TASK 2093

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

TASK 2093
PERFORM SIMULATED MAXIMUM GROSS WEIGHT APPROACH AND LANDING

Note: Tasks 2090, 2093, and 2095 are power management tasks. While listed individually in
this aircrew training manual (ATM), performance of these tasks is interrelated and should be
taught and trained as such. Refer to appendix B of this ATM for more detailed information.

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

STANDARDS: Appropriate common standards plus these additions/modifications:
1. Determine the approach angle requiring the least amount of power without compromising a
viable escape plan.

2. Correctly predict the maximum torque required for the maneuver (see appendix B – Four
Torques of Power Management.).

3. Maneuver as necessary to intercept approach angle.

4. Call out torque, airspeed, and vertical speed on approach.

5. Achieve transverse flow shudder and a speed of 300 feet per minute (FPM) or less within last
50 feet of approach.

6. Correctly interpret cockpit indicators (CI) to monitor wind conditions.

7. Execute a smooth, controlled termination to the ground or the hover height determined in the
reconnaissance.

8. Correctly determine wind direction and velocity in the landing zone (LZ) after landing, and
perform post-task analysis (PTA).

DESCRIPTION:
1. Crew actions.

 a. The pilot on the controls (P*) will maintain their primary focus outside the aircraft while
 cross-referencing CI and aircraft instruments during the maneuver (airspeed (A/S) indicator,
 torque, and vertical speed indicator (VSI). During the approach, the P* will announce any
 deviations in the briefed approach, particularly any deviations in escape routing. The pilot not
 on the controls (P) will cross-monitor CI and aircraft instruments and alert the P* when
 briefed parameters are being approached or exceeded. The P will note the maximum torque
 used during the approach as well as when it was used referenced from the termination point
 (expended torque).
 
 b. Upon completion of the approach, the P* will confirm actual torque, determine expended
 torque, verify wind conditions, and then conduct the PTA.
 
 c. The P and nonrated crewmember (NCM) will assist in clearing the aircraft throughout the
 maneuver using distance callouts and will provide adequate warning of traffic and obstacles.
 The P will acknowledge any deviation during the approach. The P will announce when their
 attention is focused inside the aircraft.

2. Procedures.
 a. To a hover. Determine an approach angle that allows obstacle clearance and provides a
 viable escape route. Once the approach angle is intercepted, progressively decrease airspeed
 and the rate of descent until a hover is established at the height, precise location, and heading
 determined in the reconnaissance. Maintain ground track alignment with the landing
 direction, in trim above 50 feet above ground level (AGL), and heading aligned with ground
 track below 50 feet AGL. Apply predicted torque early enough for it to have the desired
 effect in arresting the approach.
 
 b. To the surface. Proceed as for an approach to a hover but continue to the ground. The
 decision to terminate with forward movement or zero ground run results from the crew’s
 determination of surface conditions and power available. The ground track and heading must
 be aligned at touchdown with minimum lateral movement. After surface contact, ensure that
 aircraft remains stable until all movement stops. Smoothly lower collective and neutralize
 controls if possible.

Note: The pilots must cross-monitor CI and aircraft instruments (A/S indicator, torque, and
VSI) to determine the need to execute a go-around. The parameters at 50 feet AGL for an
aircraft are A/S – transverse flow shudder (TFS), rate of descent – 300 FPM or less, and
power within 2 to 3 pounds of predicted torque applied. If the aircraft is not within these
parameters, execute a go-around. If a go-around is required due to the belief that predicted
torque will be exceeded, the go-around must be conducted using no more than predicted
torque. If a go-around is required due to the development of an unsafe situation, all actual
available power may be used.

Note: Escape routing must address the invisible hazards of rotor droop, settling with power,
and downdrafts close to the surface.

NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS:
1. Altitude, apparent ground speed, and rate of closure are difficult to estimate externally at
night and emphasis is required on CI and aircraft instruments parameters found in the first note
above .

2. Surrounding terrain or vegetation may decrease contrast and degrade depth perception during
the approach. Before descending below obstacles, determine the need for artificial lighting.

3. 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.

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

Note: The standards for this maneuver have no ± figures assigned. The reason for this is to
enhance power management skills and flying techniques. When evaluating this maneuver, the
standardization instructor pilot (SP)/instructor pilot (IP) will determine, after the PTA is
conducted, whether or not to perform additional maneuvers.

REFERENCES: Appropriate common references.
            TC 1-211, appendix B