Aviation Handbook April 2018

TABLE OF CONTENTS
COMBAT MISSION PREPERATION
AVIATION BRIGADE
Administrative Procedures 5
Troop Leading Procedures 6
Warning Order 7
Planning Cells 8
Mission Back-Brief 15
Planning Timeline 16
Air Mission Coordination Meeting 17
Route Planning Considerations 19
Planning Graphics 20
Route Planning 22
Release Point/ Passage Point 23
LZ/ PZ Selection 24
Holding Area Operations 25
Occupy a BP/ABF/SBF/OP/FP 26
Engagement Area Development 27
Direct Fire Planning 28
RECON/Security 29
UAS Planning Considerations 30
UAS Factors 31
Standard Naming Convention 32
Minimum Products 33
REDCON Levels 34
Risk Management 35
ARMY
Fighter Management 36
BRIEFINGS/ REHEARSALS/ AARs
AVIATION OPORD/ AMB/ Multi-ship 38
AASLT Considerations 43
HANDBOOK Rehearsals 45
AAR 47
Post Mission Debrief 48
16 APR 2018 MISSION EXECUTION
Communications Checks 50
****PROPONENT**** Aircraft Lighting 51
Directorate of Line-up, Taxi, and Take-off 52
Training and
Doctrine Formations 54
BLDG 4507
USAACE
Combat Aviation Brigade Combat Aviation Brigade 2

TABLE OF CONTENTS TABLE OF CONTENTS
Formation Changes 55 MISSION CARDS
In-Flight Link-up 56 Julian Calendar 113
LZ/PZ Arrival Procedures 57 PCC/PCI Check List 114
Standard Weapons Control Measures 58 Call Signs 115
MISSION CONTINGENCIES Brevity 116
Actions on Contact 60 FARP Inspection Checklist 121
Lost Commo 61 Elements for CALL and ADJUST FIRE 125
IIMC 62 Remote Hellfire Request 126
Lost Visual Contact 64 CAS 127
Airspace Deconfliction 65 Game Plan and 9 Line CAS 128
Downed Aircrew Actions 66 Rotary-Wing 5 Line 129
Buddy Extraction Procedures 67 BHO Checklist 130
Scatter Plan 68 LZ/PZ Arrival Update Brief 131
LIFT SPECIFIC MISSION CARDS Instrument Checks 132
UH60 Crew Brief 70 KNEEBOARD CARDS
CH47 Crew Brief 75 Commo Card 134
CH47 NCM Brief 78 Commo Card 2 135
CH/UH Passenger Briefing 81 Timeline 136
External Load Checklist 83 EXCHECK 137
Hoist Operations 85 Concept Sketch 138
LCLA ` 87 Route Card 139
PZ Card 140
Water bucket Operations 90
FARP Card 141
Paradrop Operations 93
LZ Card 142
Jumpmaster Brief 94 HA Card 143
CH47 Internal Configurations 95 IIMC Card 144
UH60 SEATs OUT 97 Base Reports 145
AH64 SPECIFIC MISSION CARDS Route Report 148
AH64 Crew Brief 100 Bridge Report 149
MIJI 150
Ordinance Weight Chart 103
On Scene Commander Checklist 151
Missile Preflight Data 107
“Fallen Angel” 152
Danger Close Ranges 108 Nine Line MEDEVAC Request 153
Hellfire/2.75 FFAR & 30MM Cards 109 References 154
Combat Aviation Brigade 3 Combat Aviation Brigade 4

ADMINISTRATIVE PROCEDURES TROOP LEADING PROCEDURES
1. Purpose. The purpose of this document is to establish a set of common practices for 1. Troop Leading Procedures (TLP) help leaders organize their efforts in planning and
routine aviation actions within the Aviation Branch. Additionally, this document is executing the mission. The steps are: receipt of the mission, issue a Warning Order,
intended to provide guidance in areas that require critical thought with respect to make a tentative plan, initiate movement, conduct reconnaissance, complete the plan,
mission planning, preparation and execution. issue the complete order, and supervise pre-combat checks, inspections, rehearsals,
and mission execution. These steps are not always conducted sequentially and
2. Scope. This document serves as a guide for Army aviation units. Any instance or leaders should maximize the available time by simultaneously executing as many as
situation not specifically addressed in this handbook will be IAW the appropriate the TLPs as possible.
regulation, or doctrinal reference.
2. Receive the mission: Immediately after receiving a mission, the company
3. Revision Procedures. Recommended changes to this publications will be forwarded commander/air mission commander should conduct a confirmation brief to the Higher
through the BN/SQDN/TF standardization officer to the BN/SQDN/TF CDR for review. HQs that issued the order ensuring all have a shared understand of the mission. At a
At this point the suggested change will be reviewed and processed at the owning minimum a confirmation brief should consist of the following:
CAB Headquarters prior to forwarding the recommended changes to the United
States Army Aviation Center of Excellence, Directorate of Training and Doctrine, A. The higher commander’s intent, mission, and concept of operations.
Tactics Branch Chief for approval/disapproval.
B. Subordinate unit’s specified tasks and associated purposes.
4. A vertical bar in the margin will indicate text changes; a miniature pointing hand will
indicate illustration changes. If greater than 30 percent of the document changes, a C. The relationship between mission and other units in the operation.
new version of the handbook will be published with a summary and no change
illustrations will be utilized. 3. Issue a Warning Order: The Commander/AMCs should understand, visualize
and describe the type of operation, the mission’s purpose and end-state, the general
5. Changes will be published as page changes with the changed number annotated at location of the operation, the initial timeline (mission planning, any movement,
the bottom of each changed page. reconnaissance and/or mission execution), and prioritize PCC/PCIs to the key
leaders/planning team. The WARNO should include as much information as
6. At a minimum, this handbook will be assessed initially semi-annually, then annually at available and as time permits.
the USAACE Deputy Commander’s Sync to ensure it remains relevant with evolving
doctrine and the unit’s current operations. In addition to this, the publication will enter 4. Make a Tentative Plan: Leaders should gather and consider key information for
into a revision cycle in conjunction with, and similar to other Aviation Doctrine. use in making a tentative plan, update the information continuously and refine the
plan as needed. Use this plan as the starting point for coordination, reconnaissance
7. Recommended changes can be submitted continually to DOTD for review. and movement instructions and consider the factors of METT-TC while planning.
Planning cells are designed to help the Commander/AMC solve the tactical problem
8. Gender Statement. Unless this publication states otherwise, masculine nouns and and produce the products necessary to complete and organize the OPORD/ Air
pronouns do not refer exclusively to men. Mission Brief (AMB). The number of personnel available for mission planning will
determine the number of individuals assigned to a cell.
5. Initiate Movement: As required, including but not limited to LNO/Flight Lead/

AMC link-up, supported/supporting/adjacent unit face-to-face coordination, fighter-
management adjustments, aircraft mission/ armament/ ASE configurations, PCCs,
action on contact rehearsals, and forward positioning of A/C or UAS assets.
6. Conduct recon: As required, including but not limited to Map, Satellite, photo
recon, UAS Recon, or manned recon (PZs, LZs, FARPs, HAs, OPs, BPs, ABFs,
EAs). Consider OPSEC when developing recon plan.
7. Complete the plan: Finalize the products, wargame and adjust the plan as
required. Ask the “what if” or “what is the worst thing that can happen” questions
throughout the process and then mitigate the risk/adjust the plan as required/able.
8. Issue the Plan: The CDR/AMC will normally conduct the ACB/OPORD and cover
the essential actions necessary to accomplish the mission.
9. Supervise: PCC/PCI. In general, the Pilot –in Command conducts Pre-Combat

Checks (PCC) while Air Mission Commanders, Platoon Leaders, and Commanders
conduct Pre-Combat Inspections (PCI). Pre-Combat Checks (PCC) should begin
with the previous missions post-flight/ after operations actions.

WARNING ORDER PLANNING CELLS
1. Situation: 1. The duties and responsibilities for each planning cell are generally described in this
section.
ENEMY:
COMPANY/ TROOP PLANNING CELLS
 Composition / Disposition (SITTEMP) Cell PRIMARY SECONDARY
 Enemy Order of Battle/ Capabilities / Limitations ACTION OFFICER ACTION OFFICER
Enemy/ Weather
 Weather / Terrain (MCOO)
Friendly/ Maneuver
Flight Coordination/
FRIENDLY: Contingencies
Sustainment Support
 Mission / Intent (2 levels up) and Adjacent units
Command and Signal/
 Other aviation units operating in the area Rehearsal
2. Enemy/ Weather cell: The enemy/weather cell determines the enemy situation,
2. Your Unit’s Probable Mission: COA, and threat systems. This cell serves, in conjunction with the maneuver cell to
understand the enemy and environment enabling our formation to gain a position of
 CDR/AMC Intent: advantage over the enemy force or position our formation in the most survivable
locations throughout the mission. This cell should contain a PL, IP and an AMSO.
3. Friendly/ Maneuver cell: The Friendly/Maneuver cell performs liaison duties

3. Changes to Task Organization: between the higher headquarters/supported units, attends Battalion level updates/
briefs as required, and is overall responsible for mission planning. The maneuver cell
should contain the Commander, AMC, and lead mission planner at a minimum. This
cell is responsible for the scheme of maneuver (flight routes, actions on the objective,
etc), the scheme of fires (integration of fire support/ Close Air Support/ Electronic
Warfare, and Cyber) and the EXCHECK.
4. Overall Concept of the Operation (orient to the map and known graphics)
4. Flight Coordination/ Contingencies cell. The Flight Coordination/
 Preliminary Timeline: Contingencies cell is concerned with contingencies in the event they are required for
the mission. It develops the coordinating instructions for the mission, the IIMC Plan,
 Earliest Time of Movement: analyzes SPINS, and determines downed aircraft procedures. This cell should
contain the ASO and an IP when available.
5. Sustainment cell: The Sustainment Cell evaluates, coordinates, and confirms

5. Planning Guidance: aircraft readiness for mission, the availability of FARPs, all Classes of supply
required/available for the mission, and the medical treatment facilities in the pertinent
area of operations. This cell should contain a PL and MTP if available.
6. Command and Signal Cell: The Command and Signal Cell is responsible for
ensuring the formation has the pertinent communication information required to
6. Mission Oriented preparations/Pre-Combat Checks: execute the mission. Additionally, this cell prepares the necessary communications
equipment and the rehearsal as directed by the Commander/AMC. This cell will
contain the company/troop COMSEC Officer when available.
7. Coordination/ Reconnaissance required/ initial Requests For Information

(RFIs):

PLANNING CELL: ENEMY/ WEATHER PLANNING CELL: FRIENDLY/ MANEUVER
Composition (PL, IP, AMSO) POC: Status Suspense Composition (CDR, UAS PL, AMC/FL) POC: Status Suspense
Enemy Forces. Composition, Disposition, and Situation / Friendly forces Composition, and
Strength (Key weapon systems) Disposition
Recent Significant Actions Recent Actions
Current SITTEMP (Enemy Locations and Capabili- Current SITTEMP (Friendly Locations)
ties including known EW and ADA systems)
One level higher mission
Most likely course of action (MLCOA) One level higher commander's intent
Most dangerous course of action (MDCOA) Adjacent unit missions (air & ground tactical
plans)
Produce Engagement Area/ LZ/ OBJ with Enemy
Order of Battle sketch Supported unit (s) missions
Determine ASE settings / TTPs for EW / ADA Other aviation units missions
FCR - Scheme, Terrain Sensitivity, RFI Attachments Detachments

Mission – When (Date/Time), Who (unit), What
APR-39 / AVR-2 (operation/tactical task), Where, Why (purpose).
CMWS Flare combo Commander's intent (Purpose, Key Tasks, End-

Obtain weather briefing/ forecast state, Success Criteria, CCIR)
Concept of the operation
Departure, En route, EA / OBJ, Return Weather
Scheme of Maneuver (Include tempo (hasty/
(Consider Ceilings, Visibility, Wind, Altimeter, Tem-
deliberate) and focus for each phase (terrain/
perature, PA, BMNT, Sunrise, Sunset, EENT, EO,
Moonrise, Moonset, %Illumination, IR Crossover, enemy/friendly force) as well as Relief on Station,
Dew point, SIGMETS, AIRMETS for current and Battle Handover, immediate extraction, MSN abort
(go/no-go) concept/ considerations, min force re-
forecast conditions)
quirement, maximum allowable mission delay
Determine terrain and weather effects on enemy and TAA -Aircraft Departure Plan, Radio Calls, Security
friendly force/ A/C systems (NAIs to observe)
MCOO / OCOKA Address Multi/dissimilar aircraft considerations
Movement, Air Corridors/ Primary Routes, Altitudes,

Airspeeds, Lighting, Mode of Flight, Formations,
Identify/post Hazards to flight Passage Points, Coordination, Obstacles, Actions
on Contact, Alternate Routes, UAS ROZ, Launch
and recovery points
NOTAMs Holding Areas - Location (s), Occupation, Security
PZ and LZ considerations (mission, size, location,

Coordinate With Other Cells and address multi/ long axis, obstacles, # A/C, landing direction, slope,
dissimilar aircraft considerations through-out plan- avenues of approach/departure, shadows, surface,
ning vulnerabilities, Winds, Visibility, Temps, PA

PLANNING CELL: FRIENDLY/ MANEUVER Cont. PLANNING CELL: FLIGHT COORDINATION/ CONTINGENCIES
Composition (CDR, UAS PL, AMC/ FL) POC: Status Suspense Composition (IP, ASO) POC: Status Suspense
Obtain AMPS products from higher HQ CP

Transition to Maneuver based on threat, RP, transition to
traveling, traveling over-watch, bounding over-watch,
establish checkpoints, Ops, NAIs, phase lines and secu- Coordinate with all other cells and address multi/
rity plan to enable maneuver dissimilar aircraft considerations through-out planning
Engagement Area development, Observation Positions, ICW the maneuver cell, Plan and verify primary and
Combat Positions, Attack by Fire / Support by Fire Posi- alternate routes, SPs, CPs, PPs, RPs, LZs,/PZs, OPs,
tions, Battle Positions (Primary and Alternate) consider- DPPs, EA, OBJ, TRPs, etc. for graphics and AMPS. En-
ing: sure base routes are available for the AMB.
Determine CLIII (fuel) requirements
Target Priorities/ Weaponeering
(Takeoff & bingo are min. recommended calculations)
Fire Distribution and Control (TRP, Quadrants, Fire Pat-
terns, Target Array, Sectors, PFZ) Obtain weather brief / NOTAMS / ACO / ATO/ PPR
Combat Position Considerations and security

Prepare AMPS mission load
Determine Type of Attack (Phased, Continuous, Maxi-
mum Destruction)
Bypass Criteria/ Break Contact Criteria Generate generic PPCs for Mission Design Series and
environmental conditions.
MSN Success/Abort criteria
Prepare MRAW
Integrate Fire Support plan to enable maneuver
Coordinate with FSO / obtain fire support overlay /
Post on the CP map
Develop IIMC plan
Determine Fire support assets available/ control authori-
ty/ priority of fires
Scheme of Fires, Position Areas, Target list and fire sup- Prepare/ADJ flight management plan
port coordination measures, NFAs/RFAs
Communication plan - nets, call signs, frequencies, laser Consolidate/ Produce mission products
codes, etc.
Availability of CAS – Control authority/ priority, call signs,
Data/video nets, frequencies, laser codes, payload Load standard mission PCMCIA
Scheme of EW, Cyber effects (times/locations of effects)
Develop TRPs and nominate Targets ISO scheme of Develop/ refine timeline
maneuver and mission (Indirect, CAS, EW, Cyber) and
submit to FSO/ Higher HQ
UAS Scheme of Maneuver: Coordinating instructions
Develop/ Determine Launch/Recovery sites, times,
Routes, ROZ, ACAs, OP, NAIs, TAIs, Handovers,
FREQs, Laser Codes, Data Links, Target Hand-over,
Battle Hand-overs. Combat Aviation Brigade 11 Combat Aviation Brigade 12
Ensure AMB is complete
PLANNING CELL: SUSTAINMENT PLANNING CELL: COMMUNICATIONS/ REHEARSAL
Composition (MTP, PL, PSG) POC: Status Suspense Composition (Commo OIC) POC: Status Suspense
Confirm aircraft readiness for mission – (A/C hours avail-

able, avionics, armament, ASE, UAS) Obtain COMSEC fills for higher HQ and Fill unit SKL
Obtain pertinent communication information from

OPORD / Higher HQ
Confirm/Complete required maintenance
Update all Company COMSEC devices
Ensure all aircraft radios are keyed

Ensure required aircraft + bump A/C are PMD complete,
ready, fueled and armed
Update and prepare communication card
Determine/Verify CL I, CL III, CL V, CL VIII, CL IX

Obtain rehearsal guidance from Commander/AMC for
requirements and configurations
type of rehearsal:
-Full rehearsal using all personnel and aircraft
(Optimum)
-Key leader
-Terrain model (Standard)
-Sand table
Determine/plot available FARP locations
-Map (Acceptable if time constrained)
-Radio/CPOF
-Back brief
Obtain and post MSN graphics and prepare rehearsal:
-Mark grid reference

-Mark linear control measures:
Determine/plot available medical facilities Level I, II, III/
(boundaries, PLs, LOA, LD, FSCL, CPL)
and resources/ assets available/ required
-Represent all key terrain
-Mark locations of AAs, FARPs, HAs, LZs, PZs
-Mark primary and alternate routes including SPs,
CPs, PPs, and RPs
-Mark TRPs, TAIs, NAIs, EAs, DPPs
-Mark significant enemy:
Coordinate with other Cells (major units, targeted unit, ADA)
Coordinate with all cells and address multi/dissimilar

aircraft considerations through-out planning

MISSION BACK BRIEF PLANNING TIMELINE
1. After some initial analysis and planning, the company commander/air mission
commander should conduct a back-brief to explain how they intend to accomplish EVENT Local/ZULU Remarks
their mission. At a minimum the back-brief to the higher HQ should include the
following: Start / Stop
A. Subordinate unit’s graphics (so higher staff can establish a common operating
Receive the mission
picture and de-conflict with higher/adjacent units as necessary).
Issue Warning Order
B. An explanation of the Commander’s/air mission commander’s assumptions, task
Planning / IPC /
organization, mission statement, and concept of operation.
MSN Analysis
C. A detailed discussion/description of actions at critical points in the mission
Planning/ AMCM/ COA-D
(Passage of Lines, on OBJ), and assessed mission risk.
Planning/ Wargame
D. Requests for any additional resources or graphics changes, such as an
Product Production
execution checklist, or EXCHECK .
AMB / OPORD Brief
2. Units should establish a timeline as soon as possible and using the reverse planning
process to sequence critical events. It is critical to consider fighter management ACB / OPORD Brief,
when developing the timeline. Reverse planning checklist on the next page:
Combined Arms Mission
Mission Rehearsal
PREFLIGHT/ PCCs/ PCIs
Update Brief
(T) COMMO CHECK
(T) Takeoff Time
(T) SP/LD Time
Objective, Mission,
H-Hour, or Time on Target
(T) ROS/ BHO/
End of MSN
(T) After Operations
Maintenance
(T) Debrief
(T) AAR

AMCM (COA-D) CHECKLIST Page 1 of 2 AMCM (COA-D) CHECKLIST Page 2 of 2
Roll Call: Laager Plan (Loc, REDCON, Comms)
Supported Unit: Supporting Unit:
Deception Plan: False Insertions
ENEMY SITUATION (MLCOA, MDCOA):
FRIENDLY SITUATION: ATK/ RECON/ ORGANIC UAS: - COA Sketch
Weather/Illum for INFIL: Weather Decision: - # Type aircraft: - RP/ABFs/BPs/NAIs/TAIs/TRPs/
EXFIL: Go Or Abort Time/ Method: - Task and purpose: EAs/GRG:
AATF MSN: Key Tasks: - Munitions requested: - Airspace Deconfliction Measures:
End-state:
- Call sign/ voice/ Data frequencies: - Ground target marking methods:
Concept of Operation (GTP) COA Sketch/Mission Graphics
ISR/UAS Requested/Approved - Time on Station/ MSN window:
H-Hour:
Total Force to Move: Internal (CAB/BCT/DIV UAS Available) - NAIs/ROZs/Corridors
- Minimum force to move:(1st lift/ 2nd lift): -Task and Purpose: - Airspace Deconfliction Measures:
- Type of equipment to move - Call Sign/Voice/Data Freqs: - Ground target marking methods:
# of Aircraft and Type: - MIRC Address/ BFT URN:
# of seats required per aircraft: - Re-trans Required (YES / NO)
- Doors Open/Closed:
- Internal/external max weight expected: Airspace Coordination/Control (CAS/
- Identify NET, NLT, and delay time for MSN: RW/UAS/ISR)
- Any special equipment required in aircraft: FIRE SUPPORT:
- Priority equipment/personnel (bump plan): - SEAD/ Pre-AASLT Fires:
PZ Operations: (Attach Diagram/Image): - Close Air Support Requested/
- PZ NAME:
- Location/Frequency (PACE)/Call sign: Approved:
- Description (Size, Surface): MEDEVAC/CASEVAC Procedures:
- Markings Far/Near (Day/Night):
- Approach/Departure Direction: - BUMP Plan: Service and support: FARP Plan (Lift/
- Landing Direction: Attack)
- Security (weapons control status): CONTINGENCIES: CONTINGENCIES:
- PAX and equipment location: - Max mission delay time: - No EW/CAS/CAP/AWT:
- Hot or Cold Load (right/left/both doors):
- Static Load Training (where and when): - Wx (Min, Max, Delay): - En route Fallen Angel (Downed
- Hazards (Wires, Brownout, etc): - Key leader locations/BUMP info: Aircraft):
Route overview/Estimated Time En route: - Abort Criteria (INFIL) - PZ Fallen Angel (Downed Air-
- Areas to Avoid: - Detection/ Compromise/Contact (En- craft):- Ground Exfil Plan/ NLT:
- Time/Check point calls requested: route, Objective): - Emergency Resupply:
- DOORS (Open/Closed): - No COMM: - No Comms Extraction: (visual
LZ Operations: Primary HLZs: -Attach Imagery and TADPOLE
- Location: - Frequency/Call sign: Diagrams signal, NLT time):
- Time/Event Driven: - Emergency Extraction (signal,
- Land formation and heading (go around): - Hot/Cold (conditions check/ brevity, location):
- Suitability/Hazards: method/time): Command and Signal: ABN:
- Markings Far/Near (Day/Night): AATFC: CAN:
- Weapon control status: - Immediate/Emergency EXFIL plan/
- Troop Offload (Left/Right/Both): signal: GFC: CMD:
AMC: SER INT
ALTERNATE LZs: FLT LEAD: PZ/LZ:
- Location: - Frequency/Call sign: SPARE:
- Land formation and heading (go around): COMSEC (current/change over
- Description:
time):
- Suitability/Hazards:
- Markings Far/Near (Day/Night): Proposed Timeline:
- Weapon control status: (ACB, rehearsals, static load, commex, update
- Troop Offload (Left/Right/Both): briefs, weather call, H-Hour, EXFIL, debrief):
- Trigger for use:
ROUTE PLANNING CONSIDERATIONS PLANNING GRAPHICS/ COMMON SYMBOLOGY
1. One-way flight routes are preferred whenever possible to mitigate risk. 1. Planning Graphics and Common Symbology will be IAW with ADRP 1-02, Terms and
Military Symbols.
2. Two-way flight routes are de-conflicted by time and/or altitude separation.
2. Frequently used map marking as listed below. ADRP 1-02, contains additional map
3. Key elements to consider when planning a flight route include: symbols.
3. Navigation Markings Mission plotter, NSN 6605-00-766-6901, may be used. Orient
A. When using maps 1:100,000 and below use KM, and 1:250,000 and above use NM. the markings with the course direction.
B. Always plan alternate ingress and egress flight routes. Landing Zone (LZ)/ A geographic area used to drop off troops or
equipment
C. Locate the SP 3 to 8 kilometers from the PZs, TAA, HA. Pick-up Zone (PZ) A geographic area used to pick up troops or
equipment.
D. Locate the RP 3 to 8 kilometers from the ABF, SBF, OPs, Check Points, LZs (consider
primary and alternate, contingency, or emergency). Land ± 50 meters of the ground tactical commanders intended landing
point.
E. Use prominent, designated terrain features located along the flight route that facilitate
navigation, control of speed, and control of en-route fires as air control points (ACPs). Land ± 30 seconds from the air movement table touchdown time.
F. Select routes that are as short as possible, tactically sound, and conducive to successful Land ± 15 degrees from the planned landing heading
navigation.
Start Point (SP)/ Well-defined point on the ground where a route begins.
G. Routes should avoid brightly lit areas and population centers, however consider potential
enemy ambushes along predictable obvious routes. Choose a point 3-8 KM from the departure point aligned within 30
Degree arc of course. SP quality is more important than distance
H. If possible, select a route with terrain and vegetation that permit masking to limit exposure
and azimuth.
to enemy observation, direct fire weapons, and radar acquisition.
I. Consider deception legs. We must assume we are under constant surveillance and weigh Release Point (RP) Well-defined point on the ground where a route ends
the value of deception with risk and the cost in fuel, flight time, and additional turns.
Choose a point 3-8 KM from the landing zone and within 30 degrees
J. Avoid turns in the route which exceed 60 degrees especially if sling loads are involved. from the landing zone heading. The importance of a good RP
cannot be over emphasized.
K. Ensure routes are at least two kilometers wide.
Air Control Point (ACP) A prominent designated terrain feature located
L. Ensure the heading to the RP is within 30 degrees of the LZ landing direction. along the flight route that facilitates navigation, control of speed,
M. Serial separation depends on METT-C, however it should not be less than 1 Minute for and control of en route fires.
Blackhawks and 3 Minutes for Chinooks off-loading vehicles. There is no standard
separation for Attack Aircraft (METT-C). Choose a point 5-20 KM apart with barriers that funnel to or signal over
flight.
N. Flight routes should avoid known or suspected enemy air defenses.
Navigation Information Box (NIB) Place the NIB to the left or right of
O. Flight routes must support both primary and alternate LZs. Each LZ should lie within a 30- the course line adjacent to the associated checkpoint.
degree arc from the RP.
P. When transitioning from movement to maneuver, planners should establish

Magnetic Heading
checkpoints, observation points, or phase-lines to control movement and enable
navigation to the support by fire position, attack by fire position, battle position, and/or Distance to Next Point
the security or reconnaissance objective. Additionally, planning should consider ETE to Next Point
movement techniques (traveling, traveling over- watch, bounding or bounding over-
watch).

PLANNING GRAPHICS/ COMMON SYMBOLOGY ROUTE PLANNING
1. Navigation Planning. Planners will confirm the accuracy of all times, distances,
headings, and coordinates. Suggest using three different people to verify the
accuracy.
Course Line – A solid line that connects the well-defined points or prominent
terrain features chosen for the route. If the course heading is variable, use a A. Ensure all times are within ± 2 seconds.
dashed line.
B. Ensure distances are within ± 300 meters or 0.2 NM.
1) Left Side Tick Marks – The distance tick marks will vary in intervals of 10
KM, 5 KM, and 1 KM apart. The tick mark intervals will decrease as the
course line approaches the next checkpoint. The tick mark labels will C. Ensure headings are within ± 2 degrees.
indicate distance remaining to the next checkpoint.
D. Ensure coordinates are within ±300 meters for military grid reference system
2) Right Side Tick Marks – The time tick marks will vary in intervals of 10 (MGRS) or ± 20 seconds for Latitude and Longitude.
minutes, 5 minutes, and 1 minute. The tick mark intervals will decrease as
the course line approaches the next check point. The tick mark labels will
2. Hazard Markings are marked with red ink at least 5 kilometers either side of the
indicate elapsed time or time remaining from takeoff and/or the last
selected course in case in-flight deviation becomes necessary. Mark antennas with
checkpoint passed.
altitude if available. Use parenthesis around AGL altitudes.
3) Time Used along the flight route to facilitate navigation, control speed, and Wires
control en route fires. Indicate additional time for acceleration or
deceleration on the TDH card to enable accurate triple-checks.
Antennas and
4) Hard Time “00:00:00” – For time driven missions (H-hour). Towers
475
5) Soft Times “0000” – For items such as preflight time.
6) Elapsed Times “00+00+00” – Used for event driven missions.
7) Intermediate Times “00:00:00”– To ensure all arrive on time. 3. The example below illustrates how symbols are combined and plotted on the map.
4. Navigation Standards. If multiple maps are used, number them and mark the
top of the map with an up arrow for quick orientation in the cockpit. Avoid planning
route segments that require heading changes of more than 60 degrees (especially
critical during NVG/multi-ship operations).

Release Point/ Passage Point LZ/PZ Selection
1. A release point (RP) is a location on a route or a well defined point on the ground where a 1. When considering LZ or PZ selection (both primary, alternate, contingency and emer-
route ends where marching elements (formation designed for movement) are released from gency), planners and reconnaissance elements should determine the if the LZ/PZ will
centralized control. This is the point where aviation elements transition from formation flight facilitate the supported unit’s ability to accomplish the mission, meeting the command-
designed for efficient movement, to a formation and technique designed to maneuver the er’s intent for location or distance from the objective, and the force required to provide
preponderance of its combat power in a manner and direction where the commander be-
security during the assault/mission. Consider alternate LZs along the direct of
lieves they will effectively make contact with the enemy or to enable individual aircraft/ ele-
flight or forward of the primary LZ, contingency LZ outside of enemy small arms fire,
ments to effectively maneuver to the OBJ, OP, BP, ABF, SBF, LZ, PZ, ROZ, etc.
and emergency LZ a terrain feature away potentially requiring an adjustment to the
2. Release points are driven by the friendly force mission, or the enemy situation. An aviation ground tactical plan.
formation will transition/travel on an uncontested air-corridor or route (if they can safely move
with or without SEAD) to an RP in vicinity of an OBJ, OP, BP, ABF, SBF, LZ, PZ, ROZ, etc. 2. Additionally, the technical characteristics considered for LZ/PZs include the type of
In this case a RP is typically identified approximately 3-8 KMs out within 30 degrees of the Landing formations the LZ supports, Obstacles and hazards in the landing area
intended landing/ mission orientation (OP/BP). and vicinity, Number and type of aircraft the LZ/PZ can support, the Ground slope of
the landing area, Load suitability, Approach and departure directions, Size of the
3. Planners/ AMCs must consider the point that SEAD, terrain, rate of march, or other enablers available landing area, Surface conditions (including brown-out, white-out, impact of
can not mitigate the likely enemy contact (Direct fire, EW, Indirect fire) and establish a re- smoke), Vulnerability ( of direct, indirect, EW, and visual contact with the enemy).
lease point to transition from movement in a formation flight to maneuvering the formation
tactically. The planners/AMC should consider METT-TC when determining the maneuver A. UH60: min 60m separation between A/C (Light or Heavy PZ)
technique (traveling, traveling over-watch, bounding, or bounding over-watch and the maneu-
B. CH47: min 100m separation between A/C (Light PZ)
ver formation (staggered, echelon, trail, teams, etc.) that best mitigates the risk of enemy
contact. C. CH47: min 200m separation between loads (Heavy PZ (250m Night))
D. AH64: min 60m separation between A/C
4. Planners/ AMCs must also consider the threat and how/when to minimize the electronic sig-
nals the formation is emitting. RP/PP could be a good control measure to trigger formations Note: Avoid dirt strips and note surface conditions such as dust, snow, obstacles
to implement/reduce electronic signal restrictions. Specific considerations on limiting/allowing may dictate larger PZ/LZs. The type of landing formations (Staggered, Abeam or
the use of communication systems (voice, digital messages), Radar emissions (FCR, RFI, Trail ) or landing one at a time may mitigate it. A trail formation is the least desirable
and radar altimeters), and lighting (overt/covert). due to lack of visual references with the lead aircraft and high power requirements.
5. For Attack aircraft, the RP represents a transition point for aircrews to transition from en- Note: External load consider hookup team’s equipment, exit direction, location, load
route operations and prepare for engagement actions prior to the arrival at the firing position. positioning and aircraft maneuver areas. Subsequent drops of external loads or pal-
Upon arrival at the RP flight lead will slow, and the flight will change formation to teams of the lets will require a significant amount of additional space in the LZ.
briefed number. Each aircraft will confirm navigation/fly to information, execute attack for-
mation, individual aircraft spacing and team spacing, execute communication plan as re- 3. Finally planners or reconnaissance elements should assess the impacts of the weather
quired, confirm video recording and source, set TSD to attack phase, select scale, and select conditions including Ceiling and visibility, Density altitude and Winds when consid-
ACQ source as appropriate, select appropriate weapons, confirm Weapons Systems ering primary and alternate LZ or PZ selection and the type of formation (ie. where the
ARMED. This is usually the point where the formation transitions to the appropriate move- dust cloud or debris drift).
ment technique. It is important to consider how to maneuver, what control measures are
required to enable maneuver, and the security considerations while maneuvering. Specifical- 4. As part of the landing plan planners should consider a single HLZ to simplify control,
ly, what movement techniques (traveling, traveling over- watch, bounding or bounding over- concentrate supporting fires and reconnaissance, improve security on subsequent lifts,
watch) checkpoints, observation points, or phase-lines to control movement and enable
mass combat power, and reduce fratricide risk; or multiple HLZs to reduce the risk of
navigation as well as what NAIs to observe and who is responsible for observing them
concentrating the entire assaulting force in one location, to force the enemy to fight in
while maneuvering.
multiple directions, to enable a rapid dispersal of ground elements to accomplish tasks
6. A passage point is a specifically designated place where the passing units will pass through in separate areas, and as part of the deception plan/ operational security.
the stationary unit. It is an important coordination measure that enables ground maneuver,
artillery, ADA, and aviation forces to reduce fratricide risks and facilitate mission command. 5. The landing plan and formation must address door gunner fires to reduce the risk of
Planners should consider selecting a point that is easily identifiable and use near and far fratricide, and address security requirements from RP to the LZ including assigning
recognition signals (IFF turn on/turn-off lines, aircraft lighting signals, BFT, radio comms, NAIs focused on confirming or denying the enemy most dangerous COA, most likely
etc.) to reduce the risk of fratricide. COA, or to orient door gunners, scouts, attack elements, UAS, and other enablers on
where the formation is most vulnerable. The landing plan should also address contin-
gencies including, go-arounds, enemy contact, Hot/Cold LZ/PZ, frustrated loads or
maintenance malfunctions in the LZ/PZ, etc.

Holding Area Operations Occupy a BP/ABF/SBF/OP/FP
1. A Holding Area (HA) is the last covered and concealed position prior to the objec- 1. When considering a BP/ABF/SBF/OP/FP the crew/planners should select positions
tive that is occupied for short periods of time. HA occupation and location is based based on the nature of the target or recon objective, obstacles that limit engagements
on METT-TC and is generally used to reduce the time required to execute move- or observation, range to target/ recon objective, that support multiple positions for sur-
ment or maneuver to a position of advantage. Holding Area operations reduces
reaction time required by forward positioning elements, allows more time for recon- vivability moves, and area to maneuver.
naissance, and/or the synchronization of enablers. 2. From the firing positions or individual OPs, the crew/planners should consider the fol-
2. Security considerations, and tactical/technical triggers will drive the decision for HA lowing:
location.
3. Consider the following: A. Background. Terrain masking to ensure the A/C is not silhouetted.
A. Approximately 10 KM behind the RP but must consider enemy con- B. Range. The kill zone should be within the last one-third of the weapon's
tact (visual, direct and indirect at a minimum). range for aircraft survivability (within the minimum and maximum effective
range of the selected weapon system, and should be outside the enemy’s
B. Occupy HAs for less than 10 minutes, if more time is required select maximum effective range).
multiple/ alternate Has to conduct survivability moves. C. Target altitude. The firing position should be level with or higher than
the target area, if possible.
C. Consider avenues of approach and departure, environmental con-
siderations (dust signature, audible signature), and flight profiles D. Sun or full moon. The sun/moon behind or to the side of the A/C.
that minimize exposure to enemy forces. E. Shadow. Position should be within an area covered by sun shadow,
moon shadow, or artificially produced shadow.
D. Establish 360-degree security and maintain contact with wingman.
F. Concealment. Terrain, man-made objects or vegetation around the firing
E. Maintain REDCON 1 or RECON 2. area should be sufficient for the helicopter to remain masked.
G. Rotor wash. Position should avoid or reduce the visual signature
F. Maintain communications with Higher HQ. caused by the effect of rotor wash.
H. Maneuver area. Position should permit concealed entry and exit and
G. As a technique, the lead aircraft should land at 10-11 O'clock (if 12 obstacle avoidance (think evasive and emergency procedure maneuvers).
O'clock is the planned takeoff direction (into the wind); additional
aircraft will position as necessary to maintain 360-degree security. I. Fields of fire. The target/EA/OBJ must be visible.
3. Additionally, planners/crews should select firing positions and observation posts that
can provide adequate observation across the width and depth of the Engagement Are-
as, Objectives, NAIs (named areas of interest), TAIs (target areas of interest), that are
mutually supportive to ensure effective communications, enhance security, and to ena-
ble target/reconnaissance handovers.
4. When occupying a BP/ABF/SBF/OP/FP the crew/staff should consider METT-TC when

determining if the formation should set left stack right, or set right stack left. To simpli-
fy things, it is preferred to set left, stack right if the conditions permit, however give
special consideration to aircraft performance considerations (PPC, power available,
ETFs etc), winds, acoustics, rotor wash, local security requirements, and fields of fire
before deciding how to occupy a position.
5. When occupying a BP/ABF/SBF/OP/FP the crew/staff should assign local security

tasks including the assignment of NAIs focused on confirming or denying the enemy
most dangerous COA, most likely COA, or to orient on where the formation is most
vulnerable in order to protect the force and enable mission success.

Engagement Area Development Direct Fire Planning
1. An engagement area (EA) is an area where the commander intends to contain and
destroy an enemy force with the massed effects of all available weapons and support-
ing systems. Additionally, a target area of interest (TAI) is the geographical area where
high-value targets can be acquired and engaged by friendly forces. The distinction
between a TAI and an EA is the ability of friendly forces to contain and mass effects
against the enemy. From an aviation stand point, EA development principle consider-
ations apply to both with potentially less time the enemy is in the TAI and the less ena-
blers or obstacles available to shape the enemy actions.
2. The Battalion or TF is responsible for planning EAs, where as the company conducts
direct fire planning. The EA development process:
A. Intelligence preparation of the battlefield: Define the operation environ-

ment (Describe environmental effects, Evaluate the threat, Determine threat
courses of action). At a minimum, the following questions should be an-
swered: where is the enemy currently located, Where is the enemy going?
Where can we best engage the enemy? When will the enemy be there? What
weapons systems do the enemy have that can affect our unit?
B. Select the ground for the attack. Decide where, and when to attack the
enemy understand the mission and Commander’s intent or purpose, key
tasks, and end state of the mission. Determine the Concept of the operation,
how to deceive the enemy, the support/sustainment priorities, the timeline,
and give order and rehearsal guidance.
C. Integrate the EA. This step is how the commander intends to contain
and destroy an enemy force with the massed fires of all available weapons.
Consider: Enemy avenues of approach, Enemy rate of advance, Key terrain
that gives the advantage for specific avenues of approach, What formation
the enemy will use, and at what point will they likely change formation, Ex-
pected range to engagement, Maximum effective range of friendly weapons
systems (direct and indirect), When the enemy will begin counter-
engagements, Maximum effective range of enemy weapons systems (direct
and indirect), Where is the dead space in the EA, and how it will be covered?
The planners must integrate the use of artillery, CAS, UAS, and mortars to
shape the OE for the direct fire fight.
D. Direct fire planning. The plan should concentrate focus on long range
targets, minimize exposure but have the best success rate, and engage the
priority targets first. The following principles should be taken into considera-
tion: Mass fires, Leaders must control fires (triggers or fire commands),
Crews must understand fire plan, Focus fires, Distribute fires (closest TRPs,
quadrants, fire patterns (frontal or in depth), target array, priority fire zones, or
sectors), Shift fires, and Rehearse the fire plan.
3. Standard unit fire command: Alert, Weapon or ammunition, Target description, Orien-
tation. Execution. Example: “Gun 2, contact T80 in the open, 360 degrees, 5000m,
fire when ready.”

RECON/SECURITY UAS PLANNING CONSIDERATIONS
1. Reconnaissance missions/operations are undertaken to obtain accurate and Mission: - Establish liaison with the Supported Ground Unit early.
timely information about the enemy activities and resources, or the area of operations - Determine mission configuration based on mission task and
(meteorological, hydrographic or geographic characteristics) to support the command- purpose in support of ground units.
- Coordinate airspace requests if mission requires adjustments
er’s situational awareness and decision making processes. The forms of reconnais- to the approved Unit Airspace Plan.
sance include zone, area, and route reconnaissance, as well as reconnaissance in - Develop a UAS communications relay plan based on unit prior-
force (RIF). ity.
2. Area reconnaissance – A form of reconnaissance that focuses on obtaining detailed - Integrate UAS into the combined arms rehearsal.
information about the terrain or enemy activity within a prescribed area. - Publish required frequencies, laser codes, OSRVT CUCS ID.
- Develop and publish dynamic re-tasking procedures for MUM-
3. Zone reconnaissance – A form of reconnaissance that involves a directed effort to T
obtain detailed information on all routes, obstacles, terrain, and enemy forces within a
Enemy: - Capabilities to detect visually or acoustically UAS operations
zone defined by boundaries. - Counter UAS capabilities (flight, exploitation/interdiction of data
4. Route reconnaissance – A directed effort to obtain detailed information of a specified links, and ground control stations
route and all terrain from which the enemy could influence movement along that route. - Electronic warfare
- Operations in a GPS denied environment
5. Reconnaissance in force – A deliberate combat operation designed to discover or - Enemy situation surrounding NAIs, routes and loiter points
test the enemy’s strength, dispositions, and reactions or to obtain other information.
6. The fundamentals of reconnaissance include: Weather effects Note: Considerations have to be made for the entire UAS, (UA,
GCS, sensors) for launch, throughout the duration of the mis-
A. Ensure continuous reconnaissance. sion, and for recovery.
B. Do not keep reconnaissance assets in reserve. - Wind effects
- Precipitation
C. Orient on the reconnaissance objective. - Temperature impacts to the aircraft, sensors and ground equip-
D. Report all information rapidly and accurately. ment
(UAS can provide real time weather data including temp, precipi-
E. Retain the freedom of maneuver. tation, clouds, winds and visibility to augment forecasted weath-
F. Gain and maintain enemy contact. er)
G. Develop the situation rapidly. Terrain: - Surrounding terrain impacts on line of sight
- Selection of airfields for launch and recovery sites
6. Commander should provide guidance on Focus, Tempo, Engagement/disengagement - GCS locations for mission support
criteria and Displacement criteria. - Requirements for communications relay
7. Security operations are those operations undertaken by a commander to provide early - Impacts to MUM-T remote hellfire engagements
and accurate warning of enemy operations, to develop the situation, and to provide the Time: - Available mission time for different manned and unmanned
force being protected with time and maneuver space. aircraft
8. Army Aviation performs security missions/operations (screen, guard, cover, area, and - Establish readiness levels required to launch an aircraft
local security) to preserve friendly forces combat power of and provide infor- - Emplacement time required for different UAS
mation about the enemy.
9. The fundamentals of security provide a framework for security operations: Troops/ - BAE capability of the supported unit to properly integrate
Equipment Available manned and unmanned aviation systems. Does the unit have a
A. Provide early and accurate warning 150U assigned? If no, consider providing an LNO from one of
B. Provide reaction time and maneuver space. the UAS units
- Joint ISR platforms relevant to the supported AO
C. Orient on the protected force, area, or facility.
D. Perform continuous reconnaissance. Civilian Factors: - Downed aircraft recovery
E. Maintain enemy contact. - Civil affairs planning
10. Commander should provide guidance on Focus, Tempo of security, Engagement/
disengagement criteria and Displacement criteria.

UAS FACTORS STANDARD NAMING CONVENTION
Weather UAS 1. Standard Naming Convention is utilized if not previously selected by the supported
Gray Eagle Shadow Raven/Puma unit or written in AOR specific procedures.
Icing De-icing capability No de-ice No de-ice capability
for Light icing (1 hr capability Control Measure/ Product Example
in light icing condi-
tions when set to Air Axis Weapons Axis Axe
auto
Takeoff and Land: Air Control Point Numbers ACP 1
Headwind Cross- 26 kts N/A 20kts
wind Limits 22 kts 20 (Gust to 25) N/A Air Corridor Jewels Sapphire
Rain .2 inches or less/ .2 inches or less/ .25 inches or less/hour
hour (moderate hour (moderate rain) Area of Operations Unit Nicknames AO Strike
rain) (UA and TALS)
Assembly Area Male Names AA Steve
Lightning No operations No operations with-
within 25nm from in 25nm from the Attack Position Female Names AP Linda
the acft acft or GCS
Ceiling/visibility VFR minimums VFR minimums and
Axis of Advance Tools Axis Hammer
Takeoff/enroute and Local estab- Local established
lished procedures procedures
Attack by Fire Numbers ABF 2
Position
Min/Max operating 2000’ AGL/25k 2000’AGL/15k’ MSL N/A/500’
altitudes MSL Checkpoint Numbers CP 1
Contact Point Letters CP A
Optimum altitude 5000-6000’ AGL 500’
for sensor ops Engagement Area Violent Action Verbs EA Kill
Runway length 4500’/4500’ Land – 500’ N/A

EXCHECK US City Names Atlanta
required: Takeoff/
Land FARP Gas Stations FARP Shell
LASER Designator Planning. FOB, LSA Battles FOB Alamo
1. Crew members must be GT-VI to designate live fire missions.
2. UAS must remain clear of the munitions exclusion zone when performing remote LZ, DZ Birds LZ Owl
designation.
Link-up Point Numbers LUP 1
Objective Ground Animals OBJ Bear
Passage Lane Tire Companies Lane Good-
year
Passage Point Numbers PP 1
Phase Line States PL Texas
PZ Trees PZ Elm
Routes (Air) Celestial Bodies Route Mercury
Routes (Ground) Automobiles Route Honda

Minimum Products/ Information Distributed/ Issued REDCON LEVELS
1. Task organization: crew and A/C assignments (Preferably posted on commo 1. Readiness Condition Levels (REDCON). PCs must report their REDCON levels to
card) the Commander/AMC enabling an understanding of the flights overall readiness.
2. Maps/ graphics (Friendly maneuver graphics, RFLs, NAIs, Fire Support PAAs
RESPONSE
and control measures; Known/ Templated enemy locations, hazards, primary and LEVEL AIRCRAFT ENG APU WPNS COMMO STATUS
TIME
alternate routes, airspace control measures, Contact Points, and FARPs)
3. CDRs Intent AH-64 INITALIZED
4. CCIR
IMMEDIATE SAFE AND MSN READY FOR
1 CH-47 100% OFF
5. Scheme of maneuver TAKE OFF CLEAR FREQs TAKEOFF
6. Timeline/ EX-Check SAFE AND

UH-60
CLEAR
7. TDH cards
AH-64 INITALIZED
8. EA/OBJ Sketch
MSN
9. Fire Support Plan (PAA/TRPs) 15 CREW AT OR
2 CH-47 OFF ON INSTALLED FREQs/
MINUTES IN AIRCRAFT
INTERNAL
10. NAI/TAI Card (s)
UH-60 INSTALLED
11. LZ/PZ Diagrams
12. Tadpole diagram. (UH/CH) AH-64

SYS OFF/
Ammo loaded
MANPACK
13. FARP Sketch (s) / MBIT-
CREW ON
30 TER/ crew
3 CH-47 OFF OFF INSTALLED STANDBY
14. Bump Plan MINUTES at aircraft,
WITH COMMS
in CP, or
TOC
15. IIMC plan UH-60 INSTALLED
16. PPC/Fuel data
SYS OFF/
AH-64 Ammo loaded
17. ACO/ATO/SPINS information (downed aircraft and personnel recovery plan)
A/C PRE-
FLIGHT
18. Commo Card (s) with supported/supporting unit commo information
4 1 HOUR CH-47 OFF OFF INSTALLED CO. FM CREWS
BRIEFED and
19. Mission Risk Assessment rehearsed
UH-60 INSTALLED
SYS OFF/
AH-64 Ammo loaded Maintenance
ON CALL
Fighter
5 >1 HOURS CH-47 OFF OFF INSTALLED BY HIGH-
Management
ER HQ
UH-60 INSTALLED MSN Planning

RISK MANAGEMENT FIGHTER MANAGEMENT
Time Period Duty Period DA Form 2408-12 Hours
1. All planning cells should incorporate risk management into the planning process with
the purpose of identifying risks and implementing control measures. Use the five 8 Hours - Day (SR-SS)
steps of risk management: Identify hazards, assess hazards, develop controls and 12 Hours
make a risk decision, implement controls, and supervise and evaluate. CDRs/AMC/ 7 Hours - ANY Combination
MBOs/Planners need to understand their crews and equipment capabilities, the
*14 Hours Day, Night, NVD (MAX 6.0),
mission, the enemy, and the environment in order to properly asses and mitigate the 1 DAY/
residual risk. Hood, Instrument, or Weather
Defined 24 Hour
Period **25 Hours
EXPERIENCE: Crew selection is the best method of mitigating overall mission risk 6 Hours - NVD
and is accomplished by matching crew capabilities with mission requirements
3 Hours - CBRN (MOPP 3 or 4)

14 Days 196* / 224** 74 Flight Hours
Typical Command and Risk Approval Level 30 Days 420* / 480** 100 Hours1 110 Hours2
Low Risk Missions Company/Troop Commander * Standard duty for Mission Ready crews (e.g. QRF).
** Standard duty period for MEDEVAC/ QRF/ PR.
1. The crewmember is required to be evaluated by the flight surgeon prior to flying through the
14/30 duty day limit, 74 hours in a 14 day period limit, and 100 hours in a 30 day period.
Medium Risk Missions Battalion/Squadron/
2. BDE Commander approval is required to exceed 110 hours. Task Force Commanders must
submit a request for extensions to exceed the 110 hour 30 day limit and the crewmember must
Task Force Commander receive another DD 2992 from the flight surgeon.
High Risk Missions Aviation Brigade Commander NOTE 1: The table above applies to aircraft; however, flight simulator hours performed prior to
aircraft flight in the same duty period are cumulative and count as if the actual flight duty is in the air-
craft.
NOTE 2: Commanders who have continuous stand-by support requirements (MEDEVAC, QRF,
PR, etc.) will use the following guidelines.
Extremely High First General Officer in the
a. The PC of the crew will manage the duty period of aircrews that maintain a continuous, 14 hr/24 hr
mission - ready posture. The primary duties of those crews will be directly related to the planning,
Risk Missions chain of command preparation, and execution of that mission.
b. Sufficient accommodations for rest, meals, and isolation away from other unit activities will be pro-
* Refer to local policy or operations order for guidance/ authority vided to the crews.
c. Training flights for mission ready crews will be managed in such a way so they will not jeopardize
aircrew response time or prevent mission accomplishment due to inadequate fighter management.
NOTE 3: If a crewmember remains between 100 and 110 hours, then he/she must be re-
evaluated by a. flight surgeon every 14 days to continue performing flight duties.
NOTE 4: The following ranks, 0-4 and above, W-4 and above, E-8 and above, in BN/BDE Staff or
Special Staff positions will manage their own fighter management duty periods. Those individuals
above will adhere to all Fighter Management policy requirements 24 hours prior to assuming flight
duties. This is intended to allow those individuals to perform their critical primary duties, but mandate
suitable rest prior to assumption of flight duties.
NOTE 5: Company commanders can add 2 hours of duty to the duty period, not to exceed 14
hours, and one additional flight hour. BN/SQDN/TF commanders can add 2 hours of duty to
the duty period, not to exceed 16 hours, and one additional flight hour. The BDE commander
can designate duty and flight hours as necessary on a case by case basis.
DUTY HOUR MAXIMUMS (Non Crew Members)
TIME PERIOD DUTY PERIOD

24 Hours 14 Hours
14 Days 224**
30 Days 480**
Extensions will be considered on a case-by-case basis.

OPORD/ AMB/ Multi-Ship Page 1 of 5
TIME HACK
DATE/TIME
OPORD NAME/ NUMBER:
MAP REFERENCES, IMAGERY, PUBS, PACKET INVENTORY:
TASK ORGANIZATION: Include Aircraft (Primary and Spare), parking, call-signs,
crew assignments, chalk order as required.
1.SITUATION
a. Terrain:
b. Enemy Forces:
(1) Strength (Ground/Air/ADA):
(2) Composition:
(3) Disposition:
(4) Location:
(5) Previous actions:
(6) Probable courses of action (MLCOA/MDCOA):
c. Friendly Forces.
(1) Higher (mission, location and intent: air and ground):
(2) Adjacent (air and ground):
(3) Supported unit(s) and location:
BRIEFINGS/ REHEARSALS/ AAR (4) Other aviation elements in the area of operations (incl flight
routes):
(5) Attachments and Detachments:
d. Weather:
(1) Current weather and light data for mission:
(2) Forecast weather for mission:
(3) Special environmental considerations or hazards. (IR Crosso-
ver / Time):
(4) Published weather minimums for operations:
(5) NOTAMs:
(6) PPC (all MDS)
2.MISSION (Who, What, When, Where, Why, & How)
a. Commander’s Intent
(1) Purpose of the mission.
(2) Key tasks to be accomplished.
(3) End state – Success criteria (friendly, enemy , terrain, civilians)

OPORD/ AMB/ Multi-Ship Page 2 of 5 OPORD/ AMB/ Multi-Ship Page 3 of 5
3.EXECUTION: f. Tasks to Subordinate Units.
a. Concept of Operation. Brief description in chronological order of how the (1) List all units and state missions/tasks and purposes to be ac-
mission is to be accomplished/how all units will be employed (address complished.
Ground and Aviation formations). (2) Include all flight related tasks: Flight Plan, update weather brief,
b. Scheme of Maneuver (Detailed description of how all units are to execute PPCs, MRAW, update NOTAMs, Primary Navigation and timing,
the mission (address dissimilar aircraft considerations)). Backup Navigation and timing, Lighting, Transponder, backup
(1) Identify main and supporting efforts. Transponder, Coordination/Communication with ATC, PZ Con-
trol, Sector calls, Air-to-Air, flight following, in flight weather
(2) Describe Flight coordination/execution from parking, line-up,
updates, airport advisory calls, Ground Force, CAS, MEDEVAC,
departure, en route, actions on OBJ, egress.
Fires, ADA, Adjacent Units, and Higher HQ, security tasks
 Parking, line-up, link-up, Air routes/corridors, ACPs, SPs, route (front, flank, rear), Fence in/out calls, debrief.
names, rally points, Passage Points, ASE turn-on/off points (3) Include organization for combat if not clear in task organization
 Traffic patterns: (FARPs, AAs, HAs, other): include attachments/detachments:
g. Coordinating Instructions.
 Mode of flight, airspeed, altitude, formation, and separation for
each leg (1) CCIR Commander’s Critical Information Requirements:
 Movement/ Maneuver techniques and formations for Ingress /  Priority Intelligence Requirements (PIR)
occupation of OPs, HAs, BPs, LZ/PZ, ROZ, etc./ Egress.  Essential Elements of Friendly Information (EEFI)
 Go arounds  Friendly Force Information Requirements (FFIR)
(3) Describe Actions on the Objective/ Ingress / Egress ABF/SBF (2) Timeline (APU, comm check, taxi / line-up, takeoff, MSN/H-hr)
positions, PZ/LZs, OPs, etc.
(3) Ammunition configuration by aircraft and type
(4) Weapons status and Method of fire control.
(4) Tempo
(5) Use of Laser and designation procedures.
(5) Bypass criteria
(6) Distribution of fires.
(6) Actions on Contact (En route, OBJ, Egress):
(7) Method of direct/indirect fire control.
(7) Engagement Area / Target Priority:
(8) Engagement/Disengagement and Bypass criteria.
(8) Contingencies: (Bump Plan, Abort Criteria including min force
-Ingress, Mission/Objective Area, and Egress. requirements, # of aircraft and Point of no return, Lost Visual
(9) Battle Handover/ROS. Contact, Lead Changes, Lame Duck, Fallen Angel):
(10) Egress plan. Route, Possible Follow-On (CASEVAC / EXFIL), (9) IIMC breakup procedures (consider dissimilar aircraft type,
ETA, Parking, Weapons Safe Procedures PPC, Loads, by phase/ RTE/ location as applicable):
c. Scheme of Fires (FA/CAS/ADA/EW/Cyber): - Base Altitude, Airspeed, Recovery procedure
(1) Field Artillery. (Location / Priority): (10) Aircraft in-flight emergency procedures to recovery
(2) Suppression of enemy air defenses (On Call, TOT, Immediate): (11) Test Fire Plan:
(3) JAAT/CAS. (#/ location/ control): (12) Crew endurance:
(4) ADA. (Locations, control status / Control measures): (13) CBRN/MOPP condition for the mission
(5) Target Priorities/responsibilities (HPTL/AGM/TRPs): (14) ROE
(6) Fire Support Coordination Measures. (Permissive / Restrictive): (15) Go/No-go criteria
(7) Obstacles that support our plan:
(8) Deception plan:
(9) Hazards and risk mitigation controls.

OPORD/ AMB/ Multi-Ship Page 4 of 5 OPORD/ AMB/ Multi-Ship Page 5 of 5
(17) Downed-pilot procedures (Pickup points, times, and signals) b. Signal.
(18) Fighter management (1) SOI (Signal operation instructions) in effect: Time period:
(19) MRAW/ additional Hazards and risk mitigation controls. (2) Secure radios, HAVE QUICK, Tactical Data NETS and instruc-
4. SUSTAINMENT tions:
a. Sustainment. - Commo Card/ FREQs:
(1) Class I. (Subsistence ration cycle): - Julian Date
(2) Locations Hot/Cold times for of FARPs (priority of use/ Hold- (3) IFF. Turn-on and turn-off lines (Who is responsible):
ing Areas, any restrictions): - Modes/Codes:
- Ingress/egress routes, traffic pattern. (4) Challenge and password / Brevity words / Other non-standard
- Ammo availability/priority. signals used:
(3) Alternate FARP contingency plan and Emergency Class III and (5) DTC mission (s) to be loaded
Class V resupply points. (6) Tactical beacons and other NAVAIDS:
(4) Class IIIP/ IX. ( Packaged POL and Repair parts): (7) Applicable ACO/Airspace /Flight following procedures.
(5) Other Classes of supply: (8) Applicable CSAR SPINS data.
(6) Water point and trash point: (9) Lost commo procedures.
b. Services and Transportation. (10) Communications responsibilities
(1) Location, method of contact, and capabilities of Maintenance (11) Laser codes/ assignments
Contact Team (12) Video frequencies
(2) Location, method of contact, and capabilities of Contact (13) Link 16 Frequencies
Teams Forward positioned
(14) GPS reliability/ jamming plan
(3) Downed aircraft recovery team capabilities, method of contact,
and location.
REHEARSAL(S): TIME, TYPE, LOCATION, Required Attendees.
(4) EPW procedures, handling guidance, and collection points
Questions & Confirmation Brief.
c. Medical and Personnel Services.
(1) Location of pertinent Ambulance exchange points, Level I (aid
stations), Level II and III Medical treatment facilities:
(2) Air-ground medical evacuation procedures:
(3) Field sanitation:
(4) Decontamination site:
d. Special mission-equipment and mission-essential equipment.
5.COMMAND AND SIGNAL
a. Command.
(1) Succession of command:
(2) Location: Main, Tac, CTCP, Mobile CP:
(3) Proposed Assembly Area locations/ Scatter Plan:
(4) AATF CMDR, GTC, AMC, Flight/Serial Leads

AASLT Considerations for OPORD/ AMB AASLT Considerations for OPORD/ AMB
1. The AASLT OPORD/AMB will follow the same format with the addition of the f. En route formation / rotor separation / angle / airspeeds
following products and discussion during the scheme of maneuver. g. Deception measures / false insertions
2. The Six Basic AMB Documents for and AASLT: h. Air Movement Table.
a. The air movement table (AMT). i. Cargo Doors
b. The tadpole diagram. j. External Lighting
c. The communications card. k. ROZ Locations
d. The PZ diagram (one for each PZ). 5. The scheme of maneuver will address the Landing Plan (LZ Diagrams)
e. Route cards for every ingress and egress route on the AASLT a. PRI ALT PRI ALT
f. The LZ diagram (one for each primary and alternate LZ). b. Name / number
3. The scheme of maneuver will address the Staging and loading plans: (PZ dia- c. Location (grid)
grams, Tadpole diagram)
d. Landing Times per AMT
a. LIGHT/HEAVY e. Markings
b. Name / Number f. Control
c. Location (grid) g. Call sign / Freq
d. Load Time h. LDG formation / direction
e. Take Off Time i. LZ abort criteria. Based on GTC guidance
f. Markings j. Go arounds. Flight/single ship
g. Control k. Departure plan and air movement to the TAA/FARP etc.
h. Call Signs / Freqs l. Laager Plan
i. Landing Formation  Name / Location
j. Heading
 Time/REDCON status
k. Hazards / Go Around
 Security Plan
l. Emergency touchdown point(s)
m. Supported Unit Bump Plan  Scatter Plan
n. PZ Arrival Time  Call Forward Plan

o. Update Brief / Face to Face (time and location)  Extraction Plan
4. The Scheme of maneuver the address the Air Movement Plan (air movement  Detainee Transport Plan
table).
6. The scheme of maneuver will address the ground tactical plan and provide an
a. Routes / Corridors. (ROUTE CARD) overall operations sketch describing the operation. This enables situational
b. Ingress Primary / alternate understanding and increases mission success while reducing the risk of fratri-
c. Egress Primary / alternate/ Other cide.
d. Enroute Hazards **The execution checklist, permits brief, informative radio transmissions on crowded nets. A
e. Abort Criteria draft checklist will be available at the TF rehearsal, with the final version distributed before
-Weather execution.
-Aircraft available **If the mission involves a FARP or laager area/site, sketches of each should be included
-Time as a document of the AMB and should be in the knee board packet.
-Mission Essential combat power
**The AATF staff should include fire support coordination measures and a GTP overlay in
-Mission criticality the AMB packet.

REHEARSALS REHEARSALS (Cont.)
1. Mission Rehearsals: Rehearsals enable crews and units to visualize in time and space 6. There are varying techniques for rehearsals including Radio/Network, Map, Terrain
the mission and sequence of events, and practice expected actions to improve perfor- Model, Reduced force, Full Dress and various methods including the Box, Belt, or Ave-
mance during execution. The rehearsal also provides an opportunity to fine tune syn- nue in Depth. Leaders must consider the time available, complexity of the mission and
chronization and rehearse mission contingencies. operational security when selecting a type, technique, and method. At a minimum
consider using the Box method focused on the decisive point, OBJ, or critical event.
2. Units should conduct rehearsals at echelon focusing on different actions or contingen- Units should leverage technology available (TTVS, Google Earth, other digital visuali-
cies. zation means) to maneuver from RP inbound to the OBJ and actions on. Additionally,
terrain model must be of sufficient size to accommodate a walk through especially of
3. Recommended crew drill rehearsal focused on improving individual aircrew actions: the OBJ area. All crews will come to the rehearsal fully briefed and prepared to talk
through their duties.
A. React to Direct Fire
7. When speaking at rehearsals; Leaders/representatives should address:
B. React to IDF at PZ/ LZ, FARP
A. Call Sign
C. IIMC
B. Composition/Slant
D. Downed Aircraft Evasion
C. Describe location, task, and purpose
E. Cold Load Training/ Rehearsal
D. Describe reports To and on what Frequency
4. Recommended Flight rehearsals focused on improving and synchronizing the flights
actions: E. Prepared to answer, or respond to an enemy reaction
A. IIMC as a Flight
B. Go arounds/ ALT LZ Example: “Pegasus 16, 3xAH64s; Maneuvers from PL Blue to OP 34 oriented on
NAI’s 34 and 35 Reporting on FH301 “Bulldog XRAY, Pegasus 16 is set at OP34, Neg-
C. Fire Control/Distribution ative contact NAIs 34 and 35”.”
D. Downed Aircraft Example: “STETSON 26, is 4xUH60s and 2 CH47s; Departing FARP SHELL for LZ
XRAY and Reporting on FH301 “Bulldog XRAY, STETSON 26 is New York”
E. React to contact (En route and at OBJ (EW/Direct Fire))
8. A PZ Rehearsal may be conducted in the actual PZ or as part of the Combined Arms
F. Lost Commo Rehearsal Sustainment, or TF Rehearsal. If not in the actual PZ, the PZ layout on the
terrain model must be of sufficient size to accommodate a walk through. The PZ up-
G. Bump Plan date is normally run by the XO. Attendees:
5. Recommended Unit rehearsals focused on improving and synchronizing the actions: A. Serial commanders and flight leads
A. Back brief B. AMC or designated representative
B. Combined Arms Rehearsal C. PZ OICs
C. Fires Rehearsal D. Crisis Action Team (CAT) NCOIC.
D. Sustainment Rehearsal E. Minimum items to be rehearsed:
E. PZ rehearsal F. Pax entry/exit (review load/bump procedures and ensure flight crews have
current bump plan in their mission packets)
F. External loads (review emergency procedures, hook-up procedures, frustrat-
ed load actions and bump plan)

AFTER ACTION REVIEW (AAR) POST MISSION DEBRIEF COLLECTION PLAN
1. Restate mission objectives with mission, enemy, terrain and weather, troop 1. Purpose: To establish standard debriefing procedures. Pilot debriefs
and support available, time available and civil considerations (METT-TC). are the main source of aviation intelligence collection for the S2 section
2. Conduct review for each mission segment: while deployed. Ensuring attention to detail and thoroughness are main-
a. Restate planned actions/interactions for the segment. tained is of the upmost importance.
b. What actually happened?
(1) Each crewmember states in own words. 2. Items required: Pilots will bring to the S2 section the following:
(2) Discuss impacts of crew coordination requirements, aircraft/
equipment operation, tactics, commander’s intent, and so forth. A. Removable Multi Media (RMM/PCMCIA)
B. Named Areas of Interest Kneeboard (NAIs)
c. What was right or wrong about what happened?
C. Notes taken during flight to include grid locations, times, ammunition
(1) Each crewmember states in own words. expenditures, and observations during flight.
(2) Explore causative factors for both favorable and unfavorable D. Digital camera with any reconnaissance photos taken during flight.
events.
(3) Discuss crew coordination strengths and weaknesses in dealing 3. Procedure: Post flight all aircrews will report immediately to the S2
with each event.
section for debriefing. Aircrews will bring all required documents and equip-
d. What must be done differently the next time? ment for the S2 section to begin post mission analysis. Aircrew will go
(1) Each crewmember states in own words. through each NAI with the S2 personnel while cross referencing grids and
(2) Identify improvements required in the areas of team relation times written during flight to include previously reported SPOT Reports. Up-
ships, mission planning, workload distribution and prioritization, on completion of post mission debrief the pilot and S2 personnel will review
information exchange, and cross-monitoring of performance. the RMM footage in conjunction with the pilot debriefs. This review will en-
e. What are the lessons learned? sure a seamless collection of relevant intelligence data in order to process
(1) Each crewmember states in own words. and push information through the appropriate channels to agencies of con-
(2) Are changes necessary to: cern.
(a) Crew coordination techniques?
4. The local release authority under any circumstances for CAB gun video
(b) Flying techniques?
engagement footage, training or otherwise, is the CAB Commander unless
(c) Standing operating procedures? specified otherwise. Non-kinetic video release authority during combat oper-
(d) Doctrine, ATM, or TMs? ations is delegated to the Task Force commander for certain events, such as
3. Effect of segment actions and interactions on the overall mission. reconnaissance ISO future combat operations. Further delegation is not
a. Each crewmember states in own words. permitted.
b. Lessons learned.
(1) Individual level.
(2) Crew level.
(3) Unit level.
4. Advise unit operations of significant lessons learned.

COMMUNICATION CHECKS
1. Aircraft Communication (Commo) Checks. Initial Commo checks provide the CDR/
AMC/serial commander with an assessment of communications capabilities prior to
flight. PCs must report any changes to comms capabilities immediately to the CDR/
AMC.
A. Perform the communication check as follows (utilizing VHF/ UHF to troubleshoot).
B. Before the commo check is initiated individual crews should set all radios to GPS
time and check SATCOM, HF, and Digital Comms (i.e. BFT, JVMF, Video Data
Link), with the Command Post.
C. Lead initiates the commo check using at the briefed time (secure and FH).
(a) FM1 (“Lead on FM 1”)
(b) UHF (“Lead on Uniform”)
(c) VHF (“Lead on Victor”)
(d) FM2 (“Lead on FM 2…and is Green on SATCOM, Digital, and BFT”)
(e) Subsequent Chalks Respond in order i.e. (“1-2 on FM 1”) etc.
D. If the subsequent chalk does not respond within 10 seconds, the next chalk
continues the commo check.
E. Lead announces commo check complete or directs troubleshooting as required

and the AMC reassigns duties based on radio status as required.
MISSION PREPARATION AND EXECUTION EXPERIENCE- Good units routinely conduct rotor stables, post operations
maintenance, and assign crew members to aircraft. This instills pride and
ownership and allows an understanding of aircraft capabilities/deficiencies.
RADIO NET REMARKS

FM1 BN/BDE CAN or BN CMD, supported unit, LZ/PZ, etc.
UHF CO/TM BU internal or ABN (UHF common with AH,
CH, UH, and CAS
VHF ATC / FLT FOLLOW ATC/ CTAF
FM2 CO/TM Primary company / team internal / IDM traffic
HF BN/BDE CMD Remain BN CMD NET. Can be used for CAN
on SC.
BFT BN/BDE CMD Used for text messaging with BN TOC

AIRCRAFT LIGHTING LINE UP, TAXI, AND TAKE OFF
1. Aircraft lighting will vary by time, location, and aircraft. Lighting configurations will be 1. If Taxi and line-up is possible:
briefed during the ACB and determined by regulations, mission requirements,
environmental, tactical, and risk mitigation considerations. A. Lead set in a position that allows separation for minimum power take offs, and at
LEAD’s discretion, orient as necessary to observe the flight.
2. When maintenance support is required, place position lights to “flash bright.” AH will
place anti-collision lights to opposite position (i.e., at night use white, during the day B. All other aircraft will orient in the take off direction in the briefed formation.
use red).
C. In REVERSE chalk order report when REDCON 1.
EXPERIENCE – Use of lights can be beneficial in certain scenarios, e.g. lost visual D. When LEAD reports “REDCON 1”, the flight is ready for take off.
contact procedures, in-flight link up, passage of lines.
E. Lead will take off on time, unless dictated otherwise (AMC/ATC, etc.).
F. Lead will provide a minimum 5 seconds warning prior to departure.
G. Any Aircraft not able to make take off time will advise lead (by exception).
H. All A/C must maintain visual contact with the A/C ahead of them in the flight.
I. Lead will take off and smoothly accelerate to 60 KIAS, climbing < 500fpm, and use
½ standard rate turns unless briefed otherwise.
J. When the flight is formed, Trail will call “SADDLE, # of aircraft in flight and
FENCE OUT” as a reminder to the formation.
K. Once a flight, Lead will transition the flight to mission profile as briefed.
2. When lineup is not possible aircraft can execute two forms of take off, simultaneous
take off from different locations or a Take-Off-When-Ready-In-Chalk-Order
(TOWRICO). Both forms of takeoff require an in-flight link-up.
3. For simultaneous departures from different locations aircraft report REDCON 1 in

REVERSE chalk order.
A. After LEAD reports the flight is REDCON 1, Lead will take off on time, unless
dictated otherwise (AMC/ATC, etc.).
B. Lead will provide a minimum 5 seconds warning prior to departure.
C. LEAD will depart and Call “1-1 is CLEAR” when the aircraft is up and out of its
position. Lead will depart to the SP at 60 KIAS or as briefed.
D. Subsequent aircraft will depart with a 5-second separation or as environmental

conditions permit. Each aircraft will call clear ie. “1-2 is CLEAR”. All aircraft should
maintain visual contact with the aircraft ahead of them if possible and will follow
the briefed route accelerating to join the flight. By exception, aircraft not able to
make take off time will advise lead.
E. As aircraft close within 10 rotor disks, adjust closure rate to <10 KIAS above the
briefed airspeed. Do not fixate on the preceding chalk. Close on a parallel course,
so that if the rate of closure is misjudged, the aircraft will overshoot to the side
avoiding a collision.

LINE UP, TAXI, AND TAKE OFF FORMATIONS
F. At ten rotor disks separation announce “CHALK # CLOSING.” The preceding 1. Formations. Formation types will be IAW 3-04.
aircraft acknowledges the CLOSING call by responding with “ROGER, CHALK #
is CLOSING” and then display briefed formation lighting. When trail aircraft has A. All aircraft Rotor disk separation is based on METT-TC considerations. Definitions
closed with the formation it will announce “SADDLE with # in flight and FENCE for briefing purposes: Tight = 1-2 disk separation, Close = 3-5 separation, Loose =
OUT.” Lead will acknowledge the “SADDLE” call and accelerate to the briefed en 6-10, and Extended which is greater than 10 rotor disk.
route airspeed.
4. TOWRICO departures are typically utilized after insertion of troops in a high Standard Rotor Disk Separation
threat environment. The purpose is the expeditious departure of aircraft /personnel
from LZ’s minimizing exposure of aircraft to the enemy.
Conditions En route RP Inbound Landings Outbound SP
A. To execute a TOWRICO departure, the aircraft, in chalk order will take-off when
Day 3 Disks 2 Disks 1 Disks 2 Disks
ready and announce “CHALK # is CLEAR” after reaching an altitude and/or Night / NVG 3 Disks 3 Disks 2 Disks 3 Disks
position to observe other departing aircraft. After the previous CHALK reports
clear, subsequent chalks will depart similarly in chalk order.
NOTE: Consider actions on Enemy (direct fire and radar) contact, evasive
5. “LAME DUCK” procedures: During a TOWRICO departure, if an aircraft experiences maneuvers, and terrain when selecting rotor disk separation.
any delays it can put all subsequent aircraft at risk. Any aircraft experiencing
significant delays (1 minute or as briefed) will announce chalk position and “LAME B. Rotor disk separation is based on the aircraft type in the formation with the largest
DUCK.” rotor diameter.
A. The LAME DUCK aircraft now becomes the trail aircraft. C. Escort aircraft (AH) must remain close enough to the escorted aircraft to engage
threats within the maximum effective range of the weapon system used.
B. All aircraft will join the flight following the procedures previously discussed: Close
on a parallel course until within 10 rotor disks, adjust closure rate to <10 KIAS D. For AH consider 300-500 meters separation while maneuvering in open terrain
above the briefed airspeed. Announce “CHALK # CLOSING” when at 10 rotor (100-300 meters in dense terrain) to maintain FOV optimized for the small arms
disks. Preceding aircraft acknowledges the CLOSING call by responding with threat area and to maximum effective range of the weapon system.
“ROGER, CHALK # CLOSING” and then display briefed formation lighting. When
trail aircraft has closed with the formation it will announce “SADDLE with # in
flight and FENCE OUT.” Lead will acknowledge the “SADDLE” call and 2. Hazard/Traffic Avoidance: Every effort should be made to use Map underlays
accelerates as briefed. in the cockpit that have the hazards plotted on them. All aircraft in a flight have the
responsibility to announce obstacles to the flight if deemed a hazard. If Aircraft Traffic
C. When LAME DUCK procedures are executed, the AMC will decide if the LAME is a hazard, the crewmember first seeing another aircraft that may pose a mid-air
DUCK aircraft assumes TRAIL duties or if the flight is reconfigured. threat will call it out If the Pilot on the controls cannot find the traffic and it becomes a
real threat, the other crewmember should take the controls for avoidance and
7. Level off Checks. After Departure or Arrival the Trail aircraft will announce
announce, “I have the controls, avoiding bird two o’clock, our level.” If the traffic alert
“Fence out/ In” (also referred to as Combat Checks) and all crews will ensure the
aircraft is configured for the mission as briefed. comes from another aircraft in the flight. That aircraft should announce “Break Left /
Right” or Climb/ Descend” to avoid the traffic. Consider identifying obstacles that are
A. Flight crews will conduct individual WAILRM Fence-out posture as follows: not along the route of flight but may impact evasive maneuvers. It is not necessary for
the entire flight to acknowledge every obstacle, only if deemed a HAZARD and asked
W – Weapons armed / safe as required to acknowledge.
A – ASE set as desired Ground-based wires or towers hazard classifications:
I – IFF / Transponder mode on as briefed
Alpha: >100’ Bravo: 50’-100’ Charlie: <50’
L – Lighting as briefed
R – Recorder on Example: “Lead this is trail, call contact on Alpha Wires 500 meters 12 o'clock”.
M – MPD / MFD / EDM configured Example: “1-1 this is 1-2, there is a Bravo antenna on the NE corner of the LZ”.
“1-2 this is 1-1, I see the antenna, sliding right.”

FORMATION CHANGES INFLIGHT LINK-UP
1. Formation Changes announced by LEAD or directed by the AMC. 1. The purpose of an in-flight link up is to assist in the establishment of a specific flight
formation. An in-flight link up can be utilized in an emergency situation and also as a
A. LEAD announces “At my command execute ______ (formation), acknowledge.” function of mission planning, e.g. following an “infil” that required crews to Take Off
B. All aircraft acknowledge in CHALK order. When Ready in Chalk Order, also known as TOWRICO.
C. LEAD announces “Execute (Formation).” NOTE: During an in-flight link up it is important that crews utilize all digital
equipment / tools IOT gain and maintain situational awareness of the
D. Flight moves to new formation IAW ACB or as directed by Flight Lead/AMC. location of other aircraft (i.e. TSD, FCR, PP request, BFT, TACAN, etc).
E. Trail announces “SADDLE” once flight is in the new formation. A. The AMC will establish a common link-up point. Preferably an ACP on the route.
2. A lead change will be initiated by the lead aircraft announcing “LEAD CHANGE Right B. AMC will establish an arrival sequence at the link-up point.
or Left” on the internal frequency indicating request for lead change and which side
of the formation Lead intends to exit. All chalks will acknowledge in chalk order. C. AMC will determine the base altitude, airspeed, and lighting for the first aircraft to
A. Aircraft departing the flight makes a heading change of 30-90 degrees and reach the link-up point. It is preferred the aircraft continue on the route at airspeed
departs the formation. He maneuvers the aircraft to a minimum of 8 rotor disks to that allows the other aircraft to join the flight.
the announced side (clear side).
D. If it is determined aircraft must hold at an ACP, they will hold on the far side of the
B. The subsequent chalk will advise when the former lead has attained the proper ACP (consider threat). Subsequent aircraft will not proceed past the ACP until
separation. At that time, the former lead will adjust his flight path to parallel the they are able to safely join the flight. The threat will determine the altitude to arrive
formation and reduce airspeed by 10 KIAS. As each aircraft in formation passes, at the link-up point (ACP) consider an altitude separation of >200’ above the
they announce Chalk number and “CLEAR” (e.g. “Chalk 3 CLEAR”). preceding aircraft’s altitude...but again the threat may prevent this from being a
C. In most cases requiring a lead change, the former lead will assume trail viable means to link-up.
position within the flight. If it is determined the former lead aircraft requires
constant observation (due to a malfunction, etc.) the AMC will direct positon within E. As A/C approaches the formation, they will announce their arrival and Chalk #.
the flight. The Subsequent A/C will increase to a minimum of 10 rotor disks of
separation and reduce 10 KIAS. Subsequent aircraft will Call the former lead F. Once established visual contact, aircraft will descend to the briefed base altitude
“Clear to rejoin” the formation in the positon in front of subsequent aircraft allowing for the holding pattern.
the former lead to rejoin the flight.
G. When the trail aircraft has closed with the formation, it will announce, “SADDLE.”
D. Once complete, the trail aircraft will announce “SADDLE # of A/C in flight” Lead will acknowledge the “SADDLE” and accelerate to normal en route airspeed.
NOTE: Aircraft assume the duties associated with the new chalk position. H. Aircraft will depart the holding pattern in Chalk order per the AMC’s guidance.
NOTE: Tactical lead change procedure will be IAW the appropriate ATM and based
on METT-TC. However, it is recommended that when able, all formation
changes, other than a necessary lead change, be made on the ground.
3. Airspeed Changes as Follows:
A. Lead calls “Accelerating to _____ kts” or “Slowing to ______ kts,

acknowledge.”
B. Flight acknowledges in dash order.
C. Lead executes new speed upon receipt of last aircrafts acknowledgement.

LZ / PZ ARRIVAL PROCEDURES STANDARD WEAPON CONTROL MEASURES
1. Flight Lead will make minimal adjustments to airspeed RP inbound. Flight
Lead will not excessively accelerate or decelerate just to meet the time
line (TOT). Remember RP to the LZ is when the aircraft are most 1. Air Mission Commander is responsible for weapons release and weapon
vulnerable.
system status, and can delegate authority to each Pilot-In-Command (PC) in
2. Door guns will be employed in accordance with the briefed weapons accordance with the established rules of engagement as well as directed
status and rules of engagement. Focus on specific NAIs. engagement and bypass criteria. None of these supersede the right to self
defense.
3. Its important to limit communications especially from RP inbound to
unimproved or dusty LZs, allowing crews to focus on the landing. Weapons Engagement Criteria
4. No / limited comms unless executing a contingency i.e. “Go Around” Control Status
“Taking Fire” etc.
Weapons Do not fire except in self-defense.
5. Go-around Procedures: The AMC will plan and brief the go around Hold
procedures in detail considering the threat, formation type, obstacles,
hazards, routes, minimum force required on the objective, and time Weapons PC Fires only at targets positively identified as hostile in accord-
ance with established rules of engagement as well as directed
between serials. Tight engagement and bypass criteria.
A. A flight go-around will occur when Flight Lead or AMC determines that Weapons PC may engage any target not positively identified as friendly in
the formation approach must be aborted, and announces “Flight go- accordance with established rules of engagement as well as
around” on flight internal. All aircraft will follow lead. Free directed engagement and bypass criteria.
B. An individual Aircraft go-around can occur if an individual aircrew

determines it is unsafe to continue the approach. The Individual
aircrew will announce, “Chalk # go-around and direction” on the 2. Standard Aircraft Weapons Status:
flight internal. Subsequent aircraft in the flight may follow the go-
around aircraft or land IAW the procedures as briefed in the OPORD. Weapons Definition
The Aircraft executing the “go-around” will land behind the last aircraft
in the LZ and assume that chalk position or land in the assigned chalk Status
position IAW the procedures briefed. Weapon systems Armed or Weapon Action Switch activat-
Armed
ed. The 240H weapon is manned, ammunition is in the
feed tray, cover is closed with the bolt locked fully to the
rear and weapon safety selector is on FIRE when firing and
on SAFE when not firing.
Loaded Weapon Action Switch deactivated/ Weapon systems load-
ed and weapons on Safe. The M240H weapon is manned,
ammunition is in the feed tray, cover is closed with the bolt
forward, and weapon selector is on FIRE.
Stowed The M240H is stowed, ammunition in the feed tray, cover is
closed with bolt forward, and weapon selector is on FIRE.
Clear Weapon systems downloaded and Safe. The M240H is

stowed, chamber is visually cleared of rounds, bolt is locked
to the rear, weapon selector is on SAFE, and there are no
rounds in the feed tray.

ACTIONS ON CONTACT
1. Actions on Contact. As briefed and/or per appropriate ATM including the following min-
imum considerations as detailed below.
A. CONDUCT EVASIVE MANEUVERS AS REQUIRED. Flights will conduct eva-

sive Maneuvers based of the type of enemy contact (Direct fire, EW/Radar, indirect
fire contact, etc). Mission planning, briefings, and rehearsals will address break
contact actions and consider the size of formations, mission profile, concealment
available, type of threat systems.
B. IMMEDIATE SUPPRESSION IF ABLE. Depending on the threat location,

range, ROE, weapons status and mission; Flights should immediately suppress the
threat enabling the formation to break contact. In a multi-ship flight it is important to
announce actions to the flight, so all aircrews don’t get target fixated potentially
causing a mid-air collision, fratricide, or unnecessarily expend ammunition.
C. DEPLOY TO COVER OR MANEUVER OUT OF CONTACT. Flights should ma-

neuver in a manner that prevents the threat from maintaining contact and deploy to
an area that provides cover or concealment leveraging ASE as applicable.
D. DEVELOP THE SITUATION AND DECIDE ON A COURSE OF ACTION. Consid-

ering the threat, ROE, By-Pass, engagement, and displacement criteria, the AMC
should select a COA and execute. If available the AMC should leverage Indirect
fires to enable maneuver and execute the COA.
E. REPORT RAPIDLY AND ACCURATELY. As time permits the AMC should

report the contact and the COA. Additionally the AMC should consider the impacts
to the mission timeline, SEAD, TOT etc and report/ request adjustments.
MISSION CONTINGENCIES 2. Common Terminology will include the following:
A. OBSERVING FIRE. Enemy ground fire observed, but not an immediate threat
to formation. “OBSERVING FIRE 11 o’clock.”
B. TAKING FIRE. Enemy ground fire observed, and is an immediate threat to

formation. “TAKING FIRE 2 o’clock”.
C. SUPPRESSING. Immediate suppressive fire to protect the aircraft and crew.

Used in conjunction with TAKING FIRE. “TAKING FIRE 10 o’clock, SUPPRESS-
ING.”
D. ENGAGING. Effective fire with the intent of killing the enemy. Primarily used
by ATTACK Aircraft. “Contact, ENGAGING.”
E. BREAK. Immediate action command to perform a maneuver to deviate from

the present ground track and/or altitude and will be followed by “LEFT” or “RIGHT.”
“BREAK LEFT/ RIGHT”
Example “TAKING FIRE 2 O’CLOCK, SUPPRESSING, AND BREAKING LEFT.” Air-

crews should leverage/employ ASE equipment as appropriate.

LOST COMMO IIMC
1. Lost Communication Procedures 1. Inadvertent IMC (IIMC) Procedures:
A. A thorough PACE (Primary, Alternate, Contingency, and Emergency) and Note: Effective IIMC procedures are the result of detailed planning and disciplined
recovery plan will be briefed for all multi-ship flights. Aircraft experiencing lost execution. Multi-ship IIMC is especially hazardous and must be thoroughly covered
communications will follow the appropriate procedure based on chalk position in during ACBs.
formation. However, if lost communication is verified they should execute the
following procedures: 2. Consider the following when developing an IIMC recovery procedure.
NOTE: For mixed MDS missions, lost commo lighting procedures must be A. Minimum safe altitudes.
discussed in detail at the aircrew brief prior to mission execution.
B. Consider individual aircraft performance and rate of climb limitations. Account for all
B. Aircraft experiencing lost communication will apply the appropriate visual signal. types of aircraft in the flight, status of De-Ice equipment, ETFs, etc.
C.Obstacles when determining base heading (Terrain, Enemy, PAAs, EAs, etc).
LOST COMMUNICATIONS VISUAL SIGNALS
D.Number of aircraft and formation type.
AH64 CH47 UH60
DAY RED STROBE FLASH VISUAL POSITION E. Formation break-up procedure to provide aircraft separation.
NIGHT WHITE STROBE FLASH VISUAL/ IR LANDING LIGHT OR WHITE F. Recovery facilities and IFR infrastructure available, NAVAIDs, RADAR, etc.
FLASHLIGHT
G.Communications procedures during the emergency.
C. Adjacent or trail aircraft then maneuvers to be clearly seen by the preceding Chalk H.Base Altitude: This is the lowest altitude that provides obstacle clearance. If
while maintaining 3-disk (5-disk at night) minimum separation. able add 1000’ (2000’ mountainous) to the elevation of the highest terrain or
obstacle in AO. Base altitudes may change between checkpoints. If able, use the
D. Aircraft experiencing lost communication will continue to apply the appropriate highest/worst case altitude for simplicity. All altitudes will be adjusted in reference
visual signal until acknowledged. to the base altitude.
E. Aircraft receiving the visual signal will acknowledge by responding with its own I. Base Heading: This is leads heading flown to avoid obstacles or leads
Lost Commo visual signal. heading when encountering IMC with no obstacles.
F. Unless otherwise briefed, aircraft remain in Chalk order. Aircraft experiencing J. Base airspeed: Use when aircraft separation cannot be made by heading
changes. An example would be a flight conducting operations within a confined
Lost Commo must remain in visual contact with an unaffected aircraft. If
mountainous environment. This is the target airspeed of the lead aircraft during a
necessary, Chalk position changes will be made on the ground at the next secure climb, not the initial airspeed at IIMC. The lead aircraft may have to accelerate to
landing location. achieve the base airspeed. All other airspeeds will be adjusted in reference to base
airspeed.
G. AMC reassigns communications duties as necessary. An assessment whether to
continue or abort the mission will be made by the AMC. If the mission is aborted K. Stack-Up / Stack- Down: This describes how aircraft are separated from front
the flight departs on the briefed return route in briefed formation. to rear. In a stack-up lead is at the lowest altitude and trail the highest. In a stack-
down lead is at the highest altitude and trail the lowest. Pre-mission planning will
H. If lead has lost commo, conduct a lead change after receiving the lost commo dictate which procedure is utilized.
acknowledgement. For flights of 3 or more trail will decelerate and allow spacing
for the former lead to join as the second to last aircraft in the flight . L. Breakup procedure: Include on the IIMC diagram in the mission packet.
M.Standard heading adjustment will be base ±10 degrees times chalk # to the clear
side of the formation.
N.Standard altitude adjustment will be base ±500 feet for subsequent chalks.

IIMC CONT. LOST VISUAL CONTACT
O. Any aircraft entering IIMC will announce “Chalk #, is IMC, heading, altitude, air- 1. In the event aircrews lose visual contact with each other they are to perform the
speed and altimeter setting” and execute the procedure for their assigned chalk following steps in order to regain contact:
IAW the IIMC diagram.
A. Utilize all digital equipment / tools IOT gain and maintain situational awareness of
P. Any aircraft that can safely remain VMC will do so (DON’T SCUD RUN or conduct the location of other aircraft (i.e. TSD, FCR, PP request, BFT, TACAN, etc).
aggressive maneuvers to prevent from going IIMC).
B. Verbally announce loss of visual contact on the internal frequency, e.g. “Flight, 1-
Q. Lead IIMC aircraft will make an emergency radio call on guard and squawk emer- 3 lost visual contact with 1-2”.
gency.
C. Aircraft with which visual contact has been lost will announce heading, indicated
R. For operations in restricted terrain that will not allow aircraft to separate with head- airspeed, MSL altitude, distance and bearing from a common reference point
ing changes the standard airspeed adjustment will be base: (such as a planned CP or WP), and display appropriate trail aircraft lighting.
(1) -10 KIAS for subsequent chalks. D. Aircraft that has lost visual contact will decelerates to 10 KIAS less than the
airspeed announced by the preceding aircraft and coordinate altitude deconfliction
(2) Altitude adjustments will be ±500 from base. by climbing 200’ above or descending 200’ below the announced altitude (pending
on initial altitude deviance). Ensure consideration of threat environment when
S. Recovery procedures: Aircraft control and disciplined procedures are the priority in choosing Altitude deviation.
the initial stage of IIMC. Once all IIMC aircraft have arrived at their assigned altitude
and/or airspeed (speed separation type recovery) they will check-in with flight lead NOTE: The immediate action of airspeed and altitude separation is intended to
with call sign, altitude, airspeed and fuel state in chalk order. “1-2, is 6500’, at 100
minimize in flight collision potential while contact is being re-established.
kts with 1+20 of fuel”
T. Once the flight has vertical separation, flight lead will prioritize and coordinate air- E. Subsequent aircraft follow the aircraft initiating lost visual contact procedures,
craft moving to the recovery airfield or LZ. All other aircraft maintain radio discipline maintaining visual contact with aircraft to their front and assist with re-establishing
and follow ATC and Flight lead/ AMC instructions. If published procedures are formation visual contact.
available, the flight proceeds IAW those procedures. If published procedures are
not available, lead makes the initial request to ATC for recovery. F. Once visual contact is regained, accelerate to an airspeed not more than 10 knots
greater than the airspeed announced by the preceding aircraft to rejoin the
U. Single aircraft entering IIMC will perform the immediate action steps IAW the appro- formation and announce “closing.”
priate ATM and follow the basic recovery procedure above.
G. Aircraft with which visual contact has been lost will then return to the correct
V. Flights experiencing poor weather and/or visibility shall slow down to give the flight
more reaction time. Crews must not compromise safe rotor disk separation in times assigned altitude and display appropriate lighting.
of low visibility. If properly equipped, crews should give consideration to INTEN-
TIONAL IMC if proceeding visually poses a greater risk to safety H. When join-up is complete, trail aircraft announces “SADDLE”.
I. If unable to regain visual contact, continue the mission as two flights while
maintaining radio contact, and link-up on the ground at the next pickup or landing
zone.
NOTE: The majority of lost visual contact situations occur when the lead aircraft is
lost in lights or clutter. The AMC may elect to adjust/increase the en route
altitude to minimize these effects. If the flight elects to “stack down” to
minimize the ground light or clutter effects, the PC/AMC must announce,
brief, and ensure that no aircraft in the formation is forced below the
minimum safe en route altitude for hazard, obstacle, and terrain avoidance.

AIRSPACE DECONFLICTION DOWNED AIRCREW ACTIONS
1. Airspace Deconfliction: When flights or individual aircraft are operating around an
objective, the AMC will plan or hastily establish deconfliction measures to safely
1. Select a suitable extraction site based on the tactical situation. Establish initial
facilitate and control multiple aircraft moving in a relatively small area. Vertical and contact on UHF guard on the CSEL radio IAW current SPINS. Subsequently,
lateral deconfliction is the preferred, however AMCs will consider METT-TC and switch to preset “A” frequency (SAR-A).
establish the appropriate control measures for the mission. AMC’s can select the 2. Be prepared to transmit your location in reference to the “SARDOT” IAW current
CROSSHAIR, KEYHOLE, STOVEPIPE, or other control measures to deconflict the SPINS.
airspace.
3. Be prepared to give threat warnings to inbound rescue aircraft.
2. When the threat allows, vertical deconfliction between aircraft or flights converging on 4. Be prepared to provide Forward Air Control for attack helicopters or TACAIR.
an objective/ operating in proximity to each other will be 500’. 5. Be prepared to authenticate IAW current SPINS and / or mask your location.
3. Lateral deconfliction is best accomplished using terrain features or graphic control 6. Be prepared to Escape and Evade the crash site and find a suitable hide loca-
measures. When flights or individual aircraft are operating around an objective and tion if rescue assets are not immediately available.
establish graphical control measures do not provide adequate separation, the 7. Following an emergency landing, the crew must immediately determine the se-
CROSSHAIR sector numbering system is preferred. curity of the area. If secure and the aircraft can be safely recovered, remain
4. CROSSHAIR: The CROSSHAIR method is a cross formed by two intersecting lines
with the aircraft, establish communication on aircraft radios or CSEL radio, and
that pass through the designated ACP, a known point, or a grid location. The lines of coordinate aircraft / personnel recovery efforts.
the cross are oriented magnetic east-west and magnetic north-south and unless
stated differently and the lines extend for 2 km from the center. This cross breaks the Note: Aircraft and survival kits provide necessary shelter. If the APU of the
surrounding airspace into four numbered sectors. Sector 1 is northwest, 2 northeast, aircraft is still operational, limited weapon security is available with ground override
3 southwest and 4 southeast of the ACP, known point, or grid. AH-64 aircrew may (AH) selected on. If the area is hostile and capture is possible, the following immedi-
“drop” a priority fire zone (PFZ) utilizing the target reference point (TRP) method on ate evasion action steps and responsibilities must be executed:
their tactical situation display (TSD) for real time display.
N
Pilot / Co-Pilot
1 2
1. Zeroize ASE / Radios if equipped
2. Secure Sensitive Items
ACP
As Briefed:
1. Coordinate security and aircraft sterilization of ASE equipment.
2. Utilize CSEL radio data and voice to request immediate extraction.
I—1-3K –I
3 4
Note: If immediate extraction is not possible, initiate CSEL IMM, establish es-
sential sensitive item accountability (NVGs, Weapons, Evasion Bag(s), and CSEL
Key Hole radios), and immediately depart the area in order to execute the briefed EPA.
Crosshair
I—1-3K –I
Stove Pipe

BUDDY EXTRACTION PROCEDURES SCATTER PLAN
1. An emergency displacement or break contact plan should be part of the assembly
1. As a last-resort, immediate extraction platform when other means are unavailable. area security plan and should be established prior to occupation of a new assembly
The intent is to extract survivors from the hostile area quickly, en route to the closest area.
secure area whether it be a TAA, concentration of a friendly ground force, or LZ to
cross-load into a UH / CH aircraft (if this COA is necessary, coordinate as quickly as EXPERIENCE – Units should be ready displace relatively quickly when threats of
possible). Crew awareness of weather conditions and airspeed are essential to pre- Enemy UAS, Long Range Artillery fires, or Special Purpose Forces dictate a
vent injury to the survivors. survivability move.
2. Displacement plans will consist of the initial departure direction, routes, altitudes,
2. UH/CH Procedures: Recovered Individuals will become passengers on the lift commo plan, and sequence for leaving the assembly area, as well as the location of
aircraft and assume a seats in posture if seats are available. holding areas, and alternate assembly areas. Areas to which the unit will displace
must be coordinated through higher headquarters.
3. AH64 Procedures: When possible, non-crewmembers should be attached on the
EFAB in front of either the #1 or #2 NGB. Placement in a crew station should only 3. Task Force should refine and update the displacement plan NLT 12 hours after TAA
occur when necessary due to an unconscious survivor. Maximum airspeed to be occupation.
utilized during extraction is 60 KTAS. AWT personnel: (CPG on #1 side, PLT on #2
4. Once established in the assembly area, the unit should conduct a rehearsal of the
side) Crewmembers will climb on the EFAB and attach by looping the Safety Re-
displacement plan. Each CP should maintain a sketch of the emergency
straint Tether (SRT) through a step / hand hold (do not use a “no step” handle) and displacement plan.
clip the SRT back onto itself or the air warrior vest. Within the limits of the SRT, the
crewmember will sit and slide as far aft on the EFAB or wing as possible. The most 5. Execution of Displacement Plan. “SCATTER”, “SCATTER, SCATTER”.
secure position is on the wing, back against the L / R 200 panel and shoulder be-
tween the NGB fairing and transmission. Foot bracing against the wing pylon “If In- 6. Crew should monitor the TF CMD NET for specific commands and enemy updates
from the Task Force.
stalled” will provide additional stability.
7. Aircraft should depart in teams/ flights of at least two when possible. For survivability,
4. Non-aircrew personnel: CPG will exit and assist attaching survivors to the aircraft. it may be necessary for aircraft to depart single-ship and flight crews may have to
This includes securing or leaving any loose items that could be entangled on any part remain in their individual fighting positions until the immediate threat has passed
of the aircraft (NGB, rotors, or landing gear) during flight. Ensure that passengers are before executing the displacement.
aware of the turning rotors and will not stand on the wing or EFAB until the aircraft
has been completely shut down or until assisted by the CPG upon landing. Time 8. When ready to depart, transmit call sign and direction of takeoff based on the
permitting, remove the CPG and / or PLT’s Air Warrior vest (s) for survivor use. At- displacement plan.
tachment should be with a D-ring harness, crewmember vest, or, as a last resort, a 9. Upon departing the assembly area, move to the designated displacement site,
Riggers Belt looped under the survivor’s arms onto the handles as mentioned above. conduct a reconnaissance, and establish security and report established.
Only unconscious personnel should be placed in the front seat.
10. Arrival Procedures. Upon arrival to the displacement site the aircraft will be parked as
5. Once secured, survivors should give a thumbs up (day) or vertical light movement tactically as possible. Maximum consideration should be given to providing effective
(night) to signal he / she is ready for takeoff. When able, the CPG will fly the aircraft fields of fire for security. The senior ranking PC or AMC present will determine
allowing the PLT to monitor the survivors. appropriate REDCON level. The priority of considerations for establishing REDCON
level and security are outlined below.
A. Enemy situation and likely avenues of approach.
B. Concealment.
C. Suitable ingress and egress routes.
D. Commo Plan and Termination of the Displacement Plan.
11. The TF will determine end of mission criteria
12. Aircraft that are airborne at the termination of the scatter plan will continue to their
designated loiter ACP and hold until cleared back into the TAA either individually or
as a flight via the TF CMD NET.

UH-60 CREW BRIEF
1. Mission overview.
2. Flight plan, NOTAMs, MRAW.
3. Weather (departure, en route, destination, and void time).
4. Flight route (Altitudes, Airspeeds, Formations, Terrain/Hazards, Weapon status per
leg).
5. Airspace surveillance procedures.
6. Required Items: (Personal, Professional, Survival Gear)
7. Crew actions, duties, and responsibilities.
A. Transfer of flight controls.
B. Two challenge rule.
C. Aircrew coordination principles with supporting qualities:

(P1) Communicate effectively and timely
(Q1) Announce and acknowledge decisions and actions.
(Q2) Ensure that statements and directives are clear and timely.
(Q3) Be explicit.
(P2) Sustain a climate of ready and prompt assistance
(P3) Effectively manage, coordinate, and prioritize planned actions, unexpected
events, and workload distribution.
LIFT SPECIFIC MISSION CARDS (Q4) Direct assistance.

(Q5) Prioritize actions and equitably distribute workload.
(P4) Provide situational aircraft control, obstacle avoidance, & mission advisories.
(Q6) Maintain situational awareness.
(Q7) Manage mission changes and updates.
(Q8) Offer Assistance
8. Pilot on the Controls:

A. Fly the aircraft with primary focus outside when VMC, inside when IMC.
B. Avoid traffic obstacles and announce deviations.
C. Monitor/ Cross check navigation, communications and A/C systems as appropriate.
D. Monitor/transmit on radios as directed by the PC.
9. Pilot not on the controls

A. Assist in traffic and obstacle avoidance.
B. Manage radio network presets and set transponder.
C. Navigate.
D. Copy clearances, automatic terminal information service (ATIS), and other Info
E. Cross check systems and/or instruments and monitor aircraft performance.

UH-60 CREW BRIEF UH-60 CREW BRIEF
F. Read and complete checklist items as required. 16. EXTERNAL LOAD CONSIDERATIONS
G. Set/adjust pages/switches and systems as required. A. Equipment, cargo hook and load certifications
- Hookup and Enroute procedures
H. Complete (Before takeoff/ landing checks and verify brake setting)
A. ICS switch off (P* and CE required)
I. Identify landing area and be prepared to make landing B. Arming switch – armed <300’/ safe> 300’
10. Crew Chief/ Assigned Crewmembers C. Pilot call altitude and torque
A. Pax brief D. Clear concise commo (1 direction / command at a time)
E. Emergency go left (if terrain allows)
B. Secure pax/ cargo (restraint criteria met)
F. Oscillations (reduce a/s, shallow bank or both)
C. Announce obstacles and traffic (inside 2-3 sec) - Arrival
D. Announce when enter/ exit aircraft A. Pilot (PI) releases load (do not allow clevis to drop on load)
E. Weapons brief (weapon status, terminology, REVIEW ROE) B. Two challenge rule (manual release)
11. Emergency Actions C. Prepare for brown out or white out
D. Monitor drift (M119 critical)
A. Pilot on the controls fly aircraft (airspeed/ alt/ landing area/ verify PCL move-
17. FIRE BUCKET
ment)
A. Bucket Inspected? Set capacity for (70/80/90/100%) verify with PPC
B. Other pilot Analyze (reset master caution/ announce lights/ announce actions/ B. Review ext load hook-up procedures
radio calls) C. Review AWR and SOP procedures (airspeeds full/ empty and drop altitudes)
C. Crew Chief (secure and assist pax/verify landing area suitable/ verify PCL D. Hazards (dip location, fire site, enroute/other aircraft)
movement) E. Initial Plan of Attack on the Fire
12. Emergency Egress (Check on each other on your way out) F. Commo plan
A. Immediate exit parameters (fire/ fuel/ water/ threat) G. Emergency Procedures
B. Exit locations H. Conduct ACB with other fire bucket crews (radio or prior to flight)
C. Link up points (upwind/ strobe/ whistle/ WHERE) 18. FRIES
D. Emergency engine shutdown (check crew) A. Review and verify time calls (10MIN-6MIN-30SEC)
E. Over water (point of reference/ LPU inflation, HEEDs use/ weak swimmers) B. Review hand and arm signals
13. Emergency Egress in Combat C. Brief approach alt, speed, heading and decel angle at approach point
A. EPA (evasion plan of action/ Comsec/Weapons/First Aid/Security) D. Location, size, and description of LZ
B. SAR letter, number and word E. Who will deploy/ jettison ropes (FRM #1 roper or CE)
C. CAPP’s (downed aviator pickup points) F. Confirm you have commo with FRM
D. RAMROD G. Review E.P’s for (enroute, hung rope, drift, early departure and NO COMMS
E. SAR DOT (location) with FRM)
F. ISOPREP information 19. HELOCAST
14. NIGHT/ NVG and LASER CONSIDERATIONS A. Review timing and hand and arm signals (10-6-3-1 min, 30 and 5 sec calls)
A. Required aircraft lighting (internal and external) B. Review frequencies/ callsigns/ locations (safety boat/ medics/diver etc.)
B. Light signals/ Spare NVG’s/ Lost contact C. Release command (verbal, smoke, light)
C. Scanning sectors D. Abort signals (no commo D/NVG ground or aircraft directed)
D. NVG Failure (announce seat position and status, talk terrain flight, low alti- E. Cast altitude/ airspeed (10’ max/ 10kts max)
tude, landing, use of landing light) F. Cast heading/ Cast zone makings and hazards (buoys/ chem-lights)/ 1st pass
E. Use of Lasers discuss: type, hazards, employment/ marking techniques for no drop
threat, hazards, targets and target handovers G. Aircraft emergencies (caster actions)
15. IMC crew duties. 20. SPIES
A. Inadvertent IMC. A. Review timing and hand and arm signals
B. During IFR operations. B. Who will deploy/ jettison rope (SPIES master on order of PC)
C. Commo plan to include no commo plan
(1) Instrument Takeoff (ITO)/note takeoff time. D. LZ/PZ location, altitude and obstacles/ release point/ approach speed and
(2) Level off check. heading
(3) Calculate and monitor times for holding and approaches. E. EP’s (enroute, drift, early departure, tangled rope)
(4) Approach/holding brief.
(5) When on approach, P watch for airfield.
(6) On breakout and landing environment in sight, notify P*
(7) Be prepared to direct the P* for the missed approach procedure
(8) Navigation programming.

UH-60 CREW BRIEF UH-60 CREW BRIEF
21. PARADROP
A. Review timing and hand and arm signals (6min-4min, 30 and 10 sec calls)
B. Review commo plan AFMS/CEFS Operation
- Hung Jumper
A. Remain over DZ, slow airspeed and land ASAP from a hover 1. CEFS Emergency procedures.
- Open Chute in Aircraft
A. CE secure chute a. Single Engine Considerations.
- Emergency Procedures b. Tank location effects on emergency egress procedures
A. Static jump jumpers stay with aircraft c. Jettison procedures, limitations, and cartridge malfunction
B. HAHO or HALO jumpers depart if above predetermined altitude or remain with d. Fire in Flight
aircraft DISENGAGE AUTOMATIC CHUTE OPENING DEVICE 2. Operating limits, include MIN altitude restrictions
3. Maneuver limits due to configuration and A/C GWT, including airspeed, bank
22. Special Mission Equipment: NVGs/ HUD, Monkey Harness, SKL, Sling set, LPU,
Rafts, HEEDs Bottle, O2, E/E Bag, SPIES and FRIES, Fire Bucket, Release pendants, angle, and power management.
Headsets 4. Fuel transfer operations and asymmetrical loading
5. Weapons employment parameters.
23. ANALYSIS of the AIRCRAFT
A. Publications (Current/Required
B. Log Book and Laptop checked (Red X, inspection status) Hot Refuel Procedures
C. Pre flight status
D. IFF (MODE IV LOADED, CHECK MODE ½ currents #’s) 1. Tail Wheel – LOCK.
E. COMSEC LOADED (KY-100, KY-58’s, SINCARS, GPS, HAVEQUICK, ARC-
220)
2. Parking Brake – SET.
3. TACAN – RCV only. M
24. Risk mitigation/considerations.
4. JVMF – IDM EMCON ON. M
25. Questions, comments, and acknowledgment of the briefing. 5. Transponder – STBY.
26. Conduct walk around. 6. CMWS – safe, Safety pin in.
7. Weapons System – Clear & Stow.
8. Helmet visors– DOWN.
9. Passengers at Marshaling Area.
10. Doors & Gunners Windows – CLOSED.
11. Amor Panel—CLOSED.
12. Fire Guard – Posted.
13. Position Lights – (METT-TC)
14. Anti-collision Lights – OFF.
15. Landing and Search Lights – OFF.
16. Monitor Refueling.
17. Upon completion of refueling operations. Verify Refuel and complete steps in
reverse.

CH-47 CREW BRIEF CH-47 CREW BRIEF
1. Crew introduction/qualifications/currency 8. Airspace surveillance procedures/visual sectors/third pilot duties
2. Required items: reading card file, publications, identification (ID) tags, 9. Analysis of the aircraft
ALSE, personnel equipment , data cards, and mission equipment
a. Logbook and preflight deficiencies
3. Mission overview
b. Performance planning
a. Flight route
(1) Comparison of computed and takeoff fuel
b. Time line
(2) Single-engine (SE) capability—max rate of climb IAS, min/max SE IAS,
c. Notices to airmen (NOTAMs) Validation Factor, Go/No-Go TQ and HVR TQ
d. Air Coordination Order (ACO) (3) Re-computation of performance planning card (PPC)
4. Weather (departure, en route, destination, and void time) c. Mission deviations required based on aircraft analysis
5. Tactical considerations 10. Crew actions, duties, and responsibilities
a. Rules of engagement (ROE) a. Transfer of flight controls and two challenge rule
b. Weapon engagement rules, weapon control status b. Emergency actions
c. Spins and evasion plan

(1) Actions to be performed by pilot on the controls (P*), pilot not on
the controls (P), and nonrated crewmember (NCM)
6. External load operation
(2) Emergency equipment / first aid kits / survival kits / evasion and
7. Multi-aircraft operations escape kits
(3) Egress procedures and rendezvous point
a. Formation types (4) Inadvertent instrument meteorological conditions (IIMC)
b. Altitude (s) (5) Night vision goggle (NVG) failure
(6) Mission considerations. Current Threat, emergency squawk
c. Airspeed (s) (RP, Cruise, and SP) communication, zeroize equipment, disable aircraft, collect/
destroy classified materials, weapons security
d. Aircraft lighting c. Crew Coordination
e. Lead change procedures.

11. General crew duties
f. Lost communications procedures.
a. Pilot on the controls (P*)
g. Loss of visual contact procedures/In-flight link up/Rally points (1) Fly the aircraft — primary focus outside when VMC inside when
IMC
h. Actions on contact
(2) Avoid traffic and obstacles
i. IIMC (3) Crosscheck systems and instruments
(4) Monitor/transmit on radios as directed by the pilot in command
j. Downed A/C (Personnel recovery, CSAR)
b. Pilot not on the controls (P) (Mission Manager)
CH-47 CREW BRIEF CH-47 NCM BRIEF
(1) Perform mission management duties IAW ATM 1. Crew introduction/qualifications/Currency
(2) Assist in traffic and obstacle avoidance
(2) Tune radios and set transponder 2. Required Items
(3) Navigate A. Reading card file, proper serviceable uniform, identification (ID) tags,
(4) Copy clearances, ATIS, and other information ALSE gear, flashlight, and mission equipment.
(5) Crosscheck systems and instruments
3. Mission Overview
(6) Monitor/transmit on radios as directed by the PC
B. Briefly explain general mission/type of training being conducted. Review
(7) Read and complete checklist items as required
flight routes with all NCMs.
(8) Announce when focused inside or outside the aircraft
4. Constant
c. Flight engineer (FE), Crew Chief (CE), Medic (MO) and other assigned A. The FE is responsible for ensuring all NCM are briefed on their duties.
crewmembers B. A Safety Harness WILL be worn and secured to 5k or 10k tie down ring
at all times.
(1) Complete passenger brief C. Seat Belt WILL be worn at all times (AFCS Off/Terrain Flight/Roll-On
(2) Secure passengers and cargo Landing) unless it interferes with crew duties.
(3) Assist in traffic and obstacle clearance
(4) Perform other duties assigned by the PC 5. Commo Failure
A. NCM with Commo Failure will get the Attention of another NCM and
12. Risk assessment considerations signal Commo Failure by “Tapping the top of their flight helmet” and work
to restore Comms.
13. Crew-level after action review—time and location B. At No Time throughout the flight will Two Clicks on the ICS be used to
signal Commo Failure.
14. Crewmember questions, comments, and acknowledgment of mission
6. Aircraft Run Up, Shut Down, and Post Flight Duties
briefing
A. At a minimum, the following duties will be discussed and divided up by
the FE amongst crewmembers
(1) Avionics Fan
(2) Maintenance Panel
(3) Cargo Hooks check
(4) Pitot/Yaw port Heat
(5) Exterior Lighting
(6) Flight Control Travel and Hydraulics Check
(7) DECU/ECU Check
(8) Droops Stops
(9) Engine Start/Stop
(10) Hot/Cold Refuel
B. No crewmember will move towards, stand beneath, or sit beneath
engines and/or APU (if operating) during ECL transitions or reversionary
checks.

CH-47 NCM BRIEF CH-47 NCM BRIEF
7. Taxiing and Airspace Surveillance Procedures 11. External load operations
A. ALL NCMs are Responsible for Obstacle Avoidance, maintaining A. Brief all duties as per “external load checklist”
Airspace Surveillance and using proper Crew Coordination.
B. Clearance calls are made in proper sequence and direction of flight, Left 12. Internal Load and Passenger Operations
then Right, Aft then Fwd. (e.g. “Nose clear left, Tail clear right”) A. All NCM
C. Normal airspace surveillance sectors (1) Responsible for the proper securing of Cargo
(1) AFT NCM (Ramp) – 6 O’clock to the 10 O’clock (2) Will ensure passengers are seated and seat belts are fastened
(2) FWD NCM (Cabin Door) – 2 O’clock to the 6 O’clock before takeoff .
(3) Gunner/Additional NCM – as assigned by the FE B. Ramp
(1) Will conduct passenger count and relay to PC
8. PAT Check Procedures C. Cabin Door, Gunner, or Additional NCM
(1) Will conduct second passenger count and relay any differences to
A. Ramp PC.
B. Cabin door 13. Emergency Actions and Egress Procedures
A. Ramp duties
9. Cruise Check (Ramp and Cabin Check) B. Cabin door duties
A. ALL ramp and cabin checks WILL BE Conducted with clear visor down C. Gunner/Additional NCM duties
and using a white flashlight. D. Exit and Rally Points
B. Ramp E. Downed Aircraft Procedures
Check Ramp to FWD of Utility Hatch Door 14. Combat Operations
Will check Ramp to AFT of ERFS tank when installed A. Rules of engagement
C. Cabin Door B. Weapons status
(1) Check FWD cabin area to AFT of Utility Hatch Door C. Weapons malfunctions
(2) Will check FWD cabin area to AFT of ERFS tank when installed D. Weapons clearing procedures
(3) Announce “Ramp and Cabin Check Complete all Systems
Normal” (Deficiency if applicable) Amount of fuel in ERFS II tank (If 15. Aircrew questions, comments, and acknowledgement of the brief.
Installed)
10. Tactical Flight

A. Landing area reconnaissance
(1) Announce drift, altitude, dust/snow calls are primarily made by the
cabin door
B. Slope operations
C. Pinnacle/Ridgeline operations
D. Confined area and roll-on landing
(1) Cabin door will announce when crossing final barriers
E. Terrain flight deceleration
(1) Cabin door will clear the rear of the aircraft

CH/UH PASSENGER BRIEFING CH/UH PASSENGER BRIEFING
1. Crew Introduction (a) Ramp, Cabin door, and windows
2. Personnel (b) Clock position – 50 meters
a. Equipment (3) Emergency Equipment
b. Proper Uniform (a) Fire extinguisher
c. ID Tags (b) First aid kits
d. Hearing Protection (c) Escape axe
e. ALSE / Survival - LPU, HEEDS, Rafts (d) Rafts and LPUs
f. Weapons- Magazines-OUT: Weapons cleared, pointed down. (e) All weather kits
Magazines-IN: Safeties ON, weapons pointed down.
c. Emergency Landing / Ditching
3. Flight Data / Mission
(1) Signal
a. Weather
b. Mission –Time / event calls
(a) 3 bells – prepared for crash landing CH
4. Aircraft Procedures (b) 1 sustained bell – just prior to impact CH
a. Normal Procedures (2) Crash position
(1) No smoking on or w/in 50’ to include use of heating devices (3) Overland - Fire / No fire
(2) Entry / Exit of the Aircraft (4) Over water - Controlled ditching / Uncontrolled ditching
(a) Do not approach from the front aircraft. Rotors may drop to
a dangerous height. Load from rear @ 90 degree angle CH
(b) Hydraulic lines and electrical wires
(c) Slippery floors
(3) Seating / Seat Belts
(4) Chalk CDR / LDR seat position and ICS availability
(5) Movement in the Aircraft
(6) ICS Failure
(7) Ground / Hot Refueling – Marshaling Points
(8) Security of Equipment
b. Emergency Procedures
(1) Actions During Emergency
(a) Follow directions of the crew
(2) Exits / Rally Points

EXTERNAL LOAD CHECKLIST EXTERNAL LOAD CHECKLIST
1. Nonrated crewmember (NCM) – Duties 5. Items to be briefed at the PZ/LZ Prior to hookup.
a. NCM calling load will have radios OFF and winch/hoist control grip secured a. Determine takeoff gross weight, single-engine capability, and verify Go/No-
and positioned within reach Go and validation factor.
b. CH The P* will announce any DAFCS modes to be used and the NCM call-
b. Advise load in sight
ing will acknowledge the DAFCS modes to be used during the hookup and
c. Direct P* over load (no more than two directions at a time) drop-off phases
d. Advise when load is hooked b. Pilot not on the controls (P) – Duties
e. Advise when hook-up team is clear and direction (1) ARM the cargo hook master switch
f. Advise when load is clear to come up (2) Turn OFF radio monitor control knob for pilot on the controls (P*) if
g. Advise when sling (s) are tight required
(3) CH EMCOM – As Required
h. Advise load height during takeoff from the ground to 10 feet in 1-foot incre-
ments (4) Inform P* before reaching limits
i. Monitor load in flight (5) Perform hover power check and before takeoff check
J. The NCM will call the load height from 10 feet to the ground and from the (6) Cargo hook master switch:
ground to 10 feet in 1 foot increments. The NCM will call the load height
above highest obstacle (AHO) on takeoff/approach at 100 feet, 75 feet, 50 (a) OFF/(SAFE ) UH above 200/(300 UH ) feet AHO and best
feet, 25 feet, 20 feet, 15 feet and 10 feet single engine (SE) airspeed
2. Hook authority (b) ARMED below 200/(300 UH ) feet AHO or best SE airspeed
a. Normal Scenario – Rests with pilot in command (PC), but the load is typical- (7) The pilot not on the controls (P) will back-up the NCM calling the
ly released by the NCM. load using the radar altimeter
b. Emergency Situation – Rests with PC. PC will determine when the load will c. Aircrew questions, comments, and acknowledgement of the brief
be jettisoned based on aircraft performance. The NCM at the load must
jettison the load if it will endanger the crew or aircraft. Load jettisons will be
announced to the aircrew
3. Internal communications system (ICS) failure between rated crewmembers
a. RCM and NCM (two challenge)
b. Before load is hooked/slack in sling – NCM opens hook with normal release
c. After slings tight/load is airborne – NCM with communication will notify crew
and call the load down. NCM with communication will have the pilot on the
controls release the load normally
d. Between pilots – Pilot with communication takes flight controls
4. Aircrew questions, comments, and acknowledgement of the brief

HOIST OPERATIONS CHECKLIST (Internal) HOIST OPERATIONS CHECKLIST (External)
1. Hoist Preflight per -10 1. Hoist Preflight per -10
2. Extraction Devices Inspected 2. Extraction Devices Inspected
3. Power On Hoist Checks IAW -10/CL 3. Power On Hoist Checks IAW -10/CL
4. Common Terminology / Acft vs Load / Cable 4. Common Terminology / Acft vs Load / Cable
5. En route Phase: (5 min Out)
5. En route Phase: (5 min Out)
Hoist Control Panel Switch – OFF
Hoist Control Panel Switch – OFF
Verify Performance Considerations for OGE
Verify Performance Considerations for OGE
P* and HO ICS pin switches as required
P* and HO ICS pin switches as required HO/HR – Move seat to the full back position
HO/HR repositions in cabin HO – “Test Arm Switch” to “ARM”
HO Ensures circuit breaker—In HO/HR – “ECS OFF” if equipped with ECS
HO/HR Conducts 1st set of Buddy Checks HO/HR – “Maneuvering inside the cabin”
P Master Power—ON HO – Ensure circuit breaker is in
HO – “All indications, talking on the pendant” HO – Conducts 1st set of BUDDY CHECKS
P – Master power to the Hoist — On
HO booms hoist over the HR “Booming hoist out to secure HR/load”
6. Operational Phase: (1 min out)
HO cables hook to secure HR/load “Cabling out to secure MO/load”
HO– Cables out to secure load
HO Secures HR/load to hoist – “Conducting 2nd set of buddy checks”
HO/HR conduct 2nd set of Buddy Checks
6. Operation Phase: (1 min Out) HO positions load outside cabin door
HO – “Booming Load out” P* advises “Stable hover, clear to cable out”
HO – “Load is positioned outside the cabin door” 7. Recovery Phase: (1 min out or when HR is ready for extraction)
HO – Advises obstacles clear and helps position A/C over the Hoisting site. P* – Advises “1 minute out” (If aircraft departed )
HO – confirm with P* he is at a stable hover P* and HO ICS switches as required
P* – “Stable Hover, clear to Cable out” HO – “BUDDY CHECKS COMPLETE” (CE re-checks self- prior to open-
ing door if door was closed)
HO – “Cabling out” (All calls IAW TSP)
P* – “Stable Hover, clear to Cable out”
7. Recovery Phase: (1 min out or when HR is ready for extraction) 8. Departure Phase (when HR/patients are back in cabin)
P* – Advises “1 minute out” (If aircraft departed ) HO – Inform P* “clear to fly away”
P* and HO ICS switches as required ICS Comm. pin switches as desired
HO – “BUDDY CHECKS COMPLETE” (CE re-checks self-prior to opening P – “Master power to the hoist off”
door if door was closed) Hoist search light OFF if used
HO – “Booming hoist out” (if hoist was boomed back in) 9. Emergency Procedures: Will be per –10 and applicable Operator’s and Crewmember’s
8. Departure Phase (when HR/patients are back in cabin) Checklist.
HO – Inform P* “clear to fly away”

ICS Comm. pin switches as desired
P – “Master power to the hoist off”
Hoist search light OFF if used
10. Emergency Procedures: Will be per –10 and applicable Operator’s and Crewmem-
ber’s Checklist.

LCLA BRIEF LCLA PREFLIGHT CHECKLIST
1. Crew introduction 1. Static line cable – installed, not frayed, safetied, does not sag more than 6
inches
2. Confirm # of loads, passes, and # out each pass
2. Seats – as required
3. Current weather, wind 3. Seat belts – as required
4. Timing – notification 4. Ramp extensions – removed
a. 10 minute – Verbal 5. Ramp area – free of oil and hydraulic fluid
6. Troop warn alarm and lights – check during run-up
b. 6 minute – Verbal, unstrap loads
7. Operational transponder – check during run-up
c. 3 minute – Verbal, position ramp 8. Headsets and restraining harness – minimum of 2 operational and worn by JM
d. 1 minute – Verbal and safety
e. 30 seconds – Stand by 9. Radios – minimum of 2 operational. 1 will be FM
10. Protruding and sharp objects – check in/around ramp. Either remove or stow.
f. PC – Execute Tape and wrap all sharp edges
5. Racetrack patterns – left or right 11. Cargo hook access door – check closed and secure
6. Drop altitudes – 150’ – 300’ AGL 12. ICS boxes – check operation during run-up
7. Drop airspeed – 80 – 110 knots. 90 knots optimal 13. HICHs/COOLS ramp rollers – installed
14. All cargo and equipment – rigged/secured IAW appropriate procedures (-10,
8. Drop Zone azimuth FM 3-05.211, FM 3-05.220)
9. Drop zone marking 15. Internal lights – check operation (night flight only)
10. Drop heading – correct for winds 16. Flotation (over water ops) and emergency equipment stow, secure, and readily
available.
11. Drop zone obstacles/description/grid
12. Radio frequencies and call signs
13. Airspace coordination – (NOTAM published) DROP ALTITUDE AND AIRSPEED LIMITATIONS
14. First pass – wind dummy or streamer Min – 150’ AGL
15. Location of DZSO and wind meter
Max – 300’ AGL
16. Abort signal with or w/o commo – day and night
Airspeed - Not less than 80 knots or greater than 110 knots. Optimal speed is 90
17. Lost commo between DZSO and aircraft
knots
18. Landing zone markings
19. Road guards/military police – as required
20. Emergency procedures

LCLA PROCEDURES WATER BUCKET PREFLIGHT CHECKLIST
1. 10 minutes out – personnel move to back of A/C and strap in. BUCKET PREFLIGHT
2. 6 minutes out – unstrap loads to be dropped, contact DZSO with # of loads 1. Check the bottom chain looking for any tears in the fabric straps. Also,
this pass. check the lock wire or tie wraps on the shackles.
2. Check for loose bolts around the bucket shell; IDS brackets at the top,
3. 3 minutes out – JM gives command “get ready” – lower the ramp to level,
loads positioned to center of ramp. cinch strap brackets at the midpoint and the wear strips at the bottom.
3. Check the diagonal M-straps that connect the suspension cables to the
4. 1 minute out – A/C calls DZSO with “1 min out call”. DZSO replies with
top of the bucket, looking for signs of wear or incorrect suspension line
clearance to drop. Notify JM 1 minute out. Loads positioned to edge of
ramp. connections.
4. Check the purse lines on the dump valve. Frayed lines should be re-
5. Drop zone – PC makes call “EXECUTE.” JM will respond with # of loads
placed. Do not wait for a line to break before replacing it.
away
5. Check the cinch strap, ensuring it is at the correct percentage.
6. Radio DZSO with # of loads away. DZSO will respond with number of loads
and canopies observed. 6. Check the suspension cables for frays, kinks or loose swages.
7. Check that the ballast is securely attached. Full ballast is essential for
safe operations.
8. Check the control head for secure fittings. Never operate the bucket
LCLA EMERGENCY with the control head cover removed.
9. Check solenoid operation by activating it several times.
STATIC LINE: 10. Activate the head with 24 volts to release the catch, then pull the trip
1. Accidental parachute activation: Every effort will be made to contain the line cable to full extension from the control head, checking for kinks,
canopy inside cargo compartment frays or loose swages.
2. Towed/Hung load: JM will determine condition of load and cause, then de- POWER SUPPLY / AIRCRAFT SETUP AND PREFLIGHT
termine course of action with PIC
1. Install remote power supply underneath control box with a piece of foam
a. Cut away load on top to protect control box.
b. Recover load with help of crewmembers 2. Secure to tie-down ring abeam the center hook with a 5k strap. (do not
c. Bring aircraft to hover in air or over ground over-tighten).
3. Accident or Damage: leave A/C rigged and all personnel will remain on- 3. Bambi bucket operators grip will be secured to a 5k strap as shown with
site until released through aviation command channels zip ties.
4. Connect electrical cables IAW SEI Industries Bambi Bucket Operators
manual.
5. All excess cable will be wound and secure out of the way so as to not
create tripping hazards.
6. Ensure 1inch slack at breakaway point to allow for load swing.

WATER BUCKET PREFLIGHT WATER BUCKET OPERATIONS CHECKLIST
7. Secure the electrical cord ABOVE the breakaway fitting to the cargo FILLING THE BUCKET
hook.
1. NCM – clears bucket down to fill with water
8. Wrap breakaway plugs with adhesive tape to prevent accidental discon-
2. Bucket starts filling – Bucket is ¼, ½, ¾ full and full
nection during flight.
3. Bucket is full or at desired capacity and aircraft is centered over the load
– NCM clears aircraft to come up
DUMPING WATER
1. P calls ‒ Altitude, airspeed and monitors RAD ALT during pass
2. P/P* calls – Prepare to open the bucket (approximately 10 seconds from
target). NCM repeats call.
3. NCM/P/P* calls over target – Open the bucket
4. NCMs Respond ‒ Bucket open, Bucket is ¾, ½, ¼, Bucket is empty
LANDING
1. Normal load approach
2. Clear bucket to ground
3. Clear to slide (direction) away from load
4. Release the slings and disconnect electrical lines
5. Recover bucket and secure in aircraft
EMERGENCY PROCEDURES
1. Open the bucket, if necessary
2. Call bucket open, bucket empty
3. Jettison the load, if necessary
4. Call load jettisoned
5. Hook operations ‒ Normal and EMERG.
6. Lost communication procedures

PARADROP SAFETY BRIEF JUMPMASTER BRIEF
1. Crew introduction 1. Crew Introduction
2. First-aid kit locations 2. Confirm # of Jumpers, passes, and # out each pass (Max 28 jumpers)
3. Fire extinguisher locations 3. Current weather, wind at altitude
4. Emergency escape ax location 4. Timing – Notification:
5. Emergency exit locations: a. 6 minutes – verbal, red light, position ramp
a. Windows b. 3 minutes – verbal, red light
b. Pilot and copilot doors c. 1 minutes – verbal, red light
c. Left, right, ramp escape panels d. Standby – 8-10 sec. Call from DZSO
d. Ramp and cabin door e. Execute – EXECUTE, EXECUTE, EXECUTE, green light
6. Emergency warning signals: 5. Racetrack patterns – left to right
a. Prepare ditching - 3 short rings & red light
6. Drop Altitude – AGL Minimum 1,500’ AGL
b. Water contact - 1 sustained ring
7. Drop Airspeed – 80-110 KIAS
c. Prepare crash landing - 3 short rings & red light
8. Drop Zone Markings – VS-17, Smoke, etc.
d. Crash landing - 1 sustained ring
9. Drop Heading – Correct for wind
e. Prepare bailout - 3 short rings
10. Drop Zone Obstacles, and Markings
f. Bailout - 1 sustained ring & green light
11. Radio Frequency and Call Signs
7. Troop warning light signals:
12. Airspace coordinated – NOTAM/AIRAD
a. Red light - Not cleared for jump
13. First Pass – Wind Dummy or Wind Streamer
b. Green light - Cleared for jump
14. Location of DZSO and Wind Meter – MAX Surface Wind is:
8. CAUTION – HAND / EQUIPMENT PLACEMENT
a. Personnel – Land 13 Knots
a. Rotating driveshaft
b. Engine fuel valves b. Personnel – Water 17 Knots
c. Ramp control lever c. HAHO / HALO 17 Knots
9. Procedures for hung jumper: d. Door Bundles 20 Knots
a. Actions of Jumpmaster: Use cargo strap/winch to secure as briefed 15. Abort Signal, w/ and w/o Commo – Day/Night and Ground or Aircraft directed
b. Actions of pilot-in-command: 16. Medics – Location & Freqs
(1) Slow airspeed 17. Landing Zone and Jumper Pick-up point
(2) Land ASAP to a hover 18. Road Guards / Military Police – as required for control of Vehicles and
Spectators
10. Procedures for inadvertent open chute:
19. Boat Detail – If Water is Deeper than 4’ w/in 1,000 meters of any edge of the
a. Actions of jumpmaster - secure chute
DZ, the boat will be in the Water w/Motor running & have enough vests for
b. Actions of FE / CE - secure chute, raise ramp each Jumper
11. Aircraft emergency procedures and action of jumpers: 20. Malfunction Officer w/Camera, recovery detail w/saws and tree Climbing
a. Static jump - Jumpers remain with aircraft unless jumping in progress equipment
b. HAHO/HALO - Depart aircraft if above pre-briefed altitude, or remain 21. Aircraft Emergencies – Action of Jumpers
with aircraft and disengage the automatic chute opening device

CH47 Internal Configurations CH47 Internal Configurations
1. Chinooks may be configured to carry a number of combinations of internal 1 ERFS and 18 passengers
loads to include general cargo, vehicles, pallets, Extended Range Fuel System,
passengers and litters. Passengers typically have 3 bags each weighing about
100 pounds. Regularly used configurations are as follows:
30 passengers
2 ERFS/ 6 PAXs
1 pallet and 18 passengers
Up-Armored Vehicle and 6 PAX
2 pallets and 6 passengers
1. Combinations of external and internal loads will vary (generally weight, not
space limited. Pallets max weight is 7,500 lbs. Supported unit is responsible for
weight and informing the aircrew. Load lightest pallet in first, the heaviest in
second, and the middle weighted pallet in third. The ramp strut required for pal-
lets weighing more than 3,000lbs. Pallet cannot exceed 50 inches in height if the
ramp strut is being used. Cargo will be secured with netting, and will not be
placed within a few inches from the edge along all four sides of the pallet.

UH60 SEATs OUT OPERATIONS SEATs OUT OPERATIONS Cont.
1. Authority IAW AR 95-1. The objective of Seats-Out Operations is to mass combat 13. Chalk leaders will Identify themselves to the crew chiefs, ensure personnel are
power at a decisive time and place. This is conducted by increasing the allowable properly positioned in accordance with the sitting diagrams.
combat load (ACL) of UH-60 Helicopters under all environmental conditions.
14. Troops will load the aircraft in the order of assigned sequence numbers and sit
2. The allowable combat load varies from 16 to 20 soldiers for the UH-60. The ACL may in the designated locations and maintain security of individual weapons and sensitive
be less when mortars or other bulky equipment or ammunition are carried. items.
3. The ACL should not exceed 16 when troops carry rucksacks. Depending on size and 15. Aircraft Preparation will include removal of troop seats and clear aviation
number of rucks carried, the ACL may be less than 16. equipment from the cargo area between stations 288 and 398. Additionally, two
straps will be installed across the cabin floor to enable soldiers to stabilize
4. The ACL for the UH-60 with external load is based on the weight of the specific load, themselves during seats-out operations.
not to exceed a total of 8,500 lbs (including troops and internal load). To exceed this
may reduce the ability of the aircraft. 16. If cargo (ammunition containers, water cans, or mortar equipment) and troops are
mixed as an internal load, the cargo will be properly secured.
5. Seats-Out Operations will not be routine in peacetime and will always be a high risk
operation; however it is prudent for leaders to ensure that aircrews and combat troops 17. Training. Static loading/unloading training should be conducted prior to all seats-out
are trained to perform such operations should they be required to do so in combat. operations.
Leaders should carefully select the opportunities and conditions under which we
conduct this high-risk training. 18. Loading. Chalk leaders must ensure every soldier knows his location in the aircraft.
6. For training, the designated serial flight lead pilots in command must perform a 19. Once loaded, all personnel will sit (on their rucksack) with their weapons between
mandatory eyes-on reconnaissance of landing zones to be used during seats-out their legs and with muzzles down. If additional measures are needed to help stabilize
operations. soldiers, soldiers may be required to utilize snap links attached to sling ropes tied
around their waist with a quick release. They will be required to snap link into the floor
7. Training should be conducted in optimum flight conditions (weather, illumination, and of the aircraft and be visually inspected by the squad or section leader.
terrain) and leaders should apply controls to mitigate the risk (no hazards in the
landing zones). Additional consideration must be given to surface danger zones of all 20. Mortars and other bulky equipment/supplies must be secured according to helicopter
weapon systems involved and environmental conditions, during live fires. internal loading operations using CGU-1B cargo tie-down straps.
8. Be aware of the significant probability of the aircraft center of gravity shifting with 21. Crew chiefs will confirm security of cargo doors prior to takeoff and verbally inform the
unsecured loads. pilot in command “doors secured left/right”. The pilot in command verbally
acknowledges cargo door security check.
9. Air Assault Task Force Commander: Establishes the ACL for each mission based on
METT-TC analysis and recommendations of the supporting aviation unit commander. 22. Strap across the cabin door openings for security.
Overall responsible for the safety of all soldiers and equipment in the operation.
Assigns chalk leaders and brief them on their duties and is responsible for conduct 23. Unloading. Unloading will not begin until the “Execute” command is echoed from the
static load training of personnel and equipment. pilot in command by the crew chiefs (See Passenger/Troop Carrying Operations
Tab).
10. Pilot in Command (PC) is responsible for the safety and security of all personnel and
equipment aboard his/her aircraft. Limits bank angles to 20 degrees or less except in 24. Personnel will exit the aircraft as rapidly as possible to execute the unit’s ground
emergencies, maintains airspeed limits will be IAW the operator’s manual; for NVG tactical plan. Chalk leaders will account for all personnel and equipment.
operations, airspeed limitations in TC 1-210 must be complied with. The PC will
briefs crewmembers on their duties and responsibilities prior to each seats- out
operation.
11. Crew chiefs will verify that the cabin doors are secured prior to takeoff and announce,
"door secured left/right” to the PC. The PC will acknowledge the check. The crew
chiefs will secure the doors according to the aircrew briefing after all troops have
exited the aircraft. The crew chiefs will provide at least two CGU-1B cargo straps to
secure mortars and other bulky material/supplies and will ensure additional cargo
straps are available for personnel stability and restraint. Cargo straps will have all
loose ends and attachment points secured with 100 mile an hour tape.

AH-64 CREW BRIEFING
1. Mission overview.
2. Flight plan.
3. Weather (departure, en route, destination, and void time).
4. Flight route.
5. Airspace surveillance procedures (Task 1026).
6. Required items.
a. Personal.
b. Professional.
c. Survival/flight gear.
7. Crew actions, duties, and responsibilities.
a. Transfer of flight controls.
b. Two challenge rule.
c. Aircrew coordination principles with supporting qualities:
(P1) Communicate effectively and timely.
(Q1) Announce and acknowledge decisions and actions.
(Q2) Ensure that statements and directives are clear and timely.
(Q3) Be explicit.
(P2) Sustain a climate of ready and prompt assistance.
(P3) Effectively manage, coordinate, and prioritize planned actions, unexpected
events, and workload distribution.
(Q4) Direct assistance.
AH64 SPECIFIC MISSION CARDS (Q5) Prioritize actions and equitably distribute workload.
(P4) Provide situational aircraft control, obstacle avoidance, and mission advisories.
(Q6) Maintain situational awareness.
(Q7) Manage mission changes and updates.
(Q8) Offer assistance.
8. Emergency actions.
a. Dual engine failure.
b. Dual hydraulic (HYD) failure/emergency hydraulic button.
c. Fuel per square inch (PSI) engine (ENG) 1 and 2.
d. Engine failure OGE hover.
e. Loss of tail rotor.
f. Nr droop.
g. Single engine malfunctions without single engine capability.
h. Actions to be performed by P* and P.
i. Portable fire extinguisher.
j. First aid kits.
k. Egress procedures and rendezvous point.
l. Canopy jettison (JETT).
m. Emergency stores JETT.
n. Power level manipulation.
o. CHOP button.
p. Engine and APU fire buttons/extinguishing bottles.
AH-64 CREW BRIEFING AH-64 CREW BRIEFING
q. Loss of intercommunication system (ICS)/communications interface unit (CIU). 12. Analysis of the aircraft.
a. Logbook and preflight deficiencies.
r. Unusual attitude recovery.
b. Performance planning (approved software, performance planning card (PPC), aircraft
s. Simulated emergencies.
t. Power level manipulation PERF page).
9. General crew duties. (1) Engine/aircraft torque factors (ETF/ATF)/turbine gas temperature (TGT) limiter
a. P*. Settings and cockpit indications.
(1) Fly the aircraft with primary focus outside when VMC, inside when IMC. (2) Recomputation of PPC, if necessary.
(2) Avoid traffic obstacles. (3) Go/NO-GO data.
(3) Cross check HMD symbology/flight page, messages, limitation timers/limiting (4) Single engine (SE) capability-MIN/MAX SE true air speed (TAS).
indications, torque/target, wind velocity/direction, and engine/system pages as (5) Fuel requirements.
appropriate. (6) Performance limitations/restrictions.
(4) Monitor/transmit on radios as directed by the PC. c. Mission deviations required based on mission analysis.
b. P.
13. Tail wheel lock/unlock.
(1) Assist in traffic and obstacle avoidance.
14. Refuel/Rearm procedures.
(2) Manage radio network presets and set transponder.
15. Fighter management.
(3) Navigate.
16. Risk mitigation/considerations.
(4) Copy clearances, automatic terminal information service (ATIS), and other
17. Crewmembers’ questions, comments, and acknowledgment of the briefing.
Information.
18. Conduct walk around.
(5) Cross check MPD pages (ENG/SYS, PERF, FLT) and/or instruments (PLT).
(6) Monitor/transmit on radios as directed by the PC.
(7) Read and complete checklist items as required.
(8) Set/adjust pages/switches and systems as required.
(a) Internal/back seat (BS) external lighting.
(b) Anti-ice/de-ice systems.
(c) Other systems/switches as required.
10. Both pilots.
a. MPD/video select (VSEL)/acquisition (ACQ)/setting considerations.
b. Weapon/weapon system (WPN), FCR, and ASE considerations (as applicable).
c. Monitor radios.
d. Monitor aircraft performance.
e. Monitor each other
f. Announce when focused inside for more than 4 seconds (VMC) or as appropriate to the
Current and briefed situation.
11. IMC crew duties.
a. Inadvertent IMC.
b. During IFR operations.
(1) Instrument Takeoff (ITO)/note takeoff time.
(2) Level off check.
(3) Calculate and monitor times for holding and approaches.
(4) Approach/holding brief.
(5) When on approach, P watch for airfield.
(6) On breakout and landing environment in sight, notify P* and if directed by the PC
land the aircraft.
(7) Be prepared to direct the P* for the missed approach procedure, if required.
(8) Navigation programming.
AH-64 ORDINANCE WEIGHT CHART MISSLE PREFLIGHT DATA
M789 HEDP 30mm ASE Equipment MISSILE DATA
MISSILE TYPE - F / FA / K2A / N / R
TOTAL AMT Pounds Equipment Pounds
MISSILE S/N - #
50 RDS 38.5 30 CHAFF 10
MISSILE LOT# - #
100 RDS 77.0 60 FLARES 26
LAUNCHER S/N - #
200 RDS 154.0 MISSILE LOCATION (WHICH RAIL) -
300 RDS 231.0
MISSILE DATA
ROCKETS
Rocket Type Pounds
MISSILE S/N - #
6PD (M151) HEPD 10 Pound 23.0
MISSILE LOT# - #
6PD (M229) HEPD 17 Pound 30.5
LAUNCHER S/N - #
6PD (M151) APKWS HEPD 10 32.5
MISSILE LOCATION (WHICH RAIL) -
6FL (M255A1) Flechette 27.5
6IL (M257) OVERT ILLUM 24.3 MISSILE DATA

6IL (M278) IR ILLUM 24.3
MISSILE S/N - #
MISSILES
MISSILE LOT# - #
Missile Type Pounds
LAUNCHER S/N - #
AGM-114 F 106.9
AGM-114 K 98.9
AGM-114 K-2 98.6 MISSILE DATA
AGM-114 K-2A 103.1 MISSILE TYPE - F / FA / K2A / N / R
AGM-114 L 107.8 MISSILE S/N - #

MISSILE LOT# - #
AGM-114 N 105.3
LAUNCHER S/N - #
AGM-114 R 108.2
FUEL JP-8 = 6.7 Pounds
PPC 200 lbs = 1% Torque or 1 KTAS VSSE

DANGER CLOSE RANGES AH-64 2.75” FFAR and 30MM INFORMATION
ROCKETS
Rotary-Wing Risk Estimate Distances
TYPE DODIC WARHEAD FUZE INFO
Airframe/ Firing 0.1% Probability of Incapacitation (in 6PD HA12 M151 M423 10LB HE
Weapon Range (in meters) 6PD HA09 M229 M423 17LB HE
meters)
Danger Close 6RC H164 M151 M433 TIME DELAY FUZE
Standing Prone
Prone 6FL HA11 M255A1 M439 1179 - 60 grain nails
Protected
6IL HA18 M257 M442 ILLUM ROCKET
Apache / 500 75 60 55
6IL HA10 M278 M442 IR ILLUM ROCKET
30 milimeter 6MP HA14 M261 M439 9 M73 SUB-MUN
(M789) 1000 95 80 75 6SK HA15 M264 M439 72 red phos wedges
6PD M156 M423 White Phos

1500 115 100 90
6PD HA13 M274 M423 TNG (blue spear)
2.75” HE 300 140 115 100 6MP HA17 M267 M231 TNG MPSM
Rockets AWR 2003D-A09 M255A1(MK66)—Minimum range is 800m / Maximum Effective Range is 1km—3km . (MK40)
(Mk146/151/ 800 210 175 160 - Minimum range 800m / Maximum effective range is 800m—1.2km the 6PD setting will be used.
229)
AWR 2005D-A21— When using the 6PD setting to fire the MK40/M151(PD) or MK40/M156(FL) rocket, the
1500 305 280 270 impact location will be much shorter than anticipated. Do not use a mixed load of MK66 and MK40 rocket
types. If Range to TGT is 500m/1000m/1500m/2000m you must manually aim at 871m/1923m/2556m/3074m
2.75”
AIN—019-13: The Pilot/Gunner will ensure that the M278 IR Warhead deployment occurs at least 1500FT
Flechette
1000 170 170 N/A above ground level on training ranges or while in combat. Deployment of the flare below 1500FT
(Mk 149/255) significantly increases the risk of ground fires. The Pilot/Gunner will mitigate the hazard of the spent rocket
motor impact. The spent rocket motor impact can be expected approx 700m-1200m beyond the point of flare
deployment.
APKWS All 95 75 60 -10—Do not fire rockets with the M433 fuze where they might fly closer than 51m from another aircraft
-10—Re-inventory and attempting to fire 6MP, FL, and SK rockets after a NO-FIRE event is not recommended
AGM-114 due to significant impact on accuracy. The rockets should not be used for 10 days to allow the fuze to reset.
All 110 100 80
K/M/N/FA/L
AWS 30mm
AGM-114R All 130 90 N/A TYPE DODIC WARHEAD FUZE INFO
Note 1: Door gun REDs are not available due to the inability to model M789 B129 HEDP M759 4M Burst radius
employment of a crew-served weapon without a fire control system. M788 B118 TP INERT TRAINING
GUN DUTY CYCLE WP BALLISTIC SOLUTION RANGE = 4200m

Note 2: .50 cal fixed forward platforms are not able to be modeled at this SIX 50 ROUND BURSTS WITH 5 SECS
BETWEEN BURSTS FOLLOWED BY A MAXIMUM EFFECTIVE RANGE = 1500m—1700m (BMP Frontal)
time. REDs will be released as RW delivery accuracy programs increase 10MIN COOLING PERIOD
30MM TIME OF FLIGHT
in fidelity for systems without fire control computers. GENERALIZED
FOR BURST LIMITER SETTINGS OTHER 1000m = 2 SEC (APPROX)
THAN 50, NO MORE THAN 300 ROUNDS
APKWS - Advanced Precision Kill Weapon System FIRED WITHIN 60 SECS BEFORE ALLOW- 1500m = 4 SEC (APPROX)
ING THE GUN TO COOL FOR 10MIN AF-
HE - High Explosive TER WHICH THE CYCLE MAY BE RE- 2000m = 6 SEC (APPROX)
PEATED
2500m = 8 SEC (APPROX)

AH-64 SAL HELLFIRE AH-64 SAL HELLFIRE
Minimum LOBL target engagement range (Rmin) SAL Hellfire LOAL weapons engagement zone
Missile Minimum range Minimum range SAL-Hellfire LOAL Weapons Engagement Zone—Nominal Altitude
(kilometers) 0 degree (kilometers) 20
Missile Azimuth target LOAL Minimum Engagement Range (Rmin) in
target azimuth offset degree target azimuth
offset kilometers. Nominal Launch altitude 50—400’
offset
(degrees) above target altitude.
AGM-114FA 1.41 1.51
LOAL-D LOAL-L LOAL-H
AGM-114K/K2A/M/N/R 0.51 0.71 AGM-114F 0 / 7.5 2.5 / 3.0 3.0 / 4.0

AGM-114K/M/N 0 / 7.5 2.0 / 2.2 2.5 / 3.0 4.0 / 4.0
1
Minimum engagement ranges stated above ensure a specific Probability of Hit (Ph) and AGM-114R 0 / 30 2.0 / 2.5 2.0 / 2.5 4.0 / 4.0
do NOT apply to minimum safe engagement ranges published in applicable AWRs.
Minimum and Maximum laser delay times SAL - Hellfire LOAL Weapons Engagement Zone—Low Altitude
Mode LOBL LOAL-D LOAL-L LOAL-H Missile Azimuth target LOAL Minimum Engagement Range (Rmin) in
offset kilometers Low Altitude Launch: Shooter <50’
Target range (degrees) above target altitude.
3 5 7 7.0 8.0 8.0 LOAL-D LOAL-L LOAL-H
(kilometers)
AGM-114F 0 / 7.5 2.0 / 2.5 2.5 / 3.5 3.5 / 4.5
Laser delay 4 11 4 13 4 16
N/A AGM-114K/M/N 0 / 7.5 1.5 / 1.7 2.0 / 2.5 3.5 / 3.5
(seconds) (min) (max) (min) (max) (min) (max)
AGM-114R 0 / 30 1.5 / 2.0 1.5 / 2.0 3.5 / 3.5
Maximum missile altitude-nominal trajectory (feet)
Missile Type LOBL LOAL-D LOAL-L LOAL-H 50’ - 400’ increase minimum range by 0.5 km. 401’ - 800’ increase min range by 1.0km
AGM-114F 400* 1000* 1700* 800* 400* 1400* 800* 1600* 1300* SAL - Hellfire LOAL Weapons Engagement Zone—High Altitude
AGM-114 K/ Missile Azimuth target LOAL Minimum Engagement Range (Rmin) in
400 500 600 400 800 1400
K2A/M/N/R offset kilometers High Altitude Launch: Shooter 401-
* FA model flies slightly lower in this mode. (degrees) 800” above target altitude.
LOAL-D LOAL-L LOAL-H

AGM-114F 0 / 7.5 3.0 / 3.5 3.5 / 4.5 3.5 / 5.5
AGM-114K/M/N 0 / 7.5 2.5 / 2.7 3.0 / 2.5 4.5 / 4.5
AGM-114R 0 / 30 2.5 / 3.0 2.5 / 3.0 4.5 / 4.5
Maximum range (Rmax) is dependent on laser designator location and performance

Maximum Missile Ranges: LOAL-D = 7km // LOAL-L/H = 8km

R MSL: Remote Hellfire Matrix Remote Hellfire Matrix
OFFSET ANGLE OFFSET ANGLE
10 20 30 40 50 60 10 20 30 40 50 60
8K 6906 6242 5856 5678 5678 5856 8K 6223 5222 4619 4257 4062 4000
7.5K 6474 5852 5490 5324 5324 5490 7.5K 5834 4895 4330 3991 3808 3750
7K 6043 5461 5124 4969 4969 5124 7K 5445 4569 4041 3725 3554 3500
6.5K 5611 5071 4758 4614 4614 4758 6.5K 5056 4243 3753 3459 3300 3250
6K 5179 4681 4392 4259 4259 4392 6K 4667 3916 3464 3193 3046 3000
5.5K 4748 4291 4026 3904 3904 4026 5.5K 4278 3590 3175 2926 2792 2750
5K 4316 3901 3660 3549 3549 3660 5K 3889 3264 2887 2660 2539 2500
4.5K 3884 3511 3294 3194 3194 3294 4.5K 3500 2937 2598 2394 2285 2250
4K 3453 3121 2928 2839 2839 2928 4K 3111 2611 2309 2128 2031 2000
3.5K 3021 2731 2562 2484 2484 2562 3.5K 2723 2284 2021 1862 1777 1750
3K 2590 2341 2196 2129 2129 2196 3K 2334 1958 1732 1596 1523 1500
2.5K 2158 1951 1830 1775 1775 1830 2.5K 1945 1632 1443 1330 1269 1250
2K 1726 1560 1464 1420 1420 1464 2K 1556 1305 1155 1064 1015 1000
1.5K 1295 1170 1098 1065 1065 1098 1.5K 1167 980 867 799 762 750
1K 863 780 732 710 710 732 1K 778 652 577 532 507 500
.5K 432 390 366 355 355 366 .5K 389 327 289 267 254 250
Designator provides target grid, LTL, and Range
1. Enter the target grid to determine your HEA DING and DISTA
1. Enter the target grid to determine your heading and NCE to the target.
distance to the target.
2. Subtract your heading to the target (GTL) fro m the designator's
2. Subtract your heading to the target (GTL) from the designator's heading heading to the target (LTL) to determine the OFFSET A NGLE.
to the target (LTL) to determine the OFFSET ANGLE.
3. Enter the chart at your range to target and follow the column
3. Enter the chart at your range to the target and follow the row until you
until you intercept the OFFSET ANGLE determined above.
intercept the the appropriate OFFSET ANGLE column (as determined
above). The number at the intersection of the row and column is the
The number at the intersection n o f the two columns is the M INIM
MINIMUM DISTANCE from the target that the designator must be to
UM DISTA NCE from the target that the designator must be to re-
remain clear of the 45 degree horizontal safety fan. main clear o f the 30-degree horizontal safety fan.
AGM-114 L
MISSION CARDS

JULIAN CALENDAR PCC/PCI CHECKLIST
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Check/Inspection Completed Check/Inspection Completed
1 1 32 60 91 121 152 182 213 244 274 305 335
1. Aircraft Keys 16. Seasonal Survival
2 2 33 61 92 122 153 183 214 245 275 306 336 Kit/ Personal Go-Bag
3 3 34 62 93 123 154 184 215 246 276 307 337 2. Logbook reviewed 17. Reading Card File
4 4 35 63 94 124 155 185 216 247 277 308 338
5 5 36 64 95 125 156 186 217 248 278 309 339 3. Pre-flight Inspection 18. Mission Brief / Risk
Assessment
6 6 37 65 96 126 157 187 218 249 279 310 340
4. Flight gear w/body armor 19. Valid/updated WX
7 7 38 66 97 127 158 188 219 250 280 311 341 Brief
8 8 39 67 98 128 159 189 220 251 281 312 342
5. Pre-mission planning 20. ISOPREP (review)
9 9 40 68 99 129 160 190 221 252 282 313 343
10 10 41 69 100 130 161 191 222 253 283 314 344 6. Mission Packet / Map / 21. EPA (review)
11 11 42 70 101 131 162 192 223 254 284 315 345 Products/ Graphics
12 12 43 71 102 132 163 193 224 255 285 316 346 7. SKL – Radio Crypto – 22. NOTAMS/SPINS/
13 13 44 72 103 133 164 194 225 256 286 317 347 Net Variables ATO/ACO Review
14 14 45 73 104 134 165 195 226 257 287 318 348 8. Transponders 23. Dual Crew-member/
pilot walk around
15 15 46 74 105 135 166 196 227 258 288 319 349
9. DTM/DTC or PCM/CIA 24. Digital media record-
16 16 47 75 106 136 167 197 228 259 289 320 350
loaded ing device
17 17 48 76 107 137 168 198 229 260 290 321 351
10. Survival Radio/CSEL 25. Other special mis-
18 18 49 77 108 138 169 199 230 261 291 322 352 sion equipment
19 19 50 78 109 139 170 200 231 262 292 323 353 11. Weapons/Ammo loaded 26. Air Crew Brief
20 20 51 79 110 140 171 201 232 263 293 324 354
21 21 52 80 111 141 172 202 233 264 294 325 355 12. Verify fuel on board / 27. Aircraft run-up
aux
22 22 53 81 112 142 173 203 234 265 295 326 356
13. Individual weapon / am- 28. Aircraft Commo
23 23 54 82 113 143 174 204 235 266 296 327 357 munition Check
24 24 55 83 114 144 175 205 236 267 297 328 358
14. NVG w/ spare and extra 29. Aircraft Test Fire
25 25 56 84 115 145 176 206 237 268 298 329 359 batteries / HUD/COPS
26 26 57 85 116 146 177 207 238 269 299 330 360
15. IZLID/GCP 30. Spare Aircraft (static,
27 27 58 86 117 147 178 208 239 270 300 331 361 cranking or flying)
28 28 59 87 118 148 179 209 240 271 301 332 362
29 29 88 119 149 180 210 241 272 302 333 363
30 30 89 120 150 181 211 242 273 303 334 364
31 31 90 151 212 243 304 365
CALL SIGNS BREVITY
ELEMENT SUFFIX ELEMENT SUFFIX
The intent is to speak concisely enabling a rapid understanding.
CDR 06 HQ PLT IP 60
Term Definition
CSM/1SG 07 1ST PLT IP 10
ALPHA Beginning mission
CCWO 08 2ND PLT IP 20
XO 05 3D PLT IP 30 ANGELS X000’s ft MSL
S1 01 4th PLT IP 40
BINGO Aircraft requires fuel
S2 02 1ST PLT MAINT/AMO 12
S3 03 2ND PLT MAINT 22 CHECK NAV Off course

D
S4 04 3 PLT MAINT 32
S6 09 4th PLT MAINT 42 CHERUBS X00’s ft AGL
1ST PLT PL 16
CLOSING Approaching 10 rotor disks
SIP 00 2ND PLT PL 26
ASO 99 3D PLT PL 36 FALLEN ANGEL Downed aircraft
TACOPS 1 98 4th PLT PL 46

FARM Fuel/Ammo/Rockets/ Missiles status report
TACOPS 2 97 1ST PLT PSG 17
MASTER GUNNER 96 2ND PLT PSG 27 FENCE OUT/IN Reminder for Battle Checks or Before Landing Checks
D
FSO 95 3 PLT PSG 37
HOLLYWOOD Video recording ON
FLIGHT SURGEON 94 4th PLT PSG 47
BAMO 92 CP1 (Mobile CMD Post) MIKE RIFLE FRIENDLY air-to-surface missile launch.
EW 91 CP2 (TAC CMD Post) TANGO
FLT OPS 90 ALOC (Combat Trains CMD Post) ALPHA SADDLE Flight is formed. Include the # of A/C
3/5 PL LDR 56 TOC (Main CP Post) X-RAY

SUNSHINE Illuminating a target with artificial illumination.
TOWRICO Takeoff when ready in chalk order
UP A/C call sign is in the Air
WINCHESTER No ordnance remaining.
ZULU End of Mission

BREVITY BREVITY
Marking Brevity Terms Laser Brevity Terms
Term Definition Term Definition
BLIND No visual contact with FRIENDLY aircraft / ground position. STARE (with Cue the laser spot search / tracker function on the
Opposite of VISUAL. laser code and specified laser code in relation to the specified reference
reference point. Reference point may include the following:
VISUAL Sighting of a FRIENDLY aircraft or ground position. Opposite
point) Steer point, geographic reference (GEOREF), bearing and
of BLIND.
(See note) range, or data link point.
CONTACT Acknowledges sighting a specified reference point (either
visually or via sensor).
Night Infrared Close Air Support Brevity Terms
LOOKING The aircrew does not have the ground object, reference point,
or target in sight (opposite of CONTACT). Term Definition
NO JOY Aircrew does not have visual contact with the TARGET / SPARKLE 1. Mark / marking a target by infrared (IR) pointer.
BANDIT. Opposite of TALLY. 2. The platform is capable to infrared point.
The joint terminal attack controller (JTAC) marks the target
Laser Brevity Terms with an IR pointer. Can be initiated by a JTAC or aircrew.
The proper aircrew response is CONTACT SPARKLE or
Term Definition
NO JOY.
TEN SECONDS Standby for LASER ON call in approximately 10 seconds
SNAKE Oscillate an IR pointer in a figure eight about a target.
LASER ON Start or acknowledge laser designation. Call made by exception for the JTAC to oscillate the IR
SHIFT (direction/ Shift laser / infrared / radar / device energy / aimpoint. Note: beam on the target. This aids in distinguishing the friendly
track number) This can be used to shift from the offset position onto the position from the target, verifies the aircrew is looking at
target. It is also used during multi-aircraft attack to shift laser the proper IR pointer and can aid in acquiring the IR
energy or target assignments. energy. The proper aircrew response is CONTACT
SPARKLE, STEADY, or NO JOY.
SPOT 1. Acquisition of laser designation.
2. The platform is laser spot tracker (LST) capable. PULSE Illuminate / illuminating a position with flashing IR energy.
(See note 2) The JTAC uses the pulse mode available on some IR
CEASE Cease (activity). Discontinue stated activity; e.g., CEASE pointers. It can be initiated by a JTAC or aircrew. May be
(See note) BUZZER, CEASE LASER, CEASE SPARKLE, etc. used by a JTAC to emphasize that an enemy position is
being illuminated by flashing IR energy, which is often
DEAD EYE The laser designator system is inoperative used to identify friendly positions. The proper aircrew
NEGATIVE Laser energy has not been acquired. response is CONTACT SPARKLE, STEADY, or NO JOY.
LASER
STEADY Stop oscillation of an IR pointer.
LASING The speaker is firing the laser. The JTAC steadies the beam after a SNAKE or PULSE
REMOTE Request for launching a platform to provide laser guided call. This can aid in verifying that the aircrew is looking at
munitions. Reverse of BUDDY LASE. the proper IR pointer.

BREVITY BREVITY
Video Down Link Brevity Terms
Video Down Link Brevity Terms
Term Definition
Term Definition SHADOW Follow the indicated target.
CHECK The target appears to be no longer tracked by the sensor. SLEW Move the sensor in the direction indicated (usually
CAPTURE (This is an informative call from a video downlink (VDL) accompanied with a unit of measure). For example, “SLEW
operator to a pilot or sensor operator that the target left one-half screen.” ((LEFT / RIGHT / UP / DOWN or
appears to be no longer tracked by a full-motion video CLOCK POSITION and DISTANCE ¼ SCREEN, ½
source). SCREEN, FULL SCREEN) Directive call from a VDL operator
CHECK The sensor image appears to be out of focus. (This is an to a pilot or sensor operator to slew the full-motion video
FOCUS informative call from a VDL operator to a pilot or sensor source a given direction and distance.)
operator that the full-motion video image appears to be out of
focus). SWITCH Switch full-motion video to electro-optical (EO) or infrared
CAMERA (IR). (Request from a VDL operator to a pilot or sensor
DECLUTTER An authoritative request for the pilot or operator to remove
operator to switch the full-motion video to EO or IR).
targeting symbology to allow the user to see a better
picture of the target area (minimize on-screen graphics to SWITCH Switch IR polarity to black hot or white hot.
prevent an object of interest from being obscured. For POLARITY
sensors with multilevel declutter capability, it is indicated
ZOOM (IN / Increase / decrease the sensor’s focal length. (Request from
as level 1, 2, 3, etc.).
OUT) a VDL operator to change the full-motion video field of view
HANDSHAKE A video data link is established. Opposite of HOLLOW. (FOV).
(VDL operator communications to indicate a good fullmotion
video signal and data to VDL). Sensor Tasking Brevity Terms
HOLLOW 1. Any data link message not received. 2. A lost video Term Definition
data link. The opposite of HANDSHAKE. (Lost full-motion
(Target / Specified surface target or object has been acquired and
video signal or data to VDL. VDL screen freezes or is not
object) is being tracked with an onboard sensor.
updating. If the picture is not rotating or slant range is not
CAPTURED
changing, these are indicators of not updating). 3.
(Expect) HOLLOW: A condition likely will exist that limits TRACK This is a directive call assigning responsibility to maintain
video data link reception (e.g., maneuvers or terrain). An sensors / visual awareness on a defined object or area.
informative call from the pilot or sensor operator to VDL
DROP(PING) Stop / stopping monitoring of a specified emitter / target /
operator that a condition likely will exist that limits VDL
group and resume / resuming search responsibilities. This
reception.
is a directive call to discontinue sensor / visual track
responsibility.
SET 1. Set (or have set) a particular speed. May be indicated in
knots or Mach. 2. No longer slewing sensor and awaiting
STATUS A call from the joint terminal attack controller requesting
further updates. 3. Overwatch aircraft is in position.
the aircrew update the activity of the track responsibility or
(Informative call from pilot or sensor operator to VDL
requested label.
operator indicating no longer slewing the full-motion video
source and waiting for further updates). SQUIRTER A ground-borne object of interest departing the objective
area.
FARP INSPECTION CHECKLIST (1 of 4) FARP INSPECTION CHECKLIST (2 of 4)
FARP: Yes No Continued: Yes No
1. Are daily logs being kept on Aqua-Glo testing? Does the site layout ensure proper space between aircraft refueling points
in accordance with FM 10-67-1 with Min distance rotor hub-to-rotor hub?
2. Is a monthly fuel filter effective tests conducted and is there a log?
• CH-47: side by side 180 ft. nose to tail 140 ft.
3. Date of last fuel sample taken? Is it current? • UH-1, UH-60, AH-1, AH-64: 100 ft.
4. Are the berm liners the correct size for the bags being used? • AH-64 and all other light aircraft: side by side 150 ft.
5. Are the berm liners securely fasted at the top of all berms?
20. Are the dispensing hoses configured in a curved pattern?
6. Are the berm liners free of tears and worn spots?

21. Do the hoses show signs of blistering, saturation, nicks, or cuts?
7. Does the bag have the date of its inspection stenciled on it?
22. Are the hoses and nozzles clean and free of dirt?
8. Is the date stenciled on the side of the last filter separator filter changed
23. Are the 100-mesh nozzle screens clean?
Safety equipment Aircraft control and equipment
9. Are the fire extinguishers present for each pump assembly and one for 24. Is the parking area for the fuel dispensing point clearly marked?
10. Is sufficient water available to wet fuel soaked clothes before removal? 25. Is an air traffic controller or pathfinder at each FOB?
11. Are spark proof flashlights (chemical lights) available for night opera- 26. Does the FARP have two-way radio communication before and after
refueling operations with aircraft and the control tower?
12. Are all applicable signs (no smoking, danger, restricted area, emergen- 27. Is the FARP set up for night operations (light sets or chemical lights)
and are supplies on hand?
13. Are grounding rods emplaced at the filter separators and fuel dispens- Site preparation
14. Do grounding rods emplaced conform to specifications in FM 10-67-1? 28. Has the area (fuel system supply point, FARP) been cleared of de-
bris?
Nozzles and hoses 29. Does the layout ensure proper spacing between aircraft?
15. Does the nozzle have proper bonding device for operations? 30. Are vehicles combat parked, allowing for a timely exit?
31. Does the FARP take advantage if buildings and existing structures?
16. Are both CCR and open-port nozzles available for use?
32. Are drip pans placed at each dispensing point?

17. Are dust cover serviceable and being used for the nozzles?
33. Are sufficient personnel assigned to the equipment?
18. Has the system been turned on and tested at normal operating pres-
34. Has the complete system been checked for proper operation, pres-
sure, and leaks?

FARP INSPECTION CHECKLIST (3 of 4) FARP INSPECTION CHECKLIST (4 of 4)
Site operations: Yes No 350-GPM pump (NSN 4320-01-259-5956) Yes No
35. Is there an established communication means to control traffic at the  Wheel mounted  Skit mounted
51. Are operators licensed to operate the 350-GPM pump?

36. Are passengers disembarked and escorted to a marshalling area
52. Is the appropriate TM present?
37. Are ground guides being used for the aircraft when appropriate?
53*. Is the operator preventative maintenance checks and services be-
38. Are aircraft either pointed in a safe direction during refueling or is ar- ing conducted daily and are deficiencies being annotated on DA Form
5988-E (Equipment Inspection Maintenance Worksheet) or DA Form
2404 (Equipment Inspection and Maintenance Worksheet)?
39. Are the aircraft properly grounded before they are refueled?
54*. Does the FARP NCOIC maintain at the minimum one copy of the
DA Form 5988-E or 2404 for each piece of equipment?
40. Are the nozzles bonded to the aircraft before the refueling cap is
55*. Does the maintenance support unit track 350-GPM pump by The
Army Maintenance Management System?
41. Are the dust caps replaced after each refueling and then hung on the
56*. Does the NCOIC have point of contact information for their mainte-
nance support unit (point of contact for breakdowns)?
42. Are grounding cables attached to the ground rods when not in use?
57*. Is unit level maintenance being conducted?
43. Are tank vehicle operations done correctly IAW appropriate TMs?
58*. Are service packets being maintained?
44. Are personnel familiar with emergency fire and rescue procedures?
59*. Are the quick supply store (QSS) parts (service parts and repair
parts) on hand?
45. Are refueling personnel familiar with procedures for fuel spills? Is
60*. Are the authorized stockage list parts stocked and well organized?
46. Are spill kits at each refueling point and by all pumps? 61*. Are the QSS parts for the 350-GPM pump easy to locate?
47. Is a copy of the SOP available and POL personnel familiar with its 62*. Are repair and service parts being ordered during the services and
contents (including a plan for emptying the berms in the event of precipita- properly tracked?
63*. Are hard to find parts being fabricated or procured through logistics
48. Are measures in place to facilitate reconstitution and recovery of personnel?
64*. Are parts received being installed in a timely manner?
49. Are personnel using proper PPE (gloves, goggles, hearing protection)
65*. Are needed serviced parts on hand for 20-level maintenance (oil
and fuel filters)?
50. Are material data sheets on site?
66*. Are the needed repair parts or QSS being maintained at supporting
 50k bags  20k bags  10k bags  Elbows  T-valves maintenance units?
67*. Are there any replacement or backup 350-GPM pumps available if
 Tri-Max fire extinguisher  20 lb fire extinguisher  4-in by 10- the primary pumps fail?
ft hoses
68. Is the equipment properly grounded?
 4-in by 35-ft hoses  4-in by 50-ft hoses  CCR nozzles  D1
*These items will be checked against DA Form 5988-E or DA Form 2404. Items will not keep the
nozzles
FARP from becoming operational.

ELEMENTS OF A CALL FOR FIRE REMOTE HELLFIRE REQUEST
"_______ this ______ remote hellfire, over."
First Transmission
1. Observer Identification (ID). (Call Sign)
"_______ this ______ remote hellfire, out."
2. Warning Order. (Adjust Fire; Fire For Effect; Immediate Suppression;
Immediate Smoke; SEAD; Suppress; Mark; Adjust Fire / Polar; Adjust
Fire / Shift)
“________________________________”
(Insert the known point or target number)
Second Transmission
3. Target Location. (Can be given in three ways: Grid, Polar Plot, or Shift
from a known point).
Third Transmission
4. Target Description. (Brief but accurate statement describing the tar-
get)
5. Method of Engagement. (Danger Close, High Angle, Ammunition Type

Requested, Mark)
6. Method of Fire and Control. (At My Command, Cannot Observe, Time

on Target)
ELEMENTS OF AN ADJUST FIRE MSN (GRID)

1. Observer: “__________ this is ___________, Adjust Fire, Over”
(FDC Call Sign) (Observer Call Sign)
2. “Grid ______________, Over”

(Minimum 6-digits)
3. Target Description: “___________________________”

(Target Description, Size, Activity)
4. Method of Engagement (optional): (Danger Close, Mark, High Angle,

Ammo / Fuze Type)
5. Method of Fire and Control (optional): (At My Command, Time on Tar-

get, Request Splash, Request TOF, Request Ordinate Altitude Information)
6. “Over”
FDC may challenge after they read back the above.
The observer should be prepared to authenticate.
NOTE:

CAS AIRCRAFT CHECK IN GAME PLAN AND 9-LINE CAS BRIEF
Aircraft Transmits to Controller Do not transmit line numbers. Units of measure are standard unless
briefed. Lines 4, 6, and restrictions are mandatory readback (*). JTAC may
Aircraft: “______________________, this is _________________________”
request additional readback
(Controller Call Sign) (Aircraft Call Sign)
JTAC: “__________________, Advise when ready for game plan.”
Identification / Mission Number: “__________________________________”
JTAC: “This will be a Type (1, 2, or 3) Control, MOA, effects desired /
Note: Authentication (Initiated by the net control agency) and appropriate ordnance, interval, advise when ready for 9-line.”
response suggested here. The brief may be abbreviated for brevity / secu-
rity (“as fragged” or “with exception”) 1. IP / BP: “____________________________________________________”
2. Heading: “___________________________________________________”
Number and Type of Aircraft: “_____________________________________” (Degrees Magnetic, IP / BP-to-Target)
Offset: “_____________________________________________________”
Position and Altitude: “___________________________________________” (Left / Right, when required)
3. Distance: “__________________________________________________”
Ordinance: “____________________________________________________” (IP-to-target in nautical miles, BP-to-target in meters)
(Fusing, Laser Code) 4*. Target Elevation: “___________________________________________”
Playtime or time on station “_______________________________________” (In feet MSL)
5. Target Description: “__________________________________________”
Capabilities: “__________________________________________________” 6*. Target Location: “____________________________________________”
(FAC(A), type of sensors, Link-16, VDL code, SITREPs on board, (latitude and longitude or grid coordinates, or offsets or visual)
map version or GRGs, UAS lost link procedures / route) 7. Type Mark: “_____________________” Code: “____________________”
(WP, Laser, IR, Beacon) (Actual Laser Code)
Abort Code: “___________________________________________________” 8. Location of Friendlies: “_______________________________________”
(From target, cardinal direction and distance in meters)
9. “Egress:____________________________________________________”
Remarks / *restrictions:
Laser to target line (LTL) / pointer target line (PTL)
Desired type and number of ordnance or weapons effects (if not
Notes: Flight lead will establish abort code. JTAC can brief abort code to previously coordinated).
follow-on aircraft. Abort code may not be applicable during secure commu- Surface-to-air threat, location, and type of SEAD.
nications. Additional remarks (e.g., gun-to-target line, weather, hazards, friendly
*Optional entry. marks).
For additional aircraft / sensor capabilities, see Appendix A, Capabilities Additional calls requested.
and Communication Equipment. *Final attack headings or attack direction.
*Airspace coordination areas (ACAs).
*Danger close and initials (if applicable).
*Time over target (TOT) / time to target (TTT).
*Post launch abort restrictions (if applicable)
Note: For off-axis weapons, weapon final attack heading may be differ from aircraft
heading at the time of release. Aircrew should inform JTAC when this occurs, and
ensure that weapon FAHs comply with restrictions given.

ROTARY-WING CAS 5-LINE BRIEF BHO CHECKLIST
TEAM ENROUTE (PHASE 1)
1. Observer / Warning Order / Game Plan
A. COMMO CHECK-IN (ON STATION TM/PLT/ CO/TRP’S FREQ)
“ _______________________ , _______________________ , 5-line,
(aircraft call sign) (JTAC call sign) B. TIME UNTIL ARRIVAL (ETA)
Type (1, 2, or 3) control, MOA (BOC or BOT), (ordnance requested).”
D. ENEMY ACTIVITY ENCOUNTERED ENROUTE
2. Friendly location / mark
“My position ________________ , marked by ____________________ “ E. CURRENT STATUS OF THE FARP / CURRENT ALTIMETER SETTING
(target reference point, grid, etc.) (VS-17, beacon, IR strobe, etc.)
F. WEATHER UPDATE
3. Target location TEAM ON STATION (PHASE 2)

“Target location, ___________________________________________ “
A. CURRENT LOCATION OF TEAM (FARM)
(magnetic bearing and range in meters, target reference point, grid, etc.)
B. RECOMMENDED INGRESS ROUTE
4. Target description / mark
“ _______________________ , marked by _______________________ .” C. DECONFLICTION MEASURES (ALTITUDE, TERRAIN, DISTANCE, ETC)
(target description) (infrared marker, tracer, etc.)
D. ENEMY SIGACTS/ LOCATONS / COMPOSITION/ RFI TGT AND RLWR ACTIVITY
5. Remarks / *Restrictions:
E. FRIENDLY SITUATION—FRONT LINE TRACE, COMPOSITION CALLSIGN AND FREQUEN-
*Final attack headings CIES. (GRID, GRG, PASSAGE POINTS, ETC) AS NECESSARY
*Laser target line (LTL) or pointer target line (PTL)
F. RELEVANT PREVIOUS ENGAGEMENT LOCATIONS (GRID, KP, ETC)
Surface-to-air threat, location, and type of SEAD
*Airspace coordination areas (ACA)s H. MISSION CHANGES (Tasks/ Timelines)
*Danger close and initials
Additional calls requested I. FIRE SUPPORT/CAS/ISR—PRIORITY OF FIRES, CAS / UAV’S ON STATION, NFA’S, CFL,
Additional remarks (gun target line (GTL), weather, hazards, friendly mark) ROZ’S, TCDL/FREQS AS NECESSARY
*Time on target (TOT) / time to target (TTT) J. WEATHER/ ENVIRON UPDATE (WIND, SMOKE, OBSCURANTS, ETC.) & FLIGHT HAZARDS
*Post launch abort coordination and considerations
L. REMARKS: CIVILIANS, STRUCTURES ON THE BATTLEFIELD
Note: The rotary-wing CAS 5-Line should be passed as one transmission. If
VISUAL TALK ON BETWEEN INBOUND AND OUTBOUND TEAM (PHASE 3)
the restrictions portion is lengthy, it may be a separate transmission.
A. VISUAL TALK-ON OF ITEMS D, E, AND F FROM PHASE 2.
Legend:
HAND SHAKE BETWEEN INBOUND AND OUTBOUND TEAMS (PHASE 4)
BOC—bomb on coordinate
JTAC—joint terminal attack controller A. ARRIVING TEAM ESTABLISH COMMUNICATIONS WITH GFC
BOT—bomb on target MOA—method of attack
IR—infrared SEAD—suppression of enemy air defenses B. ARRIVING TEAM RECEIVES BATTLESPACE UPDATE FROM GFC
C. DEPARTING TEAM MONITORS RADIO TRAFFIC BETWEEN ARRIVING TEAM AND GFC
AND CONFIRMS / CLARIFY GFC UPDATE
Note: Transmission of this brief is NOT clearance to fire. The aircrew must
D. BHO COMPLETE
receive weapons release authorization, as per JP 3-09.3. Correlation is re-
quired for all attacks.

LZ/PZ ARRIVAL/UPDATE BRIEF: INSTRUMENT CHECKS:
1. Attack or UAS element conducting LZ security will provide an LZ BEFORE ITO CHECKS
update brief to the Lift/ MEDEVAC element prior to the release point if the LZ 1. Weather Void Time – Check.
was not planned and briefed or if there are significant changes. The security
team will determine criticality of the information, based off, security 2. Go/No-Go Fuel – Check.
considerations, time available, and familiarity of the LZ and will brief by 3. NAV1 or NAV2 Select - As required.
exception.
4. Heading / Course – As required.
LZ/PZ Update Brief 5. SFD – As required.
* Line 1: Security element location/ Air- 6. ENG INLET / PITOT HEAT – As required.
space Deconfliction measure (Separate by 7. Take-Off Time – Note.
Altitude, Terrain feature, graphic control 8. ITO Take-Off Power – Announce.
measure, or “as briefed”)
LEVEL OFF CHECK
* Line 2: Enemy Update (LZ HOT/ COLD): 1. OAT – Check (+5 C and Below).
Greatest Potential Threat/ SIGACTs 2. ENG INLET / PITOT HEAT – As required.
3. Flight Instruments – As required.
* Line 3: Friendly Unit Frequency/ Call
4. NAV1 / NAV2 / ADF Set – As required.
Sign / Location /Markings 5. A/C Systems – Check.
6. Cruise Torque – Note.
CAS or indirect fire in progress
Line 4: Approach & departure directions. 7. Climb Torque vs PERF Page actual DE MAX TQ - Note
8. Fuel Check – Initiate.
Line 5: Landing formation and door load. 9. Avionics Set - As required.
Line 6: Surface Conditions/Hazards: 10. Searchlight Off - As required.

 Altitude/Temp HOLDING BRIEF
 Obstacles 1. NAV1 / NAV2 / ADF Set – As required.
 Winds 2. Entry Procedure – Brief.
 Slope 3. Inbound Course – Brief.
 Dust/Snow 4. Outbound Heading – Brief.
5. Direction of Turns – Brief.
Line 7: Ceilings/ Visibility
6. EFC Time – Note.
Line 8: LZ Markings PRE-APPROACH CHECK >10 Miles from Airport
Line 9: Remarks 1. Obtain ATIS - Review Instrument Approach Procedure.
2. (Confirm ability to execute complete procedure thru MAP.)
3. NAV1 / NAV2 / ADF – Tune and Identify.
4. Avionics Set – Tune Radios as required.
* Minimum Information required. 5. BARO/Radar Altimeter – Set as required.
6. Searchlight – On
7. Complete Before Landing Check.
INSTRUMENT APPROACH BRIEF (IAP): Big 6)
1. Type and Name of Instrument Approach.
2. Final Approach Course - INST Page verify Course/Heading.
3. MDA / DA – FLT Page verify if correct.

COMMO CARD
KNEEBOARDS CARDS

COMMO CARD 2 TIMELINE CARD

EXCHECK CARD CONCEPT SKETCH CARD

RTE CARD PZ CARD

FARP CARD LZ CARD

HA CARD IIMC CARD

NAI/TAI PIR/SIR SPOT Report SPOT REPORT Call for Fire BDA
NAI/TAI # S: S: WARNO:
GRID A:
TGT # L: A: TGT L:
T: L: TGT D/M/C: TGT #:

W:
T: P #:
NAI/TAI # S:
GRID A: W: MTO: TM:
TGT # L:
S: WARNO:
T:
W: A: TGT L:
NAI/TAI # S:
L: TGT D/M/C: TGT #:
GRID A:
TGT # L: T: P #:
T:
W: MTO: TM:
W:
NAI/TAI # S: S: WARNO:
GRID A:
A: TGT L:
TGT # L:
T: L: TGT D/M/C: TGT #:
W:
T: P #:
NAI/TAI # S:
GRID A: W: MTO: TM:
TGT # L: S: Size; A: Activity; TGT L: Location
L: Location; T: Time; Stored TGT #:
T: W: What we are doing:
D/M/C: Description/Method/
Control Picture #:
W: MTO: Message to OBS
Tape Mark:
REPORTS ROUTE REPORT [ROUTEREP]
FARM REPORT (Voice) SPOT REPORT FORMAT GENERAL INSTRUCTIONS: Use to report results of route reconnaissance.
Reference: FM 3-34, FM 3-20.98, and FM 5-34.

F– Fuel Remaining S– Size
A– Ammo A– Activity LINE 1 – DATE AND TIME _____________________________________(DTG)
R– Rockets L– Location
LINE 2 – UNIT ____________________________________________________
M– Missiles T– Time
(unit making report)
W– What you are doing about it
LINE 3 – RECON TIME _____________________________________________
IED/UXO REPORT FORMAT: (DTG start and completion of recon)
LINE 4 – RECON ROUTE ___________________________________________

(route reconned)
LINE 1– DATE/TIME (When Item was discovered)
LINE 5 – TRAFFICABILITY __________________________________________
LINE 2– REPORT ACTIVITY AND LOCATION (Unit and grid location of (trafficability of route)
IED/UXO) LINE 6 – BUILT-UP AREAS _________________________________________
LINE 3– CONTACT METHOD (C/S, Frequency of ground unit) (built-up areas along route and grid coordinates)
LINE 7 – LATERAL ROUTES ________________________________________

LINE 4– TYPE OF IED/ORDNANCE (Describe IED and whether it was
(lateral routes reconned and results)
dropped, projected, placed, or thrown. Give the number of IEDs if more
than one is discovered. LINE 8 – BRIDGE CLASS ___________________________________________
(bridge classification report and grid coordinates)
LINE 5– NBC CONTAMINATION (If any, specify)
LINE 9 – FORDS __________________________________________________
LINE 6– TARGET/RESOURCES THREATENED (Personnel, whether (fords and crossing site and grid coordinates
they be coalition, civilian, etc. or equipment, facilities, or other assets that
may be destroyed or damaged. LINE 10 – BYPASSES ______________________________________________
(overpasses, underpasses, and culverts grid coordinates)
LINE 7– IMPACT OF MISSION (Short description of current tactical situ-
LINE 11 – OBSTACLES ____________________________________________
ation and how the IED/UXO affects the status of the mission)
(UTM or six-digit grid coordinate with MGRS grid zone designator of all obsta-
LINE 8– PROTECTIVE MEASURES/EVACUATION (Any measures tak- cles, minefields, or contaminated areas)
en to protect or evacuate personnel and equipment in the area) LINE 12 – ENEMY _________________________________________________
(enemy activity that can influence route or grid coordinates)
LINE 9– RECOMMENDED PRIORITY (Immediate, Indirect, Minor, No
threat) LINE 13 – NARRATIVE _____________________________________________
(free text for additional information required for report clarification)
LINE 14 – AUTHENTICATION _______________________________________

(report authentication)

BRIDGE REPORT [BRIDGEREP] MEACONING, INTRUSION, JAMMING, AND INTERFACE (MIJI)
GENERAL INSTRUCTIONS: Use to report nature and condition of bridge, overpass, cul- GENERAL INSTRUCTIONS: Use to share MIJI incidents in a timely manner
vert, underpass, or tunnel.
of tactical MIJI information including electro-optic interference.
Reference: FM 3-34.
LINE 1 – DATE AND TIME _____________________________________(DTG)
LINE 1 – DATE AND TIME ____________________________________
LINE 2 – UNIT ___________________________________________________
(unit making report)
LINE 2 – UNIT ___________________________________________________________
(unit making report) LINE 3 – INTERFERENCE _________________________________________
(strength and characteristics)
LINE 4 – LOCATION ______________________________________________

LINE 3 – TYPE BRIDGE AND LOCATION _____________________________________ (UTM or six-digit grid coordinate with MGRS grid zone designator of incident)
(type of bridge and UTM or six-digit grid coordinate with MGRS)
LINE 5 – ON TIME ________________________________________________
(start DTG)
LINE 4 – WIDTH _________________________________________________________
LINE 6 – OFF TIME _______________________________________________
(width of highway)
(end DTG)
LINE 7 – EFFECTS ________________________________________________

LINE 5 – RESTRICTIONS __________________________________________________ (operations or equipment affected)
(height restrictions)
LINE 8 – FREQUENCY _____________________________________________
(frequency or frequency range affected)
LINE 6 – LENGTH AND SPANS _____________________________________________ LINE 9 – NARRATIVE ______________________________________________
(length of bridge and number of spans)
LINE 10 – AUTHENTICATION _______________________________________

LINE 7 – CLASS _________________________________________________________ (report authentication)
(computed classification)
LINE 8 – BYPASS LOCATION ______________________________________________

(UTM or six-digit grid coordinate with MGRS)
LINE 9 – NARRATIVE ____________________________________________________

LINE 10 – AUTHENTICATION ______________________________________________

(report authentication)

ON SCENE COMMANDER CHECKLIST DOWNED AIRCRAFT “FALLEN ANGEL REPORT”
1. Security Initial Report
A. AWT establish 4km Security Zone
B. Inner Ring A/C maintains security of crash site Location and Type of Aircraft
1
C. Outer Ring A/C focus on enemy / IDF teams moving into area
2. Communications Injuries
2
A. Contact Battle Space TF HQ and inform of FALLEN ANGEL
i. P – SATCOM Reason Aircraft Went Down
3
ii. A – BFT
iii. C – Nearest Ground Force (to relay to TF TOC) Follow-Up Report
iv. E – Guard (nearest aircraft to relay to TF TOC)
A. Contact CAS assets and establish overhead coverage 4 Aircraft Tail Number
B. Inner Ring A/C controls Fallen Angel freq (FM)
C. Outer Ring A/C controls ROZ freq (UHF) 5 DTG Aircraft Went Down
D. Establish comms with adjacent / surviving ground units
3. Control Crash Site:
A. Battle Space TF HQ is Command & Control for AWT 6 Sierra = Secure
B. ROZ “TF NAME” 4km ROZ to 3000ft AGL over crash site November= Not Secure
C. Identify / Establish 1 Pri / 1 Alt HLZ for MEDEVAC / security forces
D. BPT Brief : 7 Call sign of Downed Aircraft
i. Grid
ii. Altitude 8 Personnel:
iii. Wind
iv. Heading and Route to HLZ a Number on Board
v. Enemy Situation
4. MEDEVAC / CASEVAC
b Number of WIA/KIA/MIA
A. BPT relay 9-Line to MEDEVAC while en route
B. Provide FLT course to Primary / Alternate HLZ
c Number “Perched” = At Site
C. BPT to conduct hasty HLZ brief to include
i. Obstacles
ii. Wreckage d Number “Flown the Coop” = E&Eing
iii. Dust/Slope
iv. Enemy Contact 9 Aircraft Status
5. Ground Security Forces
A. Confirm briefed freqs prior to exiting the A/C a Damage Assessment
B. Distance and direction to site prior to exiting A/C
6. Assessment Team b COMSEC Status
A. Brief extraction time IOT coordinate LIFT/SECURITY in place
7. Recovery / Destruction 10 Threat Situation at Site
A. Brief all controlled detonations
B. Brief sling / recovery rigs complete
11 Call Sign of Sender
C. Before and after pictures of site from all directions.
12 Remarks
NINE LINE MEDEVAC REQUEST REFERENCES
Line Item Explanation AR 95-1. Fight Regulations. 11 March 2014.
1 Location of Pickup Encrypt the grid coordinates ATP 4-02.2. Medical Evacuation. 12 August 2014.
Radio frequency, call sign, ATP 4-25.13. Casualty Evacuation. 15 February 2013.
2 Call sign and suffix may be transmitted in the clear
and suffix (if used)
ATP 4-43. Petroleum Supply Operations. 06 August 2015.
A - Urgent
B - Surgery FM 3-04. A rmy A viation. 29 July 2015.
Number of patients by
3 C - Priority
precedence FM 3-04.513. A ircraft Recovery Operations. 21 July 2008.
D - Routine
E - Convenience
FM 3-90-1. Offense and Defense V olume 1. 22 March 2013.
A - None
FM 3-90-2. Reconnaissance, Security, and Tactical Enabling Tasks V olume 2. 22 March 2013.
Special equipment re- B - Hoist
4
quired C - Extraction Equipment FM 3-98. Reconnaissance and Security Operations. 01 July 2015.
D - Ventilator
FM 3-99. A irborne and A ir A ssault Operations. 06 March 2015.
L + Number of patients (Litter)
5 Number of patients by type
A + Number of Patients (Ambulatory) TC 3-04.9. Commander’s Aviation Mission Survivability Program. 07 August 2015.
N - No Enemy in area TC 3-04.4 Fundamentals of Flight. December 2016.

P - Possible enemy in area, use caution
6 Security of pickup site TC 3-04.45. Combat A viation Gunnery. 29 January 2014.
E - Enemy in area, approach with caution
X - Enemy in area, armed escort required
TM 4-48.09. Multiservice Helicopter Sling Load: Basic Operations and Equipment. 23 July 2012.
A - Panels
B - Pyrotechnic signal TM 4-48.10. Multiservice Helicopter Sling Load: Single-Point Load Rigging Procedures. 05 July
Method of marking pickup 2013.
7 C - Smoke signal
site
D - None TM 4-48.11. Multiservice Helicopter Sling Load: Dual-Point Load Rigging Procedures. 05 July
E - Other 2013.
A - US military
B - US Citizen
Patient nationality and sta-
8 C - Non-US military
tus
D - Non-US citizen
E - Enemy prisoner of war
C - Chemical
Chemical, biological, radio- B - Biological
9
logical, nuclear (CBRN) R - Radiological
N - Nuclear
Zap number - Patient Information (name, initials, last 4 of their Social Security
Number, etc.)
Mechanism of Injury - gunshot wound (GSW), improvised explosive device
ZMIST (IED), stab wound, etc.
Injury Sustained (i.e., laceration, break, etc.) and location (i.e., head, leg, etc.)
Symptoms and Signs - Conscious, breathing, pulse, etc.
Treatment Given - Tourniquet, immobilization, pain relief, etc.

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TABLE OF CONTENTS

COMBAT MISSION PREPERATION

Combat Aviation Brigade Combat Aviation Brigade 2

Combat Aviation Brigade 3 Combat Aviation Brigade 4

5. Initiate Movement: As required, including but not limited to LNO/Flight Lead/

9. Supervise: PCC/PCI. In general, the Pilot –in Command conducts Pre-Combat

Combat Aviation Brigade 5 Combat Aviation Brigade 6

3. Friendly/ Maneuver cell: The Friendly/Maneuver cell performs liaison duties

5. Sustainment cell: The Sustainment Cell evaluates, coordinates, and confirms

7. Coordination/ Reconnaissance required/ initial Requests For Information

Combat Aviation Brigade 7 Combat Aviation Brigade 8

Recent Significant Actions Recent Actions

FCR - Scheme, Terrain Sensitivity, RFI Attachments Detachments

CMWS Flare combo Commander's intent (Purpose, Key Tasks, End-

MCOO / OCOKA Address Multi/dissimilar aircraft considerations

Movement, Air Corridors/ Primary Routes, Altitudes,

PZ and LZ considerations (mission, size, location,

Combat Aviation Brigade 9 Combat Aviation Brigade 10

Obtain AMPS products from higher HQ CP

Combat Position Considerations and security

Confirm aircraft readiness for mission – (A/C hours avail-

Obtain pertinent communication information from

Update all Company COMSEC devices

Ensure all aircraft radios are keyed

Update and prepare communication card

Determine/Verify CL I, CL III, CL V, CL VIII, CL IX

-Mark grid reference

Coordinate with all cells and address multi/dissimilar

Combat Aviation Brigade 13 Combat Aviation Brigade 14

Combat Aviation Brigade 15 Combat Aviation Brigade 16

P. When transitioning from movement to maneuver, planners should establish

Combat Aviation Brigade 19 Combat Aviation Brigade 20

6) Elapsed Times “00+00+00” – Used for event driven missions.

Combat Aviation Brigade 21 Combat Aviation Brigade 22

Combat Aviation Brigade 23 Combat Aviation Brigade 24

4. When occupying a BP/ABF/SBF/OP/FP the crew/staff should consider METT-TC when

5. When occupying a BP/ABF/SBF/OP/FP the crew/staff should assign local security

Combat Aviation Brigade 25 Combat Aviation Brigade 26

A. Intelligence preparation of the battlefield: Define the operation environ-

Combat Aviation Brigade 27 Combat Aviation Brigade 28

Combat Aviation Brigade 29 Combat Aviation Brigade 30

Runway length 4500’/4500’ Land – 500’ N/A

Combat Aviation Brigade 31 Combat Aviation Brigade 32

3. CDRs Intent AH-64 INITALIZED

6. Timeline/ EX-Check SAFE AND

12. Tadpole diagram. (UH/CH) AH-64

UH-60 INSTALLED MSN Planning

Combat Aviation Brigade 33 Combat Aviation Brigade 34

3 Hours - CBRN (MOPP 3 or 4)

DUTY HOUR MAXIMUMS (Non Crew Members)

TIME PERIOD DUTY PERIOD

Combat Aviation Brigade 35 Combat Aviation Brigade 36

(1) Purpose of the mission.

(2) Key tasks to be accomplished.

(3) End state – Success criteria (friendly, enemy , terrain, civilians)

Combat Aviation Brigade 37 Combat Aviation Brigade 38

Combat Aviation Brigade 39 Combat Aviation Brigade 40

Combat Aviation Brigade 41 Combat Aviation Brigade 42

n. PZ Arrival Time  Call Forward Plan

Combat Aviation Brigade 43 Combat Aviation Brigade 44

A. Lead calls “Accelerating to _ kts” or “Slowing to __ kts,