TASK 2125

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

TASK 2125
PERFORM PINNACLE / RIDGELINE OPERATION

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

STANDARDS: Appropriate common standards plus these additions/modifications:
1. Rated.
 a. Reconnaissance.
  (1) Establish desired altitude ±100 feet.
  
  (2) Establish desired airspeed, ±10 knots indicated airspeed (KIAS).
  
  (3) Properly perform a continuous reconnaissance.
  
 b. Approach.
  (1) Maintain ground track alignment with the selected approach path with minimum
  drift.
  
  (2) Maintain a constant approach angle.
  
  (3) Maintain an appropriate rate of closure.
  
  (4) Execute a smooth, controlled termination in the forward, usable one-third of the
  landing area.
  
 c. Takeoff.
  (1) Perform a hover power check, if required, and complete a before-takeoff check
  without error.
  
  (2) Perform an
   airspeed-over-altitude takeoff while maintaining heading ±10 degrees.

2. Nonrated Ensure all passengers and cargo are secure prior to final approach.

DESCRIPTION:
1. Crew actions.
 a. The pilot on the controls (P*) will remain focused outside the aircraft to evaluate the
 suitability of the area; determine the effects of the wind; and clear the aircraft throughout the
 approach, landing, and takeoff. The P* will announce any deviation from the approach, to
 include go around. The P* will focus attention outside the aircraft during the takeoff
 maneuver, announce intent to take off, and give the direction of takeoff.
 
 b. The pilot not on the controls (P) will acknowledge any intent to deviate from the
 approach or takeoff. The P and nonrated crewmember (NCM) will acknowledge when ready
 for takeoff and remain focused outside the aircraft to assist in clearing and to provide
 adequate warning of obstacles. They will announce when their attention is focused inside the
 aircraft (for example, when monitoring cockpit instruments, performing map navigation, or
 verifying the security of passengers or equipment).
 
 c. The NCM will perform the following actions:
  (1) During the approach, assist the aviator in conducting a low reconnaissance of the
  landing area to determine its suitability. Advise the P* when the aircraft is clear of
  obstacles.
  
  (2) If requested by the P*, call out the altitude down to 25 feet in 25-foot increments
  beginning at 100 feet AGL). Then call out altitude from 25 feet to 5 feet in 5-foot
  increments and from 5 feet to touchdown of the skids in 1-foot increments.
  
  (3) After the aircraft is stabilized on the ground, conduct a ground reconnaissance as
  directed by the PC. Note obstacles and evaluate the suitability of the pinnacle or ridgeline
  for future operations.
  
  (4) If requested by the P*, call out the skid height up to 5 feet in 1-foot increments
  during the takeoff. Then call out the skid height to 25 feet in 5-foot increments and to 100
  feet in 25-foot increments. Advise the aviator when the aircraft is clear of obstacles.

Note: If two nonrated crewmembers are assigned to the flight, the crewmember not engaged
in calling out the aircraft height should keep the P* informed of obstacles to the rear.

2. Procedures.
 a. The P* will select a flight path, an airspeed, and an altitude that allows them to observe
 the landing area. When practical, the P* will position the aircraft on the windward side of the
 pinnacle or ridgeline. The P* will select a touchdown point in the forward, usable one-third
 of the landing area, announce termination of the approach to a hover or to the ground, and
 announce the tentative takeoff path. The approach angle can vary from a shallow to a steep
 angle, depending on the wind (demarcation line), density altitude, gross weight (GWT), and
 availability of forced landing areas. The crew will continue the reconnaissance on the final
 approach to confirm information previously gained. The rate of closure on the final approach
 may be difficult to determine because of motion parallax, until the aircraft is close to the
 landing point. The P* will reduce airspeed to slightly above effective translational lift (ETL)
 until the rate of closure can be determined. The P* will then adjust the rate of closure to not
 faster than that of a brisk walk. The P* will execute a go-around if the reconnaissance reveals
 that a safe landing cannot be accomplished.
 
 b. The P and NCM will confirm the suitability of the area, assist in clearing the aircraft, and
 provide adequate warning of traffic or obstacles.
 
 c. After touchdown, the P* will check aircraft stability as they lowers the collective and, if
 aircraft movement is detected, will reposition the aircraft. The crew will perform a ground
 reconnaissance and clear the aircraft. The P will perform the before-takeoff check and verify
 a hover power check if required. The crew will clear the aircraft prior to and during takeoff.
 
 d. The P* will execute an airspeed-over-altitude takeoff and announce his intent to abort or
 alter the takeoff if required. If the takeoff requires clearing obstacles, the P* will use power as
 necessary to clear the obstacles while maintaining a constant climb angle and ground track.
 After clearing the obstacles, the P* will adjust the aircraft’s pitch attitude to gain forward
 airspeed.

Note: To successfully operate in small areas, it may be necessary to place the nose of the
aircraft over the edge of the lancing 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.

Note: Hover out-of-ground effect (OGE) power is required for this task.

NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS:
1. Awareness of the various methods of making a suitable evaluation at night (for example, lines
of contrast) is essential. Crews should treat visual obstacles the same as physical obstacles.
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TC 1-211

2. When flying above terrain flight altitudes, crews should keep in mind the inherent limitations
of the NVG. They should also be aware of the increased difficulty in estimating the rate of
closure and make the approach more slowly.

TRAINING AND EVALUATION REQUIREMENTS:
1. Training will be conducted in the aircraft. Academic and flight training may be conducted at
the High Altitude Army Aviation Training Site (HAATS), or utilizing the HAATS Mountain
Training program of instruction (POI) if available, or using the recommended program of
instruction in FM 1-202, chapter 4.

2. Evaluation will be conducted in the aircraft.

REFERENCES: Appropriate common references.