Technical Manual of AH 1F

TC 1-213
AIRCRAFT TRAINING MANUAL

ATTACK HELICOPTER, AH-1
HEADQUARTERS, DEPARTMENT OF THE ARMY
DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.
*TC 1-213
HEADQUARTERS
DEPARTMENT OF THE ARMY
Washington, DC, 9 December 1992
Training Circular
No. 1-213
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PREFACE
This manual provides specific guidelines for executing AH-1
aircrew training. It is based on the battle-focused training
principles outlined in FM 25-101. Used with TC 1-210, this
manual will help aviation commanders at all levels develop a
comprehensive aircrew training program. It encompasses individual and collective training and establishes crew member
q u a l i f i c a t i o n , r e f r e s h e r , m i s s i o n , and continuation training
requirements.
Planning, preflight, and in-flight tasks involve the cooperative
effort of all crew members. The prescribed tasks, conditions,
standards, and descriptions explain each crew members responsibilities for the successful completion of maneuvers. Each crew
member must understand the actions and directives of the other
crew members. This enhances crew coordination and unit interoperability and helps prevent accidents caused by human error.
The crew coordination descriptions in Chapter 6 do not focus
exclusively on individual training. Instead, they blend individual training with collective training and provide a link to field
manuals, ARTEP mission training plans, and other doctrinal and
training material. The goal is to develop cohesive, battlerostered, combat-ready AH-1 crew members.
This manual applies to unit commanders, trainers, evaluators,
maintenance test pilots, and crew members who operate AH-1
a i r c r a f t . The ATMs are basic documents that standardize aircrew
training programs and flight evaluation procedures. By using the
ATMs, commanders ensure that individual crew member and aircrew
proficiency is commensurate with their units mission. They also
ensure that aircrews routinely employ standard techniques and
procedures. Unit commanders must provide specific guidance for
implementing the training outlined in this manual.
TM 55-1520-234-10 or TM 55-1520-236-10 contains aircraft
operating procedures. If differences exist between the maneuver
descriptions in the technical manual and this manual, this manual
is the governing authority for training and flight evaluation
purposes. Implementation of this manual conforms to AR 95-1,
AR 95-3, and TC 1-210. If a conflict exists between this manual
and TC 1-210, TC 1-210 takes precedence.
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The proponent of this publication is HQ TRADOC. Send comments
and recommendations on DA Form 2028 through the aviation unit
commander to Commander, US Army Aviation Center, ATTN: ATZQ-TDI,
Fort Rucker, AL 36362-5263.
This publication implements portions of STANAG 3114 (Edition
Six)/Air Standard 60/16, Aeromedical Training of Flight
Personnel.
Unless this publication states otherwise, masculine nouns

and pronouns do not refer exclusively to men.
This publication has been reviewed for operations security

considerations.
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CHAPTER 1
INTRODUCTION
This ATM describes the training requirements for AH-1 aviators
and aircrews. It will be used with AR 95-1, AR 95-3, AR 600-105,
AR 600-106, NGR 95-210, TC 1-210, and other applicable publicat i o n s . The tasks in this ATM enhance training in individual and
aircrew proficiency. This training focuses on the accomplishment
of tasks that support the units mission. The scope and level of
training to be achieved individually by aviators and collectively
by aircrews will be dictated by the METL. The commander must
ensure that aircrews are proficient in mission-essential tasks.
1-1.
CREW STATION DESIGNATION
The commander will designate a crew station (backseat and/or

front seat) for each aviator. The aviator will perform all inflight duties and be evaluated during all hands-on performance
tests in the assigned station(s). If an aviator is designated to
fly in both crew stations, he must be evaluated in both stations
during hands-on performance tests. This does not mean that the
aviator will be required to perform all maneuvers in both stat i o n s . IPs, SPs, IEs, and MEs must maintain proficiency in both
crew stations.
1-2.
BATTLE ROSTERING
Battle rostering is the designation of two or more individuals

to perform as a crew. Consistently assigning the same crews
together improves crew coordination. Commanders make battlerostered assignments and should enforce their practice, when
p o s s i b l e , consistent with crew resources available within the
u n i t . They should assign an individual to a crew as soon as
possible after his arrival in the unit, even if he is required to
undergo qualification, refresher, or mission training. The
individual may begin flying as a member of that crew while in
mission training based on the recommendation of an evaluator and
the approval of the commander. TC 1-210 further defines battle
rostering.
1-3.
SYMBOL USAGE AND WORD DISTINCTIONS
a . Symbol Usage.
The diagonal (/) is used to indicate o r or
a n d . For example, IP/SP may mean IP o r SP or may mean IP and SP.
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b.
Word Distinctions.
(1) W a r n i n g , c a u t i o n s , a n d n o t e s . These are used to

emphasize important and critical instructions.
(a) A warning indicates an operating procedure or
a practice which, if not correctly followed, could result in
personal injury or loss of life.
(b) A caution indicates an operating procedure or
a practice which, if not strictly observed, could result in
damage to or destruction of equipment.
(c) A note highlights essential information which
is not of a threatening nature.
(2) Will, must, should, and may. These words distinguish between mandatory, preferred, and acceptable methods of
accomplishment.
(a) Will or must indicates a mandatory requirement.
(b) Should indicates a preferred but not mandatory
method of accomplishment.
plishment.
(3)
(c) May indicates an acceptable method of accomNVS, NVG, and NVD.
(a) NVS refers to the night vision system that is

attached to the aircraft; for example, the TADS.
(b) NVG refers to any night vision goggle image
intensifier system; for example, the AN/AVS-6 (ANVIS).
(c) NVD refers to NVS and NVG.
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CHAPTER 2
QUALIFICATION TRAINING
Initial AH-1 qualification training for active duty aviators is
conducted at the USAAVNC and at designated training bases according to an established POI. Units are not authorized to conduct
t h i s t r a i n i n g . Individuals completing the POI are trained in
b a s i c h e l i c o p t e r , NVG, and weapon system tasks. An ARNG aviator
will complete aircraft qualification/weapon system training
according to NGR 95-210. The commander may waive the requirement
that the aviator complete category instrument training before
performing pilot duties. Pending the completion of instrument
training, the aviator may log pilot time and act as PC if an
entry is made on DA Form 759 (Individual Flight Record and Flight
C e r t i f i c a t e --Army) to indicate such authority.
2-1.
ACADEMIC TRAINING
a . During academic training, the aviator must receive

sufficient instruction to be knowledgeable in the subjects listed
in Figure 2-1. Academic training should be completed-before the
corresponding flight training. The subjects may be presented in
any order; however, the introduction should be first and the aircraft operators manual written examination last. To pass the
examination, the aviator must obtain a grade of at least 70
percent. Aircraft systems instruction includes training in
operation, capabilities, limitations, a n d m a l f u n c t i o n a n a l y s i s .
b. When an applicable USAAVNC course or ETP is available,
POIs and lesson plans from the USAAVNC must be used to conduct
t r a i n i n g . Although hour requirements in the POIs are not mandatory, training objectives are. Training materials may be
obtained by writing Commander, US Army Aviation Center, ATTN:
ATZQ-TDI-D, Fort Rucker, AL 36362-5035, or calling DSN 5583283/5990 or commercial (205) 255-3283/5990. When an applicable
USAAVNC course is not available, ARNG units must use POIs and
lesson plans approved by the Chief, National Guard Bureau.
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2-2.
FLIGHT TRAINING
a . During flight training, the aviator is trained to

standards in the tasks listed-in Chapter 5 (Figure 5-1) and those
mission/additional tasks selected by the commander. Figure 2-2
shows the minimum flight tasks and hours allotted for general
subject areas. Flight training will not be less than that
indicated in Figure 2-2.
NOTE: The information in paragraph 2-lb also applies to the
initial AH-1 qualification flight training shown in Figure 2-2.
b. Commanders must ensure that realism is maintained during
q u a l i f i c a t i o n f l i g h t t r a i n i n g . This includes operation of the
aircraft at or near maximum gross weight.
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c . Training in night operations must include the location

and operation
of all aircraft lighting equipment. I t a l s o
.
should include takeoffs and landings with minimum runway or
field lighting appropriate for the mission and ambient light
conditions.
NVG QUALIFICATION TRAINING
2-3.
a.
Initial NVG Qualification.
(1) Initial NVG qualification training will be conducted

according to this ATM and TC 1-210 (Chapter 4). Before undergoing NVG qualification training, an aviator must be qualified and
current in the aircraft. He must complete the NVG training within 45 consecutive days. Figures 2-3 and 2-4 show the recommended
academic and flight training requirements for initial NVG
qualification.
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(2) Before the first NVG training flight, the aviator
must undergo a one-hour training period in the AH1FWS or at night
i n a s t a t i c a i r c r a f t . Minimum tasks that the aviator must perform are aircraft emergency procedures, NVG emergency procedures,
and emergency egress procedures. The NVG flight evaluation and
the one-hour training period in the AH1FWS or static aircraft may
be applied toward the flight minimum required for NVG qualificat i o n . Figure 2-5 lists the tasks that the aviator must perform
during NVG qualification training. After the aviator completes
the training, his proficiency will be determined by a flight
evaluation or by continual evaluation by an NVG IP/SP.
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b. AH-1NVG Qualification. An aviator who is NVG-qualified

in an aircraft other than the AH-1 must undergo additional NVG
qualification in the AH-1. He must complete the requirements in
TC 1-210 (Chapter 4) and the training shown in Figure 2-6.
NOTE: An aviator qualified in the AN/PVS-5 series must
receive sufficient academic instruction to qualify in the
AN/AVS-6 series.
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2-4.
SERIES QUALIFICATION
a . To become qualified in a different series of the

aircraft, an aviator qualified in the AH-1 must receive-(1) Sufficient academic instruction to ensure that he
has a thorough knowledge of the subjects shown in Figure 2-1
(page 2-2).
(2) The flight instruction shown in Figure 2-2
(page 2-3) and Figure 2-7.
b. When qualifying between the AH-1S and other AH-1 aircraft

i n s e r i e s , the aviator must complete a minimum one-hour flight at
night in the aircraft series being flown. The training must
include those tasks identified with an X in the night column, as
shown in Chapter 5 (Figure 5-l).
c . An aviator qualified in all individual weapon systems but
in a different series aircraft must still perform the required
gunnery tasks (Tasks 1109 through 1119). He is only required to
use live ammunition if he is not qualified in an individual
weapon system.
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d. During series qualification training, the aviator must be
evaluated, at a minimum, in those tasks identified with an X in
the standardization column, as shown in Chapter 5 (Figure 5-1).
This requirement does not apply to within series qualification
that does not require flight time allocated for base tasks.
2 - 5 . INITIAL AND SUBSEQUENT AIRCRAFT MAINTENANCE TEST PILOT
QUALIFICATION
a. Initial.
and TC 1-210.
Initial MP qualification will be per AR 95-1
b. Subsequent. If the commander needs an aviator to perform

MTFs in an AH-1 in which the aviator has not received formal
resident training, the aviator may receive training in the field
by an AH-1 ME. Field training procedures are described below.
(1) Prerequisites.
the AH-1.
(a) The aviator must be qualified and current in
(b) The aviator must be qualified as an MP through

initial qualification or the challenge program in the UH-1 or
OH-58A/C.
(2) Qualification requirements. The aviator must
receive MTF training from an ME in the AH-1. Figure 2-8 shows
the recommended flight training requirements. Academic training
will be conducted and documented showing that the prospective MP
has adequate knowledge of all aircraft systems, including components and their control movements. Prior to the final evaluation, the unit will coordinate with DOES, Fort Eustis, Virginia,
for approval to conduct the evaluation. Only DOES or a DOESdesignated ME may administer the final evaluation. When the
final evaluation is satisfactorily completed, the aviator will
receive an initial MP qualification memorandum from DOES. The
unit may use the recommendation for MP status on the final
evaluation grade slip (DA Form 4507-R) as authorization to issue
MP orders until it receives the memorandum from DOES.
(3) G r a d e s l i p s . A copy of DA Form 4507-R for the final
evaluation/initial designation of a field-trained MP in a subsequent aircraft will be sent to Assistant Commandant, USAALS,
ATTN: ATZG-LES-M, Fort Eustis, VA 23604-5431.
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CHAPTER 3
REFRESHER TRAINING
The refresher training program is designed for an RL 3 aviator.
It enables the aviator to regain proficiency in all base tasks.
This chapter describes refresher training requirements and
provides guidelines for developing refresher training programs.
3-1.
TRAINING REQUIREMENTS
a . An aviator is designated RL 3 when he meets the criteria

in TC 1-210. Figures 3-1 and 3-2 are furnished as guides for
developing refresher training programs.
b. Applicable USAAVNC POIs, lesson plans, and exportable
training packets may be used to conduct academic training. These
materials may be obtained by writing Commander, US Army Aviation
Center, ATTN: ATZQ-TDI-D, Fort Rucker, AL 36362-5035, or calling
DSN 558-3283/5990 or commercial (205) 255-3283/5990.
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3-2.
NIGHT TRAINING
a. Unaided Night Flight. Minimum task requirements are

listed in Chapter 5 (Figure 5-l). Night considerations for
maneuvers (when applicable) are in Chapter 6.
b. N W F l i g h t . TC 1-210 discusses NVG refresher training.
Figure 3-3 is an NVG refresher training guide.
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CHAPTER 4
MISSION TRAINING
Mission training develops the aviator's and aircrews ability to
perform specific tasks selected by the commander to support the
units mission. This chapter lists mission training requirements
and guidelines for developing a mission training program.
4-1.
An aviator is designated RL 2 and begins mission training when he

meets the requirements in TC 1-210. The mission training (RL 2)
guidelines shown in Figure 4-1 are based on FAC 1 requirements
for mission tasks. Mission training should be done during
mission support or collective training.
4-2.
NIGHT TRAINING
a. Unaided Night Flight. Tasks which the commander may

designate for unaided night flight are listed in Chapter 5.
Night considerations for maneuvers (when applicable) are in
Chapter 6.
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b. NVG Flight. NVG mission training requirements are in
TC 1-210, Chapter 4. Before undergoing NVG mission training, the
aviator must have completed qualification or refresher training
and must be NVG-current.
(1) NVG considerations for maneuvers (when applicable)
are in Chapter 6. If the commander determines that the NVG are
required in mission profiles, he will develop a mission training
program and specify the mission tasks.
(2) For NVG progression to RL 1, an aviator must have
completed an NVG evaluation given at night in the aircraft by an
NVG IP/SP. However, the commander may designate an aviator RL 1
for NVG purposes if a records check indicates that the aviator
was previously NVG mission-qualified. The aviator also must
have demonstrated proficiency in those tasks designated by the
commander of the gaining unit.
4-3.
MAINTENANCE TEST PILOT TRAINING
Mission training increases the aviators proficiency in performing maintenance test flights. Chapter 7 contains the mandatory
mission tasks for aviators designated to perform maintenance test
f l i g h t s . The tasks will be included on the Commanders Task List
in the aviators Individual Aviation Training Folder. Commanders
are not authorized to delete any MTF tasks. Personnel performing
as MPs should be limited to duties in one primary and one
alternate/additional aircraft and classified FAC 2. They should
be required to complete only those additional mission tasks that
the commander considers complementary to the MTF mission.
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CHAPTER 5
CONTINUATION TRAINING
This chapter outlines the tasks, aircraft hours, and simulation
device hours that an aviator must complete to support the units
mission. TC 1-210 describes the requirements for maintaining
RL 1. The required performance standards are in Chapters 6 and 7
of this ATM.
5-1.
a . Semiannual Flying-Hour Requirements--Aircraft.

minimum requirements are as follows:
The
(1) FAC 1 -- 55 hours.

(2) FAC 2 -- 30 hours.
(3) FAC 3 -- no flying-hour requirements.
(4) RL 1 aviators in NVG-designated positions and NVG
PCs -- 9 hours, of which 3 hours of NVG flight in the AH1FWS may be
credited toward this requirement.
NOTE: Unit trainers, evaluators, and maintenance test pilots
may credit those hours they fly while performing assigned duties,
regardless of their crew station, toward their semiannual flyinghour requirement.
b. Annual Flying-Hour Requirements--Simulation Device.
Aviators may apply 12 hours of AH1FWS (device 2B33) time toward
the semiannual flying-hour requirements specified in a(1) and (2)
above. Annual AH1FWS requirements for FAC 1 and FAC 2 active
duty aviators who are within 25 SM of an AH1FWS are 20 hours and
12 hours, r e s p e c t i v e l y . FAC 1 and FAC 2 active duty aviators who
are not within 25 SM of an AH1FWS must refer to AR 95-3. The
AH1FWS requirements for FAC 1 and FAC 2 Reserve Component aviators will be per AR 95-3. All FAC 3 aviators, regardless of
their distance from an AH1FWS, will fly 10 hours s e m i a n n u a l l y in
the simulator.
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c . Annual Task and Iteration Requirements.
requirements are as follows:
The minimum
(1) One iteration of base tasks as indicated in Figure

5-1.
(Mandatory tasks to be performed are indicated by an X in
the appropriate column of Figure 5-1 (pages 5-3 through 5-5.)
NOTE 1: During an evaluation, an iteration performed in a
more demanding mode of flight may suffice for an iteration
performed in a less demanding mode of flight.
(The commander
determines which mode of flight is more demanding.)
NOTE 2: The requirement to perform instrument tasks in
a d d i t i o n a l a i r c r a f t , in category, will be at the commanders
discretion.
(2) One iteration of tasks listed in Figure 5-1 under
the NVG column is required for aviators who are maintaining NVG
currency and are designated RL 1 for NVG purposes regardless of
their TOE or TDA position.
(3) One iteration of those base tasks which are mandatory during NBC training as listed in paragraph 5-4.
(4) Any iterations of mission tasks listed in Figure 5-2
(page 5-6) as determined by the commander.
(5) Any iterations of additional tasks designated by the
commander.
NOTE 1: An NVG standardization flight evaluation will cover,
at a minimum, those mandatory N=VG tasks indicated in Figure 5-1,
those tasks from Figure 5-2 determined by the commander, and any
commander-designated additional tasks. This evaluation is
required for aviators who are designated RL 1 for NVG purposes
regardless of their TOE or TDA position. It is conducted in the
aircraft at night by an NVG IP or SP.
NOTE 2: In addition to the required minimum annual tasks and
i t e r a t i o n s , aviators designated as MPs will perform a minimum of
four iterations annually of the MTF tasks listed in Figure 5-3
(pages 5-6 and 5-7). Aviators performing ME duties will perform
two iterations annually of the MTF tasks while occupying each
crew station. Each MTF task listed is mandatory for an MP or ME
standardization evaluation.
NOTE 3: Aviators who are required to perform MP or ME duties
in an additional or alternate aircraft will perform four iterations of the required tasks in each additional or alternate
aircraft.
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5-2.
AH1FWS CONSIDERATIONS
The annual flying-hour requirements are specified in paragraph

5 - l b . Figure 5-4 (pages 5-7 through 5-9) lists the tasks that
the aviator may accomplish in the AH1FWS. The commander may
designate additional tasks for the aviator to accomplish.
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5-3.
NVG CURRENCY REQUIREMENTS

a.
To be considered NVG current, the aviator must--
(1) Participate, at least once every 45 consecutive

days, in a one-hour flight in an AH1FWS or at night in the
aircraft while wearing the NVG.
(2) Participate, at least once every 90 consecutive
days, in a one-hour flight at night in the aircraft while wearing
the NVG.
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b. An aviator whose currency has lapsed must complete, at
a minimum, a one-hour NVG proficiency evaluation given at night
in the aircraft by an NVG IP or SP. Minimum tasks to be
evaluated are listed below. The commander may designate other
mission and/or additional tasks.
(1) Task 1017, Perform hovering flight.
(2) T a s k 1 0 1 8 , P e r f o r m a n o r m a l t a k e o f f .
(3) T a s k 1 0 2 8 , P e r f o r m V M C a p p r o a c h .
(4) Task 1032, Perform slope operations.
(5) Task 1068, Perform or describe emergency procedures
for aircraft or armament system malfunction and/or NVG failure.
(6) Task 1083, Perform or describe inadvertent IMC
procedures/VHIRP.
5-4.
ANNUAL NBC TRAINING REQUIREMENTS
Annual NBC
those FAC 2
not required
during NBC
training is mandatory for all FAC 1 positions and

positions selected by the commander. NBC training is
for FAC 3 positions. Aviators must wear MOPP4 gear
training.
a . Aviators will receive NBC training in the base tasks

listed below and will perform at least one iteration annually.
The commander may select mission/additional tasks based on the
units mission.
(1) Task 1005, Perform preflight inspection.
(2) Task 1007, Perform engine-start through afterlanding checks.
(3) T a s k 1 0 1 6 , P e r f o r m h o v e r p o w e r c h e c k .
(4) Task 1034, Perform terrain flight takeoff.
(5) T a s k 1 0 3 5 , P e r f o r m t e r r a i n f l i g h t .
(6) Task 1037, Perform NOE deceleration.
(7) T a s k 1 0 3 8 , P e r f o r m t e r r a i n f l i g h t a p p r o a c h .
(8) T a s k 1 1 1 1 , O p e r a t e r o c k e t m a n a g e m e n t s y s t e m .
(9) T a s k 1 1 1 2 , P e r f o r m a r m a m e n t s y s t e m c h e c k s .
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(10) T a s k 1 1 1 3 , Operate M28/M197 turret system.
(11) T a s k 1 1 1 4 , Operate rocket launchers.
b.
that--
While conducting NBC training, the commander will ensure
(1) Aircrews use extra care when performing flight

duties or training in aircraft when the wet bulb globe temperature is above 75F.
(2) A qualified and current aviator, not wearing a
protective mask, NBC boots, and NBC gloves, is at one set of
the flight controls at all times.
(3) Emergency procedures training is not accomplished in
flight while aircrews are wearing MOPP gear. (This training will
be accomplished in simulation devices or static aircraft.)
(4) NBC training is coordinated closely with the local
flight surgeon.
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CHAPTER 6
AVIATOR AND AIRCREW TASKS
This chapter implements portions of STANAG 3114/Air Std 60/16.
This chapter describes those maneuvers and procedures that are

essential for maintaining aviator and aircrew skills. It does
not contain all the maneuvers that can be performed in the airc r a f t . Some tasks that must be done during required training
flights may not be mandatory for other flights. For example,
Task 1004 is not mandatory for all flights. However, a v i a t o r s
must complete the performance planning card when their training
involves this task or when the instructor or evaluator requires
it.
6-1.
TASK CONTENTS
a . Task Number and Title. Each task is identified by a

number and a title which correspond to those for the tasks listed
in Chapter 5 (Figures 5-1 and 5-2). For ease of identification,
base tasks that are to be performed by all aviators are assigned
1000-series numbers. Mission tasks that may be selected by the
commander for training are assigned 2000-series numbers. Those
tasks that the commander determines are essential to mission
accomplishment that are not in this ATM will be designated as
additional tasks and listed separately. The commander will
develop conditions, standards, and descriptions for these tasks.
Additional tasks will be assigned 3000-series numbers.
The conditions specify the situation in
b. Conditions.
which the task is to be performed. They describe the important
aspects of the performance environment. All conditions must be
met before task iterations can be credited.
The standards describe the minimum degree of
c . Standards.
proficiency or standard of performance to which the task must be
accomplished.
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d. Description. The description explains how the task
should be done to meet the standards. It includes individual and
crew-coordinated actions that are to be performed as indicated by
the P* (pilot on the controls), p (pilot not on the controls),
PC (pilot in command), PI (pilot), and CPG (copilot-gunner).
These actions apply in all modes of flight during day, night, or
NVG operations. The indications P*, P, PI, and CPG do not imply
PC duties. When required, PC responsibilities are specified.
(1) I n d i v i d u a l a c t i o n s . These actions are the portions
of a crew task that an individual must accomplish.
(2) Crew-coordinated actions. These portions of a task
require the interaction of the entire crew to ensure safe, effic i e n t , and effective task execution.
e . Night or NVG Considerations.
NVG considerations are included.
Where applicable, night or
f . References. The references listed for each task are

sources of information about that particular task.
6-2.
a.
.
SP.
TASK CONSIDERATIONS
References to the IP in the task conditions include the
b. When a UT, an IP, or an IE is cited as a condition, that

individual will be at one set of the flight c o n t r o l s .
c . Unless otherwise specified in the conditions, all inflight training and evaluations will be conducted under VMC.
Simulated instrument meteorological conditions denote flight
solely by reference to flight instruments while the aviator is
wearing a hood or similar device that restricts outside visual
references.
d. Tasks requiring specialized equipment are not mandatory
in aircraft models in which that equipment is not part of the
normal aircraft configuration.
e . Single-pilot NVG flight is prohibited. During NVG
continuation training, both aviators must be qualified and
current in the aircraft and NVG. They also must wear the same
type of NVG.
f . Mandatory NVG evaluation tasks are listed in Chapter 5
( F i g u r e 5 - l ) . The standards for these tasks are the same as
those for task performance unless stated otherwise in TC 1-210.
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g. For the purpose of NVG training, NVG terrain flight is
defined as flight less than 200 feet AHO in the flight path.
h.
Airspeed and altitude limitations are as follows:
(1) Skids above trees and vegetation in the flight path

up to 25 feet AHO -- 40 KIAS (maximum).
(2) Skids between 25 feet and 80 feet AHO -- 70 KIAS
(maximum).
(3) Skids above 80 feet AHO -- whatever the airspeed
operational requirements dictate and aircraft limitations allow.
NOTE : The airspeeds listed above must be decreased if
inclement weather or ambient light levels restrict visibility.
i . Formation requirements for NVG or night operations are
as follows:
(1) Above 80 feet AHO -- straight-trail, free-cruse,
staggered, and echelon formations.
(2) At 80 feet AHO and below -- free-cruise formations
with techniques of movement.
j . A lead change will not be initiated by accelerating to
overtake the lead aircraft. Only the lead aircraft will give the
signal to initiate lead changes, which will be conducted as prescribed in the mission briefing. Chalk 2 will acknowledge the
l e a d s s i g n a l . The lead will make a heading change of 30 to 90
degrees, depart the formation, and maneuver his aircraft a minimum of eight rotor disks to the cleared side. Chalk 2, who
becomes the new lead, determines and announces when the former
lead is clear of the formation; the former lead will visually
confirm when each aircraft passes. A f t e r t h e l a s t a i r c r a f t i n
the formation has passed, the former lead aircraft will assume
the trail aircraft position with the appropriate rotor blade
separation and aircraft lighting configuration.
k. During NVG or night tactical operations, aircraft will
maintain a minimum separation of three rotor disks. This separation does not apply to terminal and tactical landing areas.
l . An infrared band-pass filter or a pink-light-modified
searchlight or landing light must be installed and operational
before the crew conducts NVG operations. If the light becomes
inoperative during a mission, the PC will evaluate the impact on
mission accomplishment. PC actions may vary from a minor mission
adjustment to termination of the flight.
6-3
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m. The crew will not attempt the tasks listed below if
performance planning or the hover power check indicates that OGE
power is not available.
takeoff.
6-3.
(1)
Task 1020, Perform simulated maximum performance
(2)
Task 1031, Perform confined area operations.
(3)
Task 1034, Perform terrain flight takeoff.
(4)
Task 1035, Perform terrain flight.
(5)
Task 1037, Perform NOE deceleration.
(6)
Task 1038, Perform terrain flight approach.
(7)
Task 1040, Perform evasive maneuvers.
(8)
Task 1075, Perform instrument takeoff.
(9)
Task 1090, Perform masking and unmasking.
(l0)
Task 1119, Perform firing position operations.
(11)
Task 2004, Perform pinnacle or ridgeline operation.
CREW COORDINATION
a . Most ATM tasks contain elements that require crew coordination. The importance of crew coordination has been reinforced
by research and studies conducted by the US Army Aviation Center,
US Army Safety Center, and US Army Research Institute. An analysis of rotary-wing aircraft accidents showed that a significant
percentage resulted from a total lack of crew coordination in the
cockpit or from crew coordination errors. Examples of crew
coordination errors identified are listed below.
(1) Failure of the P* to properly direct assistance f r o m
the other crew member.
(2) Failure of a crew member to announce a decision or
an action that affected the ability of the other crew members to
perform their duties properly.
(3) Failure of crew members to communicate
(verbally and nonverbally).
positively
(4) Failure of the PC to a s s i g n c r e w r e s p o n s i b i l i t i e s

properly before and during the mission.
6-4
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(5) Failure of the P or other crew members to o f f e r
assistance or information that was needed or had been requested
previously by the P*.
(6) Failure of the P* to execute flight actions in
proper sequence with the actions of other crew members.
b. As a result of the analysis, crew coordination is defined
as the crew member interaction (communication) and actions
(sequencing and timing) necessary for the efficient, effective,
and safe performance of tasks. The essential elements of crew
coordination are explained below.
(1) Communicate Positively. Good teamwork requires
positive communication among crew members. Communication is
positive when the sender directs, announces, requests, or offers;
the receiver acknowledges; and the sender confirms, based on the
receivers acknowledgment and/or action. Crew members must use
positive communication procedures for the essential crew coordination actions identified in the description of each task. They
should remain aware of the potential for misunderstandings and
make positive communication a habit in the cockpit. P o s i t i v e
communication-(a)
Is quickly and clearly understood.
(b)
Permits timely actions.
(c) Makes use of a limited vocabulary of explicit

terms and phrases to improve understanding in a high-ambientnoise environment.
(2) D i r e c t a s s i s t a n c e . A crew member will direct assistance when he cannot maintain aircraft control, position, or
clearance. He also will direct assistance when he cannot properly operate or troubleshoot aircraft systems without help from
the other crew member. Directives are necessary when one crew
member cannot reasonably be expected to know what or when assistance is needed by the other crew member. Examples are emergenc i e s ; the P*s decision to change the sequence, timing, or
priority of the Ps assistance; and a P who is relatively inexperienced in the mission being flown or the flight environment.
Directives normally are not needed when the assistance required
is part of a crew member's assigned responsibility in the task
description.
(3) Announce actions. To ensure effective and wellcoordinated actions in the cockpit, crew members must be aware of
expected aircraft movements and unexpected individual actions.
6-5
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Each crew member will announce any action that affects the
actions of the other crew member. Such announcements are
essential when the decision or action is unexpected and calls for
supporting action from the other crew member to avoid a potentially hazardous situation.
(4) O f f e r a s s i s t a n c e . A crew member will provide the
assistance or information that has been requested. He also will
offer assistance when he sees that the other crew member needs
help. All crew members must be aware of the flight situation and
recognize when the P* deviates from normal or expected actions.
They must never assume that the P* recognizes a hazard or the
need for assistance.
(5) Acknowledge actions. Communications in the cockpit
must include supportive feedback to ensure that crew members
correctly understand announcements and directives. Acknowledgments need to be short and need to positively indicate that the
message was received and understood. Roger or "Okay" may not
b e s u f f i c i e n t . The preferred method is to repeat critical parts
of the message in the acknowledgment. Figure 6-l shows an example of positive communication.
(6) B e e x p l i c i t .
(a) Crew members must avoid using terms that have
multiple meanings; misinterpretations can cause confusion,
delays, or accidents. Examples are "Right," Back up," and "I
h a v e i t . " Crew members also must avoid using indefinite modifiers such as DO you see that tree?" or Y OU are coming in a
l i t t l e f a s t . " In such cases, one crew member may mistakenly
6-6
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assume that the other crew members attention is focused on the
same object or event. More confusion arises when each crew
member interprets the terms differently.
(b) Crew members should use clear terms and phrases
and positively acknowledge critical information. During terrain
flight, for example, the P must give enough information to permit the P* to fly the aircraft efficiently and safely over the
intended route. He must provide navigation directions and information so that the P* does not have to concentrate on reading the
Examples of acceptable navigation statements are in
instruments.
Figure 6-2.
(7) Provide aircraft control and obstacle advisories.

(a) Although the P* is responsible for aircraft
control during terrain flight, the P may-need to provide aircraft
control information regarding airspeed, altitude, or obstacle
avoidance. Because wires are difficult to see, they are a major
hazard to helicopters at NOE altitudes. Aircrews must anticipate
wires along roadways; near buildings, antennas, and towers; or in
combat areas where wire-guided missiles have been launched.
Obstacles are even more difficult to see with the NVG. Theref o r e , crew members wearing NVG must consider obstacle clearance a
primary task directive.
6-7
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(b) Crew members should precede aircraft control
and obstacle advisories by a positive command that immediately
conveys the required action to the P*. A brief explanation of
why the change is necessary should follow; for example, "Slow
down, wires, 12 oclock, 100 meters" or "Stop now, wires." In
some instances, the P may notice that the P* has let the aircraft
move behind an obstacle that obstructs the line of sight to a
t a r g e t . The P should precede the advisory by a positive directive; for example, Come up, losing target or Slide right,
l o s i n g t a r g e t . " When the P* reaches the desired altitude or
position, the P should announce "Hold."
(8) Coordinate sequencing and timing Proper sequencing
and timing ensures that the actions of one crew member mesh with
the actions of the other crew member. An example of properly
sequenced and timed actions is in Figure 6-3.
c . Crew coordination begins with battle rostering and

training, proceeds through mission planning, and culminates in
the effective execution of aircrew tasks. Research has shown
that crew coordination is related to mission performance. That
research defined specific aspects of crew coordination, which
include the following:
(1) Involvement of the entire crew in mission planning
and rehearsal of critical mission events and contingencies.
(2) Development of standardized communication techniques, including the use of confirmation and acknowledgment.
(3) Assignment of specific task priorities and
responsibilities to each crew member and individual acknowledgment of those responsibilities during the preflight crew
briefing.
6-8
TC 1-213
(4) Involvement of each crew member in monitoring the
need for assistance in coping with difficult aspects of the
mission.
(5) Development of positive team relationships to
preclude overconfidence or subconscious intimidation because of
rank or experience differences.
6-4.
GENERAL CONSIDERATIONS
a . Aircrews must use the crew coordination procedures in the

task descriptions during day operations so that they develop good
habits that will transfer to more critical night and NVG
operations.
b. When operations are conducted close to the ground or
under conditions of restricted or reduced visibility, crew
coordination becomes more critical.
c . The P must warn the P* anytime he detects an unexpected
deviation from the intended airspeed or altitude. These deviations include aircraft drift, excessive attitude, excessive
change in rate of closure, and any other unsafe condition.
d. The P must warn the P* when ground reference is marginal
or is lost.
e . If the P* experiences a visual illusion or disorientation, he will inform the P and transfer the flight controls.
f . Aviators will follow the practice of see and avoid at
a l l t i m e s . When used to describe a task condition, the term
"clearing" or "aircraft cleared" applies to both aviators. It
means that they will visually clear the immediate area in all
directions during hovering and taxi operations; left, right, and
overhead before and during takeoff; and before climbing or
descending.
g.
During NVG operations, crew members will clear within the
field of view. The P* will reposition the aircraft if necessary.
h. Good crew coordination requires that both crew members
have a complete mental picture of the mission. This includes
critical map features, flight segments and events, tactical
options, emergency procedures, and operational risks. Crew members must actively participate in mission planning and rehearsal.
No crew member should merely brief the other crew member on the
results of an individually planned effort.
6-9
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6-5.
STANDARD CREW TERMINOLOGY
Crew members should use standard words and phrases to communicate

with each other in the cockpit.
words to a minimum and use clear, concise terms that can be
easily understood and complied with in an environment full of
d i s t r a c t i o n s . Figure 6-4 is a list of standard words and phrases
with their meaning which all crew members in the unit should
understand.
6-10
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6-11
TC 1-213
6-12
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TASK 1000
TASK :
Conduct crew mission briefing.
CONDITIONS: Prior to flight in an AH-1 helicopter or an AH1FWS,

by the PC with the other crew member present, and given a crew
briefing checklist.
STANDARDS :
1. Assign crew member mission duties and responsibilities
per the crew briefing checklist.
2 . Assign crew member cockpit duties and responsibilities
per the crew briefing checklist.
3 . Have the other crew member acknowledge that he fully
understands the assignment of duties and responsibilities.
DESCRIPTION: The PC must brief the appropriate items from the
crew briefing checklist. He will use a checklist similar to the
one in Figure 6-5 to conduct the briefing. He also must ensure
that the aircrew collectively visualizes and rehearses expected
and potential unexpected events from takeoff to tiedown. The PC
should include in the rehearsal all aspects of the flight; these
include the actions, duties, and responsibilities of each crew
member. The crew members will discuss and acknowledge their
understanding of critical map features, flight segments and
events, tactical options, emergency procedures, and operational
risks associated with the planned mission. The PC will then
identify mission and flight requirements that will demand effective communication and proper sequencing and timing of actions by
the crew. The PC must realize that added caution may be necessary if the crew members have not flown together as a battlerostered crew. The other crew member will acknowledge that he
understands assigned actions, duties, and responsibilities. The
overall goal is to reduce uncertainty by preplanning a margin of
error to compensate for unexpected events.
REFERENCES:
Aircraft logbook
AR 95-1
DA Pamphlet 738-751
FM 1-400
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-13
TC 1-213
6-14
TC 1-213
TASK 1001
TASK :
Plan a VFR flight.
CONDITIONS: Prior to VFR flight in an AH-1 helicopter or an

AH1FWS and given access to weather information; NOTAMs; flight
planning aids; necessary charts, forms, and publications: and
weight and balance information.
STANDARDS:
1. Determine if the aircrew and aircraft are capable of
completing the assigned mission.
2 . Determine if the flight can be performed according to
AR 95-1 and/or applicable host-country regulations.
3 . Check applicable publications and determine, without
e r r o r , if any restrictions will exist on departure, en route, and
at destination.
4. Select course(s) and altitude(s) that will facilitate
mission completion, and correctly compute magnetic heading(s)
within 5 degrees.
5 . Determine distance 1 nautical mile, ground speed 5
knots, and ETE 3 minutes for each leg of the flight.
6 . Determine the fuel required from takeoff to destination,
plus fuel reserve, 50 pounds.
7 . Without error, verify that the aircraft will remain
within weight and CG limitations for the duration of the flight.
8 . Complete and file the flight plan according to AR 95-1,
the DOD FLIP, and/or applicable host-country regulations.
9.
Correctly perform crew coordination actions.
DESCRIPTION:
1.
Crew Actions.
a . The PC may direct the other crew member to complete

some elements of the VFR flight planning.
b. The other crew member will complete the assigned
elements and report the results to the PC.
6-15
TC 1-213
c. Based on information provided by the other crew
member, the PC will ensure that both aviators are current and
qualifed. He also will determine whether the aircraft is
properly equipped to accomplish the assigned mission.
2 . Procedure. Using USAF, FAA, or host-country weather
f a c i l i t i e s , obtain weather information. After determining that
the flight can be completed under VFR, check NOTAMs and the Army
Aviation Flight Information Bulletin for any restrictions that
apply to the flight. Obtain charts that cover the entire flight
route, and allow for changes in routing that may be required
because of the weather or terrain. S e l e c t c o u r s e ( s ) a n d a l t i tude(s) that will facilitate mission accomplishment. Use a
CPU-26A/P computer/Weems plotter (or equivalent) to plot the
flight, and determine magnetic heading, ground speed, and ETE
for each leg. Compute the total distance and flight time, and
calculate the required fuel using the appropriate charts in
TM 55-1520-234-10 or TM 55-1520-236-10. Ensure that the weight
and balance forms kept in the aircraft logbook apply to the
aircraft load and CG limitations per AR 95-3. Verify that the
aircraft weight and CG will remain within allowable limits for
t h e e n t i r e f l i g h t . Complete DD Form 175 (Military Flight Plan)
or an equivalent form, and file the flight plan with the
appropriate agency.
REFERENCES:
AR 95-1
AR 95-2
AR 95-3
AR 95-10
DOD FLIP
FAR/host-country regulations
FM 1-230
FM 1-240
FM 1-300
Local SOPS and regulations
TC 1-204
TM 55-1500-342-23
TM 55-1520-234-10
TM 55-1520-236-10
6-16
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TASK 1002
TASK :
Plan an IFR flight.
CONDITIONS: Prior to IFR flight in an AH-1 helicopter or an

AH1FWS and given access to weather information: NOTAMs; flight
planning aids; necessary charts, forms, and publications; and
weight and balance information.
STANDARDS:
1 . Determine if the aircrew and aircraft are capable of
completing the assigned mission.
2 . Determine if the flight can be performed according to
AR 95-1 and/or applicable host-country regulations.
3 . Check applicable publications and determine, without
e r r o r , if any restrictions will exist on departure, en route, and
at destination.
4 . Select route(s) that avoid severe weather hazards, conform to known preferred routing, and are within the capability of
aircraft equipment. If flying off published airways, determine
the course(s) within 5 degrees.
5 . Select altitude(s) that avoid icing and turbulence, are
above minimum altitudes, conform to the semicircular rule (when
applicable) , and do not exceed aircraft or equipment limitations.
6. Select an approach that is compatible with the weather,
a p p r o a c h f a c i l i t i e s , and aircraft equipment and determine if an
alternate airfield is required.
7 . Determine distance 1 nautical mile, true airspeed 3
knots, ground speed 5 knots, and ETE 3 minutes for each leg of
the flight.
8 . Determine the fuel required from takeoff to destination
and to the alternate airfield (if required) , plus fuel reserve,
50 pounds.
9 . Without error, verify that the aircraft will remain
within weight and CG limitations for the duration of the flight.
10. Complete and file the flight plan according to AR 95-1,
the DOD FLIP, and/or applicable host-country regulations.
11.

6-17
TC 1-213
DESCRIPTION:
1.
Crew Actions.
a . The PC may direct the other crew member to complete

some elements of the IFR flight planning.
b. The other crew member will complete the assigned
elements and report the results to the PC.
c . Based on information provided by the other crew
member, the PC will ensure that both aviators are current and
q u a l i f i e d . He also will determine whether the aircraft is
properly equipped to accomplish the assigned mission.
2 . Procedure. Using USAF, FAA, or host-country weather
f a c i l i t i e s , obtain weather information. Compare destination
forecast and approach minimums, and determine if an alternate
a i r f i e l d i s r e q u i r e d . Ensure that the flight can be completed
according to AR 95-1. Check NOTAMs and the Army Aviation Flight
Information Bulletin for any restrictions that apply to the
f l i g h t . Obtain charts that cover the entire flight route, and
allow for changes in routing or destination that may be required
because of the weather. Select route(s) or course(s) and altitude(s) that will facilitate mission accomplishment. When
p o s s i b l e , select preferred routing. Use a CPU-26A/P computer/
Weems plotter (or equivalent) to plot the flight. Determine the
magnetic heading, ground speed, and ETE for each leg, to include
f l i g h t t o t h e a l t e r n a t e a i r f i e l d i f r e q u i r e d . Compute the total
distance and flight time, and calculate the required fuel using
the appropriate charts in TM 55-1520-234-10 or TM 55-1520-236-10.
Ensure that the weight and balance forms kept in the aircraft
logbook apply to the aircraft load and CG limitations per
AR 95-3. Verify that the aircraft weight and CG will remain
within allowable limits for the entire flight. Complete a
DD Form 175 (Military Flight Plan) or an equivalent form, and
file the flight plan with the appropriate agency.
NOTE : Use of the doppler as an IFR navigational system is not
authorized; however, the crew should consider and plan for its
use as an emergency backup system.
REFERENCES:
AR 95-1
AR 95-2
AR 95-3
AR 95-10
DOD FLIP
FAR/host-country regulations
6-18
TC 1-213
FM 1-230
FM 1-240
FM 1-300
Local SOPS and regulations
TC 1-204
TM 55-1500-342-23
TM 55-1520-234-10
TM 55-1520-236-10
6-19
TC 1-213
TASK 1003
TASK: Prepare DD Form 365-4 (Weight and Balance Clearance Form
F-Tactical).
CONDITIONS: Given crew weights, a i r c r a f t c o n f i g u r a t i o n , a i r c r a f t
weight and balance information, TM 55-1520-234-10 or TM 55-1520236-10, and a blank copy of the appropriate DD Form 365-4.
STANDARDS:
1.
Correctly compute the takeoff gross weight and CG.
2.
Correctly compute the landing gross weight and CG.
3 . Determine if aircraft takeoff or landing CG or aircraft

gross weight imposes limitations on the proposed flight.
4.
DESCRIPTION:
1. The PC will compute or direct the other crew member to
compute the data for completing DD Form 365-4 according to the
references listed below. The PC will verify that the aircraft
will remain within the allowable limits for the entire flight.
2 . The PC and the other crew member will confirm and
acknowledge the accuracy of the completed DD Form 365-4.
REFERENCES:
AR
TM
TM
TM
95-3
55-1500-342-23
55-1520-234-10
55-1520-236-10
6-20
TC 1-213
TASK 1004
TASK:
Prepare DA Form 4887-R (RW Performance Planning Card).
CONDITIONS: Given a completed DD Form 365-4 (Weight and Balance

Clearance Form F-Tactical); TM 55-1520-234-10 or TM 55-1520-23610; environmental conditions at takeoff, en route, and at
designation; and a blank DA Form 4887-R.
NOTE: A blank copy of DA Form 4887-R is at the back of this
t r a i n i n g c i r c u l a r . Reproduce it locally on 5 1/2- by 8-inch
paper or card stock.
STANDARDS:
1 . Correctly compute performance planning data according to
TM 55-1520-234-10 or TM 55-1520-236-10 and the description below.
2.
DESCRIPTION:
1.
Crew Actions.
a . The PC will compute or direct the other crew member

to compute the aircraft performance data.
b. The PC will verify that the aircraft meets the
performance requirements for the mission and will brief the other
crew member on performance planning data.
c . The PC will ensure that aircraft limitations and
capabilities are not exceeded.
2.
Procedure.
a . DA Form 4887-R is an aid for organizing performance

planning data or for handling emergency procedures that may arise
during the mission. The form will be used during the APART
standardization evaluation. Use the front of the form to organize departure and arrival information. Use the back of the form
for fuel management, cruise, and optional data.
b. Use existing conditions to obtain the most accurate
performance data. If mission or time constraints preclude using
these conditions, use the highest PA and temperature forecast
during the mission to establish maximum torque available and
go/no-go torque. Use the anticipated takeoff conditions for the
time of departure to determine the predicted hover torque. Small
variations in planned takeoff conditions, such as a change in
6-21
TC 1-213
fuel or armament load or a change in wind velocity or direction,
require a change in the predicted torque value. In these instances, a rule of thumb is that 1 percent or 1/2 psi of torque
equals 100 pounds of weight or 5 knots of wind.
c . Complete the items indicated by the circled numbers
in Figures 6-6 and 6-7 (pages 6-28 and 6-29) according to instructions in TM 55-1520-234-10 or TM 55-1520-236-10 and, where
necessary, as supplemented below. Items not indicated by circled
numbers do not pertain to the AH-1. Because DA Form 4887-R is
used for several types of rotary-wing aircraft in the Armys
inventory, some circled numbers may not be in sequence.
3.
Supplemental Instructions.
a.
Departure.
(1) Items 1 and 2--PA.
(a) Departure PA.

the time of departure (current PA).
(b) Highest PA.
during the mission profile.
Record the PA forecast for

Record the highest PA forecast
(2) Items 3 and 4--FAT.

(a) Departure FAT.
the time of departure (current FAT).
Record the FAT forecast for
(b) Highest FAT. Record the highest FAT

forecast during the mission profile.
(3) Item 5--Takeoff GWT. Record the takeoff gross
weight from DD Form 365-4 or the anticipated takeoff gross
weight.
(4) I t e m 6 - - L o a d . Record the maximum anticipated
gross weight during the mission profile (not to exceed the
IGE/OGE maximum allowable gross weight).
(5) Item 7--Calibration Factor.
tion factor (if applicable).
Record the calibra-
(6) I t e m 8 - - F u e l . Record the takeoff fuel weight,

and compare it with the total fuel required for the mission.
6-22
TC 1-213
Using the maximum
(7) Item 9--Max Torque Avail.
torque available (30-minute operation) chart, record the
(Use maximum forecast
calibrated maximum torque available.
conditions.)
Using the
(8) Item 10--Cont Torque Avail.
applicable torque available (continuous operation) chart(s) ,
(Use maximum
record the calibrated continuous torque available.
forecast conditions.)
(9) Item 11 and 12--Max Allowable GWT (OGE/IGE).
(a) O G E . Using the hover chart, the maximum
torque available obtained in (7) above, and a 50-foot skid
height, record the maximum allowable gross weight OGE.
(b) I G E . Using the hover chart, the maximum
torque available obtained in (7) above, and a 5-foot skid height,
record the maximum allowable gross weight IGE.
NOTE: The weights obtained in (9) (a) and (b) above
are the maximum allowable gross weights based on predicted engine
performance.
(10) Item 13 and 14--Go/No-Go Torque (OGE/IGE).
(a) O G E . Using the hover chart and the maximum
torque available obtained in (7) above, record the go/no-go
torque OGE.
(b) I G E . Record the maximum torque available
obtained in (7) above as the go/no-go torque IGE.
(11) Item 15--Predicted Hover Torque. Using the
hover chart, record the calibrated torque (indicated for AH-lS)
required to hover at a 5-foot skid height (IGE) for anticipated
takeoff conditions.
(12) Item 16--Hover OGE Torque. Using the hover
c h a r t , record the calibrated torque (indicated for AH-lS) required to hover at a 50-foot skid height (OGE).
NOTE: A change in gross weight of about 100 pounds or
a change in wind of 5 knots equates to a change in torque of 1
percent or 1/2 psi.
(13) Item 17--Max R/c or Endurance IAS. Using the
applicable cruise chart, record the maximum rate of climb or
maximum endurance indicated airspeed. Record the torque value
that corresponds to the maximum endurance indicated airspeed.
6-23
TC 1-213
(14) Item 18--Max Range IAS. Using the applicable
cruise chart, record the maximum range indicated airspeed.
Record the torque value that corresponds to the maximum range
indicated airspeed.
(15) Item 19--Validation Factor. If (9)(b) above
results in a gross weight equal to or less than 10,000 pounds, a
validation factor is not necessary. If (9) (b) results in a gross
weight greater than 10,000 pounds, obtain the validation factor;
t h a t i s , the torque required to hover at a 5-foot skid height at
10,000 pounds. Use the maximum torque available (30-minute
operation) chart and convert the data (if applicable) to indicated torque. Record this data in the validation factor block.
(16) Item 20--Safe Pedal Margin.
(a) Calm wind (tail rotor limited). U s i n g
sheet 1 of the directional control margin chart, determine the
maximum gross weight that will allow a 10 percent directional
control margin. Compare this weight with the known gross weight
shown in (3) above. If the weight is equal to or greater than
the known gross weight, place an X beside the "yes" in the safe
pedal margin block.
(b) Steady winds or gusts. Using sheet 1 of
the directional control margin chart, determine the tail rotor
control margin zone for existing conditions. Refer to sheet 2 of
the chart to determine wind directions and maximum velocities
where a 10 percent directional control margin may still be maintained. If the predicted winds (steady winds or highest gusts)
are below this figure, place an X beside the "yes" in the safe
pedal margin block.
NOTE: Placing an X beside the "no" in the safe pedal
margin block will not preclude flight. To ensure safe pedal
margin, adjust the aircraft gross weight or maneuver the aircraft
so that the wind effect does not decay the directional control
margin below 10 percent. Those azimuths where less than a 10
percent directional control margin may exist should be annotated
in the space next to the no block. This information is valid
at any altitude when the aircraft is at a stabilized hover at 100
percent RPM or 6600 RPM.
b.
Arrival.
NOTE: When computing arrival data, consider the directional control margin as well as engine performance data to
ensure safe mission accomplishment. In the mission operational
area, the directional control margin rather than engine performance may be the determining factor for safe mission completion.
6-24
TC 1-213
The PC must be aware that a significant increase in gross weight
or environmental conditions (250 pounds, 5C, or 500 feet PA) may
decrease aircraft performance and require a change in the planned
mission.
(1) I t e m 2 1 - - P A . Record the forecast PA at
destination and/or operational area at ETA.
(2) Item 22--FAT. Record the forecast FAT at
destination and/or operational area at ETA.
(3) Item 23--Landing GWT.
landing gross weight.
Record the estimated
(4) Item 24--Max Allowable GWT (OGE/IGE).

(a) O G E . Using arrival environmental condit i o n s , compute maximum allowable gross weight OGE as described in
a(9) (a) above.
(b) I G E . Using arrival environmental condit i o n s , compute maximum allowable gross weight IGE as described in
a(9) (b) above.
(c) Maximum allowable gross weight. Using
arrival environmental conditions and the directional control
margin chart, determine the maximum gross weight where the control margin is at least 10 percent. Compare this weight with the
weights obtained in (a) and (b) above, and record the lesser of
the three figures as the maximum allowable gross weight.
NOTE: If the planned gross weight exceeds the lesser
of the figures obtained in (a) , (b) , or (c) above, a change in
mission planning is necessary. If operating near aircraft maximum gross weight or power limits or when the directional control
margin is close to 10 percent, the aircrew must use caution and
plan the approach or maneuver so that large changes in power
application are not required.
Using arrival envi(5) Item 25--Max Torque Avail.
ronmental conditions, compute the calibrated maximum torque
available as described in a(7) above.
(6) Item 26--Hover IGE Torque. Using arrival environmental conditions, compute hover IGE torque as described in
a(n) above.
(7) Item 27--Hover OGE Torque. Using arrival environmental conditions, compute hover OGE torque as described in
a(12) above.
6-25
TC 1-213
(8) Item 28--Safe Pedal Margin. Using arrival environmental conditions, compute safe pedal margin as described in
a(16) above.
(9) Items 29 through 37--Indicated Torque. Using
the maximum torque available (30-minute operation) chart, convert
calibrated torque values to indicated torque values (if applicable) and record them in the appropriate blocks.
c . Fuel Management (Item 38).
Use this space to record
the in-flight fuel consumption check, to include fuel burnout and
required reserve.
(Task 1023 describes fuel management procedures. )
d.
Cruise Data.
(1) I t e m 3 9 - - P A .
altitude.
(2) Item 40--FAT.
Record the planned cruise PA.

Record the forecast FAT at cruise
(3) Item 41--Vne. Using the airspeed operating

l i m i t s c h a r t , record the maximum indicated airspeed for anticipated environmental conditions.
(4) Items 42 and 43--Cruise Speed (IAS and TAS).
Using the applicable cruise chart, record the indicated and true
airspeeds based on gross weight and cruise data.
NOTE: If flight into turbulence is anticipated,
record the torque required to maintain 100 KIAS in the Remarks
block.
(5) Item 44--Cruise Torque. Using the applicable
cruise chart, record the torque required to maintain the airspeeds listed in (4) above.
(6) Item 45--Cruise Fuel Flow. Using the appropriate cruise chart, record the predicted fuel flow.
(Use the
torque listed in (5) above.)
e . Weight Computation--Item 46. Use this area to record
any additional information appropriate for the mission.
f . Remarks (Item 47). Use this space to record any
additional information appropriate for the mission. Examples are
the minimum fuel required to complete the mission or the torque
required to maintain the turbulence penetration airspeed.
6-26
TC 1-213
NOTE 1: The same PPC data will suffice for consecutive takeoffs
and landings when the gross weight or environmental conditions
have not increased significantly; that is, 250 pounds, 5C, or
500 feet PA. The PC will determine the need to recompute data
based on lesser changes.
NOTE 2: Crew members may use approved computer programs to
derive the required information during flights other than for
readiness level progression and evaluation.
REFERENCES:
AR 95-1
AR 95-3
FM 1-203
Task 1023
TM 55-1520-234-10
TM 55-1520-236-10
6-27
TC 1-213
6-28
TC 1-213
6-29
TC 1-213
TASK 1005
TASK:
Perform preflight inspection.
CONDITIONS: Given an AH-1 helicopter, TM 55-1520-234-10 or

TM 55-1520-236-10, and TM 55-1520-234-CL or TM 55-1520-236-CL.
STANDARDS:
1. Without error, perform the preflight inspection according
to TM 55-1520-234-CL or TM 55-1520-236-CL.
2 . Correctly enter appropriate information on DA Form
2408-12 (Army Aviators Flight Record) and DA Form 2408-13
(Aircraft Status Information Record).
3.
DESCRIPTION:
1. The PC will ensure that the preflight inspection is
conducted according to TM 55-1520-234-CL or TM 55-1520-236-CL.
He may direct that the other crew member(s) inspect all or
designated sections of the aircraft. The PC will verify that all
preflight checks have been completed. He will ensure that the
appropriate information is entered on DA Forms 2408-12 and
2408-13.
2 . The other crew member(s) will complete the preflight
inspection as directed and report to the PC whether the aircraft
or assigned sections meet required preflight inspection criteria.
3 . The PC will ensure that a walk-around inspection is
completed prior to flight.
NIGHT OR NVG CONSIDERATIONS: If time permits, accomplish the
preflight inspection during daylight hours. During the hours of
darkness, use a flashlight with an unfiltered lens to supplement
a v a i l a b l e l i g h t i n g . Hydraulic leaks, oil leaks, and other
defects are difficult to see using a flashlight with a colored
l e n s . Ensure that all internal and external lights are operat i o n a l . TC 1-204 contains details on preflight inspection at
night.
REFERENCES:
Aircraft logbook
AR 95-1
DA Pamphlet 738-751
TC 1-204
6-30
TC 1-213
TM 5-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-31
TC 1-213
TASK 1007
TASK: P e r f o r m e n g i n e - s t a r t t h r o u g h a f t e r - l a n d i n g c h e c k s .
CONDITIONS: In an AH-1 helicopter or an AH1FWS and given
TM 55-1520-234-CL or TM 55-1520-236-CL.
STANDARDS:
1 . Without error, perform procedures and checks according to
TM 55-1520-234-CL or TM 55-1520-236-CL.
2.
DESCRIPTION:
1. The crew will accomplish all checks in the correct
sequence according to TM 55-1520-234-CL or TM 55-1520-236-CL. The
P will record appropriate data on the aircraft logbook forms.
2 . Crew members will use the call and response method to
complete the required checks.
3. The aircrew and the ground crew, if available, will clear
the area around the aircraft prior to the engine start.
4.
The P* will announce when he initiates the engine start.
NOTE 1: The call and response method is defined as the P reading

the required check and the response. The P* will answer with the
appropriate response.
NOTE 2: T h e P C i s r e s p o n s i b l e f o r e n s u r i n g t h a t a l l c h e c k s a r e
accomplished according to TM 55-1520-234-CL or TM 55-1520-236-CL.
NIGHT OR NVG CONSIDERATIONS: Before starting the engine or
performing the run-up check, t h e a i r c r e w w i l l e n s u r e t h a t a l l
appropriate internal and external lights are operational and
properly set. Aircraft lighting levels must be high enough so
that the P* can see the instruments easily and start the engine
without exceeding aircraft operating limitations.
REFERENCES:
AR 95-1
AR 385-95
Engine HIT log
TM 55-1520-234-CL
TM 55-1520-236-CL
Unit SOP
6-32
TC 1-213
TASK 1016
TASK:
Perform hover power check.
CONDITIONS: In an AH-1 helicopter or an AH1FWS, with performance

planning information available, at an appropriate hover height.
STANDARDS:
1. Perform the check near the takeoff point and in the
direction of takeoff.
2 . Maintain a stationary hover 1 foot, and determine,
without error, that sufficient power is available to complete the
mission.
3.
DESCRIPTION:
1. The P* will announce his intent to bring the aircraft
to a stationary hover. He will remain focused outside the aircraft and will announce when the aircraft is stabilized at the
desired hover altitude.
2 . The P* should use a 5-foot stationary hover when performing this task unless the mission or terrain dictates otherwise.
If another hover height is required, he should use that height to
compute go/no-go torque and predicted hover torque.
3. The P will announce when he is ready for the takeoff and
will remain focused outside the aircraft. He will announce when
his attention is directed inside the cockpit: for example, when
monitoring aircraft instruments and verifying the power check.
The P will compare the actual performance data to that computed
and announce the results to the P*.
NOTE 1: If the torque required to maintain a stationary
hover exceeds the go/no-go torque (OGE) but does not exceed the
go/no-go torque (IGE), the P* may attempt only IGE maneuvers. If
the torque required to maintain a stationary hover does not
exceed the go/no-go torque (OGE), he may attempt any maneuver
requiring OGE/IGE power or less.
NOTE 2: Anytime the gross weight or environmental conditions
increase significantly, the aircrew should perform additional
hover power checks and, if necessary, recompute all values.
Significant increases are defined as 250 pounds gross weight,
5C, or 500 feet PA.
6-33
TC 1-213
4 . The PC will determine whether the aircraft is capable of
completing the assigned mission. He will ensure that aircraft
limitations will not be exceeded.
5 . The P will announce when the hover power check is
completed.
NIGHT OR NVG CONSIDERATIONS: The crew must use proper scanning
techniques to avoid obstacles and to prevent spatial disorientat i o n . If artificial lighting is deemed necessary, the crew
should turn it on prior to starting the maneuver.
REFERENCES:
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-34
TC 1-213
TASK 1017
TASK:
Perform hovering flight.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with the beforetakeoff check completed and the aircraft cleared.
STANDARDS:
1.
Takeoff to a Hover.
a . Establish a vertical ascent to a hover altitude of

3 f e e t , 1 foot.
2.
b.
Maintain heading 10 degrees.
c.
Do not allow drift to exceed 1 foot.
Hovering Flight.
a.
Stationary.
(1) Maintain altitude 3 feet, 1 foot.
(2) Maintain heading 10 degrees.
(3) Do not allow drift to exceed 2 feet.
b.
Forward, sideward, or rearward.

(1) M a i n t a i n a l t i t u d e 3 f e e t , l f o o t .
(2) Maintain heading 10 degrees.
(3) Maintain a constant hover speed.
(4) Maintain ground track.
(5) Do not allow drift to exceed 2 feet.
3.
point.
Hovering Turns.
a.
Maintain altitude 3 feet, 1 foot.
b.
Do not allow drift to exceed 2 feet from the pivot
c.
Maintain a constant rate of turn.
6-35
TC 1-213
4.
Landing From a Hover.
a . Execute a smooth, controlled descent with minimum

drift at touchdown.
b.
5 . Crew Coordination.
actions.
Correctly perform crew coordination
DESCRIPTION:
1.
Crew Actions.
a . The P* will announce his intent to perform a specific

hovering flight maneuver. He will focus his attention primarily
o u t s i d e t h e a i r c r a f t . The P* will announce when he terminates
the maneuver.
b. The P will assist the P* in clearing the aircraft and
provide adequate warning of obstacles, excessive drift, or excessive altitude changes. He will announce when his attention is
focused inside the cockpit; for example, when initializing the
doppler.
2.
Procedures.
a . Takeoff to a hover. With the collective fully down,

place the cyclic in a neutral position. I n c r e a s e c o l l e c t i v e
pitch with a smooth, positive pressure. Apply pressure and
counterpressure on the pedals to maintain heading, and coordinate
the cyclic for a vertical ascent. As the aircraft leaves the
ground, check for proper control response and aircraft CG. On
reaching the desired hover altitude, perform a power check
according to TM 55-1520-234-CL or TM 55-1520-236-CL.
b. Hovering flight. Adjust the cyclic to maintain a
stationary hover or to hover in the desired direction. Control
heading with the pedals, and maintain altitude with the collect i v e . Maintain a constant hover speed. To return to a stationary hover, apply cyclic in the opposite direction while
maintaining altitude with the collective and heading with the
pedals.
c . Hovering turns. Apply pressure to the desired pedal
to begin the turn. Use pressure and counterpressure on the
pedals to maintain a constant rate of turn.
(Do not exceed
90 degrees in four seconds.) Coordinate cyclic control to maintain position over the pivot point while maintaining altitude
6-36
TC 1-213
(Hovering turns can be made around the
with the collective.
vertical axis, nose, or tail of the aircraft.)
d. Landing from a hover. From a stationary hover, lower
the collective to effect a smooth descent to touchdown. Make
necessary corrections with the pedals and cyclic to maintain a
constant heading and position. On ground contact, ensure that
the aircraft remains stable. Continue decreasing the collective
smoothly and steadily until the entire weight of the aircraft
rests on the ground. Neutralize the pedals and cyclic, and
reduce the collective to the fully down position.
NIGHT OR NVG CONSIDERATIONS: Movement over areas of limited
c o n t r a s t , such as tall grass, water, or desert, tends to cause
s p a t i a l d i s o r i e n t a t i o n . To prevent spatial disorientation, seek
hover areas that provide adequate contrast and use proper scanning techniques. If disorientation occurs, apply sufficient
power and execute a takeoff. I f a t a k e o f f i s n o t f e a s i b l e , t r y
to maneuver the aircraft forward and down to the ground to limit
the probability of touchdown with sideward or rearward movement.
Use artificial lighting as deemed necessary. Treat visual
o b s t a c l e s , such as shadows, the same as physical obstacles.
REFERENCES:
FM
TC
TM
TM
TM
TM
1-203
1-204
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-37
TC 1-213
TASK 1018
TASK:
Perform a normal takeoff.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with the hover

power and before-takeoff checks completed and the aircraft
cleared.
STANDARDS:
1. Initiate the takeoff from an appropriate hover altitude
1 foot or from the ground.
2.
Maintain takeoff heading 10 degrees.
3 . Maintain ground track alignment with the takeoff direction with minimum drift.
4.
Maintain the aircraft in trim above 50 feet AGL.
5.
Accelerate to the desired airspeed 10 knots.
6.
Maintain the desired rate of climb 100 FPM.
7.
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside the aircraft

during the maneuver. He will announce whether he will initiate
the takeoff from the ground or from a hover and his intent to
abort or alter the takeoff.
b. The P will announce when he is ready for the takeoff
and will remain focused outside the aircraft to assist in clearing and to provide adequate warning of traffic and obstacles. He
will announce when his attention is focused inside the cockpit;
for example, when monitoring caution lights.
2.
Procedures.
a. From the ground. Select reference points to maintain

ground track. With the cyclic in neutral position, increase
collective pitch until the aircraft becomes light on the skids.
Maintain heading with the pedals. Continue increasing collective
pitch until the aircraft leaves the ground. As the aircraft
leaves the ground, apply forward cyclic as required to accelerate
through ETL at the minimum altitude that is appropriate for the
6-38
TC 1-213
terrain and obstacles. As the aircraft reaches ETL, adjust the
cyclic to obtain the desired climb attitude and adjust the
collective to establish the desired rate of climb. Maintain
ground track and keep the aircraft aligned with the takeoff
direction below 50 feet; then maintain the aircraft in trim
above 50 feet AGL.
b. From a hover. Select reference points to maintain
ground track. Apply forward cyclic to accelerate the aircraft
while maintaining heading with the pedals and rate of climb with
t h e c o l l e c t i v e . Continue to apply forward cyclic as required to
accelerate through ETL at an altitude that is appropriate for the
terrain and obstacles. Perform the rest of the maneuver as for a
takeoff from the ground.
NOTE 1: The P* must avoid nose-low accelerative attitudes in
excess of 10 degrees.
NOTE 2: During training, a climb airspeed of 80 KIAS and a rate
of climb of 500 FPM are recommended.
NIGHT OR NVG CONSIDERATIONS:
1. If sufficient illumination or NVG resolution exists to
view obstacles, the P* can accomplish the takeoff in the same way
as he does a normal takeoff during the day. I f s u f f i c i e n t
illumination or NVG resolution does not exist, he should perform
an altitude-over-airspeed takeoff to ensure obstacle clearance.
The P* may perform the takeoff from a hover or from the ground.
NOTE: The aircrew should treat visual obstacles, such as
shadows, the same as physical obstacles.
2 . Reduced visual references during the takeoff and throughout the ascent at night may make it difficult to maintain the
desired ground track. The aircrew should know the surface wind
direction and velocity. This will assist the P* in estimating
the appropriate crab angle required to maintain the desired
ground track.
3 . The crew must use proper scanning techniques to avoid
obstacles and to prevent spatial disorientation.
4 . If more than hover power is used for the takeoff, the P*
should maintain that power setting until approximately 10 knots
prior to reaching climb airspeed. Then he should adjust power as
required to establish the desired rate of climb and airspeed.
The P should constantly cross-check the aircraft instruments and
assist with obstacle avoidance.
6-39
TC 1-213
5 . The crew should consider using artificial lighting if the
ambient light level is insufficient for obstacle detection.
REFERENCES:
FM
FM
TC
TM
TM
TM
TM
1-202
1-203
1-204
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-40
TC 1-213
TASK 1020
TASK:
Perform simulated maximum performance takeoff.

cleared.
STANDARDS:
1.
Prior to 100 feet AGL-a.
b. Maintain ground track alignment with the takeoff

direction with minimum drift.
torque.
c.
d.
obstacles.
2.
Maintain power as required 2 percent or 1 psi

Maintain a 40-knot attitude until clear of the
When above 100 feet AGL-a.
Maintain the aircraft in trim.
b.
Maintain climb airspeed 10 KIAS.
c.
Maintain rate of climb 100 FPM.
d. Maintain ground track alignment with the takeoff

e . Maintain takeoff power until 10 knots prior to reaching climb airspeed.
3.
DESCRIPTION:
1.
Crew Actions.

during the maneuver. He will announce when he initiates the
maneuver and his intent to abort or alter the takeoff.
b. The P will announce when he is ready for the takeoff
and will remain focused outside the aircraft to assist in clearing and to provide adequate warning of traffic and obstacles. He
6-41
TC 1-213
for example, when monitoring and calling out torque.
2 . Procedure. Align the helicopter with the desired takeoff
d i r e c t i o n . Select reference points to maintain ground track.
Place the cyclic in the neutral position, increase collective
pitch, and maintain heading with the pedals. As the aircraft
leaves the ground, continue to increase collective pitch to
obtain the power necessary to clear obstacles safely (10 percent
or 5 psi above hover torque for training) . Maintain takeoff
heading with the pedals and a 40-knot attitude and ground track
with the cyclic. At 100 feet AGL or after the obstacles are
cleared, place the aircraft in trim and apply cyclic to establish
an attitude that will result in the desired climb airspeed.
Maintain takeoff power until 10 knots prior to reaching climb
airspeed.
Then adjust power to establish the desired rate of
climb.
NOTE 1: This is a training maneuver only. I t s i m u l a t e s a i r c r a f t
operations at or near maximum allowable gross weight or at a
density altitude where maximum power available represents just
enough power to take off and clear obstacles. This maneuver
should not be confused with a confined area or terrain flight
takeoff.
NOTE 2:
Hover OGE power is required for this task.
NOTE 3: During training, a climb airspeed of 80 KIAS and a rate

of climb of 500 FPM are recommended.
1. Reduced visual references during the takeoff and throughout the ascent at night may make it difficult to maintain the
desired ground track. The aircrew should know the surface wind
ground track.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
6-42
TC 1-213
TM
TM
TM
TM
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-43
TC 1-213
TASK 1021
TASK:
Perform
deceleration/acceleration.
CONDITIONS: In an AH-1 helicopter or an AH1FWS, given an

a l t i t u d e , with the aircraft cleared.
STANDARDS:
1. Maintain entry airspeed 100 KIAS, 10 KIAS, and
deceleration airspeed 60 KIAS, 10 KIAS.
2.
Maintain altitude 100 feet.
3.
4.
5.
DESCRIPTION:
1.
Crew Actions.
a . The P* will announce when he initiates the maneuver,

his intent to abort or alter the maneuver, and when he completes
the maneuver. He will remain focused outside the aircraft
throughout the maneuver.
b. The P will remain focused outside the aircraft to
assist in clearing and to provide adequate warning of traffic and
o b s t a c l e s . He will announce when his attention is focused inside
the cockpit; for example, when announcing airspeed, altitude, or
heading changes.
2 . Procedure. To initiate the maneuver, simultaneously
reduce collective pitch and apply aft cyclic to obtain the minimum deceleration airspeed. Maintain entry altitude with the coll e c t i v e , airspeed with the cyclic, and heading with the pedals.
As the aircraft approaches the minimum deceleration airspeed,
simultaneously increase the collective to maintain altitude and
apply forward cyclic to accelerate to the entry airspeed. Adjust
the pedals to maintain trim, and cross-check attitude by looking
at the horizon and the flight instruments.
6-44
TC 1-213
1.
The crew may use the VSI as an altitude reference aid.

REFERENCES:
FM
TC
TM
TM
1-203
1-204
55-1520-234-10
55-1520-236-10
6-45
TC 1-213
TASK 1022
TASK:
Perform traffic pattern flight.
CONDITIONS: In an AH-1 helicopter or an AH1FWS; given altitudes,

airspeeds, and traffic pattern headings; with the aircraft
cleared.
STANDARDS:
1.
Maintain rate of climb or descent 100 FPM.
2.
Roll out on desired heading within 10 degrees.
3.
4.
Maintain airspeed 10 KIAS (NVG 100 KIAS maximum).
5.
6.
Maintain ground track alignment with minimum drift.
7 . Without error, complete the before-landing check

according to TM 55-1520-234-CL or TM 55-1520-236-CL.
8.
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside the aircraft while

i n t h e t r a f f i c p a t t e r n . He will announce and clear each turn in
the pattern. The P* also will announce the type of approach
planned.
b. The P will assist the P* in clearing the aircraft in
the traffic pattern and will provide adequate warning of traffic
and obstacles. He will announce when his attention is focused
inside the cockpit; for example, when calling out the beforelanding check.
2.
Procedures.
a . Maneuver the aircraft into position to enter the

downwind leg midfield at a 45-degree angle (or as locally prescribed), at traffic pattern altitude, and at the proper airspeed.
(A straight-in or base-leg entry may be used if approved
by ATC.) On downwind, complete the before-landing check. P r i o r
to turning base, reduce power and airspeed as required and
6-46
TC 1-213
initiate a descent. Turn base and final legs, as appropriate, to
maintain the desired ground track. If performing a straight-in
or base-leg entry, reduce airspeed at a point comparable to that
for a normal approach. Then execute the desired approach.
b. For a closed traffic pattern after takeoff, climb
straight ahead at climb airspeed to the appropriate altitude,
turn to crosswind, and continue the climb. Initiate the turn to
downwind, as required, to maintain the desired ground track.
Adjust power and attitude, as required, to maintain traffic
pattern altitude and airspeed.
NOTE: During training, the recommended airspeed is 80 KIAS on
crosswind and base legs and 100 KIAS on the downwind leg.
NIGHT OR NVG CONSIDERATIONS: The P* should maintain orientation
regarding the location of the landing area and concentrate on
obstacle avoidance. The P should make all internal checks
possible from his crew position. For identification purposes,
the crew should turn on the landing light when entering the
traffic pattern and then extinguish it until needed for the
approach.
NOTE 1: During training, the maximum recommended airspeed on the
downwind leg is 70 KIAS and the maximum recommended bank angle is
30 degrees.
NOTE 2: The crew should consider using artificial lighting if
the ambient light level is insufficient for obstacle detection.
REFERENCES:
DOD FLIP
FM 1-203
T C 1-204
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
Unit SOP
6-47
TC 1-213
TASK 1023
TASK:
Perform fuel management procedures.
CONDITIONS:
In an AH-1 helicopter or an AH1FWS.
STANDARDS:
1. Verify that the required amount of fuel is on board at
the time of takeoff.
2 . Correctly perform an in-flight fuel consumption check 15
to 30 minutes after leveling off or upon entering into the
mission profile.
3 . Initiate an appropriate course of action if the actual
fuel consumption varies from the planned value and the mission
cannot be completed with the required reserve.
4 . Frequently monitor the fuel quantity and consumption rate
during the flight.
5.
DESCRIPTION:
1.
Crew Actions.
a . The P will record initial fuel figures, fuel flow

computation, and burnout and reserve times. He will announce
when he initiates the fuel check and when he completes the fuel
check.
b. The P will announce the results of the fuel check,
and the P* will acknowledge.
2.
Procedures.
a . Before-takeoff fuel check. Determine the total fuel

on board, and compare it with mission fuel requirements determined during premission planning. If the fuel on board is inadequate, have the aircraft refueled or abort or revise the mission.
b. Initial airborne fuel reading. After leveling off or
entering into the mission profile and setting the appropriate
power, record the total fuel quantity and time of the reading.
6-48
TC 1-213
c . Fuel consumption check. With the aircraft in mission
or cruise profile and 15 to 30 minutes after taking the initial
airborne fuel reading, record the remaining fuel and time of the
reading. Compute and record the consumption rate, burnout time,
and reserve time. Determine if the remaining fuel is sufficient
to complete the flight with the required reserve. If the amount
of fuel is inadequate, initiate an appropriate course of action.
d. Fuel quantity and consumption. Periodically monitor
the fuel quantity and consumption rate. If the fuel quantity or
flow indicates a deviation from computed values, repeat the fuel
consumption check to determine if the amount of fuel is adequate
to complete the mission.
NIGHT OR NVG CONSIDERATIONS: The P should complete all duties
associated with fuel management procedures.
AR 95-1
FM 1-240
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-49
TC 1-213
TASK 1025
TASK:
Navigate by pilotage and dead reckoning.

appropriate maps, plotter, computer, and flight log.
STANDARDS:
1.
Maintain orientation within 500 meters.
2 . Arrive at checkpoints within 3 minutes of the ETA or

adjusted ETA.
3.
DESCRIPTION:
1. The P* will remain focused outside the aircraft and will
respond to navigation instructions or cues given by the P. The
P* will acknowledge instructions given by the P for heading and
airspeed changes necessary to navigate the desired course. The
P* will announce significant terrain features to assist in
navigation.
2 . The P will direct the P* to change aircraft heading and
airspeed as appropriate to navigate the desired course. The P
will use rally terms, specific headings, relative bearings, or
key terrain features in accomplishing this task. He will
announce all plotted wires prior to approaching their location.
The P will divide his attention between the map and flight
instruments inside the cockpit and the terrain features outside
t h e a i r c r a f t . As his workload permits, the P will assist in
clearing the aircraft and will provide adequate warning to avoid
traffic and obstacles.
3 . During the flight, the P will use pilotage and dead
reckoning to determine the position of the aircraft. He will
perform a ground speed check as soon as possible by computing the
actual time required to fly a known distance. The P will adjust
estimated times for subsequent legs of the flight route using
actual ground speed. He will advise the P* to adjust headings to
reflect wind drift corrections for the remaining legs of the
f l i g h t . The P* will make heading corrections to maintain the
desired course (ground track).
6-50
TC 1-213
NIGHT OR NVG CONSIDERATIONS: More detailed flight planning is
required when the flight is conducted at terrain flight altitudes, when visibility is reduced, or during low-ambient-light
conditions. TC 1-204 contains details on night navigation and
mission planning.
NOTE: The crew should consider using artificial lighting if the
REFERENCES:
Aeronautical charts
FM 1-240
TC 1-201
TC 1-204
6-51
TC 1-213
TASK 1026
TASK:
Perform doppler navigation.
CONDITIONS:
installed.
In an AH-1 helicopter or an AH1FWS with equipment
STANDARDS:
1. Correctly operate the doppler according to TM 55-1520234-10 or TM 55-1520-236-10.
2.
Maintain the desired track.
3 . Correctly determine the position of the aircraft along

the flight route.
4.
Correctly use the HSI while using doppler inputs.
5.
DESCRIPTION:
1. The CPG will announce all doppler destination changes and
verify the heading. The P* will acknowledge and verify the new
doppler heading.
NOTE: The CPG will not program the doppler in flight if he is
performing P* duties.
2 . The CPG will perform doppler turn-on, test, and programming procedures. The P* will use the HSI with the doppler when
flying the selected course. The CPG will perform doppler update
and target store procedures. He also will perform the shutdown
procedure.
NOTE: Use of the doppler as an IFR navigational system is not
REFERENCES:
FM
FM
TC
TC
TM
TM
TM
1-203
1-240
1-201
1-204
11-5841-281-12
55-1520-234-10
55-1520-236-10
6-52
TC 1-213
TASK 1028
TASK:
Perform VMC approach.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with the beforelanding check completed.

STANDARDS:
1.
Select a suitable landing area.
2 . Establish the proper altitude to clear obstacles on final

approach, and maintain altitude 100 feet.
3.
Establish entry airspeed 10 KIAS.
4.
Maintain a constant approach angle to clear obstacles.
5 . Maintain ground track alignment with the landing

6. Maintain an apparent rate of closure, not to exceed the
speed of a brisk walk.
7 . Execute a smooth, controlled termination to a hover or to
the ground.
8.
DESCRIPTION:
1.
Crew Actions.
a . The P* will focus his attention primarily outside the

aircraft to ensure obstacle clearance throughout the approach and
landing. He will announce when he begins the approach and
whether he will terminate the approach to a hover or to the
ground. The P* also will announce the intended point of landing
and any deviation from the approach.
b. The P will confirm the suitability of the landing
area. He will assist the P* in clearing the aircraft and provide
adequate warning of traffic and obstacles. The P will acknowledge the P*s intent to deviate from the planned approach. He
will announce when his attention is focused inside the cockpit.
6-53
TC 1-213
2.
Procedures.
a. To a hover. Determine an approach angle that allows

the safe clearance of obstacles while descending to the intended
point of landing. Once the approach angle is intercepted, adjust
the collective as necessary to establish and maintain the angle.
Maintain entry airspeed until the apparent ground speed and rate
of closure appear to be increasing. Progressively decrease the
rate of descent and rate of closure until an appropriate hover is
established over the intended termination point. Maintain ground
track alignment with the landing direction while maintaining the
aircraft in trim above 50 feet AGL. Align the aircraft with the
landing direction below 50 feet AGL.
b. To the ground. Proceed as for an approach to a
hover, except continue the descent to the ground. Make the
touchdown with minimum forward or lateral movement. After ground
contact, ensure that the aircraft remains stable with all movement stopped. Smoothly lower the collective to the fully down
p o s i t i o n , and neutralize the pedals and cyclic.
NOTE 1: During training, the recommended entry airspeed is
80 KIAS.
NOTE 2: Steep approaches can place the aircraft in potential
settling-with-power conditions. The crew must be familiar with
diagnosing and correcting these situations.
NOTE 3: The crew should make the decision to go around if visual
contact with the touchdown point is lost or if it becomes apparent that it will be lost. They must make the decision to go
around before descending below obstacles or decelerating below
ETL .
NOTE 4: FM 1-202 contains procedures for reducing the hazards
associated with the loss of visual references during the landing
because of blowing sand or snow.
1 . Altitude, apparent ground speed, and rate of closure are
difficult to estimate at night. Therefore, the rate of descent
during the final 100 feet should be slightly slower than during
the day to avoid abrupt attitude changes at low altitudes.
2 . The crew should be aware that surrounding terrain or
vegetation may decrease contrast and degrade depth perception
during the approach to the landing area. Before descending below
6-54
TC 1-213
obstacles, the crew should determine the need for artificial
l i g h t i n g . Crew members must use proper scanning techniques to
avoid obstacles and to prevent spatial disorientation.
3 . The P* may terminate the NVG approach to a hover or to
the ground with zero forward speed. He also may terminate with a
running landing at a touchdown speed below, at, or slightly above
ETL .
4 . The P* should focus his attention on the location of the
landing area and the avoidance of obstacles. The P should make
a l l i n t e r n a l checks.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-55
TC 1-213
TASK 1030
TASK:
Perform a shallow approach to a running landing.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with a suitable

landing area selected and the before-landing check completed.
STANDARDS:
1.
Establish entry altitude 100 feet.
2.
Establish entry airspeed 10 knots.
3 . Maintain ground track alignment with landing direction

with minimum drift and heading control 10 degrees.
4.
Maintain a constant approach angle.
5 . Execute a smooth, controlled termination with landing

area alignment 5 degrees, at or slightly above ETL, at the
intended point of landing.
6.
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside t h e a i r c r a f t t o

clear the aircraft throughout the approach and landing. He will
announce his intent to perform a running landing, the intended
point of landing, and any deviation from the planned approach.
b. The P will confirm the suitability of the area,
assist the P* in clearing the aircraft, and provide adequate
warning of traffic and obstacles. He will acknowledge the P*s
intent to deviate from the planned approach. The P will announce
when his attention is focused inside the cockpit.
2 . Procedure. When the desired approach angle is intercepted (on base or final), reduce collective pitch to establish
and maintain the descent. Maintain entry airspeed until the
apparent ground speed and rate of closure appear to be increasing. Maintain ground track alignment with the landing direction
by keeping the aircraft in trim above 50 feet AGL and aligning
the aircraft with the landing direction below 50 feet AGL.
Maintain aircraft attitude and landing alignment with the cyclic
and heading with the pedals. Execute a smooth touchdown at or
slightly above ETL. After landing, lower the collective to
reduce ground run. Maintain heading with the pedals and position
6-56
TC 1-213
with the cyclic. When the aircraft comes to a complete stop,
neutralize the cyclic and pedals and lower the collective fully
down.
NOTE 1: During training, 80 KIAS on crosswind and base legs and
100 KIAS on the downwind leg are recommended.
NOTE 2: FM 1-202 contains procedures for reducing the hazards
associated with the loss of visual references during the landing
because of blowing snow or dust.
NIGHT OR NVG CONSIDERATIONS: Altitude, apparent ground speed,
and rate of closure are difficult to estimate at night. Therefore, the rate of descent during the final 100 feet should be
slightly slower than during the day to avoid abrupt attitude
changes at low altitudes. After establishing the descent, the P*
should reduce airspeed to approximately 50 KIAS until intercepting the desired approach angle. He should maintain this angle
until the apparent ground speed and rate of closure appear to be
increasing. Then the P* should progressively decrease the rate
of descent and forward speed until he terminates the maneuver.
NOTE 1: The rate of descent at touchdown must not exceed
300 FPM.
REFERENCES:
FM
FM
TC
TM
TM
TM
TM
1-202
1-203
1-204
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-57
TC 1-213
TASK 1031
TASK:
Perform confined area operations.

STANDARDS:
1.
2.
Prior to the approach-a.
b.
Establish entry airspeed 10 KIAS.
c.
Properly perform a landing area reconnaissance.
During the approach--
a . Maintain ground track alignment with the selected

approach path with minimum drift.
b.
c.
Maintain the appropriate rate of closure.
d.
Properly perform a low reconnaissance.
e . Execute a smooth, controlled termination in the

forward one-third of the landing area.
3.
Prior to takeoff--
a . Properly complete the ground reconnaissance and

select a suitable takeoff path.
b. Without error, perform a hover power check as
required and complete the before-takeoff check.
c.
4.
Properly clear the aircraft.
Prior to clearing obstacles-a.
b.
Maintain ground track with minimum drift.
c . Use power as required to clear obstacles safely while

not exceeding aircraft limitations.
6-58
TC 1-213
5.
After clearing obstacles-a.
Establish climb airspeed 10 KIAS.
b.
Maintain rate of climb 100 FPM.
c.
d. Maintain ground track alignment with the selected

takeoff path with minimum drift.
6.
DESCRIPTION:
1. The P* will select a flight path, an airspeed, and an
altitude that afford best observation of the landing area. He
will remain focused outside the aircraft to evaluate the suitability of the area, evaluate the effects of the wind, and clear
the aircraft throughout the approach and landing. The P* will
select a touchdown point in the forward one-third of the landing
area and announce whether he will terminate the approach to a
hover or to the ground. He also will announce any deviation from
the planned approach and a tentative flight path for the
departure.
2 . The P will confirm the suitability of the area, assist in
c l e a r i n g t h e a i r c r a f t , and provide adequate warning of traffic
and obstacles. He will acknowledge the P*s intent to deviate
from the planned approach. The P will announce when his attention is focused inside the cockpit.
3 . On final approach, the crew will perform a low reconnaissance and confirm the suitability of the selected landing area.
They will evaluate obstacles that constitute a possible hazard
and will confirm the suitability of the departure path selected
during the landing area reconnaissance. If a successful landing
is doubtful or if visual reference with the touchdown point is
lost, the P* will announce initiation of a go-around. He will do
this before reducing airspeed below ETL or descending below
o b s t a c l e s . The P* will maintain the aircraft in trim above the
obstacles and maintain landing area alignment below the obstac l e s . If the P* detects instability during the touchdown, he
will reposition the aircraft.
4 . After landing in the confined area, the crew will perform
a ground reconnaissance. The P* will announce his intent to
conduct specific hovering maneuvers and the termination of each
maneuver. He also will announce his intent to take off and the
direction and type of the takeoff.
6-59
TC 1-213
5. The crew will formulate the takeoff plan by evaluating
the wind, obstacles, and shape of the area. They will select the
takeoff point and ensure adequate main and tail rotor clearance
while maneuvering. The P will read the before-takeoff check and
will verify a hover power check if required. The crew will clear
the aircraft during the takeoff.
6. The P* will remain focused outside the aircraft during
the maneuver. He will announce whether he will take off from the
ground or from a hover and his intent to abort or alter the
t a k e o f f . The P* will coordinate the cyclic and collective as
necessary to attain a constant angle of climb that will ensure
obstacle clearance. He will maintain heading with the pedals.
7 . The P will announce when he is ready for takeoff and will
remain focused outside the aircraft to assist the P* in clearing
and to provide adequate warning of traffic and obstacles. He
for example, when monitoring torque or performing map navigation.
NOTE 1:
NOTE 2: Depending on the simulated threat or type of terrain

flight being conducted, the crew may initiate this maneuver from
either a straight-in or a circling pattern.
1.
Night.
a . Confined areas are more difficult to evaluate at

night because of low contrast. To perform successful confined
area operations, the crew must know the various methods of
determining the height of obstacles.
b. Before conducting confined area operations at night,
the crew must ensure that the searchlight is in the desired posit i o n . If they use the searchlight, their night vision will be
impaired for several minutes. Therefore, crew members must exercise extra caution if they resume flight before reaching full
dark adaptation.
c . Altitude, apparent ground speed, and rate of closure
are difficult to estimate at night. Therefore, the rate of
descent during the final 100 feet should be slightly slower than
during the day to avoid abrupt attitude changes at low altitudes.
6-60
TC 1-213
2. NVG.
a . The P* should initiate the approach upon intercepting
an angle that will ensure obstacle clearance. He will maintain
ground track alignment with the selected approach path. The P*
should adjust the collective to establish and maintain a constant
approach angle and adjust the cyclic as necessary to maintain the
appropriate rate of closure. When small objects on the ground
are distinguishable, the crew can confirm the landing area reconnaissance.
At this point, the P* should progressively decrease
the rate of descent and forward speed until he terminates the
maneuver. He may terminate the maneuver to a hover or to the
ground. If a successful landing is doubtful, the P* should
initiate a go-around before reducing airspeed below ETL or before
descending below obstacles.
b. The crew should consider using artificial lighting if
c . The crew must use proper scanning techniques to avoid
REFERENCES:
FM 1-203
TC 1-201
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-61
TC 1-213
TASK 1032
TASK:
Perform slope operations.
CONDITIONS:
In an AH-1 helicopter with the aircraft cleared.
STANDARDS:
1.
2 . Do not exceed a l-foot drift before and allow no drift

after skid contact with the ground.
3.
Execute a smooth, controlled descent and touchdown.
4.
Execute a smooth, controlled ascent.
5.
DESCRIPTION:
1.
Crew Actions.
a . The P* will announce his intent to perform a slope

operation and will establish the aircraft over the slope.
(The
degree of slope chosen should not be so great as to require large
cyclic inputs to accomplish the landing.) The P* will request
the Ps assistance in determining the suitability of the slope
and will announce any deviation from the landing or takeoff.
b. The P will assist in clearing the aircraft and will
provide adequate warning of obstacles, excessive drift, or excessive altitude changes. He will confirm the suitability of the
intended landing area. The P will announce when his attention is
focused inside the cockpit.
2.
Procedures.
a . Landing. Announce initiation of the slope landing.

Reduce the collective to execute a smooth, controlled descent
until the upslope skid contacts the ground. Adjust the cyclic to
maintain the aircraft in a level attitude while maintaining
heading with the pedals. Continue to lower the collective;
simultaneously apply lateral cyclic into the slope to maintain
the position of the upslope skid until both skids are firmly on
the ground. When the collective is fully down, neutralize the
6-62
TC 1-213
pedals and cyclic. I f c y c l i c l i m i t s o r a i r c r a f t s l o p e l i m i t s a r e
reached before the aircraft is firmly on the ground, return the
aircraft to a hover. Select a new area before attempting another
slope landing.
b. Takeoff. Announce initiation of the takeoff.
Execute a smooth, controlled ascent by applying lateral cyclic
into the slope to maintain the position of the upslope skid.
Increase collective pitch to raise the downslope skid. Maintain
heading with the pedals and coordinate the cyclic until the airc r a f t i s l e v e l . As the aircraft leaves the ground, adjust the
cyclic to accomplish a vertical ascent to a hover while
minimizing drift.
NOTE 1: Before conducting slope operations, the crew must
understand dynamic rollover characteristics.
NOTE 2: The P* should be aware of the common tendency to become
tense and, as a result, to overcontrol the aircraft while performing slope operations.
NOTE 3:
wind.
I f p o s s i b l e , the P* should orient the aircraft into the
NIGHT OR NVG CONSIDERATIONS: When conducting slope operations,

the crew should select reference points to determine slope
angles.
(References will probably be limited and difficult to
a s c e r t a i n . ) If at any time successful completion of the landing
is doubtful, the P* must abort the maneuver.
NOTE 1: The crew must use proper scanning techniques to avoid
NOTE 2:
The crew should consider using artificial lighting if
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-63
TC 1-213
TASK 1033
TASK:
Perform terrain flight mission planning.
CONDITIONS: Prior to flight in an AH-1 helicopter or an AH1FWS

and given a mission briefing, navigational computer, navigational
maps, and other materials as required.
STANDARDS:
1.
Correctly analyze the mission.
2 . Perform a map or photo reconnaissance, and ensure that

obstacles to terrain flight are plotted.
3.
Select appropriate terrain flight modes.
4.
Select appropriate primary and alternate routes.
5.
Obtain and correctly evaluate the weather briefing.
6.
DESCRIPTION:
1. The PC will direct the other crew member to complete some
elements of the terrain flight mission planning.
2 . The crew will analyze the mission in terms of the METT-T.
They will plan the flight by conducting a map or an aerial photo
reconnaissance.
The crew will determine primary and alternate
routes, terrain flight modes, and movement techniques. They will
compute and determine time, distance, and fuel requirements and
annotate the map or overlay with sufficient information to
complete the mission. Items to consider include obstacles,
checkpoints, observation posts, and enemy and friendly positions.
The crew also will review contingency procedures.
3 . The crew will obtain a thorough weather briefing which
covers the entire mission. This briefing should include sunrise
and sunset times, density altitudes, winds, and visibility
r e s t r i c t i o n s . If the mission is to be conducted at night, the
briefing also should include moonrise and moonset times, ambient
l i g h t l e v e l s , and an electro-optical forecast, if available.
4 . The PC will ensure that the other crew member is
thoroughly briefed on all aspects of the mission.
6-64
TC 1-213
NIGHT OR NVG CONSIDERATIONS: More detailed flight planning is
required when the crew conducts the flight in reduced visibility
or at night (aided or unaided). TC 1-204 contains details on
night navigation.
NOTE: Paragraph 6-2h (page 6-3) contains additional information
on night and NVG flight considerations.
REFERENCES:
FM 1-112
FM 1-116
FM 1-203
TC 1-201
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-65
TC 1-213
TASK 1034
TASK:
Perform terrain flight takeoff.

cleared.
STANDARDS:
1.
2 . Maintain the takeoff flight path until clear of

obstacles.
3 . Maintain power as required to clear obstacles safely
while not exceeding aircraft limitations.
4.
DESCRIPTION:
1. The crew will determine the direction of the takeoff by
analyzing the tactical situation, the wind, the long axis of the
takeoff area, and the lowest obstacles. They will select reference points to assist in maintaining the takeoff flight path.
2 . The P* will remain focused outside the aircraft during
the maneuver. He will announce when he initiates the takeoff,
whether he will take off from the ground or from a hover, and his
intent to abort or alter the takeoff. The P* will coordinate the
cyclic and collective as necessary to attain a constant angle of
climb that will ensure obstacle clearance. He will maintain
heading with the pedals.
3 . The P will announce when he is ready for the takeoff and
will remain focused outside the aircraft to assist in clearing
and to provide adequate warning of traffic and obstacles. He
for example, when monitoring torque or performing map navigation.
4 . Once obstacles are cleared, the P* will smoothly adjust
the flight controls to make the transition to the desired terrain
flight mode (NOE, contour, or low level).
NOTE:
6-66
TC 1-213
1. Before leaving the ground, the crew must determine if
artificial lighting is required.
2 . The crew should treat visual obstacles the same as
physical obstacles.
4 . In the absence of obstacles (physical or visual), the P*
may perform a normal takeoff, as described in Task 1018.
REFERENCES:
FM 1-203
Task 1018
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-67
TC 1-213
TASK 1035
TASK:
Perform terrain flight.
CONDITIONS: In an AH-1 helicopter or an AH1FWS and given a

mission briefing and required maps and materials.
STANDARDS:
1.
NOE Flight.
a . Fly as close to the earth's surface as obstacles and

visibility will permit.
b. Maintain airspeed appropriate for the terrain, enemy
situation, weather, and visibility.
2.
Contour Flight.
a. Maintain a safe obstacle clearance altitude while

generally conforming to the contours of the earth.
b. Maintain airspeed appropriate for the terrain, enemy
situation, weather, and visibility.
c.
3.
Low-Level Flight.
a.
b.
Maintain airspeed 10 KIAS.
c.
4. Crew Coordination Actions.

coordination actions.
Correctly perform crew
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside the aircraft and

will acknowledge all navigation instructions given by the P. He
will announce the intended direction of flight or any deviation
from instructions given by the P.
6-68
TC 1-213
b. The P will warn the P* of any obstacles detected in
the flight path or identified on the map. He will tell the P*
when his attention is focused inside the cockpit: for example,
when navigating or monitoring aircraft systems.
2 . Procedures. Terrain flying involves flight close to the
earths surface. The modes of terrain flight are NOE, contour,
and low-level. The crew will seldom perform pure NOE or contour
f l i g h t . They are more likely to go from one technique to another
while maneuvering over the desired route. During terrain flight,
the crew is primarily concerned with the enemy and obstacle
avoidance.
a . NOE flight. NOE flight is conducted at varying airspeeds and altitudes as close to the earths surface as vegetat i o n , obstacles, and ambient light will permit. NOE flight masks
the aircraft from visual or electronic detection by the enemy and
is usually used when enemy activity is high.
b. Contour flight. Contour flight is characterized by
varying altitude and relatively constant airspeed, depending on
vegetation, obstacles, and ambient light. It generally follows
the contours of the earth. Contour flight is usually used when
speed is important but not critical and moderate enemy activity
is reported.
c . Low-level flight. Low-level flight is usually performed at a constant airspeed and altitude. I t g e n e r a l l y i s
conducted at an altitude which prevents or reduces the chance of
detection by enemy forces. Low-level flight is usually used when
speed is essential and enemy activity is minimal.
NOTE: Hover OGE power is required only for NOE and contour
flight.
1.
Wires are difficult to detect with the NVG.

3 . The crew must observe airspeed and altitude limitations
and ambient light criteria described in paragraph 6-2h (page 6-3)
during NVG terrain flight training.
6-69
TC 1-213
REFERENCES:
FM
FM
FM
FM
TC
TC
1-203
1-240
1-400
21-26
1-201
1-204
6-70
TC 1-213
TASK 1036
TASK:
Perform hover OGE check.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with hover OGE

power available and the aircraft heading into the wind and
cleared.
STANDARDS:
1. Maintain position not to exceed 10 feet of drift during
the ascent or descent or while at a hover.
2.
3 . Establish a hover altitude of 50 feet or above surrounding obstacles, whichever is higher, 5 feet (10 feet NVG).
4 . Maintain a constant rate of turn while performing a
360-degree left pedal turn.
5 . Correctly determine if aircraft power and controllability
are sufficient for maneuvers that require OGE hover power.
6.
DESCRIPTION:
1. The P* will remain focused outside the aircraft to clear
the aircraft throughout the maneuver. He will request the Ps
assistance in monitoring the flight instruments and hover paramet e r s . The P* will announce initiation of the maneuver and vertically ascend to 50 feet or above surrounding obstacles, whichever
is higher. Once the aircraft is stabilized at hover altitude,
the P* will begin a 360-degree left pedal turn while constantly
c h e c k i n g a i r c r a f t c o n t r o l l a b i l i t y . He will announce when he
completes the turn and starts the descent and whether he will
terminate the maneuver at a hover or to the ground.
2 . The P will focus his attention primarily inside the
cockpit. He will monitor the flight instruments to ensure that
aircraft limitations are not exceeded and will note the highest
TGT and torque values attained during the maneuver. The P will
assist the P* in obstacle avoidance and will inform him of any
excessive drift and/or altitude changes.
NOTE 1: The crew should conduct an OGE check anytime aircraft
controllability or available power is in doubt.
NOTE 2:

6-71
TC 1-213
1. When hovering above 25 feet without aircraft lights, the
P* may have difficulty maintaining altitude and position. To
maintain position, the P* should use references such as lights,
tops of trees, or man-made objects above and to the front and
s i d e s o f t h e a i r c r a f t . By establishing a reference angle to
these objects, the P* can detect altitude changes by changes in
his viewing perspective. Hovering near ground features, such as
roads, provides ideal references for judging lateral movement.
The P* may become spatially disoriented when changing his viewing
perspective back and forth between high and low references.
Therefore, he should rely on the P for assistance in maintaining
orientation.
2 . When wearing the NVG, the crew must select an area with
good ground contrast and several reference points at the same
height as or at a greater height than the OGE hover. This will
aid the P* in maintaining a constant altitude and position over
the ground while making the required turns.
NOTE 1: The crew must use proper scanning techniques to ensure
obstacle avoidance and tail rotor clearance and to prevent
spatial disorientation.
NOTE 3:
If available, the HUD is a good reference for torque,
a l t i t u d e , and heading.
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-72
TC 1-213
TASK 1037
TASK:
Perform NOE deceleration.
CONDITIONS:
STANDARDS:
1. Maintain heading alignment with the selected flight path
10 degrees.
2.
Maintain the tail rotor clear of all obstacles.
3 . Decelerate to the desired airspeed or come to a full stop

at the selected location 50 feet.
4.
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside the aircraft. He

will announce his intent to decelerate or to come to a full stop,
any deviation from the maneuver, and completion of the maneuver.
b. The P will provide adequate warning of obstacles
detected in the flight path. He will announce when his attention
is focused inside the cockpit.
Initially increase the collective to maintain
2 . Procedure.
(Initially increasing the
the altitude of the tail rotor.
collective may not be necessary when the maneuver is initiated at
higher airspeeds.) Consider variations in terrain and obstacles
when determining tail rotor clearance. Apply aft cyclic to slow
the aircraft or to come to a full stop while adjusting the collective to maintain the altitude of the tail rotor. Maintain
heading with the pedals. Make all control movements smoothly.
Abrupt and excessive changes in aircraft attitude may result in
overcontrolling when returning the aircraft to a level attitude.
NOTE:
NIGHT OR NVG CONSIDERATIONS: Because of the limited field of

view of the NVG, the P* must avoid making abrupt changes in
a i r c r a f t a t t i t u d e . An extreme nose-high attitude limits the
forward field of view. The crew must use proper scanning techniques to ensure obstacle avoidance and tail rotor clearance and to
prevent spatial disorientation.
6-73
TC 1-213
REFERENCES:
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-74
TC 1-213
TASK 1038
TASK:
Perform terrain flight approach.

STANDARDS:
1 . Maintain a safe approach angle to clear obstacles in the
flight path.
2 . Maintain ground track alignment with the selected
3.
Maintain an appropriate rate of closure.
4 . Make a smooth, controlled termination at the intended

approach point.
5.
DESCRIPTION:
1. The P* may initiate the approach from a straight-in or
modified pattern. The type of approach selected will depend on
the tactical situation, wind, long axis of the landing area,
lowest obstacles, and arrival path.
2 . The P* will remain focused outside the aircraft to clear
the aircraft throughout the approach and landing. He will maneuver the aircraft as required (straight-in or circle) to intercept
the desired approach path. The P* will adjust airspeed as necessary and keep the landing area in sight at all times. He will
begin the approach upon intercepting an angle that ensures obstacle clearance. If a successful landing is doubtful or visual
reference with the touchdown point is lost, the P* will announce
initiation of a go-around before reducing airspeed below ETL or
descending below obstacles. He will announce whether he will
terminate the approach to a hover or to the ground, the intended
point of landing, and any deviation from the planned approach.
The P* also may terminate the maneuver with a touchdown speed
below, at, or slightly above ETL.
3 . The P will remain focused outside the aircraft. He will
confirm suitability of the area, assist the P* in clearing the
a i r c r a f t , and provide adequate warning of obstacles. The P will
acknowledge the P*s intent to deviate from the planned approach.
The P will announce when his attention is focused inside the
cockpit; for example, when performing the before-landing check.
6-75
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NOTE :
NIGHT OR NVG CONSIDERATIONS: Upon approaching the landing area,

the P* should reduce airspeed as necessary until he sees the
intended landing area or touchdown point. The P* will continue
to decelerate until he intercepts an approach angle that ensures
an approach path clear of obstacles. He will reduce collective
pitch to begin the descent. The P* will maintain the approach
angle and adjust the rate of closure with the collective and
cyclic as necessary. He will terminate the maneuver to a hover
or to the ground. The P* also may terminate the maneuver with a
touchdown speed below, at, or slightly above ETL.
NOTE 1: Movement over areas of limited contrast, such as tall
grass, water, or desert, tends to cause spatial disorientation.
To prevent spatial disorientation, the crew should seek hover
areas that provide adequate contrast. If the P* becomes disoriented, he should apply sufficient power and execute a takeoff.
If a takeoff is not feasible, the P* should attempt to maneuver
the aircraft forward and down to the ground to reduce the probability of touchdown with sideward or rearward movement.
REFERENCES:
FM 1-202
FM 1-203
TC 1-201
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-76
TC 1-213
TASK 1039
TASK:
Perform high-speed flight.
CONDITIONS:
STANDARDS:
1.
Maintain airspeed at maximum range +10 KIAS.
2.
3.
4.
DESCRIPTION:
1. The P* will remain focused outside the aircraft and
announce his intent to initiate the maneuver. He will smoothly
increase collective pitch until maximum range torque is achieved.
The P* will maintain altitude and ground track with the cyclic
and maintain the aircraft in trim with the pedals. He will stabilize the aircraft in trim at maximum range airspeed.
2 . The P will provide
cles detected in the flight
attention is focused inside
checking torque and turbine
adequate warning of traffic or obstapath. He will announce when his

the aircraft: for example, when
gas temperature.
NIGHT OR NVG CONSIDERATIONS: Because of the difficulty in

detecting traffic and obstacles at night, it is recommended that
this maneuver not be performed. However, the final determination
will be based on the PCs evaluation of the overall situation and
the experience level of the crew.
REFERENCES:
FM 1-203
TM 55-1520-234-10
TM 55-1520-236-10
6-77
TC 1-213
TASK 1040
TASK:
Perform evasive maneuvers.
CONDITIONS: In an AH-1 helicopter or an AH1FWS, in a simulated

tactical environment with a tactical map, or orally in a classroom environment.
STANDARDS:
1. Use the correct evasive maneuver consistent with the type
of hostile fire encountered.
2.
DESCRIPTION:
1. When engaged by the enemy, the crew will announce the
nature of the threat (hostile fire or radar detection) and the
direction of the threat.
2 . The P* will announce the direction of flight to deploy to
cover. He will remain focused outside the aircraft during the
evasive maneuver and clearing.
3 . The P will remain focused outside the aircraft and give
adequate warning to avoid obstacles detected during the evasive
maneuver. He will announce when his attention is focused inside
the cockpit; for example, when operating weapon systems.
4 . The specific evasive maneuver required will depend on the
type of hostile fire encountered.
a . Tanks and small arms. Immediately turn away from the
fire toward an area of concealment. If concealment is unavailable, sharp turns of unequal magnitude and at unequal intervals
and small changes in altitude offer the best protection until you
are beyond the effective range of hostile weapons. I f t h e
situation permits, employ immediate suppressive fire.
b. Large caliber antiaircraft fire (radar-controlled).
If the helicopter is equipped with a radar jammer, maintain
aircraft orientation toward the threat radar, deploy chaff, and
mask the helicopter. If the helicopter is not equipped with a
radar jammer, execute an immediate 90-degree turn. After turning, do not maintain a straight line of flight or the same
altitude for more than ten seconds before initiating a second
90-degree turn. An immediate descent to NOE altitude will reduce
the danger.
6-78
TC 1-213
c . Fighters. When in an area where enemy fighters are
known or suspected to be operating, fly the helicopter at NOE
altitude as much as possible. Upon sighting a fighter, try to
mask the helicopter. If the fighter is alone and executes a
dive, turn the helicopter toward the attacker and descend. This
maneuver will cause the fighter pilot to increase his attack
angle. Depending on the fighters dive angle, it may be advantageous to turn sharply and maneuver away once the attacker is
committed. The fighter pilot will then have to break off his
attack to recover from the maneuver. Once the fighter breaks off
his attack, maneuver the helicopter to take advantage of terrain,
vegetation, and shadow for concealment. The USAAVNC Air Combat
Maneuvers ETP describes these maneuvers in detail.
NOTE: The USAAVNC Air Combat Maneuvers ETP can be
obtained by writing Commander, US Army Aviation Center, ATTN:
ATZQ-DPT-P, Fort Rucker, AL 36362-5152.
d. Helicopters. Use the appropriate air combat maneuvers to break contact with or to evade enemy helicopters.
e . Heat-seeking missiles. Try to keep helicopter heat
sources away from the enemy. If a missile is sighted, turn the
tail of the helicopter away from the missile and mask the helicopter.
(Use of the infrared jammer is recommended.)
f . Antitank guided missiles. Some missiles fly slowly
and can be avoided by rapidly repositioning the helicopter. If
terrain or vegetation is not available for masking, remain
oriented on the missile as it approaches. As the missile is
about to impact, rapidly change the flight path or altitude to
evade it.
g. Artillery.
requirements.
Depart the impact area and determine NBC
If the helicopter is equipped

h. Radar-guided missiles.
with a radar jammer, maintain aircraft orientation toward the
enemy radar. Maneuver the helicopter to break the line of sight
to the radar source while simultaneously activating chaff (if
available).
2 . I f h i t b y h o s t i l e f i r e , rapidly assess the situation and
determine an appropriate course of action. The most important
consideration in an emergency is aircraft control. Therefore,
t h e f i r s t s t e p i s t o a s s e s s a i r c r a f t c o n t r o l l a b i l i t y . Then check
all instruments and warning/caution lights. If a malfunction is
indicated, initiate the appropriate emergency procedure. If
continued flight is possible, take evasive action. Make a radio
call (Mayday or Pan) to report your situation, location, and
6-79
TC 1-213
a c t i o n . Also request assistance if desired. Continue to be
alert for unusual control responses, noises, and vibrations.
Monitor all instruments for an indication of a malfunction. Fly
the helicopter to the nearest secure location. Then land and
inspect the helicopter to determine the extent of damage and
whether flight can be continued to a medical or maintenance
facility per the unit SOP.
NOTE:
NIGHT OR NVG CONSIDERATIONS: To reduce the likelihood of spatial

disorientation, the P* should avoid making unnecessary abrupt
control inputs.
REFERENCES:
ASET I Program
FM 1-107
FM 1-112
FM 1-116
FM 1-203
FM 17-95
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-80
TC 1-213
TASK 1050
TASK:
Perform hovering autorotation.
CONDITIONS: In an AH-1 helicopter with an IP, aircraft heading

into the wind, in a locally approved touchdown area, with the
aircraft cleared and with all SCAS channels engaged or in an
AH1FWS.
STANDARDS:
1. Prior to entry, establish a stationary 3-foot hover,
1 foot.
2.
After entry-a.
b.
Maintain position over the ground 1 foot.
c . Execute a smooth, controlled descent and touchdown

with no lateral or rearward drift.
3.
DESCRIPTION:
1. The IP will remain focused outside the aircraft to assist
in clearing and to provide adequate warning of traffic or obstac l e s . He will ensure that the touchdown area is suitable and
tell the P* to position the aircraft and, when ready, to perform
a hovering autorotation.
2 . The P* will acknowledge the IPs instructions and
position the aircraft at a stabilized 3-foot hover facing into
the wind. When ready, he will retard the throttle to engine idle
stop while simultaneously adjusting the pedals to maintain heading and the cyclic to maintain position over the ground. The P*
must not raise or lower collective pitch while he is retardingt h e t h r o t t l e . As the helicopter settles, he will apply suffi
cient collective pitch to make a smooth descent and touchdown.
The P* must not stop the descent early by applying too much
c o l l e c t i v e p i t c h , and he must be alert for lateral or rearward
d r i f t . When the helicopter is resting firmly on the ground, the
P* will smoothly lower the collective to the fully down position
while neutralizing the pedals and cyclic.
NIGHT OR NVG CONSIDERATIONS: Crew members must use proper
scanning techniques to avoid obstacles and to prevent spatial
disorientation.
6-81
TC 1-213
the ambient light level is insufficient for them to properly
determine aircraft drift.
NOTE 2: If performed in the aircraft, this training task is
prohibited while crew members are wearing NVG.
REFERENCES:
FM 1-203
TM 55-1520-234-10
TM 55-1520-236-10
6-82
TC 1-213
TASK 1052
TASK:
Perform simulated engine failure at a hover.
CONDITIONS: In an AH-1 helicopter with an IP, in a locally

approved touchdown area, with the aircraft cleared, at hover
altitude and with all SCAS channels engaged or in an AH1FWS.
STANDARDS:
1. Recognize the emergency, determine the appropriate
c o r r e c t i v e a c t i o n , and perform, from memory, all immediate action
procedures described in TM 55-1520-234-10 or TM 55-1520-236-10.
2.
Maintain heading +10 degrees.
3.
Do not allow lateral drift to exceed 1 foot.
4.
Execute a smooth, controlled descent and touchdown.
5.
DESCRIPTION:
1. Upon detecting engine failure, the P* will maintain
heading with the pedals and correct any lateral or rearward drift
with the cyclic. If the IP initiates the maneuver while the
aircraft is moving forward, the P* will adjust the cyclic to
establish a landing attitude while avoiding an excessive tail-low
condition. On a smooth or prepared surface, the P* may make
ground contact with some forward speed. If over a rough area, he
should attempt to slow the aircraft slightly prior to the touchdown. After touchdown, the P* will smoothly lower the collective
to the fully down position and neutralize the pedals and cyclic.
2.
The IP will assist as necessary.
NOTE: All simulated engine failures will be initiated by the IP

using throttle reduction. In those situations where AR 95-1
requires the maneuver to be announced by the IP, the IP will
announce Hovering auto as he reduces the throttle.
NIGHT OR NVG CONSIDERATIONS: Aircraft attitude and rate of movement cues are difficult to detect at night especially without the
u s e o f a r t i f i c i a l l i g h t i n g . The P* must use care when adjusting
t h e c y c l i c . A common tendency is to apply cushioning pitch too
high.
6-83
TC 1-213
NOTE 2:
If performed in the aircraft, this training task is
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-84
TC 1-213
TASK 1053
TASK:
Perform simulated engine failure at altitude.
CONDITIONS: In an AH-1 helicopter with an IP or IE, given the

type of termination, or in an AH1FWS.
STANDARDS:
1. Recognize the emergency, determine the appropriate corr e c t i v e a c t i o n , and perform, from memory, all immediate action
IE.
2.
3.
Correctly terminate the maneuver as directed by the IP or
4.
Correctly perform crew coordiation actions.
DESCRIPTION:
1.
Crew Actions.
a . The IP or IE will announce "Simulated engine failure

and retard the throttle to the engine idle position.
b. Upon detecting a loss of engine power, the P* will
reduce collective pitch to maintain the RRPM within limits while
adjusting the pedals to trim the aircraft. He will select a
suitable landing area and use turns and varying airspeeds
(between minimum rate of descent and maximum glide) as necessary
to ensure touchdown in the intended landing area.
(The final
approach course should be generally into the wind.) The P* will
call out RRPM, N1, and trim. He will simulate setting the transponder to EMER and transmitting a Mayday call on a GUARD frequency. The P* will simulate the completion of the immediate
action steps in TM 55-1520-234-10 or TM 55-1520-236-10 and, if
time permits, will direct the IP or IE to verify the procedures.
Until power is completely restored, he should plan each forced
landing as if continuing to the ground.
c . Before reaching 400 feet AGL with the aircraft in a
safe autorotative profile, the IP or IE will state one of two
Power recovery or Terminate with power.
commands:
6-85
TC 1-213
2.
Procedures.
a. Power recovery. Upon receiving the command Power

recovery," the P* will immediately establish normal operating RPM
by smoothly applying the throttle to the fully open position. He
will adjust the collective as necessary while simultaneously
maintaining trim with the pedals. When normal operating RPM has
been regained, the P* will apply sufficient collective to establish a normal climb. He will complete the recovery prior to
reaching 200 feet AGL. The crew will ensure that the aircraft is
cleared.
b.
Terminate with power. Upon receiving the command
"Terminate with power, the P* will continue the autorotative
descent. Before reaching 100 feet AGL, he will establish normal
operating RPM, adjust the collective as necessary, trim the aircraft with the pedals, and maintain autorotation. At approximately 100 feet AGL, the P* will apply aft cyclic to initiate a
smooth and progressive deceleration. He will maintain aircraft
alignment with the touchdown area by properly applying pedals and
c y c l i c . The P* will adjust the collective, if required, to prevent excessive RRPM. At approximately 12 feet AGL, he should
apply sufficient collective to control the rate of descent and
ground speed so that they are zero at 3 to 5 feet AGL with the
aircraft in a landing attitude.
NOTE: Normal engine RPM must be established before the
aircraft descends through 100 feet AGL.
NIGHT OR NVG CONSIDERATIONS: Attitude control is critical during
night autorotations. The lack of visual references at night
reduces the P*s ability to estimate airspeed and altitude. To
compensate for the lack of visual references, the P* should
establish a steady-state autorotation by 200 feet AGL. I f t h e
landing light is used, the crew should turn it on prior to
descending through 100 feet AGL.
NOTE: If performed in the aircraft, this training task is
REFERENCES:
AR 95-1
FM 1-203
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-86
TC 1-213
TASK 1054
TASK:
Perform simulated engine failure, high speed, at altitude.
CONDITIONS:
termination,
In an AH-1 helicopter with an IP, given the type of

or in an AH1FWS.
STANDARDS:
1. Recognize the emergency, determine the appropriate corrective action, and perform, from memory, all immediate action
2.
3.
Correctly terminate the maneuver as directed by the IP.
4.
DESCRIPTION:
1.
Crew Actions.
a . The IP will announce Simulated engine failure and

retard the throttle to the engine idle position.
b. Upon detecting a loss of engine power, the P* will
immediately apply aft cyclic for SCAS control. He will reduce
collective pitch to maintain the RRPM within limits while
adjusting the pedals to trim the aircraft. The P* will select
a suitable landing area and use turns and varying airspeeds
(between minimum rate of descent and maximum glide) as necessary
(The final
to ensure touchdown in the intended landing area.
approach course should be generally into the wind.) The P* will
call out RRPM, N1, and trim. He will simulate setting the transponder to EMER and transmitting a Mayday call on a GUARD frequency. The P* will simulate the completion of the immediate
action steps in TM 55-1520-234-10 or TM 55-1520-236-10 and, if
time permits, will direct the IP to verify the procedures. Until
power is completely restored, he should plan each forced landing
as if continuing to the ground.
c . Before reaching 400 feet AGL with the aircraft in a
safe autorotative profile, the IP will state one of two commands:
"Power recovery or Terminate with power.
NOTE: During training, the maneuver is performed above 400 feet
AGL and at a minimum of 120 KIAS or maximum range airspeed.
6-87
TC 1-213
2.
Procedures.
a . Power recovery
Upon receiving the command "Power
recovery, the P* will immediately establish normal operating RPM
by smoothly applying the throttle to the fully open position. He
will adjust the collective as necessary while simultaneously
maintaining trim with the pedals. When normal operating RPM has
been regained, the P* will apply sufficient collective to establish a normal climb. He will complete the recovery prior to
reaching 200 feet AGL. The crew will ensure that the aircraft is
cleared.
b . Terminate with power. Upon receiving the command
"Terminate with power, the P* will continue the autorotative
descent.
Before reaching 100 feet AGL, he will establish normal
operating RPM, adjust the collective as necessary, trim the aircraft with the pedals, and maintain autorotation. At approximately 100 feet AGL, the P* will apply aft cyclic to initiate a
smooth and progressive deceleration. He will maintain aircraft
alignment with the touchdown area by properly applying pedals and
c y c l i c . The P* will adjust the collective, if required, to prevent excessive RRPM. At approximately 12 feet AGL, he should
apply sufficient collective to control the rate of descent and
ground speed so that they are zero at 3 to 5 feet AGL with the
aircraft in a landing attitude.
NOTE: Normal engine RPM must be established before the
aircraft descends through 100 feet AGL.
NIGHT OR NVG CONSIDERATIONS: Attitude control is critical during
night autorotations. The lack of visual references at night
reduces the P*s ability to estimate airspeed and altitude. To
compensate for the lack of visual references, the P* should
establish a steady-state autorotation by 200 feet AGL. I f t h e
landing light is used, the crew should turn it on prior to
descending through 100 feet AGL.
REFERENCES:
AR
FM
TM
TM
TM
TM
95-1
1-203
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-88
TC 1-213
TASK 1056
TASK:
mode.
Perform manual throttle operation, emergency governor
CONDITIONS: In an AH-1 helicopter with an IP and the aircraft

cleared or in an AH1FWS.
STANDARDS:
1 . Without error, perform the procedure to change the
governor to the emergency mode according to the description
below.
2.
Maintain 6400 RPM, 200 RPM, or 97 percent, 3 percent.
3.
Smoothly coordinate the throttle and collective controls.
4.
Maintain altitude +1 foot.
5 . Maintain a constant rate of turn, not to exceed

90 degrees in four seconds.
6. Without error, perform the procedure to change the
governor to the automatic mode according to the description
below.
7.
CAUTION
To prevent engine overspeed, overtemperature, compressor
s t a l l , o r f a i l u r e , make smooth throttle and collective
Closely monitor the N1, N2, and TGT.
adjustments.
DESCRIPTION:
the aircraft throughout the maneuver. The aircraft will be on
the ground with RPM stabilized at 6600 RPM or 100 percent and the
collective fully down. The P* will announce when he initiates
the maneuver and will retard the throttle to engine idle stop.
After noting a reduction in engine RPM, the P* will move or
instruct the IP/P to move the governor switch to the emergency
p o s i t i o n . Then he will check for illumination of the segment
6-89
TC 1-213
caution light and master caution light and will smoothly adjust
the throttle to 6400 RPM or 97 percent. Once the RPM has
s t a b i l i z e d , the P* will reset the master caution light.
2 . The P* will announce his intent to continue the maneuver.
He will begin by increasing collective pitch and manipulating the
throttle carefully to maintain 6400 RPM or 97 percent until the
aircraft is stabilized at a 3-foot hover. The crew will clear
t h e a i r c r a f t , and the P* will perform a left hovering turn and
then a right hovering turn. Upon completion of both turns, he
will reposition the aircraft over the starting point, if required, and bring it to a stabilized hover. The P* will adjust
the collective and throttle as necessary to maintain 6400 RPM or
97 percent and land the aircraft. With the collective fully down
and the cyclic and pedals neutralized, he will reduce the throttle to engine idle stop. After noting a decrease in engine RPM,
the P* will move or direct the IP/P to move the governor switch
to the automatic position. He will increase the throttle to the
fully open position and adjust RPM to 6600 RPM or 100 percent as
necessary. The P* will then ensure that the fuel control is
operating properly.
3 . The IP/P will remain focused outside the aircraft to
assist in clearing and to provide adequate warning of traffic or
o b s t a c l e s . He will provide adequate warning for corrective
action if maximum engine operating limits may be exceeded. He
will manipulate the emergency governor switch if directed by the
P* and acknowledge any intent to deviate from the planned maneuver. The IP/P will announce when his attention is focused inside
the cockpit.
NOTE 1: The crew can expect a maximum torque of 78 percent or
42 psi in the emergency governor mode.
NOTE 2: In case of an actual in-flight emergency that requires
emergency governor operations, the crew must use the procedures
in TM 55-1520-234-10 or TM 55-1500-236-10.
NOTE 3: After placing the governor switch back to the automatic
position, the P* can check the proper operation of the fuel control (overspeed governor) by ensuring that the N1 stabilizes at
68 to 72 percent RPM. He also can check it by advancing the
throttle slowly to ensure that a maximum of 6600 RPM or
100 percent N2 is reached at full throttle.
NOTE 4: For initial qualification training, it is recommended
that the P* start and end the maneuver with the aircraft facing
into the wind.
6-90
TC 1-213
NIGHT OR NVG CONSIDERATIONS: The lack of visual references at
night reduces the P*s ability to estimate hover altitudes and
d e t e c t a i r c r a f t d r i f t . The crew should select a hover area that
is free of blowing dust or snow and has good ground contrast and
several reference points. The crew must use proper scanning
techniques to avoid obstacles and to prevent spatial disorientat i o n . The use of artificial lighting is recommended.
REFERENCES:
TM
TM
TM
TM
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-91
TC 1-213
TASK 1059
TASK:
Perform flight with the SCAS disengaged.
CONDITIONS: In an AH-1 helicopter or an AH1FWS; during hover,

t a k e o f f , c r u i s e , or VMC approach; with the SCAS disengaged.
STANDARDS:
1. Maintain standards required for the maneuver being
performed.
2.
DESCRIPTION:
1. At the discretion of the PC, the P* may practice
hovering, takeoffs, cruise flight, turns, and landings with the
SCAS partially or totally disengaged. The P* will remain focused
outside the aircraft.
2 . The P will assist in clearing the aircraft and provide
adequate warning of obstacles and excessive attitude changes. He
will advise the P* if flight limitations associated with the
inoperative SCAS channel(s) may be exceeded.
3 . Upon completion of the task, the P* will stabilize the
system and engage each SCAS channel, one at a time, once the
no-go lights are extinguished.
NOTE: The P* may deactivate the SCAS channels individually or as
a group.
1. The crew should consider using artificial lighting if the
ambient light level is insufficient for obstacle detection and
the task is being performed at other than cruise flight.
2 . Crew members must use proper scanning techniques and
avoid large or abrupt attitude changes to prevent spatial
disorientation.
3 . Because visual acuity is reduced at night, it is recommended that the crew reengage the SCAS channel(s) while the
aircraft is on the ground.
6-92
TC 1-213
REFERENCES:
TM
TM
TM
TM
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-93
TC 1-213
TASK 1064
TASK:
Perform terrain flight navigation.
CONDITIONS: In an AH-1 helicopter or an AHIFWS and given a

mission briefing and required maps and materials.
STANDARDS:
1.
During NOE flight--
a . Know the en route location within 200 meters (500

meters NVG) .
b.
2.
Locate the final objective within 100 meters.
During low-level or contour flight--
a . Know the en route location within 500 meters (1,000

meters NVG).
b.
3.
Locate the final objective within 100 meters.
DESCRIPTION:
1. The P* will remain focused outside the aircraft and will
respond to navigation instructions and cues given by the P. The
P* will acknowledge commands issued by the P for heading and airspeed changes necessary to navigate the desired course.
2 . The P will direct the P* to adjust aircraft heading and
airspeed as appropriate to navigate the desired course. The P
will use rally terms, specific headings, relative bearings, or
key terrain features to accomplish this task. Examples are "Turn
left," "Stop turn," and "Turn down the valley to the left." If
using the HUD during contour and low-level flight, the P may
include headings. The use of standard terms helps prevent misinterpretation of information and reduces unnecessary cockpit
conversation.
The P* will announce significant terrain features
to assist the P with navigation. The P will announce all plotted
wires and other obstacles prior to approaching their location.
The crew should use the doppler to help them arrive at a specific
checkpoint or turning point. Crew members must look far enough
ahead of the aircraft at all times to avoid obstacles.
6-94
TC 1-213
a . During NOE flight, crew members may use several
navigational techniques. One technique is to identify prominent
terrain features that are located some distance ahead of the aircraft and that lie along or near the course. Using these points
to key on, the P* can maneuver the aircraft to take advantage of
the best terrain and vegetation for concealment. If general
navigational techniques do not apply, the crew must navigate by
identifying a series of successive checkpoints. To remain continuously oriented, the P must compare actual terrain features
with those on the map.
b. Contour navigation is less precise than NOE navigation because the contour route is more direct. An effective
technique is for the P to combine the use of terrain features and
rally terms when giving directions to the P*. This will allow
the P* to focus his attention outside the aircraft.
c . For low-level navigation, the P can effectively
compute time and distance. This means that he can tell the P* to
fly specific headings and airspeeds. The crew also can use radio
navigation, depending on the terrain and enemy situation.
NOTE 1: The crew should navigate at least 20 kilometers during
NOE flight training or 40 kilometers during low-level or contour
flight training.
NOTE 2: Each of the methods for stating heading information is
appropriate under specific conditions. When a number of terrain
features are visible and prominent enough for the P* to recognize
them, the most appropriate method is navigation instruction
toward the terrain feature in view. Navigation instructions
toward a distant, unseen terrain feature are appropriate when few
changes are anticipated. When forward visibility is restricted
and frequent changes are necessary, controlled turning instructions are more appropriate. As a general rule, clock headings by
themselves should be avoided. However, clock headings are recommended when associated with a terrain feature and with controlled
turning instructions.
1. More detailed flight planning and map preparation are
required when the flight is conducted in reduced visibility or at
night (aided or unaided). TC 1-204 contains details on night
navigation.
NVG navigation with standard maps can be difficult
because of map colors and symbology.
6-95
TC 1-213
4 . The crew must observe airspeed and altitude limitations
and ambient light criteria described in paragraph 6-2h (page 6-3)
during NVG terrain flight training.
REFERENCES:
FM
FM
FM
TC
TC
1-203
1-240
21-26
1-201
1-204
6-96
TC 1-213
TASK 1067
TASK:
Perform aerial observation.
CONDITIONS: In an AH-1 helicopter, in an AHIFWS, or orally in a

classroom environment.
STANDARDS:
1.
Use the correct visual search techniques.
2.
Accurately locate the position of the target.
3.
Accurately identify the target.
4.
Without error, make appropriate spot reports.
5.
DESCRIPTION:
1. During missions involving direct observation, the aircrew
is concerned with detection, identification, location, and
reporting.
a . Detection.
Detection requires the verification that
an object or activity exists.
b. Identification.
Major factors in identifying a
target are size, shape, and type of armament. Targets are
classified as friendly or enemy.
c . Location. The exact location of targets is the
objective of the mission. Depending on the nature of the targets, the observer may be required to locate the center of mass
or boundaries of the targets.
d. Reporting.
Spot reports provide commanders with
critical information during the conduct of missions. The method
of spot reporting is specified by the requesting agency. Reports
of no enemy sightings are frequently just as important as actual
enemy sightings.
(Task 2091 shows the standard format for a spot
report.)
2 . Visual search is the systematic visual coverage of a
given area so that all parts of the area are observed. The
purpose of a visual search is to detect objects or activities on
the ground. The crews primary focus will be outside the airc r a f t . Both the P* and P will divide their attention between
6-97
TC 1-213
aerial observation and obstacle avoidance. In addition, the P
will be concerned with the location of the aircraft and will
announce when his attention is focused inside the cockpit. The
ability of the crew to search a given area effectively depends on
s e v e r a l f a c t o r s . In addition to the limitations of the human eye
itself, the most important of these factors are altitude, airspeed, terrain and meteorological conditions, and visual cues.
a . Altitude.
Higher altitudes offer greater visibility
with less detail. Lower altitudes increase survivability
considerations.
b. Airspeed. Selection of the airspeed is determined by
the altitude, terrain, enemy situation, and meteorological
conditions.
c . Terrain and meteorological conditions. The type of
terrain can vary from dense jungle to barren wasteland and will
affect the size and details of the area that can be effectively
covered. The prevailing terrain and meteorological conditions
often mask objects and allow only a brief exposure period,
especially at NOE altitudes.
d. Visual cues. In areas where natural cover and
concealment make detection difficult, visual cues may indicate
enemy activity. Some of these cues are as follows:
(1) C o l o r . Foliage used for camouflage may differ
from the color of natural foliage.
(2) T e x t u r e . Smooth surfaces, such as glass windows
or canopies, will shine and reflect light. Rough surfaces do not
reflect light.
(3) Shadows/shapes.
Man-made objects cast
distinctive shadows that are characterized by regular shapes
and contours as opposed to random patterns that occur naturally.
( 4 ) T r a i l s . Trails leading into an area should be
observed for cues as to type, quantity, and recentness of
traffic.
(5) Smoke or dust. Smoke should be observed for
color, smell, and volume. Dust from moving vehicles can be
effectively observed at great distances.
(6) Movement and light. Movement during daylight
and light at night are the most easily detectable signs of enemy
a c t i v i t y . Movement may include disturbance of foliage, snow,
s o i l , or birds.
6-98
TC 1-213
(7) Obvious sightings. The aircrew must be aware
that obvious sightings may be intentional because of high concentrations of enemy antiaircraft weapons.
3 . The techniques for conducting aerial observation are side
scan, motive, and stationary. The specific method used depends
on the terrain and the altitude flown. The PC will assign the
actual search sectors. The primary concern of the P* is aircraft
control and obstacle avoidance. Therefore, the P should be
responsible for as much of the search area as possible based on
the technique used.
a . Side-scan technique. This technique normally is used
when the aircraft is operating at an altitude of 100 feet AGL or
higher at cruise airspeed. Over most terrain, the observer
systematically-(1) Looks out approximately 1,000 meters and
searches in toward the aircraft.
(2) Looks out one-half the distance (500 meters) and
searches in toward the aircraft.
(3) Looks out one-fourth the distance (250 meters)
and searches in toward the aircraft.
b. Motive technique. This technique is used when the
aircraft is operating at terrain flight altitudes and at airspeeds of 10 KIAS or faster. The entire area on either side of
the aircraft is divided into two major sectors: the nonobservation sector and the observation work sector. The nonobservation sector is the area where the aircrews field of
vision is restricted by the physical configuration of the airc r a f t . The observation work sector is that portion of the field
of vision to which search activity is confined. The observation
work sector is subdivided into two smaller sectors.
(1) The acquisition sector is the forward 45-degree
area of the observation work sector. This is the primary area of
search.
(2) The recognition sector is the remainder of the
observation work sector. In using the motive technique, the
observer looks forward of the aircraft and through the center of
the acquisition sector for obvious sightings. He then scans
through the acquisition sector, gradually working back toward the
aircraft.
6-99
TC 1-213
c . Stationary technique. This technique is used at NOE
altitudes with the aircraft hovering in a concealed position.
When using the stationary technique, the observer makes a quick,
overall search for sightings, unnatural colors, outlines, or
movements. He starts scanning to the immediate front, searching
an area approximately 50 meters in depth. The observer continues
to scan outward from the aircraft, increasing the depth of the
search area by overlapping 50-meter intervals until he has
covered the entire search area.
1. Aerial observation is difficult at night in the AH-1.
The use of the NVG with the C-NITE TSU greatly enhances the night
observation capability, but some loss of search detail can be
expected because of the operating limitations of the equipment.
This will be true even with high illumination levels.
3 . If the aircraft is equipped with the C-NITE TSU, the
stationary technique is recommended.
REFERENCES:
FM 1-203
FM 1-402
FM 17-95
Task 2091
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-100
TC 1-213
TASK 1068
TASK: Perform or describe emergency procedures for aircraft or
armament system malfunction and/or NVG failure.
CONDITIONS: In an AH-1 helicopter with an 1P or an IE, in an
AHIFWS, or orally in a classroom environment and given a specific
emergency condition.
STANDARDS:
1. Without error, perform or describe the appropriate
emergency procedures for an aircraft or armament system malfunction according to TM 55-1520-234-10 or TM 55-1520-236-10.
2 . Correctly perform or describe emergency procedures for
NVG failure.
3.
DESCRIPTION:
1.
Aircraft or Armament System Malfunction.
a. The P*/P will tell the other crew member when he

detects an emergency situation. The PC will include in the crew
briefing the general approach to all emergency procedures that
require immediate action.
b. The P* will remain focused outside the aircraft to
maintain aircraft control and to avoid traffic or obstacles. The
P* will perform or direct the P to perform the underlined steps
in TM 55-1520-234-10 or TM 55-1520-236-10, as briefed, and will
initiate the appropriate type of landing for the emergency.
c. The P will perform as directed or briefed. If time
permits, he will verify all emergency checks with TM 55-1520234-CL or TM 55-1520-236-CL. He will request emergency assistance as described in the FIH.
2 . NVG Failure. Upon indication of NVG failure, the crew
will perform the following procedure when using the AN/PVS-5
(dual battery) or the AN/AVS-6 (ANVIS):
a.
The P*/P will immediately announce Goggle failure.
b. If conducting NOE or contour flight, the P* will

begin a climb at a rate which will ensure obstacle avoidance.
6-101
TC 1-213
c . The P* will transfer the flight controls. He will
then switch to the second battery and advise the other aviator of
restored vision or of continued failure. If his vision is not
restored, he will remove the NVG and abort or modify the mission.
NOTE 1: Those emergency procedures that are prohibited from
practice in the aircraft will be performed in the AHIFWS or
discussed orally.
NOTE 2: The requirement to perform or describe NVG emergency
procedures applies only to those aviators who perform NVG flight
duties.
REFERENCES:
FIH
FM 1-400
TC 1-201
TC 1-204
TM 11-5855-238-10
TM 11-5855-263-10
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-102
TC 1-213
TASK 1075
TASK:
Perform instrument takeoff.
CONDITIONS: In an AH-1 helicopter under IMC or simulated IMC or

in an AHIFWS with the hover power and before-takeoff checks
completed and the aircraft cleared.
STANDARDS:
1.
Correctly set the attitude indicator.
2 . Maintain required takeoff power 2 percent or 1 psi

torque.
3.
Maintain accelerative climb attitude 1 bar width.
4.
5.
Maintain the aircraft in trim after ETL.
6.
Maintain an appropriate rate of climb 100 FPM.
7.
DESCRIPTION:
1.
Crew Actions.

during the VMC portion of the maneuver. He will announce when he
initiates the maneuver and his intent to abort or alter the
t a k e o f f . After establishing the aircraft in a climb and prior to
entering simulated or actual IMC, the P* will make the transition
to the flight instruments.
b. The P will announce when ready for takeoff. He will
remain focused outside the aircraft to assist in clearing during
the VMC portion of the maneuver and to provide adequate warning
of traffic and obstacles. The P will announce when his attention
is focused inside the cockpit; for example, when monitoring and
calling out torque. As the aircraft enters actual IMC, the P
will monitor the flight instruments and assist the P* as
necessary.
2.
Procedures.
a . From the ground. Align the aircraft with the desired

takeoff heading. Set the attitude indicator for takeoff.
6-103
TC 1-213
Smoothly increase collective pitch until the aircraft becomes
light on the skids. Using outside visual references, prevent
movement of the aircraft. Check the controls for proper response. While referring to the flight instruments, smoothly
increase collective pitch to obtain takeoff power (10 percent or
5 psi torque above hover power for training). While increasing
c o l l e c t i v e p i t c h , cross-check the attitude and heading indicators
to ensure proper aircraft attitude and constant heading. When
takeoff power is established and the altimeter and VSI show a
positive climb, adjust pitch attitude one to two bar widths below
the horizon for the initial acceleration. Maintain heading with
the pedals prior to reaching ETL. After reaching ETL, make the
transition to coordinated flight. Upon approaching climb airspeed, adjust the controls as required to maintain the desired
climb airspeed.
b. From a hover. On the runway or takeoff pad, align
the aircraft with the desired takeoff heading. Set the attitude
indicator for takeoff. Establish the aircraft at a 3-foot hover,
and check the controls for proper response. I n i t i a t e t h e t a k e o f f
by smoothly and steadily increasing collective pitch until takeoff power is reached. Adjust the pitch attitude one to two bar
widths below the horizon to establish an initial accelerative
climb attitude. Visually maintain runway clearance and alignment
on takeoff until the aircraft accelerates through ETL. At that
time, refer to the flight instruments and establish an instrument
cross-check.
NOTE: Hover OGE power is required for this task.
1. Reduced visual references during the takeoff and the VFR
portion of the ascent may make it difficult to maintain the
desired ground track. The crew should know the surface wind
ground track.
2 . If the P* makes an instrument takeoff from a hover and
uses more than hover power, he should maintain that power setting
until approximately 10 KIAS prior to reaching climb airspeed.
Then he should adjust power as required to establish the desired
rate of climb and airspeed.
6-104
TC 1-213
REFERENCES:
AR
FM
FM
TC
TM
TM
95-1
1-203
1-240
1-204
55-1520-234-CL
55-1520-236-CL
6-105
TC 1-213
TASK 1076
TASK:
Perform radio navigation.

in an AHIFWS and given appropriate navigational publications.
STANDARDS:
1.
Maintain altitude 100 feet,
2.
3.
Correctly tune and identify appropriate NAVAIDS.
4.
Correctly determine the position of the aircraft.
5.
Correctly intercept and maintain the desired course.
6.
Correctly identify station passage.
7.
DESCRIPTION:
1. Crew Actions. The P will select and announce radio
frequencies. He also will monitor radios and ATC information not
monitored by the P*. During simulated IMC only, the P will
remain focused outside the aircraft to provide adequate warning
o f t r a f f i c o r o b s t a c l e s . He will announce when his attention is
focused inside the cockpit.
2.
Procedures.
a . Equipment check. Check all radio navigation equipment to be used during the mission. Equipment must be operable
and within accuracy tolerances, if applicable, as specified in
FM 1-240 and TM 55-1520-234-10 or TM 55-1520-236-10.
b. Station identification. Obtain the correct frequency
for the desired NAVAID, tune the radio, and identify the station.
c . Aircraft Position. Determine the position of the
aircraft with respect to a specified NAVAID per FM 1-240.
d. Course interception. After identifying the desired
NAVAID, determine the location of the aircraft in relation to the
desired course. Turn 45 degrees toward the course (90 degrees to
expedite). Maintain the intercept heading until approaching an
6-106
TC 1-213
on-course indication. Depending on the rate of closure, start a
turn that will intercept the desired track on course.
e . Course tracking. Maintain the desired heading until
navigational instruments show an off-course condition. I f f o r e cast wind drift correction does not maintain the aircraft on
track, turn 20 degrees toward the course to reintercept it. If
navigational instruments do not indicate movement toward the
course within a reasonable time, increase the intercept angle.
When the course is reintercepted, turn toward it and apply the
appropriate drift correction (normally one-half of the intercept
angle). Continue to bracket the course by decreasing corrections
until a heading is obtained that will maintain the aircraft on
course.
f . Intersection arrival.
intersection per FM 1-240.
Determine arrival at a radio
g. S t a t i o n p a s s a g e . Identify station passage by observing the first complete reversal of the indicator needle or the
TO-FROM indicator.
NIGHT OR NVG CONSIDERATIONS: To compensate for restricted
v i s i b i l i t y a t n i g h t , the crew must use proper scanning techniques
to avoid obstacles and to prevent spatial disorientation.
REFERENCES:
AIM
AR 95-1
DOD FLIP
FM 1-240
TM 55-1520-234-10
TM 55-1520-236-10
6-107
TC 1-213
TASK 1077
TASK:
Perform holding procedures.

in an AHIFWS and given an altitude, holding instructions, and
appropriate navigational publications.
STANDARDS:
1.
2.
3.
Correctly tune and identify the appropriate NAVAIDs.
4.
Correctly enter the holding pattern.
5.
Correctly time and track holding-pattern legs.
6.
DESCRIPTION:
1. Before arrival at the holding fix, the PC will analyze
the holding instructions and determine the proper holding pattern
and entry procedures. He will brief the other crew member(s) on
the proposed entry, outbound heading, and inbound course.
2 . The P will select and announce radio frequencies. He
also will monitor radios and ATC information not monitored by the
p* .
3 . Upon arrival at the holding fix, the P* will turn (if
required) to the predetermined outbound heading. He will maintain the outbound heading per the DOD FLIP or as directed by ATC.
After the appropriate time outbound, the P* will turn to the
inbound heading.
4 . The P* will note the time required to fly the inbound
l e g . He will adjust the elapsed time for the subsequent outbound
leg to obtain the desired inbound leg time. When holding at a
NAVAID, the P* will begin timing the outbound leg when abeam the
s t a t i o n . When holding at an intersection, he will begin timing
the outbound leg upon establishing the outbound heading.
6-108
TC 1-213
5 . During simulated IMC only, the P will remain focused
outside the aircraft to provide adequate warning of traffic or
o b s t a c l e s . He will announce when his attention is focused inside
the cockpit.
NIGHT OR NVG CONSIDERATIONS: Crew members must use proper
disorientation.
REFERENCES:
AIM
DOD FLIP
FM 1-240
6-109
TC 1-213
TASK 1078
TASK:
Perform unusual attitude recovery.
CONDITIONS: In an AH-1 helicopter with a UT, an 1P, or an IE;

simulated IMC with the aircraft cleared; or in an AHIFWS.
STANDARDS:
1.
Correctly analyze the attitude of the aircraft.
2 . Without delay, use correct recovery procedures in the

proper sequence.
3. Recover without exceeding aircraft operating limitations
and with a minimum loss of altitude.
4.
DESCRIPTION:
1 . The UT, IP, or IE will place the aircraft in an unusual
attitude or direct the P* so that an unusual attitude is obtained
without exceeding aircraft operating limitations. He will then
positively transfer the flight controls to the P* if required.
The UT, IP, or IE will divide his attention between the outside
of the aircraft to warn of traffic or obstacles and the inside to
provide corrective action if aircraft operating limitations may
be exceeded.
2 . The P* will acknowledge the unusual attitude recovery and
the positive transfer of the flight controls if required. He
will immediately initiate a recovery to straight and level flight
by-a.
Establishing a level bank and pitch attitude.
b.
Establishing and maintaining a heading.
c.
Adjusting to cruise or climb power setting.
d.
Establishing and maintaining the aircraft in trim.

1. Crew members must use proper scanning techniques to avoid
6-110
TC 1-213
2 . The crew must adjust cockpit lighting properly so that
they can easily read the aircraft instruments to avoid exceeding
aircraft operating limitations.
REFERENCES:
AR
FM
TM
TM
95-1
1-240
55-1520-234-10
55-1520-236-10
6-111
TC 1-213
TASK 1079
TASK:
Perform radio communication procedures.
CONDITIONS: In an AH-1 helicopter or an AHIFWS with two-way

radio communications established.
STANDARDS:
1.
Without error, adjust radios to the proper frequencies.
2 . Establish radio contact with the appropriate ATC

facility.
3 . When communicating with ATC facilities, use correct radio
communication procedures and phraseology per the AIM and DOD
FLIP.
4 . Acknowledge each radio communication with ATC by using
the correct aircraft call sign.
5 . Acknowledge and comply with ATC instructions to change
frequencies.
6.
DESCRIPTION:
1 . During the crew briefing, the PC will assign radio
r e s p o n s i b i l i t i e s . He will indicate which crew member will
establish and maintain primary communication.
2.
the P.
The P* will announce ATC information not monitored by
3 . Within his capability, the P will adjust radios to the

required frequencies. He will copy pertinent information and
announce information not monitored by the P*.
4 . The crew member assigned responsibility for communication
procedures will perform the following actions: Adjust radios to
the required frequencies. Continuously monitor the radios. When
required, establish communication with the appropriate ATC facili t y . Monitor the frequency before transmitting. Transmit pilot
reports, position reports, and flight plan changes. Use the correct radio call sign when acknowledging each communication. When
advised to change frequencies, acknowledge the instruction.
6-112
TC 1-213
Select the new frequency as soon as possible unless instructed to
do so at a specific time, fix, or altitude. Use radio communication procedures and phraseology appropriate for the area of
operations.
1. Crew members must use proper scanning techniques to avoid
2 . The crew must adjust cockpit lighting properly so that
they can easily confirm that frequencies are set in the appropriate radios.
REFERENCES:
AIM
DOD FLIP
Unit SOP
6-113
TC 1-213
TASK 1080
TASK:
Perform procedures for two-way radio failure.
CONDITIONS: In an AH-1 helicopter, in an AHIFWS, or orally in a

STANDARDS:
1.
Implement correct procedures for two-way radio failure.
2.
DESCRIPTION:
1.
Crew Actions.
a . The P*/P will announce two-way radio failure.

will direct the efforts to identify and correct radio
malfunctions.
The PC
b. The P* will remain focused outside the aircraft or

inside the cockpit on the instruments as appropriate. He will
not participate in troubleshooting the malfunction.
c . The PC will troubleshoot the malfunction and announce
t h e r e s u l t s . If required, the crew members will transfer the
flight controls to continue the troubleshooting procedure.
2.
Procedures.
a . VFR. If two-way radio failure occurs while operating

under VFR or if VMC are encountered after the failure, continue
the flight under VFR. Land as soon as practicable.
b. I F R .
(1) If two-way radio failure occurs while operating
in the NAS, adjust the transponder and continue the flight
according to instructions in the FIH.
(2) If two-way radio failure occurs while operating
outside CONUS, comply with ICAO rules or applicable host-country
regulations.
NIGHT OR NVG CONSIDERATIONS: If two-way radio failure occurs at
night, the crew should use the same procedures as during the day.
6-114
TC 1-213
Because of the possibility of increased stress, the crew must be
especially cognizant to maintain good cockpit communication
procedures.
REFERENCES:
DOD FLIP
FIH
Unit SOP
6-115
TC 1-213
TASK 1081
TASK:
Perform nonprecision approach.
CONDITIONS: In an AH-1 helicopter under simulated IMC or in an

AHIFWS, with the approach clearance received and the beforelanding check completed, and given the appropriate DOD FLIP.
STANDARDS:
1. Execute the approach according to AR 95-3, FM 1-240, and
the DOD FLIP.
2.
Maintain an appropriate airspeed 10 KIAS.
3.
Maintain altitude as directed by ATC 100 feet.
4.
Maintain the prescribed courses as follows:

a.
NDB courses --within 5 degrees.
b. VOR courses --within a one-half scale deflection of

the CDB or CDI or 5 degrees using the HSI or RMI.
c . LOC courses --within a full-scale deflection of the
CDB, CDI, or HSI.
5 . During ASR approaches, make immediate heading and altitude changes issued by ATC and maintain heading 5 degrees.
6.
DESCRIPTION:
1. The PC will review the approach with the other crew
member prior to initiating the procedure.
2 . The P* will remain focused inside the cockpit on the
instruments.
He will follow the heading, altitude, and missed
approach procedures for the approach being flown. The P* will
request from the P whatever navigational assistance is required
and will acknowledge all navigation directives given by the P.
He will announce any deviation from the approach not directed by
ATC or the P.
3 . The P will read the approach procedure to the P* as
requested. He will announce changes to ATC communication frequencies and ATC information not monitored by the P*. The P will
complete the approach when the crew encounters VMC.
6-116
TC 1-213
outside the aircraft to provide adequate warning of obstacles
detected. He will announce when his attention is focused inside
the cockpit.
NOTE 1:
FM 1-240 and the AIM describe approach procedures.
NOTE 2: Use of the doppler as an IFR navigational system is not

1. The crew must use proper scanning techniques to avoid
obstacles and to prevent spatial disorientation, especially when
making the transition from IMC to VMC.
2 . Once established in VMC, the crew should consider using
artificial lighting if the ambient light level is insufficient
for obstacle detection.
REFERENCES:
AIM
AR 95-1
AR 95-3
DOD FLIP
FM 1-240
TM 55-1520-234-10
TM 55-1520-236-10
6-117
TC 1-213
TASK 1082
TASK:
Perform precision approach.
CONDITIONS: In an AH-1 helicopter under simulated IMC or in an

AHIFWS, with the before-landing check completed, and given the
appropriate DOD FLIP.
STANDARDS:
1. Execute the approach according to AR 95-3, FM 1-240, and
the DOD FLIP.
ATC.
2.
Maintain an appropriate airspeed 10 KIAS.
3.
Maintain altitude as directed by ATC 100 feet.
4.
5.
Make immediate heading and altitude corrections issued by
6. During ILS approaches, remain within a full-scale

deflection of the CDI or HSI; on final approach, maintain glide
slope indicator within a full-scale deflection.
7.
DESCRIPTION:
1. The PC will review the approach with the other crew
member prior to initiating the procedure.
2 . The P* will remain focused inside the cockpit on the
instruments.
He will follow the heading, altitude, and missed
approach procedures for the approach being flown. The P* will
request from the P whatever navigational assistance is required
and will acknowledge all navigation directives given by the P.
He will announce any deviation from the approach not directed by
ATC or the P.
3 . The P will read the approach procedure to the P* as
requested. He will announce changes to ATC communication frequencies and ATC information not monitored by the P*. The P will
complete the approach when the crew encounters VMC.
6-118
TC 1-213
outside the aircraft to provide adequate warning of obstacles
detected.
He will announce when his attention is focused inside
the cockpit.
NOTE 1:
FM 1-240 and the AIM describe approach procedures.
NOTE 2: Use of the doppler as an IFR navigational system is not

obstacles and to prevent spatial disorientation, especially when
making the transition from IMC to VMC.
2 . Once established in VMC, the crew should consider using
for obstacle detection. They also should consider using artificial lighting if it is needed for identification.
REFERENCES:
AIM
AR 95-1
AR 95-3
DOD FLIP
FM 1-240
TM 55-1520-234-10
TM 55-1520-236-10
6-119
TC 1-213
TASK 1083
TASK:
Perform or describe inadvertent IMC procedures/VHIRP.
CONDITIONS: In an AH-1 helicopter under VMC or simulated IMC, in

an AHIFWS, or orally in a classroom environment.
STANDARDS:
1 . Maintain proper aircraft control, and make the transition
to instrument flight immediately.
2.
Initiate a climb immediately.
3 . Without error, comply with local vertical helicopter

instrument recovery procedures.
4.
DESCRIPTION:
1.
The P and/or the P* will announce "Inadvertent IMC."
2 . The P* will announce when he initiates inadvertent IMC

procedures or VHIRP.
3 . The P will monitor the aircraft instruments to assist in
establishing coordinated flight within aircraft operating limitat i o n s . He also will make the appropriate radio calls.
4. If inadvertent IMC are encountered, the P* will proceed
as follows:
policies.
a.
Level the wings on the attitude indicator.
b.
Maintain heading; turn only to avoid known obstacles.
c.
Adjust the torque to climb power.
d.
Adjust the airspeed to climb airspeed.
e.
Complete the procedure per local regulations and

6-120
TC 1-213
1. When wearing NVG, crew members may be able to see through
thin obscurations, such as fog and drizzle, with little or no
degradation.
2 . If crew members enter IMC with the pink light or landing
light on, they may become spatially disorientated.
3 . The decision to remove or flip up the NVG or to remain
aided will be made by the PC once the P* establishes cruise
flight.
REFERENCES:
AR 95-1
AR 95-2
AR 95-3
AR 95-10
FM 1-203
FM 1-240
TC 1-204
Unit SOP
6-121
TC 1-213
TASK 1090
TASK:
Perform masking and unmasking.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with OGE hover

power available.
STANDARDS:
1 . Perform a thorough map reconnaissance of the desired
observation area.
2 . Correctly mask the aircraft fromenemy visual observation
and/or electronic detection.
3 . Maintain a sufficient distance behind an obstacle to
allow for safe maneuvering.
4 . Move to a new location, if available, before subsequent
unmasking.
5.
DESCRIPTION:
the aircraft throughout the maneuver. He will announce the type
of masking and unmasking before executing the maneuver and any
deviations from the maneuver. The P* will acknowledge any
instructions from the P.
2 . The P will focus his attention primarily inside the
cockpit. He will perform a thorough map reconnaissance to identify natural and man-made features prior to the unmasking. The
P will acknowledge when he is ready to execute the maneuver. As
the aircraft becomes unmasked, the Ps primary focus will shift
to the outside of the aircraft. He will assist with aircraft
clearance, announce excessive drift or altitude changes, and
p a r t i c i p a t e i n s e a r c h a c t i v i t i e s . The P will announce when his
attention is focused inside the cockpit; for example, when
plotting a possible target on the map or when viewing through the
TSU.
NOTE:
Task 1067 describes visual search techniques.
3 . The crew must clear directly below the aircraft if

descending vertically or the flight path if moving laterally.
6-122
TC 1-213
a . Masking in flight. With the aid of the map, the crew
will fly to the objective. The P* will take advantage of terrain
and vegetation to prevent exposure of the aircraft to enemy
visual observation or electronic detection. The P will maintain
orientation at all times and look ahead on the map for obstacles.
b. Unmasking in flight. The P* will keep aircraft
exposure time to a minimum to prevent enemy visual observation or
e l e c t r o n i c d e t e c t i o n . The crew must be aware that gun dish radar
can lock onto a target within two to nine seconds.
c . Unmasking at a hover (vertically). The crew will
ensure that sufficient power is available to unmask. The P* will
apply collective pitch until he obtains sufficient altitude to
see over the mask while not exceeding aircraft operating limitat i o n s . He will maintain horizontal main rotor blade clearance
from the mask in case of a power loss or a tactical need to mask
t h e a i r c r a f t q u i c k l y . When possible, the P* will unmask at a
safe distance from the mask to permit a rapid descent to a masked
condition if the aircraft is detected, fired on, or loses power.
He must be aware of a common tendency to move forward or rearward
while unmasking and remasking vertically. The P* must keep aircraft exposure time to a minimum.
d. Unmasking at a hover (laterally). Sometimes, the P*
may unmask the aircraft by moving laterally from the mask. He
should hover the aircraft sideward to provide the smallest
silhouette possible to enemy observation or fire. The P* must
keep aircraft exposure time to a minimum.
NOTE 1: When unmasking the aircraft, the crew should select a
new location that is a significant distance from the previous
location and from where they can still observe the target area.
If the target area is a long distance (2,000 to 3,000 meters)
away, moving only 100 meters will still keep the aircraft in the
same field of view from the target. However, if the target area
is close to the unmasking position, a drift of 100 meters will
make a significant difference.
NOTE 2: Before unmasking, the crew should select weapon systems
and divide the areas of observation.
NIGHT OR NVG CONSIDERATIONS: When hovering above 25 feet without
a i r c r a f t l i g h t s , the P* may have difficulty maintaining altitude
and position. To maintain position, the P* should use references
such as lights, tops of trees, or man-made objects above and to
the front and sides of the aircraft. By establishing a reference
angle to these objects, the P* can detect altitude changes by
changes in his viewing perspective. Hovering near ground
6-123
TC 1-213
f e a t u r e s , such as roads, provides ideal references for judging
lateral movement. The P* may become spatially disoriented when
changing his viewing perspective back and forth between high and
low references. Therefore, he should rely on the P for
assistance in maintaining orientation.
REFERENCES:
ASET I Program
FM 1-203
Task 1067
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-124
TC 1-213
TASK 1091
TASK: Perform tactical communication procedures and electronic
counter-countermeasures.
CONDITIONS: In an AH-1 helicopter, an AH1FWS, or orally in a
classroom environment and given signal operation instructions.
STANDARDS:
1.
Properly operate aircraft radios.
2.
Maintain radio discipline at all times.
3.
Properly operate voice security equipment.
4.
Correctly use signal operation instructions.
5 . Correctly recognize and respond to enemy electronic

warfare a c t i o n s .
6.
Properly operate electronic sensing equipment.
7.
DESCRIPTION:
1 . The PC will assign radio frequencies during the crew
b r i e f i n g . He will indicate which crew member will establish and
maintain primary communications.
2 . The P* will announce mission information not monitored by
the P and any deviation from directives. The P* will remain
focused outside the aircraft for clearing and keeping track of
traffic or obstacles.
3 . The P will operate the radios and announce radio
frequencies. He will copy and decode pertinent information and
announce information not monitored by the P*. The P will focus
his attention primarily inside the cockpit. However, as his
workload permits, he will assist in clearing the aircraft and
provide adequate warning of traffic or obstacles.
4 . The crew should use electronic communications in a tacti(Radios which
cal environment only when absolutely necessary.
are not needed should be turned off.) If electronic communication is required, the best method is to operate in the secure
voice mode. To eliminate confusion and reduce transmission time,
the crew should use approved communication words, phrases, and
6-125
TC 1-213
codes. Crew members must plan what to say before keying the
t r a n s m i t t e r . They should transmit information clearly, concisely, and slowly enough to be understood by the receiving station.
Ideally, transmissions should be kept under ten seconds. Crew
members must not identify a unit or an individual by name during
nonsecure radio transmissions.
a . Authentication.
The crew must use proper SOI procedures to authenticate all in-flight mission changes and artillery
advisories when entering or departing a radio net or when
challenged.
b. MIJI Procedures. The crew must keep accurate and
detailed records of any MIJI incidents. Crew members must report
the incident as soon as possible when a secure communications
capability exists.
(Task 2091 discusses tactical reports.)
c . SIF/IFF usage. During radio checks, the crew will
select the appropriate transponder mode on the selector and test
the system. The crew will monitor the SIF\IFF reply light during
the flight.
d. SAM system. The SAM system provides 36 combinations
of signals and messages that can be transmitted by using colored
or numbered flip cards. FM 1-400 describes how to communicate
using this system.
e . Other visual methods. Flags, lights, panels, pyrotechnics, hand-and-arm signals, and aircraft maneuvers are some
of the other visual communication methods. The unit SOP and SOI
describe these methods in detail.
NOTE: Crew members will adhere to positive flight-following
procedures during tactical operations per the appropriate flight
coordination center and unit SOP.
NIGHT OR NVG CONSIDERATIONS: At reduced ambient light levels,
the use of other than electronic communications is difficult and
leaves a large margin for error. I f p o s s i b l e , f a c e - t o - f a c e
meetings are recommended. If this is not possible, the crew must
keep signals to a minimum and use only those signals authorized
by the unit SOP.
6-126
TC 1-213
REFERENCES:
DOD AIM 86-100
FM 1-103
FM 1-400
FM 24-35
FM 24-35-1
Task 2091
TM 11-5810-262-10
TM 11-5895-1199-12
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-127
TC 1-213
TASK 1093
TASK:
Perform or describe techniques of movement.
CONDITIONS: In an AH-1 helicopter or orally in a classroom

environment with mission planning completed.
STANDARDS:
1 . Correctly conduct tactical movement using traveling,
traveling overwatch, or bounding overwatch.
2.
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside the aircraft for

clearing and keeping track of other aircraft. He will announce
any maneuver or movement prior to execution.
b. The P will provide adequate warning to avoid obstacles detected in the flight path and identified on the map. He
will inform the P* if contact is lost with other aircraft, if an
enemy is sighted, and if his attention is focused inside the
cockpit.
2 . Tactical Movement Techniques. Techniques of movement are
designed to exploit the mobility of helicopters while employing
the fire and maneuver concept. The techniques of tactical movement are briefly described below.
a . Traveling.
This technique is used primarily when
enemy contact is not likely. It is the fastest method for moving
aircraft but provides the least amount of security. Low-level
flight and contour flight at high airspeed are normally used for
movement.
b. Traveling overwatch. This technique is used when
enemy contact is possible. It is characterized by continuous
movement of the main elements. The overmatching element keys its
movement to the terrain and its distance from the main element.
It remains ready to fire or maneuver, or both, to support the
main elements. Contour flight is normally used for movement.
Airspeed is generally high and varied depending on the weather,
ambient light, terrain, and threat.
6-128
TC 1-213
c . Bounding overwatch. This technique is used when
enemy contact is likely and the greatest degree of concealment is
required. Elements move by bounds. One element remains in
position to observe, fire, or maneuver before the other element
moves. Overwatching elements cover the progress of bounding
elements from a covered and concealed position, which offers
observation and fields of fire against potential enemy positions.
Contour flight and NOE flight are normally used for movement.
Airspeed during each bound is varied depending on the availability of vegetation and terrain for concealment.
NOTE: When multiple aircraft are not available to perform this
task, it may be described in the aircraft or in a classroom
environment.
1. The inherent difficulty in detecting obstacles and
closure rates at night requires extra caution when performing
t h i s t a s k . Each aircrew must be constantly aware of the actions
and intentions of other aircrews in the team. Therefore, additional radio calls announcing intent, for example, to slow or
stop movement, are recommended in the training environment.
NOTE: Paragraph 6-2k (page 6-3) contains additional night or NVG
tactical operation considerations.
REFERENCES:
FM 1-116
TC 1-201
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-129
TC 1-213
TASK 1094
TASK: Identify major US or allied equipment and major threat
equipment.
CONDITIONS: In a tactical or simulated tactical environment or
in a classroom environment.
STANDARDS:
1. Without the use of references, correctly identify major
US or allied equipment expected to be in the area of operations.
2 . Without the use of references, correctly identify major
threat equipment expected to be in the area of operations by its
NATO nomenclature per FM 1-402.
3.
DESCRIPTION:
1. While looking at the actual equipment or when shown
pictures or mock-ups of the equipment, the crew members will
correctly identify major US or allied equipment expected to be
in the area of operations.
2 . While looking at the actual equipment or when shown
pictures or mock-ups of the equipment, the crew members will
correctly identify major threat equipment expected to be in the
area of operations. They must identify the equipment by its NATO
nomenclature.
3 . If the task is performed in the aircraft, the PC will
direct the P*/P to announce the type and direction of equipment
detected.
The other crew member will confirm the type and
direction of the equipment.
NIGHT OR NVG CONSIDERATIONS: Because of visual limitations even
with the NVG, accurate identification of equipment is difficult.
Use of the NVG with the C-NITE TSU enhances the detectio/
identification ability of the crew. The crew must use proper
disorientation.
REFERENCES:
FM 1-402
FM 44-30
FM 100-2-3
6-130
TC 1-213
TASK 1095
TASK:
Operate aircraft survivability equipment.
CONDITIONS: In an AH-1 helicopter or an AH1FWS equipped with ASE

and during a tactical flight in a simulated threat environment or
orally in a classroom environment.
STANDARDS:
1.
Correctly prepare the equipment for operation.
2.
Without error, perform a self-test check, if required.
3 . Without delay, identify the friendly or threat radar

system from the visual display or audio warning.
4.
Properly operate the equipment.
5.
DESCRIPTION:
1. The crew will perform a preflight inspection and will
perform or simulate operational and employment procedures and
precautions for the AN/ALQ-136(V)5, AN\ALQ-=144A, AN/APR-39(V)l,
and M130 (chaff).
2 . The aviator in the pilots station will perform turn-on,
self-test, and operational checks; operating procedures; and
shutdown procedures. He will evaluate and interpret the ASE
visual and/or aural indication.
3 . The crew will properly execute mission employment
doctrine and determine partial failure alternatives.
NIGHT OR NVG CONSIDERATIONS: The crew must adjust the aircraft
lighting properly. If the P* is in the pilots station, he
should avoid fixating on the AN\APR-39(V)l visual display.
REFERENCES:
ASET I and II Programs
FM 1-101
TM 11-5841-283-12
TM 11-5865-200-12
TM 11-5865-202-12
6-131
TC 1-213
TASK 1096
TASK:
Perform actions on contact.
CONDITIONS: In an AH-1 helicopter or an AH1FWS, in a simulated

tactical environment, with a tactical map.
STANDARDS:
1. Use correct actions on contact consistent with the
tactical situation.
2.
DESCRIPTION:
1. The P*/P will announce the threat (hostile fire, radar
detection, or visual detection) and direction and will confirm
the location of the threat.
2 . The P* will immediately deploy to cover, and the P*/P
will employ suppressive fire if appropriate. The P* will
announce the direction of flight to evade detection and direct
the P to remain focused outside the aircraft to assist in
clearing.
3 . The P will provide adequate warning to avoid obstacles.
He will announce when his attention is focused inside the cockpit; for example, when operating weapon systems.
4.
After successfully deploying to cover, the crew will-a.
Continue observation as appropriate to the mission.
b.
Report the situation.
c.
Develop the situation.
d. Choose a course of action if not directed by the unit

commander.
(The P*/P will announce the unit commanders directive if not monitored by the other crew member.)
NOTE: Tasks 1040 and 2091 discuss evasive maneuvers and tactical
reports, respectively.
6-132
TC 1-213
1. At low ambient light levels, obstacle detection is
d i f f i c u l t . The P* may experience spatial disorientation if he
executes abrupt maneuvers. Proper scanning techniques and good
cockpit communication are necessary to avoid these hazards.
NOTE: The crew must treat visual obstacles the same as physical
obstacles.
REFERENCES:
FM 1-116
Task 1040
Task 2091
Unit SOP
6-133
TC 1-213
TASK 1097
TASK:
Negotiate wire obstacles.
CONDITIONS: In an AH-1 helicopter, in an AH1FWS, or orally in a

STANDARDS:
1.
Locate and accurately estimate the height of wires.
2.
Determine the best method to negotiate the wire obstacle.
3. Safely negotiate the wire obstacle, minimizing the time

unmasked.
4.
DESCRIPTION:
1. The P*/P will announce when he sees the wires. He will
confirm the location of wire obstacles with the other crew
member.
2 . The crew will discuss the characteristics of wires and
accurately estimate the amount of available clearance between
them and the ground to determine the method of crossing. The
crew also will locate guy wires and supporting poles. The PC
will determine the method of negotiating the wires.
3 . The P* will remain focused outside the aircraft and
announce the method of negotiating the wires and initiating the
maneuver. Before crossing, the crew will identify the highest
and lowest wires. The P* will cross near a pole to aid visual
perception and minimize the time that the aircraft is unmasked.
When underflying wires, he will maintain a minimum clearance of
hover height plus 25 feet and ground speed no greater than that
of a brisk walk. The P* will ensure lateral clearance from guy
wires and poles.
4 . The P will provide adequate warning to avoid hazards,
wires, and poles or supporting structures. He will announce when
the aircraft is clear and when his attention is focused inside
the cockpit.
NOTE: The crew must use proper scanning techniques to avoid
obstacles.
6-134
TC 1-213
1. The crew should not perform this task while wearing the
NVG unless the location has been checked during daylight conditions and all obstacles have been identified.
2.
Wires are difficult to detect with the NVG.
3 . When underflying wires, the crew should consider using

for obstacle detection.
REFERENCES:
TC 1-201
TC 1-204
Unit SOP
6-135
TC 1-213
TASK 1099
TASK:
Operate Mark XII IFF System.
CONDITIONS: In an AH-1 helicopter or an AH1FWS equipped with the

Mark XII IFF System and given a mission briefing that includes
signal operation instructions.
STANDARDS:
1.
Correctly prepare system for operation.
2.
Correctly perform the self-test check.
3 . Correctly classify IFF and transponder defects relative

to the mission.
4.
Correctly operate the equipment without assistance.
DESCRIPTION: The aviator in the pilots station will perform or

simulate the operational and employment procedures and precautions for the Mark XII IFF System. These include a preflight
i n s p e c t i o n ; t u r n - o n , s e l f - t e s t , and operational checks; mission
employment doctrine and operating procedures; partial failure
alternatives; and indication or signal interpretation. During
shutdown, the aviator in the pilots station will correctly
execute code-holding procedures or zeroize the codes as required.
NOTE: TM 11-5895-1199-12 contains details on the Mark XII IFF
System.
the crew must use extra care to ensure that the proper codes are
entered.
REFERENCES:
DOD AIM 86-100
TM 11-5895-1199-12
TM 55-1520-234-10
TM 55-1520-236-10
6-136
TC 1-213
TASK 1109
TASK:
Supervise loading of weapons.
CONDITIONS:
Given an AH-1 helicopter with a weapon system.
STANDARDS:
1.
Ensure that the aircraft is properly loaded.
2.
Ensure that weapon systems are properly loaded.
WARNING
Observe laser safety procedures.
CAUTION
Ensure that electrically fired ammunition is loaded
well away from electrical and radar sources.
DESCRIPTION: The crew will ensure that the aircraft is properly

grounded and the weapon systems are properly loaded. They must
thoroughly inspect the weapon systems for serviceability. If
applicable, the crew will perform a stray current check on rocket
launchers prior to loading the system. The PC will determine the
kind and amount of ammunition to be loaded for each weapon
system.
the crew should consider using artificial lighting to ensure the
proper loading of ammunition.
6-137
TC 1-213
REFERENCES:
TM 9-1055-460-13&P
TM 9-1090-203-20
TM 9-1090-206-20-1
TM 55-1520-234-10
TM 55-1520-236-10
6-138
TC 1-213
TASK 1110
TASK:
Perform a preflight inspection on weapon systems.
CONDITIONS: Given an AH-1 helicopter with appropriate weapon

systems installed.
STANDARDS: Without error, perform a preflight inspection on the
weapon systems according to TM 55-1520-234-10 or TM 55-1520-23610.
DESCRIPTION: Check each item, in sequence, as described in
TM 55-1520-234-10 or TM 55-1520-236-10. Ensure that each weapon
is properly installed.
NIGHT OR NVG CONSIDERATIONS: If time permits, accomplish the
preflight inspection during daylight hours. During the hours of
darkness, use a flashlight with an unfiltered lens to supplement
available lighting.
REFERENCES:
TM 55-1520-234-10
TM 55-1520-236-10
6-139
TC 1-213
TASK 1111
TASK:
Operate rocket management system.
CONDITIONS: In an AH-1 helicopter with the rocket management

system installed or in an AH1FWS.
STANDARDS:
1 . Correctly program the RMS for the armament load and
mission.
2.
Correctly operate the RMS without assistance.
3.
DESCRIPTION: The aviator in the pilots station will place the

RMS into operation by-zone.
target.
effect.
a.
Setting the type warhead for the correct launcher
b.
Setting the proper penetration for the designated
c.
Setting the desired fuse rate.
d.
Setting the mode and quantity for the desired target
e . Setting range to the target using both manual and

laser range information.
f . Arming the system and effectively engaging the
designated target.
NOTE 1: Unless directed otherwise, the PC will determine the
selection and quantity of the ammunition fired.
NOTE 2: Live fire is not required for completion of this task if
the crew is performing the task during continuation training.
the aviator in the pilots station must use proper scanning techniques when making the transition from inside the cockpit to
outside the aircraft. If different types of warhead rockets are
installed in different launcher zones, the crew must ensure that
the proper zone is armed prior to firing.
6-140
TC 1-213
REFERENCES:
TC 1-140
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-141
TC 1-213
TASK 1112
TASK:
Perform armament system checks.
CONDITIONS: In an AH-1 helicopter with the appropriate weapon

systems installed or in an AH1FWS.
STANDARDS:
1. Without error, perform armament system checks for the
applicable crew station according to TM 55-1520-234-CL or
TM 55-1520-236-CL.
2. Correctly classify indicated malfunctions relative to the
mission.
3. Correctly perform crew coordination actions.
DESCRIPTION:
1. The P*/P will perform the required armament system checks
for the applicable crew station. The crew will perform the
checks in the proper sequence as indicated in TM 55-1520-234-CL
or TM 55-1520-236-CL. They will use the call and response method
to complete the required checklist items.
2 . Upon completion of the required checks, the crew will
ensure that all switches are in the proper position for system
operation.
NIGHT OR NVG CONSIDERATIONS: Depending on the ambient light
l e v e l , the crew may need to use artificial lighting to accurately
complete the required test. For example, during the TSU to turret check, the P* may find it difficult to observe the indicated
gun azimuth and/or elevation without the use of a light. In
addition, the viewing of a lighted area or group of lights will
greatly enhance the CPGs ability to check the travel of the TSU
during the tracking rate check.
REFERENCES:
TM
TM
TM
TM
55-1520-234-10
55-1520-234-CL
55-1520-236-10
55-1520-236-CL
6-142
TC 1-213
TASK 1113
TASK:
Operate M28/M197 turret system.
CONDITIONS: In an AH-1 helicopter with an M28/M197 turret system

installed or in an AH1FWS.
STANDARDS:
1. Correctly determine the type turret weapon to be used
(M28 subsystem).
2 . Correctly use both manual and laser (if installed) range
information.
3 . Correctly engage the designated target using both FLEX
and STOWED modes of operation.
4.
DESCRIPTION: The P*/P will place the turret system into operation to effectively engage the designated target. The P*/P will
either observe the target or receive a target handover. The crew
will determine the proper weapon system for achieving the desired
effect on the target. They will determine the range to the target and supply the range to the turret system using both manual
range inputs and, i f i n s t a l l e d , l a s e r i n f o r m a t i o n . The PC will
designate the sighting system to be used.
NOTE 1:
Task 1144 discusses target handover.

1 . At reduced ambient light levels, the crew must use proper
scanning techniques when making the transition from inside the
cockpit to outside the aircraft. When the P* is firing the system, the Ps primary focus should be outside the aircraft to
assist with obstacle avoidance. The P will announce when his
attention is focused inside the cockpit; for example, when using
the TSU or programming the RMS.
2 . During NVG operations, the crew should use short bursts
to minimize muzzle flash effects.
6-143
TC 1-213
REFERENCES:
Task 1144
TC 1-140
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-144
TC 1-213
TASK 1114
TASK:
Operate rocket launchers.
CONDITIONS: In an AH-1 helicopter with the rocket launchers

STANDARDS:
1.
Properly place the launchers into operation.
2.
Properly engage the targets.
3.
DESCRIPTION: The P*/P will place the rocket launchers into

operation to effectively engage the designated target. The P*/P
will either observe the target or receive a target handover. The
PC will designate the sighting system to be used.
NOTE 1:
Task 1144 discusses target handover.

1. At reduced ambient light levels, the crew must use proper
scanning techniques when making the transition from inside the
cockpit to outside the aircraft. When the P* is firing the
system, the Ps primary focus should be outside the aircraft to
assist with obstacle avoidance. The P will announce when his
attention is focused inside the cockpit; for example, when using
the TSU or programming the RMS.
2 . During NVG operations, the rocket motor signature will
momentarily degrade the crews ability to detect obstacles. The
crew can minimize this degradation by limiting the number of
rockets fired at one time and by using artificial lighting.
6-145
TC 1-213
REFERENCES:
Task 1144
TC 1-140
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-146
TC 1-213
TASK 1115
TASK:
Operate TOW missile system.
CONDITIONS: In an AH-1 helicopter with the TOW missile system

STANDARDS:
1.
Properly place the system into operation.
2.
Properly engage the targets.
3.
DESCRIPTION:
1 . The CPG will place the system into operation to fire a
TOW missile at a designated target. He will accurately determine
the range to the target using the WORM formula or map informat i o n . Laser range or doppler information will be used if available. The CPG will give the P* directions, as necessary, to keep
the target in sight throughout the engagement. He will announce
missile launch, wire cut, subsequent engagement, or any deviation
from the planned attack. The CPG also will announce when his
attention is -focused outside the aircraft.
2 . The P* will acknowledge all directives from the CPG. He
will keep the aircraft in prelaunch constraints before missile
launch and postlaunch constraints after missile launch. The P*
will provide suppressive fire, as necessary, using either the
turret or rocket system.
NOTE 1:
Live fire is not required for completion of this task.
NOTE 2:
Task 1144 discusses target handover procedures.
NOTE 3:
TC 1-140 discusses the firing of TOW IIB missiles.

1 . Unless the aircraft is equipped with the C-NITE TSU, the
TOW system is not an effective weapon except when used under high
levels of artificial illumination.
2 . If adequate light levels exist and the decision to fire
is made, the techniques described below offer the best chances
for success.
6-147
TC 1-213
a . The CPG will place the sight onto the center of mass
of the target and announce firing the missile. The P* will
acknowledge and look away from the side the missile is to be
fired from. The CPG will ensure that the SHC remains stationary
and will wait for flight motor burnout. When the missile is far
enough down range so that the infrared source no longer obstructs
t h e t a r g e t , the CPG will reposition the sight onto the target.
He will announce missile impact and/or wire cut. The P* will
acknowledge the wire cut.
b. The CPG will place the sight onto an object other
than the target but at approximately the same range. The object
should be close enough to keep the target at the edge of the
sight field of view. The CPG will announce firing the missile.
The P* will acknowledge and look away from the side the missile
is to be fired from. After the missile is fired and the flight
motor signature no longer obscures the field of view, the CPG
will adjust the sight onto the center of mass of the target. The
CPG will announce missile impact and/or wire cut. The P* will
acknowledge the wire cut.
REFERENCES:
Task 1144
TC 1-140
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-148
TC 1-213
TASK 1117
TASK:
Safe and clear weapon systems.
CONDITIONS:
STANDARDS:
systems.
In an AH-1 helicopter with weapon systems installed.

Without error, properly safe and clear the weapon
DESCRIPTION:
1 . The crew will safe and clear the weapon systems, as
appropriate, prior to the preflight inspection, after live firing
exercises, and at any other time deemed necessary.
2 . The crew will properly ground the aircraft, as required,
and insert the jettison safety pins. Bullet traps or other
safety devices will be installed as appropriate. For AH-lE and
AH-lF helicopters, disconnecting the W2P1 electrical connector
will safe the M197 gun.
3 . The crew will raise the charging handle on the TOW
missiles.
4 . If the aircraft is to be shut down with the rockets
installed, the crew must ensure that the igniters are in contact
with the rockets. The crew also must ensure that appropriate
circuit breakers are in and that the aircraft is properly
grounded.
NOTE 1:
NOTE 2: The PC is responsible for ensuring that the aircraft is

properly grounded and that weapons are safe and clear.
NIGHT OR NVG CONSIDERATIONS: This task should be performed
during daylight hours. If this is not possible, the crew should
use artificial lighting to ensure that they can perform the
procedures properly.
REFERENCES:
TM 55-1520-234-10
TM 55-1520-236-10
6-149
TC 1-213
TASK 1118
TASK:
Perform firing techniques.
CONDITIONS: In an AH-1 helicopter or an AH1FWS and given the

location of an enemy position and the order to engage the target.
STANDARDS:
1.
Correctly estimate the range to the target.
2 . Correctly determine the ordnance and method of engagement

to be used.
3 . Correctly apply ballistic correction factors for the
weapon used.
4.
DESCRIPTION:
1 . The P*/P will estimate the range to the target. This can
be done visually; by using map reconnaissance, laser, doppler, or
sight mil values; or by using a combination of methods.
2 . The PC will evaluate the situation using the applicable
factors of METT-T. He will select the appropriate weapon system
and type of fire.
a . Hover fire. Hover fire is conducted with the aircraft normally unmasked below ETL. When the crew uses this
technique, station time and/or armament load will be reduced
because of power limitations. When possible, the crew will move
the aircraft between engagements and use point-type weapons as
the preferred method of attack.
NOTE:
Task 1119 discusses firing position operations.
b. Diving fire. Diving fire is normally used during

l o w - i n t e n s i t y c o n f l i c t s . It offers the advantages of relative
invulnerability to small arms fire, increased armament load,
increased accuracy, and increased target acquisition and tracking
c a p a b i l i t i e s . The entry altitude, entry airspeed, dive angle,
and recovery altitude will depend on the threat, tactical mission
profile, ambient weather conditions, and aircraft gross weight.
NOTE:
Task 2069 discusses diving flight.
6-150
TC 1-213
c . Running fire. Running fire is conducted with the
aircraft above ETL. This improves the stability of the aircraft
and the accuracy of the weapon system. Running fire also increases station time and armament load over the hover fire technique. It offers a slight decrease in vulnerability over the
diving fire technique. The crew should break contact with the
target area prior to coming within range of threat weapons.
NOTE:
Task 1035 discusses terrain flight.
3 . Generally, the aviator not engaging with a weapon system

will focus his attention primarily outside the aircraft to assist
with obstacle avoidance.
NOTE:
NIGHT OR NVG CONSIDERATIONS: The crew must consider ambient

light levels and available contrast, as well as the factors of
METT-T, when selecting the type of fire. Difficulty in determining aircraft altitude and rate of closure and detecting obstacles
will increase the fatigue level of the aircrew. The crew must
use proper scanning techniques to avoid obstacles and to prevent
spatial disorientation.
REFERENCES:
FM 1-112
Task 1035
Task 1119
Task 2069
TC 1-140
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-151
TC 1-213
TASK 1119
TASK:
Perform firing position operations.
CONDITIONS: In an AH-1 helicopter or an AH1FWS in a training or

tactical environment.
STANDARDS:
1.
Correctly select the firing position.
2.
Correctly enter the firing position.
3.
Correctly engage the target.
4.
Correctly egress the firing position.
5.
DESCRIPTION:
1. The P* will remain focused outside the aircraft for
clearing and will maintain aircraft orientation toward the
t a r g e t . He will announce any maneuver or movement prior to
execution.
2 . The P will direct the P* to move the aircraft to retain
visual acquisition of the target.
3 . The crew will enter the firing position, engage the
t a r g e t , e g r e s s , and reposition to an alternate firing position.
Selection of firing positions should be based on the following
considerations:
a . Background.
silhouetted.
The helicopter should not be
b. Range. The kill zone should be within the last onethird of the weapons range.
c . Target altitude. The firing position should be level
with or higher than the target area, if possible.
d. Sun or full moon. The sun or full moon should be
behind or to the side of the helicopter.
e . S h a d o w . When possible, the firing position should be
within an area covered by shadow.
6-152
TC 1-213
f . Concealment. Vegetation around the firing area
should be sufficient for the helicopter to remain masked.
g. Rotor wash. The location of the firing position
should avoid or reduce the visual signal caused by the effect of
rotor wash on the surrounding terrain such as debris, trees,
snow, and dust.
h. Maneuver area.
ingress and egress.
The position should permit easy
i.
Field of fire.
throughout the kill zone.
The target should be visible
NOTE 1:
NOTE 2:

1.
Night.
a . The selection of a firing position is difficult at

night. Success requires a knowledge of the various methods of
determining the height of obstacles.
b. Before conducting firing position operations, the
crew must ensure that the searchlight is in the desired position.
If the searchlight is used, the crews night vision will be impaired for several minutes. The crew must exercise extra caution
if they continue the flight before reaching full dark adaptation.
c . When hovering above 25 feet without aircraft lights,
the P* may have difficulty maintaining altitude and position. To
maintain position, the P* should use references such as lights,
tops of trees, or man-made objects above and to the front and
s i d e s o f t h e a i r c r a f t . By establishing a reference angle to
these objects, the P* can detect altitude changes by changes in
his viewing perspective. Hovering near ground features, such as
roads, provides ideal references for judging lateral movement.
The P* may become spatially disoriented when changing his viewing
perspective back and forth between high and low references.
Therefore, he should rely on the P for assistance in maintaining
orientation.
6-153
TC 1-213
2. N V G .
a . Depending on the ambient light level, the size of
surrounding obstacles, and the size of the firing position, the
crew may use artificial lighting for obstacle avoidance.
b. The crew must use proper scanning techniques to avoid
c.
Target engagements with the CPG using the TSU do not
constitute single-pilot NVG operations if the conditions in (1)
and (2) below are met.
(AN/AVS-6).
position.
be aided.)
(1) The CPGS NVG have a flip-up capability

(2) The CPG engages targets from a single firing
(If the aircraft is repositioned, both aviators must
REFERENCES:
FM 1-112
FM 1-116
TC 1-140
TM 55-1520-234-10
TM 55-1520-236-10
6-154
TC 1-213
TASK 1144
TASK:
Perform target handover.
CONDITIONS: In an AH-1 helicopter, an AH1FWS, or orally in a

STANDARDS:
1.
Correctly use the appropriate weapon system.
2.
Correctly hand over the target.
3.
Correctly receive the target handover.
4.
DESCRIPTION:
1. Either Crew Member. When either crew member designates a
t a r g e t f o r a c q u i s i t i o n , he will announce "Pilot/gunner target."
This will be followed by a brief description of the target and a
suggested weapon system or a range. Examples are Gunner target,
BMP by tree line, guns," or Pilot target, dismounted infantry in
open, rockets direct, laser range." The other crew member will
quickly acquire the target and announce "Tally. I f t h e t a r g e t
is not acquired, he will announce "No joy." I t i s c r i t i c a l t h a t
the CPG relieve the P* of the target acquisition as soon as
possible.
2 . Backseat to Front Seat. The PLT will hand over the
target to the CPG by announcing "Gunner target," followed by a
brief description of the target and, if desired, a suggested
weapon system. The CPG will place his ATS switch to the track
position and activate the PHS switch\button. The HSS on the CPG
helmet will retract, and the TSU should point to the target
selected by the PLT. The CPG will look through the TSU and, when
the target is sighted, announce "Tally." This indicates that
the handover is complete and that the PLT may resume normal
scanning duties or prepare for an attack. If using an ALT, the
PLT can perform a target handover once the correct laser designation has been detected. Procedures are the same except the PLT
will substitute the words "Laser tracker" for the target descript i o n . The CPG will then activate the ALT switch rather than the
PHS .
3 . Front Seat to Backseat. The CPG will hand over the
target to the PLT by announcing "Pilot target," followed by a
brief description of the target and a range. The PLT will use
the HUD or PSI for azimuth information, relying on the CPG for
6-155
TC 1-213
final adjustments. The PLT will announce "Tally" when the target
is sighted. This indicates that the handover is complete and
that the CPG may resume normal scanning duties. I f t h e t a r g e t
handover indicates an indirect rocket engagement, the PLT will
announce "Ready" when the aircraft is aligned with an approximate
heading to the target and switches are in the proper positions.
The CPG will make any corrections necessary and give the command
Engage.
NOTE: The heading tape on the C-NITE TSU permits the CPG to give
a heading to the PLT as part of the handover.
NIGHT OR NVG CONSIDERATIONS: Obstacle avoidance is especially
critical during target handovers because both crew members are
looking in the same direction. Target handovers should be
accomplished as quickly as possible so that normal scan patterns
can be resumed.
REFERENCES:
FM 1-112
FM 1-116
TM 55-1520-234-10
TM 55-1520-236-10
Unit SOP
6-156
TC 1-213
TASK 2004
TASK:
Perform pinnacle or ridgeline operation.
CONDITIONS: In an AH-1 helicopter or an AH1FWS with the

before-landing check completed.
STANDARDS:
1.
2.
Reconnaissance.
a.
Establish desired altitude 100 feet.
b.
Establish desired airspeed 10 KIAS.
c.
Properly perform a continuous reconnaissance.
Approach.
a . Maintain ground track alignment with the selected

b.
c.
Maintain an appropriate rate of closure.
d. Execute a smooth, controlled termination in the

forward one-third of the landing area.
3.
Takeoff.
a.
Complete a before-takeoff check without error.
b.
c . Perform an airspeed-over-altitude takeoff while

maintaining heading 10 degrees.
d.
Maintain appropriate airspeed 10 KIAS.
4 . Crew Coordination.
actions.
Correctly perform crew coordination
DESCRIPTION:
1. The P* will select a flight path, an airspeed, and an
altitude that afford the best observation of the landing area.
When practical, he will position the aircraft on the windward
side of the pinnacle or ridgeline. The P* will remain focused
6-157
TC 1-213
outside the aircraft to evaluate the suitability of the area,
evaluate the effects of wind, and clear the aircraft throughout
the approach and landing. He will select a touchdown point in
the forward one-third of the landing area and announce whether he
will terminate the approach to a hover or to the ground. The P*
also will announce any deviation from the planned approach and a
tentative flight path for the departure. The approach angle may
vary from a shallow to a steep angle, depending on the wind, density altitude, gross weight, and availability of forced landing
areas. The crew will continue the reconnaissance on the final
approach to confirm information previously gained. Motion parallax may make the rate of closure on the final approach difficult
to determine until the aircraft is close to the landing point.
The P* will reduce airspeed to slightly above ETL until the rate
of closure can be determined and then will adjust the rate of
closure to no faster than a brisk walk. If the P* has doubts
that power is adequate, he should stop the descent prior to
reaching the near edge of the landing area while maintaining a
slow closure rate. At this point, if power is sufficient to
maintain the approach angle and rate of closure, the P* should
continue the approach. If not, he should execute a go-around.
The P* should execute a go-around before going below ETL if the
reconnaissance reveals that a safe landing cannot be
accomplished.
2 . The P will confirm the suitability of the area, assist in
c l e a r i n g t h e a i r c r a f t , and provide adequate warning of obstacles.
He will announce when his attention is focused inside the
cockpit.
3 . After touchdown, the P* will check aircraft stability as
he lowers the collective and, if aircraft movement is detected,
w i l l r e p o s i t i o n t h e a i r c r a f t . 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 during the takeoff.
4 . The P* will remain focused outside the aircraft during
the maneuver. He will announce his intent to take off and the
direction of takeoff. The P* will perform an airspeed-overaltitude takeoff and will announce his intent to either abort or
a l t e r t h e t a k e o f f . 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. A f t e r
clearing the obstacles, he will adjust attitude to gain forward
airspeed.
6-158
TC 1-213
5 . The P will announce when ready for takeoff and remain
focused outside the aircraft to assist in clearing and to provide
adequate warning of obstacles. He also will announce when his
attention is focused inside the cockpit; for example, when
performing map navigation.
NOTE 1:
NOTE 2: When landing to a pinnacle or ridgeline, the crew should

avoid extending the rotor blades over the edge into the upward
flowing air. They must ensure that all of the landing gear is
completely on the landing pad.
1. Awareness of the various methods of making a suitable
evaluation at night (for example, lines of contrast) is essent i a l . The crew must treat visual obstacles the same as physical
obstacles.
2.
keep in
He also
the rate
When flying above terrain flight altitudes, the P* must

mind the inherent limitations of night vision devices.
must be aware of the increased difficulty in estimating
of closure and make the approach more slowly.
3 . Depending on the ambient light, size of surrounding

o b s t a c l e s , and the available contrast, the crew must decide as
quickly as possible whether to use artificial lighting during the
approach. If a successful landing is doubtful, the P* should
turn on the landing light or execute a go-around.
REFERENCES:
FM 1-202
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
6-159
TC 1-213
TASK 2005
TASK:
Perform FM radio homing.
CONDITIONS:
STANDARDS:
1.
Correctly tune the homing station.
2.
Correctly use homing procedures.
3.
Correctly identify station passage.
4.
DESCRIPTION:
1.
Crew Actions.
a . The P* will remain focused outside the aircraft. He

for example, when tuning the FM radio. He also will announce
when he passes the station, terminates or alters the homing
maneuver, or sees the objective.
b. The P will remain focused outside the aircraft to
assist in obstacle avoidance. He will announce when his attention is focused inside the cockpit; for example, when performing
map navigation. The P will acknowledge directives from the P*
and will announce when he sees the objective.
c . The PC will determine the need for FM homing. He
will direct the P*/P to place the FM radio to the homing
position.
2.
Procedures.
a . AH-lE, AH-1F, or AH-1P. Establish contact with the

s t a t i o n , and specify definite transmission and pause periods.
Set the function selector switch on the VHF/FM communication
control panel to HOMING; then select FM HOME on the HSI control
panel. Ensure that the NAV warning flag is masked.
(Signal
strength is indicated by the vertical deviation pointer on the
ADI and the glide slope deviation pointer on the HSI. The
pointers move up with increasing strength.) F l y t h e a i r c r a f t t o
the station by heading in a direction that will cause the course
deviation bar in the HSI to center. Solve ambiguity by changing
the heading when the bar centers and checking that the bar drifts
6-160
TC 1-213
in the opposite direction. While homing to the station, change
heading slightly (10 to 15 degrees) during transmissions and
observe that the bar continues to deflect in the opposite direct i o n . If the bar shows a turn in the same direction, it indicates that the aircraft has passed the station. In this case,
continue the turn and attempt to identify the station visually or
to verify position.
Establish contact with the station, and
b. AH-1S
specify definite transmission and pause periods. Set the function selector switch on the FM control panel to HOME. Ensure
(Signal strength is indithat both warning flags are masked.
cated by the horizontal pointer deflecting downward as signal
strength increases.) Fly the aircraft to the station by heading
in a direction that will cause the vertical pointer on the course
indicator to center. Solve ambiguity by changing the heading
when the bar centers and checking that the bar drifts in the
opposite direction. While homing to the station, change heading
slightly (10 to 15 degrees) during transmissions and observe that
the bar continues to deflect in the opposite direction. I f t h e
bar shows a turn in the same direction, it indicates that the
aircraft has passed the station. In this case, continue the turn
and attempt to identify the station visually or to verify
position.
NIGHT OR NVG CONSIDERATIONS: The use of ground lights will aid
the crew in detecting the objective. If crew members are wearing
NVG, they should request the use of infrared chemical lights to
minimize the light signature.
REFERENCES:
FM
FM
TM
TM
1-203
1-240
55-1520-234-10
55-1520-236-10
6-161
TC 1-213
TASK 2009
TASK:
Perform formation flight.
CONDITIONS:
In an AH-1 helicopter.
STANDARDS:
1.
Correctly maneuver into the flight formation.
2 . Correctly change position in the flight formation when

required.
3 . Maintain proper horizontal and vertical separation for
the type of formation flight being conducted.
4.
DESCRIPTION:
1. The P* will remain focused outside the aircraft for
clearing and keeping track of other aircraft. He will announce
any maneuver or movement prior to execution and inform the P if
contact is lost with other aircraft.
2 . The P will provide adequate warning to avoid traffic or
obstacles detected in the flight path and identified on the map.
He will inform the P* if contact is lost with other aircraft, if
an enemy is sighted, and if his attention is focused inside the
cockpit.
3 . The P*/P will perform formation flight per AR 95-1,
TC 1-201, TC 1-204, FM 1-107, and the unit SOP.
NOTE: The crew may experience wake turbulence when operating
near heavy aircraft traffic.
NIGHT OR NVG CONSIDERATIONS: The crew must increase the interval
between aircraft to a minimum of three rotor disks and keep formation changes to a minimum. Crew members must use proper
scanning techniques to avoid fixation.
1 . N i g h t During unaided night flight, the crew should use
formation lights as well as position lights. A n t i c o l l i s i o n
lights should be turned off except for those on the last
aircraft.
6-162
TC 1-213
2. N V G . When conducting formation flight, the crew must use
proper scanning techniques to avoid spatial disorientation. The
p* and p must both assist in maintaining aircraft Separation. TO
some extent, s p e c i f i c a i r c r a f t e x t e r n a l l i g h t i n g c o n f i g u r a t i o n s
will be determined by the ambient light level and weather
conditions.
NOTE: Paragraphs 6-2i and j (page 6-3) contain additional night
or NVG formation flight considerations.
REFERENCES:
AR 95-1
AR 95-3
FM 1-107
TC 1-201
TC 1-204
Unit SOP
6-163
TC 1-213
TASK 2020
TASK:
Call for and adjust indirect fire.
CONDITIONS: In an AH-1 helicopter or an AH1FWS, in a training or

tactical environment with an artillery unit, or orally in a
STANDARDS:
1. Remain oriented on the target while repositioning the
aircraft.
2.
Properly mask and unmask the aircraft as required.
3 . Accurately adjust indirect fire on the target using the

appropriate call-for-fire element.
4.
DESCRIPTION:
1.
Targets.
a . Planned. Planned
call. They should be planned
likely enemy locations and on
reference points for shifting
targets may be scheduled or on

against confirmed, suspected, or
prominent terrain to serve as
fires onto targets of opportunity.
b. Unplanned. Targets of opportunity are engaged by one

of two methods: grid or shift from a known point. Subsequent
adjustments are made based on a reference line.
2.
Call-for-Fire Elements.
a.
The call-for-fire elements are--
Observer identification (appropriate call sign).
b. Warning order (type mission; for example, adjust

fire, fire for effect, suppression, immediate suppression).
c . Location of target (grid coordinates, known location
designation, shift with appropriate reference line).
d.
Description of target.
e . Method of engagement (type adjustment, trajectory,

ammunition, and/or distribution desired).
6-164
TC 1-213
f.
command).
3.
Method of fire and control (for example, At my
Crew Actions.
a . The PC will determine the need to call for or adjust

i n d i r e c t f i r e . Using the procedures in FM 6-30, the P will make
t h e c a l l . He will indicate target location by either grid
coordinates or shift from a known point and make subsequent
adjustments.
b. The P* will remain focused outside the aircraft to
clear the aircraft throughout the maneuver. He should not unmask
the aircraft in the same location more than once. The P may
request splash, which gives him a warning of five seconds
before the impact.
c . The crew will continue the fire mission until
directed otherwise or the target is neutralized. The P will send
an end of mission message with a battle damage assessment or an
unable to observe message.
NOTE 1:
Task 2091 discusses a battle damage assessment.
NOTE 2: Compass directions are sent to the FDC in roils.

direction is in degrees, the observer must so indicate.
If the
NOTE 3: When using a spotting line for adjustments, the FDC will
assume that the gun-target line is used unless otherwise specified by the observer.
NOTE 4: If the observer is using a spotting line and repositions
t h e a i r c r a f t , he must inform the FDC if the spotting line changes
by 5 degrees or more.
NIGHT OR NVG CONSIDERATIONS: The crew must exercise care when
observing the impact of artillery rounds because the flash signature may momentarily degrade the capability of the NVG. The P*
should not directly observe the impact of the rounds. I f t h e
crew is unaided, their night vision will be impaired for a short
time if they directly observe the impact. When adjusting indirect fire, the crew must follow procedures to protect their night
vision.
REFERENCES:
FM 6-30
Task 2091
TC 1-204
Unit SOP
6-165
TC 1-213
TASK 2069
TASK:
Perform diving flight.
CONDITIONS: In an AH-1 helicopter, in an approved training area

with a clearing turn completed, or in an AH1FWS.
STANDARDS:
1.
2. Establish entry airspeed 100 KIAS (normal) or 50 KIAS

(steep), 10 KIAS.
3 . Establish a 13-degree dive angle (normal), 2 degrees, or
a 30-degree dive angle (steep) , +0 to -5 degrees.
4.
5 . Recover to level flight before reaching computed Vne or

1,000 feet AGL.
6.
DESCRIPTION:
the aircraft throughout the maneuver. He will announce a normal
or steep dive prior to initiating the maneuver and any deviation
from the maneuver. He also will announce recovery from the
maneuver.
2 . The P will provide adequate warning to avoid traffic or
obstacles detected in the flight path and will announce any
deviation from the parameters of the maneuver. He also will
announce when his attention is focused inside the cockpit; for
example, when monitoring airspeed, altitude, or RRPM.
3.
The P* will perform the following actions:
a . Normal. From straight and level flight at an

assigned altitude and 100 KIAS, smoothly apply the cyclic to
establish an 11- to 15-degree dive angle. Maintain a constant
power setting (power required to maintain straight and level
flight prior to entry) and constant trim. Apply additional right
pedal as airspeed increases. Maintain a constant dive angle until the recovery. Adjust collective as necessary to maintain the
desired power setting and RRPM. Start the recovery by smoothly
6-166
TC 1-213
applying aft cyclic at an altitude that will allow the recovery
to be completed before reaching 1,000 feet AGL. Do not exceed
the computed Vne during the maneuver.
b. S t e e p . From straight and level flight at an assigned
altitude and 50 KIAS, smoothly apply the cyclic to establish a
25- to 30-degree dive angle. Maintain a constant power setting
(power required to maintain straight and level flight at 50 KIAS)
and constant trim. Apply additional right pedal as the airspeed
i n c r e a s e s . Maintain a constant dive angle until the recovery.
The airspeed and rate of descent will increase rapidly in a steep
dive. Adjust collective as necessary to maintain the desired
power setting and RRPM. Start the recovery early enough to complete the dive before descending below 1,000 feet AGL. Do not
exceed the computed Vne during the maneuver.
NOTE: During training, the minimum entry altitude is 2,500 feet
AGL if the maneuver is performed in the aircraft.
2 . If performed in the aircraft, this training task is
REFERENCES:
FM 1-203
TM 55-1520-234-10
TM 55-1520-236-10
6-167
TC 1-213
TASK 2073
TASK:
Perform standard autorotation.
CONDITIONS: In an AH-1 helicopter with an IP and the emergency

procedures training criteria in AR 95-1 met or in an AH1FWS, with
the before-landing check completed, and given an entry altitude.
STANDARDS:
AGL.
1.
Establish entry altitude as directed 100 feet.
2.
Establish entry airspeed 100 KIAS, 10 KIAS.
3.
Select the correct the correct entry point.
4.
Visually check and call out RRPM, N1, and trim.
5.
Ensure airspeed of 70 KIAS, +10 to -5 KIAS, at 100 feet
6 . Execute a smooth, progressive deceleration at 70 to 100

feet AGL.
7.
Apply initial pitch at 12 feet, 3 feet, AGL.
8.
Maintain heading alignment at touchdown 5 degrees.
9.
Execute a smooth, controlled
10.
termination.
CAUTION
Do not lower the collective to provide braking action.
DESCRIPTION:
1. Prior to initiating the autorotation, the P* will direct
the IP/P to help monitor RRPM, Nl, trim. and airspeed. The P*
will announce initiation of the maneuver and any deviation during
the maneuver.
2 . Upon reaching the correct entry point, the P* will lower
the collective to the fully down position. He will retard the
throttle to engine idle stop and adjust the pedals as required to
6-168
TC 1-213
maintain trim. The P* will adjust the cyclic as required to
establish a 70-knot attitude and check the circle of action. He
will maintain ground track by crabbing (above 100 feet) and slipping (below 100 feet). The P* will check and call out RRPM, Nl,
and trim. Before reaching 100 feet AGL, he will ensure that a
steady-state autorotation is attained. I f i t i s n o t , t h e P * w i l l
execute a power recovery, terminate with power, or execute a goaround as appropriate. A steady-state autorotation means that
the-a.
RRPM is in the normal range.
b.
Aircraft is at the correct airspeed.
c.
Aircraft is descending at a normal rate.
d. Aircraft is in position to terminate in the intended

landing area.
3 . The IP/P will provide adequate warning for corrective
action if the limits for RRPM, Nl, trim, or airspeed may be
exceeded.
4 . During the descent, the P* will monitor RRPM, trim, and
landing area alignment and will make any necessary corrections.
He will acknowledge all IP/P announcements or directives.
5 . Between 70 and 100 feet, the P* will apply aft cyclic to
initiate a smooth, progressive deceleration. He will maintain
aircraft alignment with the touchdown area by properly applying
the pedals and cyclic. The P* will adjust the collective, if
required, to prevent excessive RRPM. At approximately 12 feet
AGL, he will apply sufficient collective to control the rate of
descent and ground speed and will adjust the cyclic to establish
a landing attitude. The amount of collective applied and the
rate at which it is applied will depend on the rate of descent
and ground speed. Just before touchdown, the P* will apply
collective as necessary to cushion the landing.
6. After touchdown, the P* will maintain ground track
alignment with the pedals. He must not apply additional aft
cyclic beyond that required for a landing attitude. When the
aircraft has come to a complete stop, the P* will lower the
collective to the fully down position and neutralize the pedals
and cyclic.
NOTE: Entry point is defined as the point that, when the autorotation is commenced, will allow the aircraft to touch down in
the intended landing area.
6-169
TC 1-213
1 . Attitude control is critical during night autorotations.
Reduced visual references at night will limit the P*s ability to
estimate airspeed, altitude, and alignment with the touchdown
area. To compensate for reduced visual references, the P* should
establish a steady-state autorotation by 200 feet AGL. S e l e c t i n g
ground references that provide high visual contrast or that are
of a known height in the vicinity of the touchdown area will help
the P* in judging the approach. If the crew uses the landing
light, they should turn it on prior to descending through 100
feet AGL.
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-170
TC 1-213
TASK 2074
TASK:
Perform low-level autorotation.

procedures training criteria in AR 95-1 met or in an AHIFWS, with
the before-landing-check completed, and given an entry altitude.
STANDARDS:
1.
2.
Establish entry airspeed 100 KIAS, 1O KIAS.
3.
Select the correct entry point.
4.
Execute a smooth, progressive deceleration.
5.
6.
7.
Execute a smooth, controlled
8.
termination.
CAUTION
DESCRIPTION:
1 . Prior to initiating the autorotation, the P* will direct
the IP/P to help monitor RRPM, Nl, trim, and airspeed. The P*
will announce initiation of the maneuver and any deviation during
the maneuver.
2 . From the downwind altitude, the P* will initiate a
descending 180-degree turn to arrive at an altitude of 100 feet
AHO (or as directed) prior to the entry point. During the
descent, he will maintain visual contact with the intended
landing area. Upon reaching the correct entry point, the P* will
simultaneously lower the collective to the fully down position
while retarding the throttle to engine idle stop and applying aft
cyclic to maintain the entry altitude. The P* will adjust pedals
as required to maintain trim and adjust collective as necessary
6-171
TC 1-213
to maintain RRPM within limits. He will adjust the cyclic as
required to maintain entry altitude until intercepting a standard
autorotational descent profile. The P* will visually check RRPM
and N1. As the aircraft begins to descend, he will maintain aircraft alignment with the touchdown area by properly applying the
pedals and cyclic.
exceeded.
4 . At approximately 12 feet AGL, the P* will apply sufficient collective to control the rate of descent and ground speed.
The amount of collective applied and the rate at which it is
applied will depend on the rate of descent and ground speed. The
P* will adjust the cyclic to establish a landing attitude. J u s t
before touchdown, he will apply collective as necessary to
cushion the landing.
5 . After touchdown, the P* will maintain ground track
aircraft has come to a complete stop, the P* will lower the
collective and neutralize the pedals and cyclic.
1. Attitude control is critical during night autorotations.
area. Selecting ground references that provide high visual
contrast or that are of a known height in the vicinity of the
touchdown area will help the P* in judging the altitude of the
aircraft.
If the crew uses the landing light, they should turn
it on prior to entry.
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-172
TC 1-213
TASK 2077
TASK: Perform simulated antitorque malfunction (fixed pedal
setting).
procedures training criteria in AR 95-1 met or in an AH1FWS, with
the before-landing check completed, and given entry altitude and
airspeed.
STANDARDS:
1.
2.
Establish entry airspeed as directed 10 KIAS.
3.
4 . Maintain ground track alignment with the landing

direction.
5.
Maintain landing area alignment at touchdown 10 degrees.
6.
Execute a smooth, controlled termination.
7.
DESCRIPTION:
1.
Crew Actions.
a . On the downwind leg, the P* will prepare for a

simulated antitorque malfunction by disengaging the yaw channel
SCAS and removing mechanical slack from the throttle. The P*
will remain focused outside the aircraft and continue to fly a
normal traffic pattern and execute the proper approach.
NOTE: Mechanical slack is defined as reducing the
throttle without gaining manual control.
b. The IP/P will remain primarily focused outside the
aircraft and will alert the P* of any obstacles. On final, he
will direct the P* to relax pressure on the pedals and place the
aircraft in an out-of-trim condition. Once the pedals are positioned, the IP/P will direct the P* to begin the approach.
6-173
TC 1-213
2.
Procedures.
a.
Right pedal setting.
(1) On base leg, the aircraft should be at the

appropriate altitude and 80 KIAS. On final, the P* will ensure
that the aircraft is at the proper altitude and airspeed and in
trim with the power set as necessary to maintain 80 KIAS. The
IP\P will then establish a nose-right, out-of-trim condition (not
to exceed 10 degrees from the runway heading). A f t e r i n t e r c e p t ing a shallow approach angle, the P* will adjust the collective
as necessary to maintain the angle. He will maintain entry airspeed until the apparent ground speed and rate of closure appear
to be increasing. The P* will progressively decrease the rate of
descent and rate of closure. He will plan to arrive over the
first usable one-third of the landing area at approximately
2 feet above the ground at or slightly above ETL. The P* will
reduce throttle as necessary to overcome the yaw effect and will
align the aircraft with the landing direction.
(2) When the aircraft is aligned with the intended
landing direction, the P* will adjust the collective as necessary
to cushion the landing. After ground contact, the P* will use
t h e c o l l e c t i v e , cyclic, and throttle as necessary to maintain
aircraft alignment with the landing direction. When the aircraft
has come to a complete stop, he will reduce the collective to the
fully down position and neutralize the pedals and cyclic. The P*
will ensure that the throttle is fully open. He also will reengage the yaw channel SCAS when the no-go light is extinguished.
b.
Left pedal setting.
(1) On base leg, the aircraft should be at the

appropriate altitude and 80 KIAS. On final, the P* will ensure
that the aircraft is at the proper altitude and airspeed and in
trim with the power set as necessary to maintain 80 KIAS. The IP
will then establish a nose-left, out-of-trim condition (not to
exceed 10 degrees from the runway heading). After intercepting a
shallow approach angle, the P* will adjust the collective as
necessary to maintain the angle. He will maintain entry airspeed
until the apparent ground speed and rate of closure appear to be
increasing. The P* will progressively decrease the rate of
descent and rate of closure. He will plan to arrive over the
first usable one-third of the landing area at approximately
2 feet above the ground at or slightly above ETL. If the nose of
the aircraft is to the left, the P* will maintain altitude with
the collective while decreasing forward speed until ETL is lost.
At this time, the nose of the aircraft should come to the right
because of the increased power required to maintain altitude.
6-174
TC 1-213
If the nose of the aircraft comes past the 12 oclock position,
the P* should retard throttle as necessary to align the aircraft
with the landing area.
(2) When the aircraft is aligned with the intended
landing direction, the P* will proceed with the maneuver as
described in a(2) above.
NOTE: After touchdown, aircraft heading may not be controllable
with the throttle and collective. If this happens, the P* should
position the cyclic to follow the turn until the aircraft comes
to a complete stop.
Altitude, apparent ground speed,
and rate of closure are difficult to estimate at night. Therefore, the rate of descent during the final 100 feet should be
slightly slower than during the day to avoid abrupt attitude
changes at low altitudes. Difficulty in judging closure rates is
compounded by the yaw angle of the aircraft. While the approach
speed should be as slow as possible, care must be taken to cross-reference the approach speed with the yaw angle to ensure that an
excessive yaw condition does not develop.
300 FPM.
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-175
TC 1-213
TASK 2091
TASK:
Transmit a tactical report.
CONDITIONS: In an AH-1 helicopter, in an AH1FWS, or orally in a

classroom environment and given sufficient information to compile
a tactical report.
STANDARDS:
1. Correctly transmit the appropriate report using the
proper format.
2.
DESCRIPTION:
1 . Crew Actions. The PC will determine the need to make a
t a c t i c a l r e p o r t . Both crew members must be able to provide
timely, accurate, and concise reports. The P will normally
transmit the report and will ensure that the information is in
the established format.
2.
Tactical Reports.
a . Spot report. A spot report is used to report information about the enemy and area of operations. It is equally as
important to report no enemy sightings or activity.
(1) C a l l s i g n o f o b s e r v e r .
(2) SALUTE.
(a)
S--size.
(b)
A--activity.
(c)
L--location.
(d)
U--unit
(e)
T--time.
(f)
E--equipment.
(if
known).
(3) What you are doing about it.
6-176
TC 1-213
b. Battle damage assessment. The battle damage
assessment is submitted by the observer following naval gunfire,
artillery fire, a tactical air strike, or when requested by
headquarters.
ALFA:
BRAVO:
CHARLIE:
DELTA:
ECHO:
FOXTROT:
Call sign of observing source.

Location of target.
Time strike started and ended.
Percentage of target coverage (pertains to
the percentage of projectiles that hit the
target area).
Itemized destruction.
Remarks; for example, the direction the
enemy may have taken in leaving the target
area.
c . MIJI report. This report is submitted as soon as the

jamming is discovered. It is reported by secure means only.
Line 1:
Line
Line
Line
Line
2:
3:
4:
5:
Line 6:
Line 7:
Line 8:
Line 9:
Line 10:
Line 11:
Type of report (meaconing, intrusion,

jamming, or interference).
Affected unit (call sign and suffix).
Location (your encrypted grid location).
Frequency affected (encrypted frequency).
Type of equipment affected (ultrahigh
frequency, very high frequency, frequency
modulated, beacon, and so on).
Type of interference (type of jamming and
signal).
Strength of interference (strong, medium,
or weak).
Time interference started and stopped (if
continuing, so state).
Effectiveness of interference (estimate
percentage of transmission blockage).
Operators name and rank (selfexplanatory).
Remarks (list anything else that may help
identify or locate the source of
interference).
NOTE: Additional reports may be required. They should be

specified in the unit SOP, and the format should be according to
the appropriate Army publication.
6-177
TC 1-213
REFERENCES:
FM 1-116
FM 3-3
FM 3-100
FM 34-1
Unit SOP
6-178
TC 1-213
TASK 2092
Perform standard autorotation with turn.
TASK:

procedures training criteria in AR 95-1 met or in an AH1FWS with
the before-landing check completed, and given an entry altitude.
STANDARDS:
1.
2.
3.
Visually check and call out RRPM, Nl, and trim.
4.
5.
Maintain the proper attitude during the turn.
6. Complete the final turn, and align the aircraft with the
landing area prior to reaching 200 feet AGL.
7 . Establish airspeed 70 KIAS, 10 to -5 KIAS, prior to
reaching 100 feet AGL.
feet AGL.
9.
10 .
11.
12.
CAUTION
DESCRIPTION:
1. Prior to initiating the autorotation, the P* will direct
the IP/P to help monitor RRPM, Nl, trim, and attitude. He will
announce initiation of the maneuver and any deviation during the
maneuver.
6-179
TC 1-213
2 . Upon reaching the correct entry point, the P* will lower
the collective to the fully down position. He will retard the
throttle to engine idle stop and adjust the pedals as required to
maintain trim. The P* will adjust the cyclic as required to
establish a 65- to 100-knot attitude and will initiate a descending turn to terminate in the intended landing area.
(The P*
should disregard the airspeed indicator while establishing the
turn. ) The P* will adjust the collective as required to maintain
RRPM within limits. He will check and call out RRPM, Nl, and
trim. The P* will adjust the bank angle as necessary to ensure
that the turn is completed and that the aircraft is aligned with
the landing direction before descending below 200 feet AGL.
Prior to reaching 100 feet AGL, the P* will ensure that a steadystate autorotation is established. If not, he will execute a
power recovery, terminate with power, or execute a go-around as
appropriate.
A steady-state autorotation means that the-a.
b.
c.

landing area.
exceeded.
4. During the descent, the P* will monitor RRPM, trim, and
descent and ground speed and will adjust the cyclic to establish
a landing attitude. The amount of collective applied and the
rate at which it is applied will depend on the rate of descent
and ground speed. Just before touchdown, the P* will apply
6-180
TC 1-213
aircraft comes to a complete stop, the P* will lower the
collective to the fully down position and neutralize the pedals
and cyclic.
1 . Attitude control is critical during night autorotations.
area. To compensate for reduced visual references, the P* should
establish a steady-state autorotation by 200 feet AGL. S e l e c t i n g
ground references that provide high visual contrast or that are
of a known height in the vicinity of the touchdown area will help
the P* in judging the approach. If the crew uses the landing
light, they should turn it on prior to descending through 100
feet AGL.
prohibited at night or while crew members are wearing NVG.
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-181
TC 1-213
TASK 2093
TASK:
Perform simulated hydraulic system malfunction.
CONDITIONS: In an AH-1 helicopter with an iP and the emergency

the before-landing check completed.
STANDARDS:
1. Without error, execute emergency procedures for hydraulic
power failure per TM 55-1520-234-10 or TM 55-1520-236-10.
2.
Maintain altitude as directed 100 KIAS.
3.
Maintain airspeed as directed 10 KIAS.
4 . Maintain heading control 10 degrees and ground track

alignment with the landing direction.
5.
Maintain a constant shallow approach angle.
6. Execute a smooth, controlled touchdown, in the first

usable one-third of the touchdown area, at or slightly above
50 KIAS.
7.
Maintain landing area alignment 5 degrees.
8.
DESCRIPTION:
1 . The IP/P will turn on the force trim, or direct that it
be turned on, to simulate the control stiffness associated with
hydraulic failure.
2 . The P* will remain focused outside the aircraft and will
maintain the desired heading and altitude while simulating the
emergency procedures described in TM 55-1520-234-10 or TM 551520-236-10.
He will direct the IP/P to help monitor aircraft
control and to confirm the emergency procedure with TM 55-1520234-CL or TM 55-1520-236-CL. The P* will announce initiation of
the approach and any deviation during the maneuver.
3 . The IP/P will remain primarily focused outside the
aircraft and will inform the P* of any obstacles. He will
acknowledge directives from the P* and assist with the maneuver
as directed.
6-182
TC 1-213
4 . The P* will perform a descending, decelerating, 180degree turn from downwind to final approach. He should maintain
a constant angle of bank and decelerate to 80 KIAS during the
turn.
5 . Upon intercepting a shallow approach angle, the P* will
decrease the collective, as required, to establish and maintain
that angle throughout the approach. He should progressively
decrease the rate of descent and rate of closure to effect a
touchdown at or slightly above 50 KIAS within the first usable
one-third of the landing area.
6 . On final approach, the P* will simulate turning on, or
direct the IP/P to simulate turning on, the emergency collective
accumulator/emergency hydraulic pump switch. He will control the
rate of descent with the collective, m a i n t a i n i n g a i r c r a f t a t t i tude and landing area alignment with the cyclic. Above 50 feet
AGL, the P* will maintain the aircraft in trim; below 50 feet
AGL, he will maintain the aircraft aligned with the landing direct i o n . The P* will direct the IP/P to help clear any obstacles in
the approach path.
alignment with the cyclic and heading alignment with the landing
direction with the pedals. He will decrease the collective to
slow forward speed. The P* may apply aft cyclic for aerodynamic
braking. When the aircraft comes to a complete stop, he will
lower the collective to the fully down position and neutralize
the pedals and cyclic.
8 . To minimize wear on the skid shoe during training, the
IP/P may direct the P* to execute a takeoff when it becomes
apparent that the running landing is successful.
NIGHT OR NVG CONSIDERATIONS: Altitude, apparent ground speed,
and rate of closure are difficult to estimate at night. S e l e c t ing ground references that provide high visual contrast or that
are of a known height in the vicinity of the touchdown area will
help the P* in judging the approach. If the crew uses the landing light, they should turn it on as soon as the aircraft is
established on final.
300 FPM.
6-183
TC 1-213
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-184
TC 1-213
TASK 2114
Perform low-level, high-airspeed autorotation.
TASK:

STANDARDS:
1.
2.
3.
4 . Establish airspeed 70 KIAS, +10 to -5 KIAS, prior to

reaching 100 feet AGL.
feet AGL.
6.
7.
8.
9.
CAUTION
DESCRIPTION:
the IP/P to help monitor RRPM, Nl, trim, and airspeed. He will
maneuver.
2 . The P* will perform a descending, accelerating 180-degree
turn from downwind to final. He should plan to arrive on final
at an altitude of 100 feet AHO (or as directed) and 130 KIAS.
During the descent, he will maintain visual contact with the
intended landing area at all times. Upon reaching the correct
6-185
TC 1-213
entry point, the P* will retard the throttle to engine idle stop
and immediately apply a slight amount of aft cyclic to take
control of the SCAS and to maintain the entry altitude. If
desired, the P* may initiate a slight increase in altitude, not
to exceed 100 feet. He will lower the collective to the fully
down position or as necessary to maintain RPM and will adjust
pedals as required to maintain trim. The P* will visually check
the RRPM, Nl, and trim. Prior to reaching 100 feet AGL, he will
ensure that a steady-state autorotation is established. I f i t i s
not, the P* will execute a power recovery, terminate with power,
or execute a go-around as appropriate. A steady-state
autorotation means that the-a.
b.
c.

landing area.
exceeded.
4 . During the descent, the P* will monitor RRPM, trim, and
descent and ground speed. The amount of collective applied and
the rate at which it is applied will depend on the rate of descent and ground speed. The P* will adjust the cyclic to establish a landing attitude. Just before touchdown, he will apply
aircraft comes to a complete stop, the P* will lower the collective to the fully down position and neutralize the pedals and
cyclic.
6-186
TC 1-213
area. Selecting ground references that provide high visual contrast or that are of a known height in the vicinity of the touchdown area will help the P* in judging aircraft altitude. I f t h e
crew uses the landing light, they should turn it on prior to
entry.
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-187
TC 1-213
TASK 2115
TASK:
Perform low-level, low-airspeed autorotation.

STANDARDS:
1.
2.
Establish entry airspeed 60 KIAS, +5 to -0 KIAS.
3.
4.
Execute a smooth, progressive deceleration.
5.
6.
7.
8.
CAUTION
DESCRIPTION:
the IP/P to help monitor RRPM, Nl, trim, and airspeed. He will
maneuver.
2 . On base leg, the P* will establish an angle of descent to
arrive at an altitude of 50 feet AGL (or as directed) just prior
to the entry point. During the descent, he will maintain visual
contact with the intended landing area. Upon reaching the correct entry point, the P* will simultaneously retard the throttle
to engine idle stop while lowering the collective three-fourths
of the way to the fully down position. The P* will maintain the
aircraft aligned with the touchdown area with the pedals and will
apply aft cyclic to attain a maximum nose-high landing attitude.
6-188
TC 1-21.3
He will adjust the collective, as required, to prevent excessive
RRPM. As the aircraft begins to descend, the P* will maintain
the pedals and cyclic.
NOTE: A maximum nose-high landing attitude is defined as the
tail stinger no lower than the heels of the skids.
3.
The IP/P will check the RRPM and N1.
4 . At approximately 12 feet AGL, the P* will apply sufficient collective to control the rate of descent and ground speed.
The amount of collective applied and the rate at which it is
applied will depend on the rate of descent and ground speed. The
p* will adjust the cyclic to establish a landing attitude. J u s t
before touchdown, he will apply collective as necessary to
cushion the landing.
5 . After touchdown, the P* will maintain ground track alignment with the pedals. He must not apply additional aft cyclic
beyond that required for a landing attitude. When the aircraft
comes to a complete stop, the P* will lower the collective to the
fully down position and neutralize the pedals and cyclic.
area. Selecting ground references that provide high visual contrast or that are of a known height in the vicinity of the touchdown area will help the P* in judging aircraft altitude. I f t h e
crew uses the landing light, they should turn it on prior to
entry.
REFERENCES:
AR 95-1
FM 1-203
TC 1-204
TM 55-1520-234-10
TM 55-1520-236-10
6-189
TC 1-213
CHAPTER 7
MAINTENANCE AIRCREW TASKS
This chapter describes those maneuvers and procedures that are
essential for maintaining maintenance aircrew skills. Tasks will
be performed for both training and evaluation. They will only be
performed when a qualified and current MP/ME is occupying a crew
s t a t i o n . If discrepancies are found between this chapter and
TM 55-1520-236-MTF or TM 55-1520-244-MTF, the technical manual
takes precedence.
7-1.
TASK CONTENTS
a . Task Number and Title. Each task is identified by a

number and a title which correspond to those for the tasks listed
in Chapter 5 (Figure 5-3).
b. Conditions.
The conditions specify the situation in
which the task is to be performed. They describe the important
aspects of the performance environment. All conditions must be
met before task iterations can be credited.
c . Standards. The standards describe the minimum degree of
proficiency or standard of performance to which the task must be
accomplished.
d. Description. The description explains how the task
should be accomplished to meet the standards. It includes individual and crew-coordinated actions that are to be performed as
indicated by the MP (maintenance test pilot), ME (maintenance
test flight evaluator), P* (pilot on the controls), P (pilot not
on the controls), PC (pilot in command), PLT (pilot), and CE
(crew chief). During maintenance test flights, the MP will be
the PC. Unless otherwise noted, the MP will perform P* duties
from the pilot station.
e . References. The references listed for each task are
sources of information about that particular task.
7-2.
INDIVIDUAL AND CREW-COORDINATED ACTIONS
a . Individual Actions. These actions are the portions of a

crew task that an individual must accomplish.
7-1
TC 1-213
b. Crew-Coordinated Actions. These portions of a task
require the interaction of the entire crew to ensure safe,
e f f i c i e n t , and effective task execution.
7-2
TC 1-213
TASK 2500
TASK:
Perform prior-to-maintenance-test-flight checks.
CONDITIONS: In an AH-1 helicopter and given TM 55-1520-234-CL

or TM 55-1520-236-CL and DA Form 2408-12 (Army Aviators Flight
Record) and DA Form 2408-13 (Aircraft Status Information Record).
STANDARDS:
1 . Without error, perform the preflight inspection according
to TM 55-1520-234-CL or TM 55-1520-236-CL.
2 . Correctly enter appropriate information on DA Forms
2408-12 and 2408-13.
3 . Correctly determine the suitability of the aircraft for
flight.
4 . Correctly determine the maneuvers, checks, and tasks
required during the test flight.
5 . Correctly determine all malfunctions or discrepancies and
apply the corrective actions/troubleshooting procedures.
6.
DESCRIPTION:
1. The PC will ensure that the preflight inspection is
conducted according to TM 55-1520-234-CL or TM 55-1520-236-CL.
He may direct that the other crew member(s) inspect all or
designated sections of the aircraft. The PC will verify that all
preflight checks have been completed. He will ensure that the
appropriate information has been entered on DA Forms 2408-12 and
2408-13.
2 . The other crew member(s) will complete the preflight
inspection as directed. They will inform the PC whether the
aircraft or assigned sections meet required preflight inspection
criteria.
3 . The PC will determine the maneuvers or checks necessary
for the maintenance test flight. The crew will use additional
publications and references as necessary. The PC will brief the
aircrew and any supporting ground crew concerning operations
around or on the aircraft. He will ensure that the ground
communications capability is adequate. The PC will stress any
safety considerations or procedures applicable to the flight.
7-3
TC 1-213
4 . The PC will ensure that a walk-around inspection is
completed prior to flight.
REFERENCES:
Aircraft logbook
AR 95-1
AR 95-3
DA Pamphlet 738-751
TM 55-1520-234-10
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-23 series
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
TM 55-2840-229-23-1
TM 55-2840-229-23-2
7-4
TC 1-213
TASK 2502
TASK:
Perform interior checks.

TM 55-1520-234-CL or TM 55-1520-236-CL or TM 55-1520-236-MTF
or TM 55-1520-244-MTF.
STANDARDS:
1. Without error, perform procedures and checks according to
TM 55-1520-234-CL or TM 55-1520-236-CL or TM 55-1520-236-MTF or
TM 55-1520-244-MTF.
2.
Correctly use the call and response method.
3.
Correctly check and perform all items in sequence.

5.
DESCRIPTION:
1. Each crew member will complete the required checks
pertaining to his assigned crew station according to TM 55-1520234-CL or TM 55-1520-236-CL or TM 55-1520-236-MTF or TM 55-1520244-MTF.
2 . Each crew member will announce when his checks are
completed.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-5
TC 1-213
TASK 2504
TASK:
Perform before-starting-engine checks.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.

5.
DESCRIPTION:
1 . The type of test flight to be performed (general or
limited) will determine what specific checks will be required.
At a minimum, crew members will perform all checks required for
flight according to TM 55-1520-234-10 or TM 55-1520-236-10 or
TM 55-1520-234-CL or TM 55-1520-236-CL.
2 . Each crew member will complete the required checks
3 . The aircrew and, if available, the ground crew will
announce when their checks are completed.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
TM
TM
55-1520-234-10
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-10
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-6
TC 1-213
TASK 2506
TASK:
Perform starting engine checks.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.

5.
DESCRIPTION:
1 . The PC will brief the other crew member(s) on their
duties in completing the task. He may assign individual crew
duties on the basis of pilot preference, engine maintenance
required, and crew experience. In his briefing, the PC will
include crew duties in an emergency. Crew member(s) will
complete the task by accomplishing all requirements in TM 551520-234-CL or TM 55-1520-236-CL or TM 55-1520-236-MTF or
TM 55-1520-244-MTF.
3.
The P* will announce initiation of the engine start.
4 . The aircrew and, if available, the ground crew will clear

the area around the aircraft prior to engine start.
REFERENCES:
TM
TM
TM
TM
1-1500-328-23
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
7-7
TC 1-213
TM
TM
TM
TM
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-8
TC 1-213
TASK 2522
TASK:
Perform engine run-up checks.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.

5.
DESCRIPTION:
1. The type of test flight to be performed (general or
limited) will determine what specific checks will be required.
At a minimum, crew members will perform all checks required for
flight according to TM 55-1520-234-CL or TM 55-1520-236-CL or
TM 55-1520-236-MTF or TM 55-1520-244-MTF.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
TM
1-1500-328-23
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-9
TC 1-213
TASK 2534
TASK:
Perform baseline and normal engine health indicator test.

TM 55-1520-236-MTF or TM 55-1520-244-MTF and TMs 55-2840-229-23-1
and 55-2840-229-23-2.
STANDARDS:
TM 55-1520-236-MTF or TM 55-1520-244-MTF and TMs 55-2840-229-23-1
and 55-2840-229-23-2.
2.
3.

5.
Correctly complete the HIT baseline work sheet.
6.
DESCRIPTION:
1. The PC will brief the P or CE on their duties in
performing the task. The P* will position the helicopter heading
into the wind. The aircrew will perform the procedure according
to TM 55-1520-236-MTF or TM 55-1520-244-MTF and TMs 55-2840-22923-1 and 55-2840-229-23-2.
2 . The P or CE will record the aircraft hours, FAT, and
indicated EGT/TGT for the appropriate gas turbine speed. The P*
will then compute the difference between the current EGT/TGT
reading and the baseline reading and record it on the engine HIT
log.
REFERENCES:
Engine HIT log
TM 55-1520-236-MTF
TM 55-1520-244-MTF
TM 55-2840-229-23-1
TM 55-2840-229-23-2
7-10
TC 1-213
TASK 2536
TASK:
Perform before-takeoff check.

TM 55-1520-234-CL or TM 55-1520-236-CL or TM 55-1520-236-MFT
or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
4. Correctly determine any malfunctions or discrepancies and

5.
DESCRIPTION:
1. Each crew member will complete the required checks
pertaining to his assigned crew station. The PC will ensure that
the before-takeoff checks are completed according to TM 55-1520234-CL or TM 55-1520-236-CL or TM 55-1520-236-MTF or TM 55-1520244-MTF.
2 . The P* will direct the P or CE to call out the beforetakeoff checks according to TM 55-1520-234-CL or TM 55-1520-236CL or TM 55-1520-236-MTF or TM 55-1520-244-MTF.
3 . The P or CE will call out the before-takeoff checks when
directed.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-11
TC 1-213
TASK 2537
TASK:
Perform takeoff-to-hover check.

TM 55-1520-236-MTF or TM 55-1520-244-MTF with the before-takeoff
check completed.
STANDARDS:
1.
2 . Determine proper cyclic, collective, and pedal control

responses.
3.
Establish a 3-foot hover, l foot.
4.
Determine the proper center of gravity.
5.
Determine proper droop cam operation.
6. Correctly determine all malfunctions or discrepancies and

7 . Ensure that the torque does not exceed the validation
factor.
8.
DESCRIPTION:
1.
All crew members will clear the area around the aircraft.
2 . The P* will announce his intent to bring the aircraft to

a hover.
3 . With the collective fully down, the P* will place the
cyclic in the neutral position. He will increase the collective
with a smooth, positive pressure. The P* will apply pressure to
the pedals to maintain heading and coordinate the cyclic for a
v e r t i c a l a s c e n t . He will note that the apparent center of
gravity is normal and that no excessive control displacement is
required during the ascent. The P* will adjust the collective to
maintain the desired altitude and check that N2 remains at 6600
RPM, 40 RPM (AH-1S), or at 100 percent, 0.6 percent (AH-1E,
AH-1F, or AH-1P), of the flat pitch RPM. With the aircraft
hovering into the wind, the P* will ensure that the cyclic is
nearly centered and that the pedal position is normal.
7-12
TC 1-213
4 . The P or CE will remain focused primarily inside the
cockpit. He will assist the P* by monitoring the systems and
flight instruments. When the aircraft is clear of the parking
area, the P or CE will check the area for indications of fuel or
oil leaks.
REFERENCES:
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-236-23 series
TM 55-1520-236-MTF
TM 55-1520-244-MTF
7-13
TC 1-213
TASK 2538
TASK:
Perform torquemeter/power check.

power check completed and performance planning data available.
STANDARDS:
1 . Correctly compute a 5-foot hover torque based on actual
conditions.
2.
3.
Maintain aircraft heading into the wind.
4.
Maintain a stabilized 5-foot hover, 1 foot.
5.
Correctly note torque indication.

7.
DESCRIPTION:
1.
2. The P* will remain focused primarily outside the airc r a f t . The P or CE will assist him by monitoring the aircraft
systems and flight instruments. The P or CE also will assist
with obstacle avoidance and will record indicated torque from the
backseat.
3.
The P* will
craft to a stabilized
the torque indication
value. The MP will
torque values.
increase the collective and bring the air5-foot hover into the wind. He will note
and compare it with the computed torque
analyze and resolve any difference in the
NOTE: The actual torque requirement should be determined by

using actual FAT and PA indicated at a setting of 29.92 and the
actual aircraft weight at the time of the check. The actual
torque should be within 4 percent or 2 psi of the computed torque
value. Wind in excess of 10 knots may affect the torque required
to hover.
7-14
TC 1-213
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-10
55-1520-234-23-1
55-1520-234-23-2
55-1520-236-10
55-1520-236-23 series
55-1520-236-MTF
55-1520-244-MTF
7-15
TC 1-213
TASK 2539
TASK:
Perform pedal authority check.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
Maintain a stabilized 3-foot hover, l foot.
4. Correctly perform 90-degree hovering turns to the left

and right of the wind direction, not to exceed 90 degrees of turn
in four seconds.
5 . Correctly determine aircraft controllability and tail
rotor response.
6 . Correctly determine that flight instrument response is
normal.
8.
DESCRIPTION:
1.
2. The P* will remain focused primarily outside the airc r a f t . The P or CE will assist him by monitoring the aircraft
with obstacle avoidance and will perform other duties directed
by the P*.
3. The P* will apply pressure on the desired pedal to begin
the turn. Using pressure and counterpressure on both pedals to
maintain a constant rate of turn, he will note that excessive
pedal pressures are not required and that the pedal positions are
normal.
7-16
TC 1-213
4 . The P* will make left and right hovering turns 90 degrees
to each side of the wind direction. He will check that the turn
and slip indicator and compasses respond normally.
REFERENCES:
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
TM 55-1520-236-23 series
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
7-17
TC 1-213
TASK 2540
TASK:
Perform yaw channel response.

or TM 55-1520-244-MTF.
STANDARDS:
1.
2.
3.
Maintain aircraft heading into the wind.
4.
Establish a slight vertical ascent.
5 . Correctly determine if the SCAS maintains the original

heading.
7.
DESCRIPTION: The P* will maintain the aircraft heading into the

prevailing wind. He will increase the collective slightly without moving the pedals, noting that the SCAS maintains the aircraft aircraft close to the original heading. The P will assist
in clearing the aircraft and will provide adequate warning of
o b s t a c l e s , e x c e s s i v e d r i f t , or excessive altitude changes.
NOTE: If yaw channel SCAS function is questionable, disengage
the yaw channel of the SCAS and repeat the check for comparison.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-18
TC 1-213
TASK 2541
TASK:
Perform sideward hovering flight.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
4 . Maintain aircraft heading into the wind and the flight

path perpendicular to the wind direction.
5. Correctly determine aircraft controllability and tail
rotor response.
6. Maintain hover speed consistent with autorotational
capabilities.
8.
DESCRIPTION:
1.
2 . The P* will remain focused primarily outside the airc r a f t . The P or CE will assist him by monitoring the aircraft
by the P*.
3. The P* will apply cyclic in the desired direction of
flight, noting that no excessive inputs are required. After the
p* neutralizes the cyclic, the aircraft should coast to a
stabilized hover.
7-19
TC 1-213
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-20
TC 1-213
TASK 2542
TASK:
Perform forward hovering flight.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
4.
Maintain aircraft heading into the wind, 10 degrees.
5 . Correctly determine aircraft controllability and tail

rotor response.
6.
Correctly accelerate forward to ETL.

8.
DESCRIPTION:
1.
by the P*.
3 . The P* will apply sufficient forward cyclic to accelerate
to ETL. He will note that no excessive control inputs are required, that vibration levels and instrument responses are
normal, and that the aircraft responds normally. The P* will
apply aft cyclic and note that the aircraft returns to normal
hovering flight.
NOTE: The P* will maintain tail rotor altitude during the
deceleration.
7-21
TC 1-213
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-22
TC 1-213
TASK 2543
TASK:
Perform pylon mounts check (SCAS on and SCAS off).

or TM 55-1520-236-CL or TM 55-1520-236-MTF or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
4.
5.
Correctly induce pylon rock (SCAS on and SCAS off).

7.
DESCRIPTION:
1.
by the P*.
3 . The P* will move the cyclic fore and aft, not to exceed
3 to 4 inches, at a rate sufficient to induce pylon rock. He
will then neutralize the cyclic and record the number of cycles
(beats) required to dampen pylon rock. The P* will note that no
abnormal vibrations or engine surges occur.
REFERENCES:
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
TM 55-1520-236-23 series
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
7-23
TC 1-213
TASK 2544
TASK:
Perform engine response check.

or TM 55-1520-236-CL or TM 55-1520-236-MTF or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
Initiate the check from a 3-foot hover, 1 foot.
4.
Ensure that the ECU and deice switches are off.
5 . Correctly determine engine response without exceeding

limitations.
7.
DESCRIPTION:
1.
by the P*.
3 . The P* will positively apply sufficient collective pitch
to cause the N2 to decrease.
The engine should respond smoothly
and rapidly, and the N2 should initially decrease.
(No stalls
should occur.)
The N2 must recover prior to the P*' S r e d u c i n g
t h e c o l l e c t i v e . The P* should not exceed an altitude of 50 feet
AGL.
4 . The P or CE will advise the P* if N2 droop occurs. The
P or CE also will assist in ensuring that airframe and engine
limitations are not exceeded.
7-24
TC 1-213
NOTE: A well-rigged droop cam, an overspeed governor, and fuel
control may keep the N2 stable. The gross weight of the aircraft
should not be light for this check.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
TM
TM
55-1520-234-10
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-10
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-25
TC 1-213
TASK 2545
TASK:
Perform low RPM hover check.
CONDITIONS: In an AH-1 helicopter or an AH1FWS; and given

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
4.
Establish aircraft heading into the wind.
5 . Correctly perform 45-degree hovering turns to the left

and right of the initial heading.
6. Correctly determine aircraft controllability and tail
rotor response.
8.
DESCRIPTION:
1.
Crew Actions.
a.
aircraft.
All crew members will clear the area around the
b. The P* will remain focused primarily outside the airc r a f t . The P or CE will assist him by monitoring the aircraft
by the P*.
2 . Procedure. With the aircraft stabilized at a 3-foot
hover, the P* will slowly decrease N2 to 6000 RPM (AH-1S) or
91 percent (AH-1E, AH-1F, or AH-1P) with the governor increase/
decrease switch. I f a i r c r a f t c o n t r o l l a b i l i t y o r c o n t r o l r e ponses become abnormal during the RPM reduction, the P* will
terminate the maneuver and check the static control rigging.
7-26
TC 1-213
He will check antitorque controllability by executing 45-degree
hovering turns to the left and right of the initial heading.
With the aircraft stabilized at a 3-foot hover and N2 at 6000 RPM
or 91 percent, the P* will check for excessive lateral vibrat i o n s . He will then increase the N2 to 6600 RPM or 100 percent
using the governor increase/decrease switch while maintaining a
3-foot hover.
REFERENCES:
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
TM 55-1520-236-23 series
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
7-27
TC 1-213
TASK 2546
TASK:
mode.
Perform manual throttle operation, emergency governor
CONDITIONS: In an AH-1 helicopter or an AH1FWS, with the

aircraft on a level surface heading into the wind, and given
or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3 . Without error, perform the procedure to change the

governor to the emergency mode according to the description
below.
4.
5 . Maintain N2 at 6400 RPM, 300 RPM, or 97 percent,

3 percent.
6.
Establish a 3-foot hover, 1 foot.
7 . Correctly note engine performance throughout the

maneuver.
8.
Correctly return the governor to the automatic mode.

10.
DESCRIPTION:
CAUTION
To prevent an overspeed, overtemperature, compressor stall,
or engine failure, make smooth throttle and collective
adjustments.
Closely monitor N1, N2, and EGT/TGT.
7-28
TC 1-213
1.
Crew Actions.
a.
aircraft.
b. The P* will remain focused primarily outside the

a i r c r a f t . The P or CE will assist him by monitoring the aircraft
with obstacle avoidance and will perform other duties directed by
the P*.
CAUTION
The P* must be prepared to place his governor switch to
the emergency position if the P or CE does not quickly
return his switch to the automatic position.
2 . Procedure. With the aircraft on the ground, the N2
stabilized at 6600 RPM or 100 percent, and the collective fully
down, the P* will retard the throttle to engine idle stop. A f t e r
the engine stabilizes at engine idle RPM, the P* will move the
governor control switch to the emergency position and note a
decrease in engine RPM and appropriate caution light illuminat i o n . He will adjust the throttle to 6400 RPM or 97 percent and
bring the aircraft to a stabilized 3-foot hover by smoothly
increasing the collective and adjusting the throttle to maintain
6400 RPM or 97 percent. The P* will apply cyclic and pedals as
necessary to maintain a stationary hover and a constant heading.
Upon completion of the hover, the P* will land the aircraft by
smoothly reducing the collective and adjusting the throttle to
maintain 6400 RPM or 97 percent. After landing, he will reduce
the throttle to engine idle stop. After noting a decrease in the
engine RPM, the P* will move the governor control switch to the
automatic position and verify that the N1 stabilizes at engine
idle RPM. The MP will direct the P or CE to identify the governor switch and place it in the emergency position. After noting
a sliqht decrease in N1, the P or CE will immediately return the
switch to the automatic-position. T h e P * w i l l i n c r e a s e t h e
throttle to the fully open position and verify normal engine RPM.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-29
TC 1-213
TASK 2547
TASK: Perform power cylinder check (dual- and single-system
operations).
CONDITIONS: In an AH-1 helicopter, with a qualified and current
MP in the backseat and a qualified and current pilot in the front
seat who is properly briefed, and given TM 55-1520-234-CL or
TM 55-1520-236-CL or TM 55-1520-236-MTF or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
Maintain a 15-foot hover, 5 feet.
4.
5 . Maintain position over the starting point with drift not

to exceed 10 feet.
7.
DESCRIPTION:
1.
Crew Actions.
a.
aircraft.
b. The P* will remain focused primarily outside the aircraft and will place the aircraft in a stabilized 15-foot hover.
He will then transfer control of the collective and throttle to
the P. The P will assist in maintaining a stabilized 15-foot
hover and in monitoring the aircraft systems and flight instruments. He also will assist with obstacle avoidance and will
perform other duties directed by the P*.
NOTE: Immediately prior to performing this task, the P* will
brief the P on the emergency procedure should the flight controls
jam or become abnormally stiff.
7-30
TC 1-213
2.
Procedures.
The P* will establish a

a . Dual-svstem operation.
15-foot hover and transfer control of the collective and throttle
to the P. The P* will move the cyclic smoothly and progressively
6 to 8 inches fore and aft. He will note normal unrestricted
operation of the controls and then stabilize the aircraft. The
P* will then smoothly move the cyclic laterally through 6 to 8
inches, note normal unrestricted operation of the controls, and
stabilize the aircraft.
NOTE: If the controls jam or become abnormally stiff,
the P* will immediately recycle the hydraulic control switch to
the opposite position and back to BOTH. The MP will then land
the aircraft and investigate the problem.
b.
Single-system operation.
(1) The P* will establish a 15-foot hover and transfer control of the collective and throttle to the P. He will
place the hydraulic control switch in the number 1 system test
p o s i t i o n . The P* will note illumination of the master caution
and HYD pressure number 2 caution segment lights and stabilize
t h e a i r c r a f t . He will move the cyclic smoothly and progressively
6 to 8 inches fore and aft. The P* will note normal unrestricted
operation of the controls and then stabilize the aircraft. He
will then smoothly move the cyclic laterally through 6 to 8
inches, note normal unrestricted operation of the controls, and
stabilize the aircraft.
(2) The P* will place the hydraulic control switch
in the number 2 system test position. He will note illumination
of the master caution and HYD pressure number 1 caution segment
l i g h t s a n d s t a b i l i z e t h e a i r c r a f t . The P* will move the cyclic
smoothly and progressively 6 to 8 inches fore and aft. He will
note normal unrestricted operation of the controls and then
s t a b i l i z e t h e a i r c r a f t . The P* will then smoothly move the
cyclic laterally through 6 to 8 inches, note normal unrestricted
operation of the controls, a n d s t a b i l i z e t h e a i r c r a f t .
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-31
TC 1-213
TASK 2548
TASK: Perform collective servo authority check (dual- and
single-system operations).
CONDITIONS: In an AH-1 helicopter, with a qualified and current
MP in the backseat and a qualified and current pilot in the front
seat who is properly briefed, and given TM 55-1520-234-CL or
TM 55-1520-236-CL or TM 55-1520-236-MTF or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
Initiate the check from a 5-foot hover, 1 foot.
4.
5 . Maintain position over the starting point with drift not

to exceed 10 feet.
7.
DESCRIPTION:
1. Crew Actions.
around the aircraft.
2.
All crew members will clear the area
Procedures.
a . Dual-system operation. The MP will transfer the

flight controls to the PLT. The PLT (the P*) will remain focused
primarily outside the aircraft and will place the aircraft in a
stabilized 5-foot hover. He will smoothly increase the collective to 85 percent or 48 psi torque and note the amount of force
required. The P* will then return the aircraft to a stabilized
5-foot hover. The MP will assist with clearing the aircraft and
with monitoring the aircraft systems and flight instruments. He
also will assist with obstacle avoidance.
NOTE: Immediately prior to performing this task, the MP
will brief the P* on the emergency procedure for collective lockup or control limitation.
7-32
TC 1-213
b.
Single-system operation.
(1) The MP will place the HYD test switch to the

number 1 position, noting illumination of the master caution and
number 2 HYD pressure segment lights. The P* will smoothly
increase the collective to 85 percent or 48 psi torque or control
l i m i t a t i o n , whichever is less. The MP will note the torque value
attained. The P* will relax pressure on the controls and stabilize the aircraft at a 5-foot hover while the MP returns the HYD
test switch to BOTH. If in an AH-1E or AH-1F, the P* will land
the aircraft and the MP will reengage the SCAS. If in an AH-1P
or AH-1S, the P* will return the aircraft to a 5-foot hover.
(2) The MP will place the HYD test switch to the
number 2 position, noting illumination of the master caution and
number 1 HYD pressure segment lights. The P* will smoothly
increase the collective to obtain 85 percent or 48 psi torque or
control limitation, whichever is less. The MP will note the
torque value attained. The P* will relax pressure on the controls and stabilize the aircraft at a 5-foot hover while the MP
returns the HYD test switch to BOTH. If in an AH-1E or AH-1F,
the P* will land the aircraft and the MP will reengage the SCAS.
If in an AH-1P or AH-1S, the P* will return the aircraft to a
5-foot hover.
NOTE: If collective lockup or control limitation occurs,
the MP will immediately recycle the hydraulic control switch to
BOTH . The P* will then land the aircraft, and the MP will
investigate the problem.
REFERENCES:
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
TM 55-1520-236-23 series
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
7-33
TC 1-213
TASK 2549
TASK:
Perform takeoff and climb-out checks.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
Correctly complete the before-takeoff check.

4.
DESCRIPTION: The P* will perform a normal takeoff and climb out

t o t h e i n i t i a l t e s t a l t i t u d e . He will note normal aircraft
response, vibration levels, vibration entry airspeeds, and
instrument operations. The P will assist the P* in clearing the
aircraft and will perform other duties directed by the P*.
NOTE: A normal takeoff is recommended for this task, because
it provides the most desirable flight profile in case of an
emergency.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-34
TC 1-213
TASK 2550
TASK:
Perform instrument operation and correlation check.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3 . Correctly determine all malfunctions or discrepancies

and apply corrective actions/troubleshooting procedures.
4.
DESCRIPTION:
1. The P* will vary airspeed and altitude as necessary to
check the performance of installed instruments. He will ensure
that the backseat instruments correlate properly with the frontseat instruments. The P will verify front-seat instrument
readings.
2 . Each crew member will announce when his checks are
completed.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-35
TC 1-213
TASK 2551
TASK:
Perform control rigging checks.

or TM 55-1520-244-MTF.
STANDARDS:
1.
Maintain minimum safe altitude.
2.
Maintain 100 KIAS, 5 KIAS.
3 . Maintain torque at 45 percent (AH-1E, AH-1F, or AH-1P),

or 25 psi (AH-1S).
4.
5.
Correctly note cyclic and pedal positions.

apply corrective actions/troubleshooting procedures.
7.
DESCRIPTION:
1. SCAS On. During straight and level flight, the P* will
smoothly reduce the collective to establish torque at 45 percent
or 25 psi and airspeed at 100 KIAS. He will maintain torque,
airspeed, and trim and will note that the cyclic is nearly
centered and that the pedals are neutral. The P will verify that
the pedals are neutral. The P* will turn the force trim on and
note that it tends to hold the aircraft attitude. He will then
turn off the force trim.
2 . SCAS Off. The P* will maintain torque, airspeed, and
trim and will note the control positions. He will disengage all
SCAS channel switches and note the control positions. The P*
will compare the control positions with those noted for the SCAS
on. The P* will then reengage the SCAS.
REFERENCES:
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
7-36
TC 1-213
TM
TM
TM
TM
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-37
TC 1-213
TASK 2554
TASK:
Perform autorotation RPM check.
CONDITIONS: In an AH-1 helicopter or an AH1FWS, with the landing

check completed at a predetermined entry altitude and airspeed,
and given TM 55-1520-234-CL or TM 55-1520-236-CL or TM 55-1520236-MTF or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.

4 . Maintain aircraft within gliding distance of the
emergency landing area.
5.
Maintain entry airspeed of 80 KIAS, 5 KIAS.
6.
7 . Complete the recovery to powered flight prior to

descending below 500 feet AGL.
8.
DESCRIPTION: The P* will maintain 80 KIAS and then smoothly

lower the collective to the fully down position. He will retard
the throttle to the flight idle position while ensuring that the
main rotor does not overspeed. The P* will note that the N1
stabilizes at flight idle (68 to 72 percent) and that the airc r a f t i s i n t r i m . He also will note that the torque is at
0 percent or 0 psi and that sufficient right pedal remains. The
P* will note any unusual vibrations and ensure that the rotor is
stabilized at the appropriate RPM. He will perform the power
recovery by smoothly increasing the throttle to fully open and
will note that the needles join. The P* will then increase the
collective to a power setting that will establish a positive
climb. The P will clear the aircraft and assist as directed by
the P*.
7-38
TC 1-213
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-39
TC 1-213
TASK 2561
TASK:
Perform vibration analysis.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.
3.
Maintain a minimum safe altitude.
4.
Properly note any change in vibration level.
5.

7.
DESCRIPTION:
1. Crew Actions. The P will focus his attention primarily
outside the aircraft and will assist in clearing. He will
announce when his attention is focused inside the cockpit; for
example, when recording the results of the checks.
2.
Procedures.
a . Cruise and descent check. The P* will establish

straight and level flight at 80 KIAS and will note the vibration
l e v e l . He will maintain 80 KIAS and reduce torque to 15 to 18
percent (AH-1E, AH-1F, or AH-1P) or 8 to 10 psi (AH-1S). The P*
will note any vibration or change in the vibration level during
the descent and then will reestablish straight and level flight
at 80 KIAS.
NOTE: The cruise and descent check is only required on
aircraft with B 540 rotor blades installed.
7-40
TC 1-213
b. Acceleration check. The P* will smoothly increase
airspeed in 10-KIAS increments, up to 150 KIAS, or until he notes
an unacceptable vibration level. He will note the airspeed at
which any change in the vibration level occurs. The P* will then
resume normal flight.
c . G l o a d i n g c h e c k . The P* will place the aircraft in
straight and level flight and adjust the torque to maintain
80 KIAS. He will execute a 20- to 30-degree dive and will maintain entry torque and aircraft in trim. The P* will accelerate
to approximately 130 KIAS. He will then perform a moderate G
pullout, applying aft cyclic and adjusting collective as necessary to maintain torque and rotor within limits. The P* will
note any excessive vibrations or pylon oscillations during the
dive and recovery from the dive. The P* will then return the
aircraft to cruise flight.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-41
TC 1-213
TASK 2566
TASK:
Perform communication and navigation equipment checks.

or TM 55-1520-244-MTF.
STANDARDS:
1. Maintain altitude as required to check all installed
equipment.
2.
Maintain airspeed as required.
3.
Properly check all installed avionics equipment.
4 . Correctly determine malfunctions or discrepancies and

5.
DESCRIPTION: The P* will check the operation of all installed

communication and navigation equipment. He will check all
communication radios on at least two frequencies, including the
GUARD frequency. The P* will check navigation radios for correct
needle indications. He will check the transponder with the
nearest ATC facility. The P will clear the aircraft and check
navigation equipment as directed by the P*.
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-42
TC 1-213
TASK 2567
TASK:
Perform engine topping check.

or TM 55-1520-244-MTF.
STANDARDS:
1. Correctly determine the maximum indicated torque using
the calibration factor (engine data plate torque).
2 . Ensure that ECU and deice switches are off and that the
pilots altimeter is set to 29.92.
3.
Maintain 80 KIAS, 10 KIAS.
4.
Correctly perform the engine topping check.
5.
Correctly analyze and record topping data.
6. Correctly determine whether the aircraft passed or failed

the engine topping check according to TMs 55-2840-229-23-1 and
55-2840-229-23-2.
8.
DESCRIPTION:
1. Crew Actions. The P will focus his attention primarily
o u t s i d e t h e a i r c r a f t . He will assist in clearing the aircraft
and perform other duties directed by the P*.
2 . Procedure. The P* will initiate a normal climb until
reaching 3,500 feet PA (minimum of 1,000 feet AGL). He will
smoothly increase the collective to obtain maximum indicated
torque, ensuring that N1, TGT, and torque limits are not
exceeded. The P* will maintain maximum indicated torque until N2
decreases to 6400 RPM or 97 percent, until the N1 or TGT limit is
reached, or until the maximum topping altitude is reached. If
the N2 decreases prior to reaching a limit, the P* will maintain
N2 at 6400 RPM or 97 percent. While passing through the next
1,000 feet PA, the P will record torque, N1, TGT, and PA. The P*
will increase the collective to decrease the N2 to 6200 RPM or 94
percent. He will note no changes in N1 as he increases the
c o l l e c t i v e . The P* will reduce the collective and descend to the
topping altitude (PA) previously recorded. He will fly at the
7-43
TC 1-213
topping altitude for one minute, and the P will record the FAT.
The P* will then reset the pilot's altimeter and resume normal
flight.
NOTE 1: If the N1, TGT, or altitude limit is reached prior to
actual engine topping (N2 decrease), the P will record N1,
torque, TGT, PA, and FAT for use during the troubleshooting
procedure.
NOTE 2: Actual topping of the aircraft engine is not required
during training and evaluation. The intent is to demonstrate
maneuver proficiency only.
REFERENCES:
TM 55-1520-234-10
TM 55-1520-234-23-1
TM 55-1520-234-23-2
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-23 series
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
TM 55-2840-229-23-1
TM 55-2840-229-23-2
7-44
TC 1-213
TASK 2568
TASK:
Perform after-landing and engine shutdown checks.

or TM 55-1520-244-MTF.
STANDARDS:
TM 55-1520-244-MTF.
2.

4.
DESCRIPTION:
REFERENCES:
TM
TM
TM
TM
TM
TM
TM
55-1520-234-23-1
55-1520-234-23-2
55-1520-234-CL
55-1520-236-23 series
55-1520-236-CL
55-1520-236-MTF
55-1520-244-MTF
7-45
TC 1-213
TASK 2569
TASK:
Perform special/detailed procedures.
CONDITIONS:
installed.
In an AH-1 helicopter with special equipment
STANDARDS:
TM 55-1520-244-MTF, with changes for special equipment posted,
and use additional publications as required.
2.

4.
DESCRIPTION: The crew will check any additional/special equipment installed in the aircraft and demonstrate knowledge of the
system and published operational checks. They also will demonstrate knowledge of published charts, graphs, and work sheets.
They may perform selected checks orally.
REFERENCES:
AR 95-1
AR 95-3
TM 1-1500-328-23
TM 55-1520-234-10
TM 55-1520-234-CL
TM 55-1520-236-10
TM 55-1520-236-CL
TM 55-1520-236-MTF
TM 55-1520-244-MTF
Applicable publications for equipment installed
7-46
TC 1-213
CHAPTER 8
EVALUATION
This chapter describes evaluation principles and grading
considerations. It also contains guidelines for conducting the
hands-on performance test component of the APART and battlerostered crew, proficiency, annual NVG standardization, postaccident, medical, and no-notice flight evaluations. The flight
evaluation is a principal means of assessing flight standardization and aviator proficiency. It is, therefore, a key part of
Army aviation standardization.
Section I.
8-1.
Evaluation Principles and Grading Considerations
EVALUATION PRINCIPLES
a . The evaluation must include the examinee's ability to

perform essential hands-on skills to the standards prescribed in
Chapter 6 or Chapter 7. It also must include the examinees
ability to manage aircraft resources to successfully complete the
assigned mission.
b. The guidelines for evaluating crew coordination are not
based on objective criteria; for example, distances or degrees.
Rather, they are based on a subjective analysis of how effectively a crew performs together to accomplish a series of tasks.
The subjective analysis is as important as the objective evaluation of the more definitive measurable tasks. The evaluator
measures crew coordination skills on the basis of subjective
judgment, which is more difficult than objectively measuring the
skill to accomplish a specific task.
c . Evaluation requires an analysis of how each crew member
performs the crew coordination actions included in each ATM task.
The evaluator must determine how effectively the examinee communicates and how effectively he sequences and times critical
actions to successfully complete a task.
d. Evaluation of a crew members communication skills
should include an analysis of how well he understands current and
planned actions. Does he communicate current and proposed tasks
e f f e c t i v e l y ? Does he announce information before initiating a
task so that the evaluator or other crew members are cued to
perform their portion of the task?
8-1
TC 1-213
e . In evaluating cockpit communication, the evaluator must
determine how effectively the crew member uses standard aviation
terminology. Use of this terminology is essential to ensure a
c l e a r , concise flow of information in the cockpit. The evaluator
should correct any disuse or misuse of these terms on the spot to
reinforce their proper usage.
f . The sequencing and timing of actions between crew members
i s c r i t i c a l . For example, the evaluator should expect the P* to
forewarn him of planned maneuvers. As the P, the evaluator
should announce his intentions to the P*. These announcements
permit the proper sequencing of required follow-on actions.
Failure to announce a task, such as a hovering turn in a confined
area, could result in failure of the crew to provide clearing
during the turn.
g. In all phases of individual instruction and evaluation,
the evaluator is expected to perform as a crew member in good
f a i t h . At some point during the evaluation, circumstances may
prevent the evaluator from performing as a crew member. In such
cases, a realistic and meaningful method should be developed to
effectively pass this task back to the examinee. I n a l l o t h e r
situations, the evaluator must perform as outlined in the task
description or as directed by the examinee. The examinee must
know that he is being supported by a fully functioning crew
member.
h. The value of any evaluation depends on strict adherence
to fundamental evaluation principles; anything less than strict
adherence renders the evaluation meaningless. These fundamental
principles are described below.
(1) The e v a l u a t o r s must be selected not only for their
technical qualifications but also for their demonstrated performance, o b j e c t i v i t y , and ability to observe and provide
constructive comments.
(2) The method used to conduct the evaluation must be
based on uniform, standard objectives. Also, the method used
must be consistent with the units mission and must strictly
adhere to the appropriate SOPs and regulations.
(3) All those concerned must completely understand the
purpose of the evaluation. Moreover, the conduct of the evaluation must be purpose-oriented.
( 4 ) C o o p e r a t i o n by all participants is necessary to
guarantee accomplishment of the evaluation objectives. The
emphasis is on all participants, not just on the examinee.
8-2
TC 1-213
(5) The evaluation must produce specific findings t o
identify training needs. Everyone affected by the evaluation
wants and needs to know what is being done wrong, what might be
done better, and how improvements can be made. General comments
do not always provide the direction and guidance essential for
improvement. To serve its purpose, the evaluation must pinpoint
both strengths and weaknesses.
GRADING CONSIDERATIONS
8-2.
a. O r a l E v a l u a t i o n . The examinee must demonstrate a working

knowledge and an understanding of the subject areas presented.
The evaluator will assess the examinee's knowledge during the
oral examination.
b. Flight Evaluation. Performance standards are based on an
i d e a l s i t u a t i o n . Grading is based on meeting the minimum standards. If other than ideal conditions exist during the evaluation, the evaluator must make appropriate adjustments to the
standards.
Section II.
Evaluation Guidelines
CREW MEMBER AND CREW FLIGHT EVALUATIONS
8-3.
The flight evaluation determines the crew members ability to

perform appropriate duties. It is administered for the initial
designation to the assigned duty position, when required, and at
periodic intervals per AR 95-1. Initial validation of an evaluators orders at a new duty station will be conducted in the airc r a f t . The evaluation sequence consists of four phases. Phases
2 and 3 contain specific guidelines for conducting various aviation missions. The evaluator is the final authority on the
amount of time devoted to each phase. If the evaluation is for a
unit trainer or an evaluator, the recommended procedure is for
the individual conducting the evaluation to reverse roles with
the examinee during Phases 1, 2, and 3. When the evaluator uses
this technique, the examinee must understand how the rolereversal will be conducted and when it will be in effect.
a.
Phase 1--Introduction.
In this phase, the evaluator--
(1) Introduces himself to the examinee.

(2) Ensures that the examinee has all the required
equipment for the flight.
8-3
TC 1-213
(3) Confirms the purpose of the flight evaluation,
explains the evaluation procedure, and discusses the evaluation
standards and criteria to be used.
NOTE 1: If
conducting
examinees
outlined in
the evaluation is for an evaluator, the individual

the evaluation must explain that he will evaluate the
ability to apply the learning and teaching process
the Instructors Handbook.
NOTE 2: If the evaluation is for a unit trainer, it will

emphasize the examinee's performance in those areas in which the
examinee will perform UT duties.
b. Phase 2--Oral Examination. The examinee must have a
working knowledge and an understanding of all applicable topics
in the respective subject areas below. He must respond correctly
to questions from topics selected by the evaluator. At a minimum, the evaluator will select two topics from each appropriate
subject area. An IP, SP, IE, or ME also must demonstrate an
ability to instruct and evaluate any topic. Aerodynamics, tactical and mission tasks, and night tasks are not required for instrument evaluations. Tactical and mission operations and night
mission operations and employment do not apply to MP evaluations.
Also, for MP evaluations, questions on aeromedical factors and
aerodynamics will be at the discretion of the evaluator.
NOTE: The oral examination may include a discussion of any
tasks listed on the crew members task list.
(1) Regulations and publications (ARs 40-8, 95-1, 95-2,
and 95-3; DA Pamphlet 738-751: TCs 1-140 and 1-210; DOD FLIP; and
local SOPs and regulations). Topics in this subject area are-(a)
ATP requirements.
(b)
SOP requirements.
(c)
DOD FLIP and maps.
(d)
VFR minimums and procedures.
(e)
IFR minimums and procedures.
(f)
Aviation life support equipment.
(9)
Weight and balance requirements.
(h)
Flight plan preparation and filing.
(i)
Flight restrictions due to exogenous factors.

8-4
TC 1-213
(j)
Range operations and safety.
(k)
Test flight weather requirements. *
(1)
Local airspace usage (test flight). *
(m)
Publications required in the aircraft.
(n)
Maintenance operational check requireraents. *
(o)
Maintenance test flight requirements. *
(p)
Maintenance test flight forms and records. *
(2) Operating limitations and restrictions (TC 1-140 and

TM 55-1520-234-10 or TM 55-1520-236-10). Topics in this subject
area are-(a)
Aircraft systems operations.
(b)
Wind limitations.
(c)
Rotor limitations.
(d)
Power limitations.
(e)
Engine limitations.
(f)
Weight and balance limitations.
(9)
Weather limitations.
(h)
Pressure limitations.
(i)
Airspeed
(j)
Temperature limitations.
(k)
Flight envelope limitations.
(l)
Performance chart interpretation.
limitations.
* Denotes topics that pertain to maintenance test pilots

only.
8-5
TC 1-213
(3) Aircraft emergency procedures and malfunctions
(TM 55-1520-234-10 or TM 55-1520-236-10). Topics in this subject
area are-(a)
Emergency terms and their definitions.
(b)
Emergency exits and equipment.
(c)
Engine malfunctions.
(d)
Rotor, transmission, and drive systems.
(e)
Tail rotor malfunctions.
(f)
Chip detectors.
(g)
Fires and hot starts.
(h)
Smoke and fume elimination.
(i)
Hydraulic system malfunction.
(j)
Fuel system malfunction.
(k)
Electrical system malfunctions.
(1)
Caution and warning light emergency procedures.
(m)
Landing and ditching procedures.
(n)
Battery malfunction.
(o)
Flight control malfunctions.
(p)
Night vision goggle malfunctions.
(q)
Mission avionics malfunctions.
(r)
Weapon systems malfunctions.
(4) Aeromedical factors (FM 1-301 and TC 1-204). Topics

in this subject area include the effects of-(a) H y p o x i a .
(b) Carbon monoxide.
(c)
Self-imposed stresses.
8-6
TC 1-213
(d) Middle ear discomfort.
(e) S p a t i a l
disorientation.
(5) Aerodynamics and aircraft characteristics (FM 1-203

and TM 55-1520-234-10 or TM 55-1520-236-10). Topics in this
subject area are-(a)
Mushing.
(b)
Total aerodynamic force.
(c)
Airflow during hover.
(d)
Translating tendency.
(e)
Transverse flow.
(f)
Dissymmetry of lift.
(9)
Retreating blade stall.
(h)
Dynamic rollover.
(i)
Settling with power.
(j)
Low G operation.
(k)
Transient torque.
(1)
Pitch cone coupling.
(m)
Cambered vertical fin.
(n)
Maneuvering flight.
(6) Tactical and mission tasks (FMs 1-112, 1-116, 1-400,

and 1-402; TCs 1-140 1-201, and 1-204: TM 55-1520-234-10 or
TM 1520-236-10: and unit SOP). Topics in this subject area are-(a)
Mission and/or survivability equipment.
(b)
Attack planning and terrain analysis.
(c)
Tactical formations and fire control.
(d)
Target coordination and laser designation.
(e)
Tactical reports.
8-7
TC 1-213
operations.
procedures.
(f)
Evasive maneuvers.
(g)
Terrain flight planning and safety.
(h)
Battle and firing position selection.
(i)
Downed aircraft procedures.
(j)
Fire support and joint air attack team
(k)
Vertical helicopter instrument recovery
(l)
interpretation.
equipment
Navigational chart, map, and tactical overlay
(m) Major US or allied equipment

and major threat
- identification.
(7) Weapon system operations (FMs 1-112 and 1-116,

TC 1-140, and TM 55-1520-234-10 or TM 55-1520-236-10). Topics in
this subject area are-(a) TOW system operation and employment.
(b) Turret system operation and employment.
(c) Aerial rocket system operation and employment.
(d) A e r i a l
(e)
ballistics.
Combined weapons engagement procedures.
(f) R a n g e e s t i m a t i o n .
(g) Range and weapons safety procedures.
(h) L a s e r o p e r a t i o n s .
(8) Night tasks (TCs 1-140 and 1-204 and TM 55-1520-23410 or TM 55-1520-236-10). Topics in this subject area are-(a) U n a i d e d n i g h t f l i g h t .
(b) Night vision limitations and techniques.
(c) V i s u a l i l l u s i o n s .
(d) Use of lights (internal and external).
8-8
TC 1-213
(e)
Types of vision.
(f) Distance estimation and depth perception.

(g)
FLIR sensor optimization (C-NITE).
(h) Aircrew night and NVG requirements.

(i) Night vision goggle operation and limitations.
operations.
(j) Weapons employment during night and NVG
(k) I n f r a r e d c h a r a c t e r i s t i c s a n d F L I R i n t e r p r e t a tion (C-NITE).

( l ) Dark adaptation, night vision protection, and
central night blind spot.
(g) Maintenance test flight troubleshooting and system
operations (TM s 55-1520-234-23-1, 55-1520-234-23-2, 55-1520-236
23 series, 55-1520-236-MTF, 55-1520-244-MTF, and 55-2840-248-23).
Topics in this subject area are-(a)
Engine start.
(b)
Instrument indications.
(c)
Electrical system.
(d)
Caution panel indications.
(e)
Power plant.
(f)
Engine performance check (HIT/TEAC).
(g)
Power train.
(h)
Hydraulic system.
(i)
Flight controls.
(j)
Vibrations.
(k)
Fuel system.
(l)
Communication and navigation equipment.
(m)
Stability and control augmentation system.

8-9
TC 1-213
c . Phase 3--Flight Evaluation. This phase consists of a
briefing; a preflight inspection; engine-start, hover, and run-up
procedures; flight tasks; and engine-shutdown and after-landing
tasks.
(1) B r i e f i n g .
The evaluator will explain the flight
evaluation procedure and tell the examinee which tasks he will
perform. For unit trainers and evaluators, the individual conducting the evaluation must advise the examinee that he may
deliberately perform some tasks not according to standard to
check the examinees diagnostic and corrective action skills.
The evaluator will conduct or have the examinee conduct a crew
briefing per Task 1000 (page 6-13).
NOTE: TM 55-1520-234-10 or TM 55-1520-236-10 and local
directives contain additional crew briefing requirements.
(2) Preflight inspection and engine-start and run-up
procedures. The evaluator will evaluate the examinees use of
TM 55-1520-234-CL or TM 55-1520-236-CL and, if applicable,
TM 55-1520-236-MTF or TM 55-1520-244-MTF. He also will have the
examinee properly identify at least two aircraft components and
two weapon system components and discuss their functions.
(3) F l i g h t t a s k s . At a minimum, the evaluator will
evaluate those tasks identified as mandatory in Chapter 5 and
those mission/additional tasks selected by the commander for
evaluation. He may randomly select for evaluation any other
tasks listed on the task list established by the commander. An
evaluator must demonstrate an ability to instruct or evaluate
appropriate flight tasks. A unit trainer must demonstrate an
ability to instruct topics in the areas in which he performs UT
duties. When used as part of the proficiency flight evaluation,
the evaluation may include an orientation of the local area,
checkpoints, weather, and other pertinent information.
(4) Engine-shutdown and after-landing tasks. The
evaluator will evaluate the examinees use of TM 55-1520-234-CL
or TM 55-1520-236-CL and, if applicable, TM 55-1520-236-MTF or
TM 55-1520-244-MTF.
d.
will--
Phase
4--Debriefing. During this phase, the evaluator
(1) Use the forms listed below, if applicable, to

critique the examinees performance.
Grade Slip).
(a) DA Form 4507-R (Standard Evaluation/Training
8-10
TC 1-213
(b) DA Form 4507-2-R (Continuation Comment Slip).
(c) DA Form 5051-4-R (Maintenance Test Flight
Maneuvers Grade Slip (AH-1)).
(d) DA Form 5812-R (Maneuver/Procedure Grade Slip
for AH-1 Aviators).
(e) DA Form 7121-R (Battle-Rostered Crew
Evaluation/Training Grade Slip).
(2) Discuss, with the examinee, the examinees strengths
and weaknesses.
(3) Offer the examinee recommendations for improvement.
(4) Tell the examinee whether he passed or failed the
evaluation.
(5) Complete the applicable DA forms in (1) above per
instructions in Chapter 9.
(6) Ensure that the examinee reviews and signs the
applicable DA forms in (1) above per instructions in Chapter 9.
8-4.
BATTLE-ROSTERED CREW EVALUATION
a . This evaluation is conducted to determine a crews

ability to perform all required tasks in the day mode and, if
applicable, the NVG mode.
(Only crew members in NVG-designated
positions will be evaluated in the NVG mode.)
b. Evaluators must evaluate the crew during a mission to
ensure that the crew members perform the tasks to standards. To
observe a mission, the evaluator may use any combination of the
methods described below, depending on assets and aircraft
capabilities.
(1)
an AH1FWS.
NOTE:
Observation from the instructor/operator station of

Not all tasks can be performed in the simulator.
(2) Observation from another aircraft as wingman during

multihelicopter operations.
(3) Review of video tapes after a mission.
(4)
Debriefing and interrogation of the crew.
8-11
TC 1-213
c . When the crew has demonstrated proficiency in all crew
tasks, both during the day and with the NVG (if applicable), and
the unit commander is satisfied that the crew has met the standards for each task, he will certify the crew as CRL 1. The
evaluator will use DA Form 7121-R to record the evaluation
results.
d. Crews must be evaluated at least annually within the
90 days that precede the anniversary of their certification. Nonotice evaluations are encouraged. Crews will be decertified if
they do not meet CRL 1 requirements stated in TC 1-210.
8-5.
PROFICIENCY FLIGHT EVALUATION
This evaluation is conducted per TC 1-210, using guidelines

established by the commander. After the evaluation, the evaluator will debrief the examinee and complete DA Forms 4507-R, 45072 - R ( i f a p p l i c a b l e ) , 5051-4-R (if applicable), 5812-R, and 7121-R
per instructions in Chapter 9. A proficiency flight evaluation
is conducted to determine-a . An individuals proficiency when questioned by the
commander.
b. An individuals proficiency when the individuals
currency has lapsed per AR 95-1.
c . Which readiness level is appropriate for an individual to
enter upon unit assignment.
8-6.
ANNUAL NVG STANDARDIZATION FLIGHT EVALUATION
This evaluation is conducted per TC 1-210 using this manual and

the Commanders Task List. After the evaluation, the evaluator
will debrief the examinee and complete DA Forms 4507-R, 4507-2-R
( i f a p p l i c a b l e ) , 5812-R, and 7121-R per instructions in
Chapter 9.
8-7.
POSTACCIDENT FLIGHT EVALUATION
This evaluation is required by AR 95-1. The type and nature of

the evaluation depend on the crew duties the crew member was performing at the time of the accident. Emphasis should be placed
on evaluating the task which was being performed at the time of
the accident under similar conditions, if possible. Safe operating practices must never be sacrificed in an attempt to re-create
the conditions that existed at the time of the accident. A f t e r
the evaluation, the evaluator will debrief the examinee and
complete DA Forms 4507-R, 4 5 0 7 - 2 - R ( i f a p p l i c a b l e ) , 5 0 5 1 - 4 - R ( i f
applicable), and 5812-R per instructions in Chapter 9.
8-12
TC 1-213
8-8.
MEDICAL FLIGHT EVALUATION
This evaluation is conducted per AR 95-1. The evaluator, on the

recommendation of the flight surgeon, will require the examinee
to perform a series of tasks most affected by the examinees disa b i l i t y . The evaluation should measure the examinee's potential
to perform ATM tasks despite his disability. It should not be
based on current proficiency.
a . After the examinee has completed the medical flight
evaluation, the evaluator will prepare a memorandum. The memorandum will include-(1) A description of the environmental conditions under
which the evaluation was conducted; for example, day, night, or
overcast.
(2) A list of tasks performed during the evaluation.
(3) A general statement of the individuals ability
to perform with the disability and under what conditions he can
perform.
b. The unit commander will then forward the memorandum and
DA Forms 4507-R, 4507-2-R (if applicable), 5051-4-R (if applicable), and 5812-R to Commander, US Army Aviation Center, ATTN:
HSXY-AER, Fort Rucker, AL 36362-5333.
8-9.
NO-NOTICE EVALUATION
The commander directs the no-notice evaluation and administers it

using the guidelines in paragraph 8-3 above. The evaluation is
used to determine the crew members and crews proficiency and to
provide the commander an indication of the status of his training
program. It may be an oral, a written, or a flight evaluation
(or any combination or portion of the three) as directed by the
commander. After the evaluation, the evaluator will debrief the
crew member or crew and complete DA Forms 4507-R, 4507-2-R (if
applicable), 5051-4-R (if applicable), 5812-R, and 7121-R per
instructions in Chapter 9.
8-13
TC 1-213
CHAPTER 9
AIRCREW GRADING SYSTEM
The aircrew grading system provides the commander a complete and
continuous performance record on each crew member in his unit.
These records reflect the performance of individuals at a given
time. Poor performance may or may not indicate inadequacy on the
part of the crew member. The problem may be with the unit training program itself. A detailed analysis of all records should
tell the commander where the problem is. Only then should he
attempt to fix it. Five separate forms are used for evaluation
o r t r a i n i n g f l i g h t s . Blank copies of these forms are at the back
o f t h i s t r a i n i n g c i r c u l a r . They may be reproduced locally on
5 1/2- by 8-inch paper. The importance of these records to the
commander as quality control and standardization tools cannot be
overstated. They must be filled out carefully, completely, and
legibly (printed in dark blue or black ink).
DA FORM 4507-R (STANDARD EVALUATION/TRAINING GRADE SLIP)
9-1.
This form is used to record information

t r a i n i n g . It consists of two pages and
aircraft or simulation devices. Figures
and 9-4) show a sample of a completed DA
tions for completing this form are given
concerning evaluations or
is identical for all Army
9-1 and 9-2 (pages 9-3
Form 4507-R. I n s t r u c below.
a . Examinee/Trainee and Evaluator/Instructor. Required

entries are self-explanatory. Show last names first.
b.
Flight Time Data.
(1) T o t a l h o u r s . Enter total hours (fixed-wing or

rotary-wing) if required by local directives.
(2) P u r p o s e . Circle evaluation or training. If evaluation, write in the specific purpose of the evaluation flight; for
example, proficiency flight.
NOTE:
UTs must circle training in the purpose block.
(3) Time today and cumulative time. Enter flight time

today at the completion of the evaluation or training flight.
Use the cumulative time block to record accrued flight training
time. When more than one flight period is required for the
evaluation, enter the accrued evaluation time.
9-1
TC 1-213
( 4 ) S e a t . Enter the applicable crew station (FS for
front seat or BS for backseat).
(5) Type aircraft, crew duty, type of training, and time
flown. Enter the type of aircraft, and place an X in the appropriate blocks. Circle NVG or NVS, as appropriate, when the type
of training includes a night vision device.
(If the type of
training or crew duty position is other than that shown, specify
in the space provided.) Enter the time flown in the block below
each applicable condition; that is, day, night, hood, WX, simulator, NVG, or NVS.
c . Evaluator/Instructor Recommendations. Place an X in the
appropriate blocks, and circle the applicable items. If the crew
duty position is other than that shown, specify in the space provided. Use the comment slip on the back of the form to explain
unsatisfactory performance, referencing the appropriate maneuver
or procedure number from DA Form 5051-4-R or DA Form 5812-R.
Recommended additional training also may be listed on the back of
the form, even though all maneuvers and procedures may have been
performed satisfactorily. Use DA Form 4507-2-R if additional
space is needed. After completing the evaluation or training-(1) Debrief the examinee or trainee and inform him of
his status.
(2) Sign in the space provided on the front of the form
and on the first unused line after the comments on the back.
(3) Obtain the examinees or trainees signature on the
front of the form and beside your signature on the comment slip.
(By signing the form, the examinee or trainee acknowledges that
he has been debriefed. His signature does not mean that he
concurs or nonconcurs with the results.)
( 4 ) C i r c l e S , U, or NA to indicate the overall grade for
the flight based on the considerations below. Then enter the
date.
(a) During training flights, individual maneuvers
or procedures may be graded unsatisfactory (U) without resulting
in an overall grade of unsatisfactory.
(b) When used to develop an individual training
program, the proficiency flight evaluation may be ungraded (NA).
(c) During any evaluation flight except for (b)
above, failure of any maneuver or procedure will result in an
overall grade of unsatisfactory (U). When the examinee or
trainee is reevaluated, the maneuvers or procedures graded
unsatisfactory, at a minimum, must be evaluated again.
9-2
TC 1-213
9-3
TC 1-213
9-4
TC 1-213
9-2.
DA FORM 4507-2-R (CONTINUATION COMMENT SLIP)
This form is used to continue comments from the back of DA Form

4507-R. It consists of two pages and is identical for all Army
aircraft or simulation devices. Figures 9-3 and 9-4 (pages 9-6
and 9-7) show a sample of a completed DA Form 4507-2-R. When
completing this form, use the procedure described in paragraph
9-1C. When all forms have been completed, staple them together.
9 - 3 . DA FORM 5812-R (MANEUVER/PROCEDURE GRADE SLIP FOR AH-1
AVIATORS)
This form, which consists of two pages, lists the base and
mission tasks shown in Chapter 5. Blank spaces are provided to
list additional tasks designated by the commander. Figures 9-5
and 9-6 (pages 9-8 and 9-9) show a sample of a completed DA Form
5812-R. The evaluator or instructor should carry this form
during the evaluation or training flight. I n s t r u c t i o n s f o r
completing this form are given below.
a . Enter the examinees or trainees name (last name first)
and the date.
b. Enter either S or U in the grade (GR) block after the
examinee or trainee completes each maneuver or procedure.
c . Enter D in the grade block if the task is demonstrated
and the crew member is unable to practice it for some reason.
d. Place a diagonal in the grade blocks for all maneuvers or
procedures not evaluated. An alternative method is to place a
diagonal in the first and last unused blocks and draw a vertical
line connecting the two diagonals. Use this method when three or
more consecutive maneuvers or procedures are not graded.
e . Enter sound, objective comments, referencing the appropriate maneuver or procedure number, on the back of DA Form
4507-R or, if additional space is needed, on DA Form 4507-2-R.
These comments are important for reference by other instructors
or evaluators during future training or evaluation.
f.
Sign the form in the first unused block.
NOTE: Tasks with circles are mandatory for standardization

flight evaluations. Tasks with squares are mandatory for instrument flight evaluations. Tasks with diamonds are mandatory for
NVG standardization flight evaluations.
9-5
TC 1-213
9-6
TC 1-213
9-7
TC 1-213
9-8
TC 1-213
9-9
TC 1-213
9 - 4 . DA FORM 5051-4-R (MAINTENANCE TEST FLIGHT MANEUVERS GRADE
SLIP (AH-l))
This form provides a record of evaluation and training conducted
at the unit level. It addresses those tasks and procedures
required in the performance of maintenance test flights. DA Form
5051-4-R is an important tool in attaining standardization and
quality control. It should be filled out correctly and legibly.
Figure 9-7 shows a sample of a completed DA Form 5051-4-R. The
evaluator or instructor should carry this form during the evaluat i o n o r t r a i n i n g f l i g h t . Instructions for completing this form
are given below.
a . Enter the examinees or trainees name (last name first)
and the date.
b. Enter either S or U in the grade (GR) block after the
examinee or trainee completes each maneuver or procedure.
c . Enter D in the grade block if the task is demonstrated
and the crew member is unable to practice it for some reason.
d. Place a diagonal in the grade blocks for all maneuvers or
procedures not evaluated. An alternative method is to place a
diagonal in the first and last unused blocks and draw a vertical
line connecting the two diagonals. Use this method when three or
more consecutive maneuvers or procedures are not graded.
e . Enter sound, objective comments, referencing the appropriate maneuver or procedure number, on the back of DA Form
4507-R or, if additional space is needed, on DA Form 4507-2-R.
These comments are important for reference by other instructors
or evaluators during future training or evaluation.
f.
Sign the form in the first unused block.
9-10
TC 1-213
9-11
TC 1-213
9 - 5 . DA FORM 7121-R (BATTLE-ROSTERED CREW EVALUATION/TRAINING
GRADE SLIP)
This form is used to record information about battle-rostered
crew evaluations and training. It consists of two pages and is
identical for all Army aircraft or simulation devices. Figures
9-8 and 9-9 (pages 9-14 and 9-15) show a sample of a completed
DA Form 7121-R. Instructions for completing this form are given
below.
a . Battle-Rostered Crew Examinees/Trainees and Evaluator/
I n s t r u c t o r . Fill in the names and ranks of the PC and PI in the
space provided. Enter the duty symbols, names, and ranks of the
nonrated crew members in the space provided. Then enter the unit
of the crew. Required entries in the evaluator/instructor block
are self-explanatory. Show last names first.
b.
Crew Data.
(1) T o t a l b a t t l e - r o s t e r e d c r e w h o u r s . Enter the total

hours flown as a battle-rostered crew.
(2) Date designated a battle-rostered crew. Enter the
CRL 1 certification date.
(3) P u r p o s e . Circle evaluation or training. If evaluat i o n , write in the specific purpose of the evaluation flight; for
example, no-notice.
(4) Time today and cumulative time. Enter flight time
today at the completion of the evaluation or training flight.
Use the cumulative time block to record accrued flight training
time. When more than one flight period is required for the
evaluation, enter the accrued evaluation time.
(5) Type of aircraft, crew tasks, mode of flight, and
time flown. Enter the type of aircraft. For crew tasks evaluated, enter either S or U in the space provided and circle the
appropriate mode of flight. Enter the time flown in the block
below each applicable condition; that is, day, night, WX, simulator, NVG, and NVS.
c . Evaluator/Instructor Recommendations. Enter an X in the
box, and circle the appropriate status of crew qualifications.
If the crew requires additional training, place an X in the
appropriate box and circle the type of training. Enter an X in
the box provided if comments are on the back. Use the space on
the back to explain unsatisfactory performance, referencing the
appropriate crew task. Recommended additional training also may
9-12
TC 1-213
be listed on the back, even though the crew tasks were performed
s a t i s f a c t o r i l y . After completing the evaluation-(1) Debrief the examinees or trainees and inform them of
their status.
(2) Sign in the space provided on the front of the form
and on the first unused line after the comments on the back.
(3) Obtain the PCS, PIs, and nonrated crew members
signatures on the front of the form and beside your signature
(By signing the form, the crew
after the comments on the back.
members acknowledge that they have been debriefed. Their signatures do not mean that they concur or nonconcur with the
results.)
(4) Circle S, U, or NA to indicate the overall grade for
the flight based on the considerations below. Then enter the
date.
(a) During training flights, individual maneuvers
or procedures may be graded unsatisfactory (U) without resulting
in an overall grade of unsatisfactory.
(b) When used to develop a crew training program,
the proficiency flight evaluation may be ungraded (NA).
(c) During any evaluation flight, an unsatisfactory
grade (U) for an individual crew member will result in an overall
grade of unsatisfactory for the crew. When the crew is reevaluated, the tasks graded unsatisfactory, at a minimum, must be
evaluated again.
9-13
TC 1-213
9-14
TC 1-213
9-15
TC 1-213
GLOSSARY
ADI
AGL
AH
AH1FWS
AHO
AIM
AL
ALT
ammo
ANVIS
APART
AR
ARNG
ASE
ASET
ASR
ATC
ATM
ATS
ATTN
avail
AVIM
avn
AVUM
attitude direction indicator

above ground level
attack helicopter
AH-1 flight weapons simulator
above highest obstacle
Airmans Information Manual
Alabama
airborne laser tracker
ammunition
aviators night vision imaging system
annual proficiency and readiness test
Army regulation
Army National Guard
aircraft survivability equipment
aircraft survivability equipment trainer
airport surveillance radar
air traffic control
aircrew training manual
a c q u i s i t i o n , track, stow (switch)
attention
available
aviation intermediate maintenance
aviation
aviation unit maintenance
BMP
BS
Boyevaya Mashina Pekhoty [literal Russian:

v e h i c l e , infantry (amphibious armored)]
backseat
C
cal
CDB
CDI
CE
CG
CL
C-NITE
co
cont
CONUS
CPG
CRL
Celsius
calibrated
course deviation bar
course deviation indicator
crew chief
center of gravity
checklist
Cobra night
company
continuous
continental United States
copilot-gunner
crew readiness level
Glossary-1
combat
TC 1-213
D
DA
DC
DD
DOD
DOES
DSN
day; demonstrated (for grade slip purposes)

Department of the Army
District of Columbia
Department of Defense
Department of Defense
Directorate of Evaluation and Standardization
Defense Switching Network
ECAS
ECCM
ECU
EGT
emerg
eng
ETA
ETE
ETL
ETP
Enhanced Cobra/TOW Armament System

electronic counter-countermeasures
electronic control unit
exhaust gas temperature
emergency
engine
estimated time of arrival
estimated time en route
effective translational lift
exportable training packet
F
FAA
FAC
FAR
FAT
FDC
FIH
flex
FLIP
FLIR
flt
FM
FPM
FPS
FS
FW
Fahrenheit
Federal Aviation Administration
flight activity category
Federal Aviation Regulations
free air temperature
fire direction center
Flight Information Handbook
flexible
flight information publication
forward looking infrared
flight
field manual or frequency modulated
feet per minute
fixed pedal setting
front seat
fixed wing
G
GA
GR
GWT
gravitational force
Georgia
grade
gross weight
HIT
HQ
HQDA
hr
HSI
HSS
HUD
hyd
health indicator test

headquarters
Headquarters, Department of the Army
hour (s)
horizontal situation indicator
helmet sight subsystem
heads-up display
hydraulic
Glossary-2
TC 1-213
IAS
ICAO
IE
IFF
IFR
IGE
ILS
IMC
incl
ind
IP
indicated airspeed
International Civil Aviation Organization
instrument flight examiner
identification, friend or foe (radar)
instrument flight rules
in-ground effect
instrument landing system
instrument meteorological conditions
included
indicated
instructor pilot
KIAS
KTAS
knots indicated airspeed

knots true airspeed
lb
LOC
pound(s)
localizer
MAP
max
ME
METL
METT-T
MIJI
min
mm
mod
MOPP
MP
MTF
missed approach point

maximum
maintenance test flight evaluator
mission essential task list
mission, enemy, terrain, troops, and time available
meaconing, intrusion, jamming, and interference
minimum
millimeter(s)
modified
mission-oriented protective posture
maintenance test pilot
maintenance test flight
N
N1
N2
NA
NAS
NATO
nav
NAVAID
NBC
NGR
night
gas producer (speed)
power turbine (speed)
not applicable
National Airspace System
North Atlantic Treaty Organization
navigation
navigational aid
nuclear, biological, chemical
National Guard regulation
number
nap-of-the-earth
notice to airmen
national stock number
night vision device
night vision goggles
night vision system
NOE
NOTAM
NSN
NVD
NVG
NVS
Glossary-3
TC 1-213
OGE
OH
out-of-ground effect
observation helicopter
P
P*
PA
pam
pax
PC
PHS
PI
PLT
PM
PMD
POI
PPC
prod
psi
PSI
pilot not on the controls

pilot on the controls
pressure altitude
pamphlet
passenger
pilot in command
pilot helmet sight
pilot (for grade slip purposes)
pilot
preventive maintenance
preventive maintenance daily
program(s) of instruction
performance planning card
production
pounds per square inch
pilots steering indicator
R
R/C
ret
RL
RMI
RMS
RPM
RRPM
RW
reproducible
rate of climb
retract
readiness level
radio magnetic indicator
rocket management system
revolutions per minute
rotor revolutions per minute
rotary wing
S
SALUTE
SAM
SCAS
SFTS
SHC
SIF
SM
SOP
SP
SSN
STANAG
std
satisfactory (for grade slip purposes)

s i z e , activity, location, unit, time, equipment
send a message
stability and control augmentation system
synthetic flight training systems
sight hand control
selective identification feature
statute mile
standing operating procedure
standardization instructor pilot
social security number
standardization agreement
standard
TAMMS-A
TAS
TC
TDA
TEAC
TGT
The Army Maintenance Management System-Aviation

true airspeed
training circular
tables of distribution and allowances
turbine engine analysis check
turbine gas temperature
Glossary-4
TC 1-213
TM
TOE
TOW
TRADOC
TSU
technical manual
table(s) of organization and equipment
tube-launched, optically tracked, wire-guided
United States Army Training and Doctrine Command
telescopic sight unit
U
UH
US
USAALS
USAAVNC
USAF
UT
unsatisfactory (for grade slip purposes)

utility helicopter
United States (of America)
United States Army Aviation Logistics School
United States Army Aviation Center
United States Air Force
unit trainer
VA
VFR
VHF
VHIRP
VMC
Vne
VOR
VSI
Virginia
visual flight rules
very high frequency
vertical helicopter instrument recovery procedures
visual meteorological conditions
velocity, not to exceed (airspeed)
VHF omnidirectional range
vertical speed indicator
wt
wx
weight
weather
Zulu (Greenwich mean time)
Glossary-5
TC 1-213
REFERENCES
SOURCES USED
These are the sources quoted or paraphrased in this publication.
Army Regulations
AR 95-10. The US Military Notice to Airmen (NOTAM) System.
17 November 1990.
AR 385-95. Army Aviation Accident Prevention. 20 May 1991.
Department of the Army Form
DA Form 759. Individual Flight Record and Flight Certificate-Army . September 1986.
Department of Defense Airmans Information Manual
DOD AIM 86-100. Operation and Maintenance Overview General
Triservice Mode 4 Handbook. May 1987.
This publication is available from Commanding Officer, ATTN:
Code 2111, Naval Electronic Systems Engineering Activity, St.
Inigoes, MD 20684-0010, or WR-ALC/MMAM-AIMS, ATTN: DOD AIMSPO,
Robins AFB, GA 31098-5609.
Field Manuals
FM 1-103. Airspace Management and Army Air Traffic in a Combat
Zone. 30 December 1981.
FM 1-300. Flight Operations and Airfield Management. 31 October
1986.
FM 1-544. Standardized Maintenance Test Flight Procedures.
4 September 1990.
FM 17-95. Cavalry Operations. 19 September 1991.
FM 21-26. Map Reading and Land Navigation. 30 September 1987.
FM 24-35. Signal Operation Instructions, The SOI. 26 October
1990.
FM 24-35-1. Signal Supplemental Instructions. 2 October 1990.
FM 25-101. Battle Focused Training. 30 September 1990.
References-1
TC 1-213
FM 44-30. Visual Aircraft Recognition. 28 October 1986.
FM 100-2-3. The Soviet Army Troops Organization and Equipment.
6 June 1991.
International Standardization Agreement
STANAG 3114 (Edition Six)/Air Standard 60/16. Aeromedical
Training of Flight Personnel. 22 October 1986.
Technical Manuals
TM 1-1500-328-23. Aeronautical Equipment Maintenance Management
Policies and Procedures. 28 February 1991.
TM 9-1055-460-13&P. Operators, Aviation Unit and Intermediate
Maintenance Manual Including Repair Parts and Special Tools for
Hydra 70 Rocket Launchers (Formerly 2.75-inch Rocket
Launchers).
8 May 1981.
TM 9-1090-203-20. Aviation Unit Maintenance Manual for Armament
Subsystem, Helicopter, 7.62-mm Machine Gun, 40-mm Grenade
Launcher, M28A2 PN 11691616-1 and M28A3 PN 12011500-1 (Used on
AH-1S/AH-lP (MOD/PROD) Helicopters. 31 December 1990.
TM 9-1090-206-20-1. Aviation Unit Maintenance Manual for 20-mm
Automatic Gun Helicopter Armament Subsystem: M97A2, Part No.
9324960. 3 March 1986.
(S) TM 11-5810-262-10. Operators Manual for Speech Security
Equipment KY-58 (U). 1 May 1990.
TM 11-5841-281-12. Operators and Organizational Maintenance
Manual for Doppler Navigation Set, AN/ASN-128. 30 May 1979.
TM 11-5841-283-12. Aviation Unit Maintenance Manual for Radar
Signal Detecting Set, AN/APR-39(V). 9 August 1983.
TM 11-5855-238-10. Operators Manual for Night Vision Goggles,
AN/PVS-5, AN/PVS-5A, AN\PVS-5B, and AN/PVS-5C. 1 April 1988.
TM 11-5855-263-10. Operator's Manual for Aviators Night Vision
Imaging System, AN/AVS-6(V)1 and AN/AVS-6(V)2. 5 July 1983.
TM 11-5865-200-12. Operators and Aviation Unit Maintenance
Manual for Aviation Unit Maintenance (AVUM) Countermeasures
Sets, AN/ALQ-144A(V)1 and AN/ALQ-144A(V)3. 15 July 1991.
TM 11-5865-202-12. Operators and Aviation Unit Maintenance
Manual for Countermeasures Set, AN/ALQ-136(V)1 and
AN/ALQ-136(V)5. 1 August 1986.
TM 55-1500-342-23. Army Aviation Maintenance Engineering Manual
for Weight and Balance. 29 August 1986.
References-2
TC 1-213
DOCUMENTS NEEDED
These documents must be available to the intended users of this
publication.
Army Regulations
*AR 40-8. Temporary Flying Restrictions Due to Exogenous
Factors.
17 August 1976.
*AR 95-1. Aviation: Flight Regulations. 30 May 1990.
*AR 95-2. Aviation: Air Traffic Control, Airspace, Airfields,
F l i g h t A c t i v i t i e s , and Navigational Aids. 10 August 1990.
*AR 95-3. Aviation: General Provisions, Training,
Standardization, and Resource Management. 27 September 1990.
*AR 600-1050 Aviation Service of Rated Army Officers.
1 December 1983.
*AR 600-1060 Flying Status for Nonrated Army Aviation Personnel.
14 January 1992.
Department of the Army Forms
DA Form 2028. Recommended Changes to Publications and Blank
Forms. February 1974.
DA Form 2408-12. Army Aviators Flight Record. January 1992.
DA Form 2408-13. Aircraft Status Information Record. October
1991.
DA Form 4507-R. Standard Evaluation/Training Grade Slip.
March 1992.
DA Form 4507-2-R. Continuation Comment Slip. May 1987.
DA Form 4887-R. RW Performance Planning Card. May 1987.
DA Form 5051-4-R. Maintenance Test Flight Maneuvers Grade Slip
(AH-1) . November 1992.
DA Form 5812-R. Maneuver/Procedure Grade Slip for AH-1 Aviators.
November 1992.
DA Form 7121-R. Battle-Rostered Crew Evaluation/Training Grade
S l i p . March 1992.
Department of the Army Pamphlet
*DA Pam 738-751. Functional Users Manual for The Army
Maintenance Management System-Aviation (TAMMS-A). 15 January
1988.
*This source was also used to develop this publication.

References-3
TC 1-213
Department of Defense Flight Information Publication
Flight Information Handbook
The DOD FLIP is available from Director, US Army Aeronautical
Services Agency, ATTN: MOAS-AI, Cameron Station, Alexandria,
VA 22304-5050.
Department of Defense Forms
DD Form 175. Military Flight Plan. May 1986.
DD Form 365-4. Weight and Balance Clearance Form F-Tactical.
April 1989.
Federal Aviation Administration Publications
Airman;s Information Manual
FAR Part 91. General Operating and Flight Rules.
March 1974.
These publications are available from Director, US Army

Aeronautical Services Agency, ATTN: MOAS-AI, Cameron Station,
Alexandria VA 22304-5050.
Field Manuals
*FM 1-107. Air-to-Air Combat. 12 October 1984.
*FM 1-112. T a c t i c s , Techniques, and Procedures for the Attack
Helicopter Battalion. 21 February 1991.
*FM 1-116. Tactics, Techniques, and Procedures for the Air
Cavalry/Reconnaissance Troop. 20 February 1991.
*FM 1-202. Environmental Flight. 23 February 1983.
*FM 1-203. Fundamentals of Flight. 3 October 1988.
*FM 1-230. Meteorology for Army Aviators. 30 September 1982.
*FM 1-240. Instrument Flying and Navigation for Army Aviators.
15 December 1984.
*FM 1-301. Aeromedical Training for Flight Personnel. 29 May
1987.
*FM 1-400. Aviators Handbook. 31 May 1983.
*FM 1-402. Aviators Recognition Manual. 6 August 1984.
References-4
TC 1-213
National Guard Regulation
*NGR 95-210. Army National Guard: General Provisions and
Regulations for Aviation Training. 1 July 19910
This regulation is available from Chief, National Guard Bureau,
ATTN : NGB-DAY, Washington, DC 20310-2500.
Training Circulars
*TC 1-140.
*TC 1-201.
*TC 1-204.
1988.
*TC 1-210.
Individual
Helicopter Gunnery. 30 September 1991.

Tactical Flight Procedures. 20 January 1984.
Night Flight Techniques and Procedures. 27 December
Aircrew Training Program, Commanders Guide to
and Crew Training. 20 May 1992.
Technical Manuals
s
*TM 11-5895-1199-12, Operator and Organizational Maintenance

Manual for Mark-XII IFF System (AN/APX-100; AN/APX-72).
1 July 1984.
*TM 55-1520-234-10. Operators Manual for Army Model AH-1S (MOD)
Helicopter. 17 November 1976.
*TM 55-1520-234-23-1. Aviation Unit and Aviation Intermediate
Maintenance Manual for Helicopter, Attack AH-1S (MOD).
30 September 1976.
*TM 55-1520-234-23-2. Aviation Unit and Intermediate Maintenance
Manual Helicopter for Attack AH-1S (MOD). 30 September 1976.
*TM 55-1520-234-CL. Operators and Crewmembers Checklist:
Army Model AH-1S (MOD) Helicopter. 21 October 1987.
*TM 55-1520-236-10. Operators Manual for Army Model AH-1P
(PROD), AH-1E (ECAS), and AH-1F (Modernized Cobra) Helicopters.
11 January 1980.
Manual for Army Model AH-1P (PROD), AH-1E (ECAS) and AH-1F
(Modernized Cobra) Helicopters. 8 May 1980.
Manual for Army Model AH-1S (PROD), AH-1S (ECAS) and AH-1S
Manual for Army Model AH-1P (PROD), AH-1E (ECAS) and AH-1F
Manual for Army Model AH-1S (PROD), AH-1S (ECAS), AH-1S
*TM 55-1520-236-23-50 Aviation Unit and Intermediate Maintenance
Manual for Army Model AH-1P (PROD), AH-1E (ECAS), AH-1F
(Modernized Cobra) Helicopters. 31 July 1990.
References-5
TC 1-213
*TM 55-1520-236-CL. Operator and Crewmember Checklist for Army
Model AH-1P (PROD), AH-1E (ECAS) and AH-1F (Modernized Cobra)
Helicopters. 21 October 1987.
*TM 55-1520-236-MTF. Maintenance Test Flight Manual for Army
Model AH-1P/E/F Helicopter. 8 December 1987.
*TM 55-1520-236-T-1. Troubleshooting Instructions for Aviation
Unit Maintenance (AVUM) Level and Intermediate Maintenance
(AVIM) Level AH-1S (MC) Integrated Armament and Fire Control
System. 15 June 1983.
(AVIM) Level, AH-1F Integrated Armament and Fire Control
(AVIM) Level, AH-1S (MC) Integrated Armament and Fire Control
*TM 55-1520-244-MTF. Maintenance Test Flight Manual for Army
Model AH-1G, TH-1G, AH-1S (MOD) Helicopters. 4 November 1988.
*TM 55-1520-244-PM. Phased Maintenance Checklists AH-1E/F/P/S
Helicopter. 30 April 1990.
*TM 55-1520-244-PMD. Preventive Maintenance Daily AH-1E/F/P/S
Helicopter. 30 April 1990.
Manual for Engine Assembly, Model T53-L-11C, Part No. 1-000080-12; Model T53-L-11D, Part No. 1-000-080-13; Model T53-L13B, Part No. 1-000-060-10; Model T53-L-703, Part No. 1-000060-23 and Model T53-L-13BA, Part No. 1-000-060-10A.
9 March 1981.
*TM 55-2840-229-23-2. Aviation Unit and Aviation Intermediate
Maintenance Manual for Engine Assembly, Model T53-L-11C, Part
No. 1-000-080-12; Model T53-L-11D, Part No. 1-000-080-13; Model
T53-L-13B, Part No. 1-000-060-10 and Model T53-L-703, Part No.
1-000-060-23, Model T53-L-13BA, Part No. 1-000-060-10A.
9 March 1981.
READING RECOMMENDED
This reading contains relevant supplemental information.
FM 25-100.
Training the Force.
15 November 1988.
References-6
TC 1-213
Index-1
TC 1-213
Index-2
TC 1-213
Index-3
TC 1-213
Index-4
TC 1-213
Index-5
TC 1-213
Index-6
TC 1-213
Index-7
TC 1-213
Index-8
TC 1-213
Index-9
TC 1-213
Index-10
TC 1-213
9 DECEMBER 1992
By Order of the Secretary of the Army:

GORDON R. SULLIVAN
General, United States Army
Chief of Staff
Official:
MILTON H. HAMILTON
Administrative Assistant to the
Secretary of the Army
03098
DISTRIBUTION:
Active Army, USAR and ARNG. To be distributed in accordance with
DA Form 12-11E, requirements for TC 1-213, Aircrew Training
Manual, Attack Helicopter, AH-1 (Qty rqr block no. 4420).
U.S. Government Printing Office: 1992 728-027/60078
PIN: 066661-000

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TC 1-213

AIRCRAFT TRAINING MANUAL

HEADQUARTERS, DEPARTMENT OF THE ARMY

DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.

Unless this publication states otherwise, masculine nouns

This publication has been reviewed for operations security

CREW STATION DESIGNATION

The commander will designate a crew station (backseat and/or

Battle rostering is the designation of two or more individuals

SYMBOL USAGE AND WORD DISTINCTIONS

(1) W a r n i n g , c a u t i o n s , a n d n o t e s . These are used to

(c) May indicates an acceptable method of accomNVS, NVG, and NVD.

(a) NVS refers to the night vision system that is

a . During academic training, the aviator must receive

a . During flight training, the aviator is trained to

c . Training in night operations must include the location

Initial NVG Qualification.

(1) Initial NVG qualification training will be conducted

b. AH-1NVG Qualification. An aviator who is NVG-qualified

a . To become qualified in a different series of the

b. When qualifying between the AH-1S and other AH-1 aircraft

Initial MP qualification will be per AR 95-1

b. Subsequent. If the commander needs an aviator to perform

(a) The aviator must be qualified and current in

(b) The aviator must be qualified as an MP through

a . An aviator is designated RL 3 when he meets the criteria

a. Unaided Night Flight. Minimum task requirements are

An aviator is designated RL 2 and begins mission training when he

a. Unaided Night Flight. Tasks which the commander may

MAINTENANCE TEST PILOT TRAINING

a . Semiannual Flying-Hour Requirements--Aircraft.

(1) FAC 1 -- 55 hours.

(1) One iteration of base tasks as indicated in Figure

The annual flying-hour requirements are specified in paragraph

NVG CURRENCY REQUIREMENTS

To be considered NVG current, the aviator must--

(1) Participate, at least once every 45 consecutive

ANNUAL NBC TRAINING REQUIREMENTS

training is mandatory for all FAC 1 positions and

a . Aviators will receive NBC training in the base tasks

While conducting NBC training, the commander will ensure

(1) Aircrews use extra care when performing flight

This chapter implements portions of STANAG 3114/Air Std 60/16.

This chapter describes those maneuvers and procedures that are

a . Task Number and Title. Each task is identified by a

Where applicable, night or

f . References. The references listed for each task are

b. When a UT, an IP, or an IE is cited as a condition, that

Airspeed and altitude limitations are as follows:

(1) Skids above trees and vegetation in the flight path

Task 1020, Perform simulated maximum performance

Task 1031, Perform confined area operations.

Task 1034, Perform terrain flight takeoff.

Task 1035, Perform terrain flight.