishment of the mission, he or she will designate the item mission essential, and it will be repaired or replaced prior to the aircraft s departure.

8 8 AFI11-2UH-TH-1HV3 2 JULY 2010 Table 2.1. UH/TH-1H Required Equipment. A B C D E I T E M Required Equipment (Note 1) Day Night IMC (Note 2) NVG (Note 2) 1 Airspeed Indicator X X X X 2 Anticollision Lights X X X X 3 Attitude Indicator X X X X 4 Clock or Watch X X X X 5 Comm Equipment (Note 3) X X X X 6 Bleed Air Heater (Note 4) X X X X 7 Free Air Temperature Gauge X X X X 8 Fuel Quantity Indicator X X X X 9 Heading Indicator X X X X 10 Landing/Search Light (Note 5) X X X X 11 Magnetic Compass X X X X 12 Navigation Equipment (Note 3) X 13 Pitot Heater (Note 6) X X X X 14 Position/Instrument Lights X X 15 Pressure Altimeter X X X X 16 Transponder X 17 Turn And Slip Indicator X X X X 18 Vertical Speed Indicator X X X 19 Air Data Computers (ADC) (Note 7) X X X X Multi Function Display (MFD) (TH-1H Only) (Note 8) Standby Instruments (TH-1H Only) X X X X Notes: 1. Equipment designated for flight in day, night, IMC, or NVG must be operational and the minimum required, regardless of the intended mission. 2. Required equipment items 1, 3, 9, and 15 must be operational at both pilot and copilot stations. All vacuum and electrical sources for flight instruments must be operational. 3. As determined by the aircraft commander. 4. As required seasonally or on flights of more than 1 hour at temperatures below 0 degrees Celsius. 5. The NVG infrared searchlight must be installed and operational for NVG flights below 20 percent illumination. Failure of the light in flight must be evaluated to determine its impact X

9 AFI11-2UH-TH-1HV3 2 JULY A B C D E I T E M Required Equipment (Note 1) Day Night IMC (Note 2) NVG (Note 2) on the mission and further NVG flight. 6. Must be operational for anticipated flight below 10 degrees Celsius. 7. Both ADCs are required for all phases of flight. 8. To accept an aircraft for flight all three MFD s must be operational. For a mission already in progress, if one MFD fails, the crew may elect to continue the mission. Two failed MFDs (one pilot s still working) requires the flight to return to base Altitude Restrictions: Conduct all operations at or above 300 feet above ground level (AGL) except when lower altitudes are required for takeoff, landing, and operations in approved areas or routes The minimum altitude for low-level training is 100 feet above highest obstacle (AHO) Avoid buildings, farm-related facilities, and structures by 500-foot slant range Weather Minimums. Prior to takeoff, ensure an appropriate course of action is identified (and briefed) in the event of an emergency after takeoff. Forecast and observed weather (predominate) must meet minimums specified All VFR training flights require a 700-foot ceiling and 2 statute miles (sm) visibility, except: Night, NVG, cross-country, and student team flights require a 1,000-foot ceiling and 3 sm visibility If observed or forecast weather conditions deteriorate below the specified minimums, terminate training by recovering to an airfield or landing the aircraft. Note: Weather minimums in paragraphs and do not apply to hover and air taxi operations at the aerodrome Surface wind limits are 30 knots or less, or a gust spread of 15 knots. For student team sorties, the wind limits are 20 knots or less (including gusts), or a gust spread of 10 knots Flight may be made into areas of known or forecast thunderstorms if visual meteorological conditions (VMC) are maintained and thunderstorm activity is avoided by a minimum of 5 nautical miles (nm). Do not fly into rain shafts beneath cumulonimbus clouds Standard Configurations and Weight and Balance. Compute a new or corrected form if the initial takeoff weight changes by more than 500 pounds. For configuration changes of less than 500 pounds, the aircraft commander ensures the resulting center of gravity is within limits Passengers. When the squadron is tasked to fly with passengers on board, follow the requirements of AFI , Aviation Management, and applicable supplements. Passengers will:

10 10 AFI11-2UH-TH-1HV3 2 JULY Be escorted while under the rotor disk with rotors turning. The aircraft commander or designated representative will brief passengers on procedures to follow Not occupy a cockpit seat with the engine running unless authorized via a formal orientation request, according to AFI and appropriate supplements Receive egress, aircraft familiarization, and EP briefings Have access to hearing protection, provided by aircrews prior to flight Acceptance and FCF Procedures: General. Acceptance and functional check flights are inherently more dangerous than normal flights. In order to be safely flown, aircrews must be knowledgeable of aircraft systems, limits, and check flight procedures Maintenance Briefing. Prior to any FCF, the crew will receive a maintenance briefing. The briefing should outline FCF requirements, ensure a review of maintenance documentation, and clarify any questions. After aircraft release, or at the end of the day, the FCF crew will provide a thorough debrief to maintenance. Maintenance will ensure FCF checklists and documentation are complete Local Procedures. Units define their local FCF area. Follow guidance in TO , Acceptance/Functional Check Flight and Maintenance Operational Checks, for flight conditions. If needed, address any unit-unique FCF restrictions in the unit supplement.

11 AFI11-2UH-TH-1HV3 2 JULY Chapter 3 AIRCREW PROCEDURES 3.1. Aircrew Uniforms and Protective Devices: When reporting for flying duties, pilots will wear appropriate flight clothing and carry a set of identification (ID) tags on their person Aircrew members will wear reflective belts from official sunset to official sunrise and should wear reflective belts while on the flight line during periods of reduced visibility. Reflective materials will not be permanently attached or affixed to flight clothing Aircrew Publications Requirements. The UH-1H does not have a U.S. Air Force-style flightcrew checklist. An Air Force-style flightcrew checklist training aid has been developed from the Army UH-1H/V Operator's Manual, Technical Manual (TM) The flightcrew checklist training aid incorporates all information from TM , and is approved by 58 operations group (OG) commander (CC). In any checklists, additional notes amplifying checklist procedures and limitations may be added in pencil. Each crewmember is responsible to ensure amplifying notes are current Maps. Pilots will plan flights and fly with current maps, including the most recent edition of the squadron hazards map. Squadron safety will maintain a 1:250,000 joint operations graphic (JOG) hazards map with updates from the chart updating manual (CHUM) posted Crew Briefings and Checklists. The pilot will ensure all applicable briefings and checklists are completed prior to the event Flightcrew Information File (FCIF). The FCIF contains reference material appropriate for squadron operations as designated by the OG/CC. Aircrews will review the FCIF before departure on all missions. An electronic equivalent may be used. The aircraft commander will provide an FCIF update to all crewmembers who are delinquent in their FCIF review or who join a mission en route Flight Plans. A MAJCOM-approved form or flight authorization may be used instead of DD Form 175, Flight Plan, Military, for VFR flights terminating at the base of departure Flight Planning: Use AF IMT 70, Pilot s Flight Plan and Flight Log, or a more detailed navigation log for all flights outside the local flying area Prepare an AF IMT 70 for each navigation, remote, low-level, and NVG mission. As a minimum, the IMT will include turning points, headings, distances, estimated times of arrival (ETA), minimum safe altitudes (MSA), and fuel computations Complete takeoff and landing data (TOLD) prior to takeoff, and, whenever possible, prior to the aircrew briefing The same TOLD will suffice for consecutive takeoffs and landings when aircraft gross weight or environmental conditions have not increased significantly; that is, by 200 pounds gross weight, 5 degrees Celsius, or 500 feet pressure altitude (PA).

12 12 AFI11-2UH-TH-1HV3 2 JULY Aircraft commanders must plan to arrive at their destination with a minimum fuel reserve of 250 pounds (for both VFR and IFR) Required Documentation: Prior to departure, the pilot will ensure a current mission kit is aboard the aircraft. See paragraph Each pilot will carry a unit-developed in-flight guide (IFG) and the flightcrew checklist or flightcrew checklist training aid Before applying power to the aircraft or operating aircraft systems, review the AFTO Form 781, ARMS Aircrew/Mission Flight Data Document. An authorized maintenance person (or the aircraft commander when off-station) must sign the exceptional release before flight. The fuel identaplate or aviation into-plane card (aviation credit card) must be aboard the aircraft when off-station refueling is planned or required. A canned weight and balance form will be dated within 1 year Aircraft Servicing and Ground Operations: At locations with refueling support, aircrews will not personally accomplish the refueling unless extenuating circumstances dictate. When not directly involved in the refueling operation, personnel will remain at least 50 feet from the aircraft. Hot refueling requires execution of the appropriate hot refueling checklist The card is used to pay for services at commercial fixed base operators (FBO). These services include aviation fuel, aircraft oil and fluids, or other minor maintenance items. Charges incurred during this routine aircraft servicing generate a charge receipt. The aircraft commander is responsible for ensuring the receipt is correct and all appropriate signatures are obtained before departing the FBO. The aircraft commander then gives all charge receipts to the unit document control officer (DCO) when the mission is complete. Charges incurred for other services, including landing fees, aircraft de-icing, follow-me trucks, and other airfieldrelated services might not generate a receipt for the aircrew. If a receipt is not generated and provided to the aircrew, the aircraft commander will note the location and services performed, and provide the information when submitting receipts to the unit DCO after the mission is complete. If a separate receipt is generated, turn it in to the unit DCO Dropped Object Prevention. During preflight inspections, the aircrew will pay particular attention to panels and components, which are potential dropped objects. Secure all cargo and mission equipment inside the aircraft prior to any aircraft movement. Warning: Loose objects can become hazardous projectiles during any violent maneuver or hard landing. Secure objects to prevent personnel injury or aircraft damage Aircrew Flight Equipment Requirements. The pilot will ensure sufficient quantities of appropriate serviceable aircrew flight equipment, survival equipment, and protective clothing are aboard the aircraft. Crewmembers will wear survival vests on all flights Instrument Cockpit Check. Complete an instrument cockpit check before takeoff if expecting IMC during flight. Note: This procedure applies to the TH-1H Only. See dual systems in AFMAN , Volume 1. For the purposes of the instrument cockpit check/navigation equipment check, the very high frequency omni-directional range station (VOR), tactical air navigation (TACAN), distance measuring equipment (DME) or an IFR-

13 AFI11-2UH-TH-1HV3 2 JULY certified global positioning system (GPS) may be used in place of a second like system. When checking dual systems, the systems are considered reliable for instrument flight if they check within ±4 degrees and 1/2 nm or 3 percent (whichever is greater) of each other Checklist. Use the challenge (read) and response (accomplish) method when using the checklist. During EPs, the crewmember reading the checklist will read the entire step (challenge and response). The crewmember who is accomplishing will repeat the response. A checklist is not complete until all items are completed in sequence Seatbelts: The pilot on the controls has his or her seatbelt and shoulder harness fastened when rotors are turning When doors are open during flight, all occupants in the cabin area will wear a seatbelt or gunner s belt When doors are closed during flight, the aircraft commander may direct crewmembers to perform duties in the cabin unrestrained for brief periods, as required TH-1H crewmembers sitting in the center observer seat may fly without shoulder straps if straps hinder their ability to perform aircrew duties. The shoulder harness will be worn during actual and simulated emergency procedures Radios: The pilot informs the crew which radio is primary. All crewmembers monitor the primary radio unless the aircraft commander specifically directs otherwise All crewmembers listen to the intercom. The aircraft commander must provide clearance prior to going off the intercom. During critical phases of flight, limit transmissions within the aircraft to those essential for crew coordination Scanners. Crewmembers who are not performing basic crew duties will act as scanners to avoid obstacles during ground taxiing and confined-area operations and to reduce the potential of a midair collision during arrivals, departures, and simulated instrument flight Forced or Precautionary Landings. The helicopter has a unique ability to land nearly anywhere, which provides the pilot with a tremendous safety advantage. If the pilot becomes doubtful of the helicopter s airworthiness (see paragraph ) or encounters hazardous weather conditions (see paragraph ), he or she will execute a precautionary landing, provided landing conditions are not more hazardous than the in-flight problem. Aircrew safety takes priority over aircraft security and maintenance accessibility. Report all precautionary landings through appropriate channels as soon as communications are established Forced or Precautionary Landings Due to In-Flight Malfunction. The aircrew will comply with the flight manual and local procedures. In the event a forced or precautionary landing occurs at a location where communications are not available, the aircrew will remain at the landing site and await assistance. However, if a greater hazard exists to the crew or aircraft by landing at a site, the aircrew will continue to the nearest safe landing area. Base the decision to resume flight under these circumstances on a thorough evaluation of all the hazards and risks involved.

14 14 AFI11-2UH-TH-1HV3 2 JULY Precautionary Landings Due to Weather. If weather deteriorates during VFR operations, a precautionary landing is a viable option. Course reversal, course deviation, or continuation under IFR are also viable options. The aircraft commander may authorize further flight after a precautionary landing for weather. He or she will make a reasonable effort to notify appropriate agencies of the precautionary landing, and to gain additional weather information Flight Following. Flight following with an appropriate controlling agency (local agencies, flight service station [FSS], air traffic control [ATC]), or aircraft is required for all flights. Aircrews conducting formation flights must establish flight following with an agency or aircraft outside of their formation Advisory Calls: Mandatory altitude calls for the pilot not flying (PNF) during IFR include: Nonprecision Approaches. Call one hundred feet above minimums, minimums at minimum descent altitude, and runway in sight. Do not call runway in sight too soon if vision is obstructed by fog, haze, low stratus clouds, etc. Call goaround at the missed approach point if the runway environment is not in sight Precision Approaches. Call one hundred feet above when one hundred feet above decision height. Then, if the runway environment is in sight and the aircraft is in a position for a normal landing, call land at decision height. Otherwise, call go-around Climbout or Descent. Calls will be at 500 and 100 feet below or above assigned altitude and 500 and 100 feet below or above initial approach fix altitude or holding altitude The PNF will announce heading deviations of 10 degrees, airspeed deviations of 10 knots, and altitude deviations exceeding 100 feet. Any crewmember who sees a deviation of 100 feet in altitude or a potential terrain or obstruction problem will immediately tell the pilot. Also, announce deviations from prescribed procedures for the approach being flown Maintenance Debriefing. As soon as possible after arrival, the aircraft commander and other required crewmembers will debrief maintenance on the condition of the aircraft Postflight Debriefing: The aircraft commander of each flight will give each crewmember the opportunity to discuss unusual aspects of the mission. These debriefings may be formal or informal, as the situation requires For training flights, the instructor will review and evaluate the overall training performed, advise the student of future training requirements, answer technical questions, and complete training reports Fuel Conservation. Aircrew and mission planners will manage aviation fuel as a limited commodity and precious resource and consider fuel optimization throughout all phases of mission planning and execution. Aircrew and mission planners will optimize flight plans and flight routing for fuel efficiency. Aircrew should employ the following aviation fuel optimization measures without compromising flight safety or jeopardizing mission and training accomplishment:

15 AFI11-2UH-TH-1HV3 2 JULY Delay engine start time. Establish and implement local engine start time standards Minimize aircraft weight by removing unnecessary equipment for a given mission Establish command and control (C2) and flight following procedures to ensure timely notification of mission changes or cancellations.

16 16 AFI11-2UH-TH-1HV3 2 JULY 2010 Chapter 4 TRAINING PROCEDURES 4.1. Instructor Requirements. The student to instructor ratio will not exceed 2 to 1. The squadron director of operations (DO) has waiver authority. All IPs are safety observers and are responsible for their students actions. The flight commander or designated representative will conduct the daily briefing and ensure all instructors are thoroughly briefed on mission execution and potential hazards Training is designed to develop aircrew proficiency, reaction time, planning, and judgment in preparation for actual emergencies. Simulated emergencies must provide realistic training without unacceptably increasing risk. Accomplish simulated emergency maneuvers according to the flight manual and this chapter. Warning: Instructors must be alert and take prompt action to terminate simulated emergency maneuvers. They must execute corrective action at the first indication of deteriorating aircraft performance or serious student proficiency problems The instructor will emphasize procedures for positive identification of the simulated emergency condition before initiating corrective action. System failures must not be unreasonably compounded. When initiating EPs, temper the surprise approach to allow for a possible wrong reaction, which could jeopardize safety. Practice such emergencies with sufficient airspeed and altitude to ensure a safe recovery In high-density traffic areas, simulate emergencies that could require indepth analysis, discussion, or detailed cockpit duties only when traffic congestion is low Prohibited Maneuvers. Do not intentionally accomplish actual engine shutdown in flight, blade stall, or power settling (vortex ring state) in the aircraft Training Requirements: Accomplish unusual attitude and EP training only under daytime VMC conditions, with no passengers. An IP must always be at a set of controls Use local auxiliary fields and airfields for EP and normal procedure maneuvers that require a slide landing. If accurate wind information cannot be obtained through tower services, a wind detection device, readily discernible to the pilot flying (PF), is required Ensure the IFG depicts the auxiliary field, highlighting all normal and unusual conditions, such as size, landing directions, and location of any known obstructions (wind socks, tires, etc.) Ensure crash and fire rescue are available to conduct EP training Training Maneuver Parameters. Use Air Force Tactics, Techniques and Procedures (AFTTP) 3-3, H-1 for procedures to accomplish training maneuvers. Because the TH-1H hover power charts use 4-foot skid heights for calculating performance requirements, use a 4-foot, instead of a 5-foot, skid height when performing required maneuvers General EP Training: Conduct EP training:

17 AFI11-2UH-TH-1HV3 2 JULY During VMC After official sunrise but before official sunset During training, currency, or evaluation flights When no passengers are on board With an IP or EP at a set of controls EP training requires aligning the aircraft landing direction within 45 degrees of the wind direction when winds exceed 15 knots (including peak gusts). At or below 15 knots (including peak gusts), align the aircraft landing direction to within 90 degrees of the wind direction. For hovering autorotations, the wind is aligned within 15 degrees of landing heading. Wind reporting capability must be available at the location where EPs are conducted Unusual Attitude Training. Entry must be at or above 1,000 feet AGL. Simulated unusual attitudes will not exceed 30 degrees of bank; a 20-degree, nose-high attitude; or a 10-degree, nose-low attitude Practice Autorotation Considerations: The initial autorotation for training, currency, or evaluations is a straight-ahead autorotation accomplished by the IP or IP candidate to evaluate aircraft performance. Warning: IPs must terminate the maneuver and initiate a power recovery at the first indication of abnormally high or low rotor revolutions per minute (rpm), excessive sink rate, low airspeed, or ineffective flare Straight-ahead or 180-degree autorotations may be accomplished to a power recovery or touchdown. The pilot must brief which termination is intended on downwind When practicing turning autorotations in excess of 180 degrees, terminate with power recovery at or above 250 feet AGL When practicing hovering autorotations or initiating a simulated engine failure (SEF) from a hover, begin at an altitude of 5/4 feet AGL.

18 18 AFI11-2UH-TH-1HV3 2 JULY Crew Coordination: Chapter 5 UNPREPARED LANDING SITE PROCEDURES Obstacle Clearance. Crewmembers will announce the clock position, relative to the nose of the aircraft, and the estimated distance of any obstacle whenever horizontal rotor clearance is 25 feet or less. Example: tree, nine o clock, 20 feet Voice Procedures. On final approach, the PNF makes advisory altitude calls in 100- foot increments when above 300 feet AGL, and 50-foot increments when below 300 feet AGL. The advisory will include altitude, airspeed, and, at the PF s discretion, descent and power applied, in that order. Example: 250 feet, 40 knots, sink 500, torque 30 percent. After each advisory call, the scanner provides terrain or hazard clearance inputs Low Reconnaissance. During the low reconnaissance, the pilot confirms the touchdown point Power-Available Check. The PF will: Perform a power-available check prior to the low reconnaissance. Perform this check en route to or at the site Perform the power-available check as near as possible to the same PA and outside air temperature as the site. For training, slowly apply collective pitch without drooping rotor speed (Nr) below 319 rpm/97 percent until reaching out of ground effect (OGE) + 3 psi/oge + 5 percent or a limit defined by the flight manual. An actual power check may also be accomplished. In this case, slowly apply collective pitch without drooping Nr below 97 percent until computed power or a limit (as defined by the flight manual) is reached. It is left to the discretion of the crew whether to pull beyond computed power available in order to determine actual engine power capabilities. As a minimum, the engines(s) must produce computed power available. If the engine fails to produce the computed power available, terminate the flight Compare maximum power available with power required for the intended hover heights. This comparison determines the power margin for the operation. When the power margin is 5 psi/10 percent or less, a second aircrew member recomputes TOLD to confirm power requirements Power Requirements. Operational power requirements are according to the flight manual. Additionally, when landing in areas with a restricted escape route (either operationally or in training), minimum power is OGE + 3 psi/oge + 5 percent Site Selection for Training. Refer to AFI , Drop Zone and Landing Zone Operations, for helicopter landing zone dimension and survey requirements.

19 AFI11-2UH-TH-1HV3 2 JULY Section 6A Night Operations (Unaided) Chapter 6 NIGHT OPERATIONS 6.1. Altitude Restrictions. Minimum en route altitude for unaided night navigation is 500 feet above the highest obstacle within 5 nm of the route of flight unless published helicopter routes dictate a lower altitude Illumination Requirements for Helicopter Landing Areas. Operations into unprepared sites between official sunset and official sunrise are allowed only if the area is outlined by discernible lights Crew Coordination. Mandatory PNF calls are: During night VFR descents, 1,000 feet above intended altitude, 500 feet above intended altitude, 100 feet above intended altitude, and intended altitude On final approach, advisory calls every 100 feet when above 300 feet AGL and every 50 feet when below 300 feet AGL. The advisory includes altitude and airspeed and, at the PF s discretion, descent rate and power applied, in that order. Example: "250 feet, 40 knots, sink 500, torque 15." On final approach when rates of descent are greater than 500 feet per minute (fpm). Go-around if rate of descent exceeds 800 fpm Night Approaches to Unprepared Sites: Do not leave flight altitude until the landing zone (LZ) location is positively identified. If adequate lighting is available, brief and conduct a site evaluation prior to the approach, much the same as under daylight conditions. Do not, under any circumstances, conduct an unaided low reconnaissance or descend below 300 feet AGL until established on the approach Factors that determine how to conduct the evaluation include knowledge of the area in general, known hazards, and terrain features from briefings or charts.. Determine wind direction before making the first approach. Forecast winds may be used when wind direction cannot be determined otherwise. When using forecast winds, ensure an adequate power margin is available in the event winds differ from forecast Use the type of approach best suited to the situation. Adjust the pattern altitude accordingly but no lower than 300 feet AGL on downwind. Throughout the approach, use the altimeter to maintain awareness of aircraft height above the ground Establish a final approach to commence at no lower than 300 feet AGL. Crossreference instruments throughout the approach to reach approximately 200 feet AGL with an approximate groundspeed of 30 knots. During the last 100 feet of the approach, limit the rate of descent to 300 fpm. Approaches at night will generally be flown with slightly slower rates of descent and closure rates than during daylight operations. As closure rates decrease, the time the aircraft remains in the AVOID area of the height velocity envelope increases.

20 20 AFI11-2UH-TH-1HV3 2 JULY The decision to make an approach to a hover or a touchdown is based on power available and landing site condition Site Selection for Training: Night training should include operations to unprepared sites The minimum LZ size is 3 rotor diameters. Select sites where the vertical development of the surrounding terrain does not restrict a go-around with minimum maneuvering from any point during the approach The obstacles or terrain within 3 nm of the site will not exceed 200 feet above the site elevation. To satisfy this requirement, restrict the approach and departure route to directions that avoid terrain or obstacles exceeding the above criteria Units will list eligible night landing sites and include applicable restricted approach and departure routes in the IFG For sites without permanent lighting, make a visual survey of the site prior to full darkness, and position the lights to outline the landing area. Check for obstacles, general site condition, and wind. This survey may be accomplished by other crews flying during the day or by the ground party. After dark, NVG-equipped crews may accomplish a survey LZ Lighting: Use some type of LZ lighting to help the pilot locate and identify the LZ for a night landing. Lighting aids that have been used successfully include terminal guidance systems, expeditionary lights, flare illumination, and makeshift light sources (vehicle lights, flashlights, strobe lights, bonfires, smudge pots, etc.). Surface vehicle headlights are an excellent lighting source provided they do not blind the pilot during the approach When practical, employ a standard LZ lighting pattern. LZ lighting should be visible to the pilot, identify an area free of obstacles and safe for hovering and landing, employ three or more lights at least 15 feet apart to prevent autokinetic illusions, and provide orientation along an obstacle-free corridor for landings and takeoffs Because a variety of LZ lighting patterns are in use, the pilot should anticipate diversity in lighting patterns when participating in joint or combined operations The inverted Y light system is an excellent way to identify LZs. Lights for the inverted Y will normally be spaced in compliance with Figure 6.1. When set up in this fashion, the inverted Y provides visual cues to enable the pilot to determine the correctness of the glide angle by observing the apparent distance between the lights in the stem of the Y.

21 AFI11-2UH-TH-1HV3 2 JULY Figure 6.1. Inverted-Y Light System If the lights in the stem appear merged into a single light, a shallow glide angle is indicated. If the distance between lights in the stem appears to increase, the approach is becoming steeper Approach path lineup corrections can also be made using the stem of the Y. For example, if the stem points to the left, the helicopter is left of course and should correct to the right. In addition, the following guidance applies: The direction of the approach is into the open end of the Y The touchdown area is outlined by the triangle formed by the three lights marking the open end of the Y When set up properly, wind direction will be along the stem of the Y. Section 6B Night Operations (NVG) 6.7. Not Used.

22 22 AFI11-2UH-TH-1HV3 2 JULY Altitude Restrictions. The minimum en route altitude is 100 feet AHO in surveyed lowlevel areas Exterior Aircraft Lighting: Set position lights to steady bright during flight The anticollision light may be extinguished and the position lights set to dim during terminal area operations if the lights create a hazard to the aircrew For formations, the lead aircraft sets position lights to steady dim in flight; succeeding aircraft also carry steady dim, except the last aircraft which carries steady bright and the anticollision light An operable searchlight or landing light equipped with an infrared filter is required for NVG training flights below 20 percent equivalent moon illumination (EMI) and highly recommended for all NVG flights Terminal Area Operations: Do not leave the en route altitude until reaching the terminal operations area. Brief and conduct an unprepared site evaluation prior to the approach according to daytime unprepared site procedures in Chapter 5. Exception: An unprepared site evaluation is not required for tactical approaches at sites discussed in mission planning and briefing prior to flight Approaches at night are generally flown with slower rates of closure and descent than approaches during the day. As closure rates decrease, the time the aircraft remains in the unsafe area of the height velocity envelope increases. Coordinate advisory calls and visual cues throughout the approach to reach approximately 200 feet AGL with an approximate groundspeed of 30 knots. During the last 100 feet of the approach, limit the descent rate to approximately 300 fpm. During the final approach, consider using the infrared searchlight to enhance visual cues Crew Coordination: Cruise flight on NVGs is similar to unaided cruise flight. The PF is primarily responsible for aircraft control; the PNF navigates; and the scanner provides terrain and obstacle clearance inputs. The PNF will monitor the gauges and keep the crew informed of the aircraft s position, significant obstacles, and mission progress Crew coordination during terminal operations is critical. The entire crew will help each other maintain orientation to the landing site while in the pattern. Dropping chem-sticks during high and low reconnaissance may help establish a reference point for identifying the intended landing spot PNF mandatory calls are: During night VFR descents, 1,000 feet above intended altitude, 500 feet above intended altitude, 100 feet above intended altitude, and intended altitude On final approach, advisory calls every 100 feet when above 300 feet AGL and every 50 feet when below 300 feet AGL. The advisory includes altitude and airspeed and,

23 AFI11-2UH-TH-1HV3 2 JULY at the PF s discretion, descent rate and power applied, in that order. Example: 250 feet, 40 knots, sink 500, torque 30 percent On final approach, when rates of descent are greater than 500 fpm. Goaround if rate of descent exceeds 800 fpm Reduced peripheral vision degrades the ability to perceive motion, especially while in a hover. Closure rate, descent rate, hover drift, and altitude must be consciously and deliberately perceived because peripheral and instinctive analysis are insufficient. Frequent, deliberate head-turning to examine groundspeed and hover-drift is required. Scanners are particularly valuable in helping the PF with early detection of excessive closure rates, descent rates, and any unintended drift. The scanner s primary duties are obstacle clearance, hover altitude reference, and drift detection.

24 24 AFI11-2UH-TH-1HV3 2 JULY 2010 Chapter 7 FORMATION PROCEDURES 7.1. General. The minimum separation between the closest portions of any two helicopters in any formation is 1 rotor disk (RD) diameter, but the tactical situation will usually dictate more separation. Vertical step-up is optional for each succeeding helicopter Dissimilar Formation. Formation flights with dissimilar aircraft are authorized when all participating crewmembers are briefed and thoroughly familiar with the other aircraft s performance and tactics. RD separation is based on the largest RD diameter Minimum Formation Separation: Fluid Trail. Minimum lateral separation is 1 RD Fixed Trail. Limit maneuvers to those necessary for landing alignment in the LZ. Minimum separation is 1 RD Staggered Formation. Minimum separation is 1 RD Combat Cruise Formation. Minimum separation is 500 feet between all aircraft. Since reduced separation is typically required for landing, lead may direct a change to another formation (fluid trail, fixed trail, or staggered) at any designated point en route (typically the initial point). Aircraft separation distances should be driven by METT-TC (mission, enemy, terrain and weather; troops and support available time available; civil considerations). See AFTTP 303.H-1 for detailed consideration of these variables Formation Taxi. The flight normally taxis in order with a minimum of 100 feet of spacing from the main rotor to the tail rotor Turning Rejoins. Perform turning rejoins for training purposes during the day only Formation Procedures after Breakup. After initiating breakup procedures, all aircraft in the formation turn transponder to normal, anticollision light on (position lights to steady bright for nighttime operations).

25 AFI11-2UH-TH-1HV3 2 JULY Chapter 8 LOW-LEVEL OPERATIONS 8.1. General. Flight below 300 feet AGL is considered low-level flying. Low-level flight entails greater risk than normal flight, so it requires additional restrictions Low-Level Flight Areas. Low-level flight must be conducted in surveyed low-level flight areas. The area or route will have defined boundaries and meet these requirements: Complete an extensive map study of the selected routes and areas Annotate on the flight map all manmade obstacles higher than the lowest altitude to be flown Maps: Maintain a master map depicting the low-level flight areas or routes for flight planning purposes. Annotate all manmade obstacles over 50 feet AGL, except when below the tree line. Also, annotate published low-level routes, nap of the earth (NOE) boxes, no-fly areas, and other hazards within the boundaries Update the master map monthly, using CHUM data and map updates. Annotate the CHUM update date on the master map. Continuously scan for uncharted obstacles. When they are found, temporarily suspend flight operations and record appropriate information (location and approximate height AGL). After landing, immediately pass this information to the unit safety officer Maps used for flying will reflect the same information as the master map. Crewmembers will ensure the map is updated and annotated, using the latest CHUM. Aircraft commanders will provide a copy of the planned low-level flight route to current operations Route Selection (Training): Use the syllabus and student guide to plan low-level navigation training routes Attempt to select an initial point that can be over flown on the inbound heading, minimizing turns from the last leg flown (recommend 30 degrees or less) Review and deconflict low altitude charts for IFR, VFR, and slow-speed, low-altitude training routes, and annotate potential conflict areas along the proposed routes during premission planning. Note: Avoid following roads or wires to an LZ AF IMT 70. Prepare an AF IMT 70, or a more detailed navigation log, for each mission. Include the following, at a minimum: turning points, headings, distances, estimated time en route (ETE), MSAs, and fuel computations Power Check. Prior to any low-level operations, perform a power available check. At minimum, OGE power must be available for all low-level training operations Crew Coordination. Crew coordination is a critical factor during low-level operations. Limit crew conversation to accomplishment of essential tasks. Each crewmember calls out hazardous obstacles and assists navigation by identifying prominent features along the route.