Difference between revisions of "Task 1058"

Latest revision as of 08:19, 20 February 2020

Exract: TC 1-211 AIRCREW TRAINING MANUAL UTILITY HELICOPTER, UH-1H/V SERIES

TASK 1058
PERFORM VISUAL METEOROLOGICAL CONDITIONS APPROACH

CONDITIONS: In a UH-1 helicopter with the before-landing check complete.

STANDARDS: Appropriate common standards plus these additions/modifications:
1. Select a suitable landing area (analyze suitability, barriers, wind, approach path, touchdown
point, escape routes, and takeoff direction).
2. Ensure that sufficient power exists for the type of approach/landing desired.
3. Maintain a constant approach angle clear of obstacles to desired point of termination (hover)
or touchdown (surface).
4. Maintain rate of closure appropriate for the conditions.
5. Maintain ground track alignment with the landing direction, as appropriate.
6. Align aircraft with landing direction below 50 feet or as appropriate for transition from
terrain flight.
7. Select departure path for go-around during approach.
8. Select tentative escape route.

DESCRIPTION:
1. Crew actions.
 a. The pilot on the controls (P*) will focus primarily outside the aircraft to provide obstacle
 clearance throughout the maneuver. The P* will announce when they begin the approach and
 whether the approach will terminate to a hover or to the surface. The P* also will announce
 the intended point of landing and any deviation to the approach to include go-around, if
 required.
 b. The pilot not on the controls (P) and nonrated crewmember (NCM) will confirm the
 suitability of the area, assist in clearing the aircraft, and provide adequate warning of traffic
 and obstacles. The P and NCM will acknowledge any deviation during the approach. The P
 and NCM will announce when their attention is focused inside the aircraft and again when
 attention is reestablished outside.
2. Procedures. Evaluate winds. Select an approach angle that allows obstacle clearance while
descending to the desired point of termination. Once the termination point is sighted and the
approach angle is intercepted, adjust the collective as necessary to establish and maintain a
constant angle. Maintain entry airspeed until the rate of closure appears to be increasing. Above
50-feet above ground level (AGL), maintain ground track alignment and the aircraft in trim.
Below 50-feet AGL, align the aircraft with the landing direction. Progressively decrease the rate
of descent and rate of closure until reaching the termination point (hover, touchdown), or until a
decision is made to perform a go-around.
 a. To a hover. The approach to a hover may terminate with a full stop over the planned
 termination point, or continued movement to transition to hovering flight. Progressively
 decrease the rate of descent and rate of closure until an appropriate hover is established over
 the intended termination point.
 b. To the surface. The decision to terminate to the surface with zero speed or with forward
 movement will depend on the aircraft's loading or environmental conditions. Touchdown
 with minimum lateral movement. After surface contact, ensure that the aircraft remains stable
 until all movement stops. Smoothly lower the collective to the full down position and
 neutralize the pedals and cyclic.
 c. Go-around. This is a planned maneuver with the aircraft under control. The P* should
 perform a go-around if a successful landing is doubtful or if visual reference with the
 intended termination point is lost. Once climb is established, reassess the situation and
 develop a new course of action.
 d. Escape route. This is an unplanned maneuver where in the aircraft may not be under
 complete control. Escape routes will normally be selected to the right-side of the approach
 path due to loss of tail rotor effectiveness (LTE) considerations.
 Note: Performing this maneuver in certain environments may require hover out-of-ground
 effect (OGE) power. Evaluate each situation for power required versus power available.
Note: The P* should determine the torque required for the planned approach technique and
announce the value to the P and NCM(s).
Note: A wind evaluation should be performed. Techniques for evaluating wind conditions
are found in FM 1-202, Environmental Flight and appendix B of this ATM.
Note: Steep approaches can place the aircraft in potential settling-with-power conditions.

NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS:
1. Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. The rate
of descent during the final 100 feet should be slightly less than during the day to avoid abrupt
attitude changes at low altitudes.
2. After establishing the descent during unaided flights, airspeed may be reduced to
approximately 50 knots until apparent ground speed and rate of closure appear to be increasing.
Progressively decrease the rate of decent and forward speed until termination of maneuver.
3. Surrounding terrain or vegetation may decrease contrast and degrade depth perception during
the approach. Before descending below obstacles, determine the need for artificial lighting.
4. When performing operations during unaided night flight, ensure that the searchlight or
landing light (white light) is in the desired position. Use of the white light may impair night
vision for several minutes. Therefore, exercise added caution if resuming flight before reaching
full dark adaptation.

SNOW/SAND/DUST CONSIDERATIONS:
1. Termination to a point OGE. This approach requires OGE power and may be used for some
snow/sand/dust landings. Make the approach to a hover OGE over the intended landing location.
Slowly lower the collective and allow the aircraft to descend. The rate of descent will be
determined by the rate in which the snow/sand/dust is blown from the intended landing point.
Remain above the snow/sand/dust cloud until it dissipates and visual references can be seen for
touchdown. After ground contact, lower the collective to the full down position and neutralize the
flight controls.
2. Termination to the surface with forward speed. This termination may be made to an improved
landing surface or suitable area with minimal ground references. Once the appropriate approach
angle is intercepted, adjust the collective as necessary to establish and maintain the angle. As the
apparent rate of closure appears to increase, progressively reduce the rate of descent and closure
to arrive at the touchdown area slightly above effective translational lift. At this point, maintain
the minimum rate of closure that ensures that the snow/sand/dust cloud remains behind the pilot's
station. When the skids or heels of the skis contact the snow/ground, lower the collective and
allow the aircraft to settle. Apply slight aft cyclic at touch down to prevent burying the skids or
toes of the skis.
3. Termination to the surface with no forward speed. This termination should be made to
landing areas where slopes, obstacles, or unfamiliar terrain precludes a landing with forward
speed. It is not recommended when new or powder snow or fine dust is present because
white/brown out conditions will occur. The termination is made directly to a reference point on
the ground with no forward speed. After ground contact, lower the collective to the full down
position and neutralize the flight controls.
Note: When landing in deep snow, the aircraft skids/skis may settle at different rates and the
aircraft will normally terminate in a tail low attitude.
Note: During sand/dust landings, all doors and windows should be closed and vents closed.
Note: Hovering OGE reduces available ground references and may increase the possibility of
spatial disorientation. Be prepared to transition to instruments and execute an instrument
takeoff if ground reference is lost.
Note: At night, use of the landing, search, or anti-collision light may cause spatial
disorientation while in blowing snow/sand/dust.

CONFINED AREA CONSIDERATIONS: An approach to the forward one-third of the useable
area will reduce the approach angle and minimize power requirements. Prior to commencing the
approach, the crew will determine and brief an escape route. During the approach, continue to
determine the suitability of the area and the possible need for a go-around. If possible, make the
decision to go-around before descending below the barriers or going below effective translational lift
(ETL). After touching down, check aircraft stability as the collective is lowered.

MOUNTAIN/PINNACLE/RIDGELINE CONSIDERATIONS: Select a shallow to steep
approach angle, depending on the wind, density altitude, gross weight, and obstacles. Before
commencing the approach, the crew will determine and brief an escape route. During the approach,
continue to determine the suitability of the intended landing point. The rate of closure may be
difficult to determine until the aircraft is close to the landing area. Reduce airspeed to slightly above
effective translational lift until the rate of closure can be determined. Before reaching the near edge of
the landing area, the descent should be stopped and the rate of closure slowed. At this point, decide
whether to continue the approach or make a go-around. If a go-around is required, it should be
performed before decelerating below ETL. If the approach is continued, terminate in the landing area
to a hover or to the surface. After touching down, check aircraft stability as the collective is lowered.
Note: To successfully operate into small areas, it may be necessary to place the nose of the
aircraft over the edge of the landing area. This may cause a loss of important visual
references when on final approach. All crewmembers must assist in providing information on
aircraft position in the landing area.

MUD/MUSKEG/TUNDRA CONSIDERATIONS: Select a suitable area and terminate the
approach to a 3-foot hover over the intended touchdown point. Begin a vertical descent until the
aircraft touches down. Check aircraft stability while lowering the collective. If the area is suitable,
lower the collective to the full down position and neutralize the cyclic and pedals.

TRAINING AND EVALUATION REQUIREMENTS:
1. Training will be conducted in the aircraft.
2. The evaluation will be conducted in the aircraft.

REFERENCES: Appropriate common references.