NBC Evaluation. If the commander determines that operation in the NBC environment is part of the units METL he will establish, in writing, an NBC evaluation program. As a minimum all tasks mark with a X in the NBC column of Table 2-6 and 2-7, and any mission/additional tasks selected by the commander will be evaluated.
Post-mishap Flight Evaluation. This evaluation is conducted per AR 95-1. This evaluation will be conducted after any class A or B accident and any class C accident at the discretion of the commander. The evaluation will be conducted IAW Paragraph 3-3a(1) through (5) and Paragraph 3-3b(1). See AR 40-501 for medical release requirements prior to flight. The type and nature of the evaluation depend on the crew duties the aviator was performing at the time of the accident. Special emphasis should be placed on evaluating the task, which was being performed at the time of the accident under similar conditions, if possible.
Medical Flight Evaluation. This evaluation is conducted per AR 95-1. The commander, on the recommendation of the flight surgeon, will require the examinee to perform a series of tasks most affected by the examinee’s disability. The evaluation should measure the examinee’s potential to perform ATM tasks despite his disability. This evaluation should not be based on the examinee’s current proficiency.
After the examinee has completed the medical flight evaluation, the evaluator will prepare a memorandum. He will include in the memorandum –
A description of the environmental conditions under which the evaluation was conducted; for example, day, night, or overcast.
A list of the tasks performed during the evaluation.
A general statement of the examinee’s ability to perform with the disability and under what conditions he can perform.
No-notice Evaluation. This evaluation is conducted per TC 1-200 and the unit’s SOP. The commander or his representative will select the evaluation method, written, academic, or flight (aircraft or simulator). The evaluation may be conducted for an individual crewmember, a crew, or collective element (section/platoon/company).
Commander’s Evaluation. This evaluation is conducted per TC 1-200.
Gunnery Tables I and II. Evaluated during aircraft qualification.
Gunnery Tables III and IV. Evaluated by unit IPs to determine a newly assigned crewmembers individual gunnery/weapons systems skills.
Gunnery Table V. Table V is the commander’s pregunnery range assessment of unit helicopter gunnery readiness. This table allows crew evaluation through assessing weapons systems knowledge and gunnery skills competency. It includes both individual crewmember and collective crew skills prior to progressing to live-fire gunnery. Table V is mandatory gate to live-fire training. Crews must satisfactorily complete this table before participating in live-fire gunnery.
Gunnery Table VI. Gunnery Table VI is the commander’s tool for assessing the readiness and validating the accuracy of his helicopters’ weapons systems.
Gunnery Table VII and VIII. Tables VII and VIII train and evaluate the individual as a functioning crewmember and the crew’s ability to function as a team while measuring gunnery/weapons system skills. The unit IP/SP, IAW the standards established in chapter 2 of the ATM evaluates qualification or validation. To be considered crew qualified, crewmembers must successfully complete Table VIII annually.
Advanced Gunnery Tables (IX, X, XI and XII). The advanced Tables are used to measure the collective proficiency of the unit. Evaluated by the commander as an integral part of his assessment of the unit’s ability to conduct its wartime mission.
This chapter implements portions of STANAG 3114/Air Standard 60/16.
This chapter describes the tasks that are essential for maintaining crewmember skills. It defines the task title, number, conditions, and standards by which performance is measured. A description of crew actions, along with training and evaluation requirements is also provided. It does not contain all the maneuvers that can be performed in the aircraft.
Task Number. Each ATM task is identified by a ten-digit Systems Approach to Training number that corresponds to the tasks listed in the Table of Contents and Chapter 2 (Figures 2-6 through 2-8). All ATM task numbers begin with 011, which is the Aviation Center and School designator. The center 3-digit section, in this case -248, is the same as the operator's manual and changes from airframe to airframe. The last four digits of base tasks are assigned 1000-series numbers, and the last four digits of crew tasks are assigned 2000-series numbers. As an example, the full task number for Task 1004, Plan a VFR Flight, is 011-248-1004. For convenience, only the last four digits are referenced in this training circular.
Task Title. This identifies the intent or scope of the task. Titles may be the same in various ATMs, but tasks may be written differently for the specific airframe.
Conditions. The conditions specify the common wartime or training conditions under which the task will be performed.
Common training/evaluation conditions are:
When an UT, IP, SP, IE, or ME is required for the training of the task in the aircraft, then that individual will be at one set of the aircraft flight controls.
The following tasks require an IP or SP for training/evaluation in the aircraft.
Unless otherwise specified in the conditions, all in-flight training and evaluation will be conducted under VMC. Simulated IMC denotes flight solely by reference to flight instruments/symbology.
Tasks requiring specialized equipment do not apply to aircraft that do not have the equipment installed.
NVG use may be a condition for any flight task, unless otherwise noted. When NVGs are listed as a condition, task standards will be the same as those described for performance of the task without using NVGs.
Common wartime conditions are:
In a mission aircraft with mission equipment and crew, items required by AR 95-1 and required publications (operator’s manual, checklist, navigational and terrain maps).
Under visual or instrument meteorological conditions.
Day, night and night vision device employment.
In any terrain or climate.
In a nuclear, biological and chemical environment with mission protective posture equipment used.
In an electromagnetic environment.
The aircrew will not attempt the tasks or task elements listed below when performance planning indicates that OGE power is not available.
Standards. The standards describe the minimum degree of proficiency or standard of performance to which the task must be accomplished. The terms, “Without error”, Properly”, and “Correctly” apply to all standards. The standards are based on ideal conditions. Many standards are common to several tasks. Individual instructor techniques will not be treated as standards nor used as grading elements. Unless otherwise specified in the individual task, the standards below apply. Alternate or additional standards will be listed in individual tasks. Standards unique to the training environment for simulated conditions are established in TRAINING CONSIDERATIONS section or each task. Standards are based on ideal conditions. The following standards apply to all tasks.
All Tasks. Perform crew coordination actions per Chapter 6 and the task description.
It is essential for the PC to a brief specific duties before entering the aircraft. The ability for either crewmember to perform most aircraft/system functions breaks down the standard delineation of duties. This could mean that during an unforeseen event, one crewmember might attempt to resolve the situation on his own rather than seeking assistance from the other crewmember.
Maintain heading ±10 degrees.
Maintain altitude ±3 feet or ± 10 feet OGE (50’ AGL or higher).
Do not allow drift to exceed 1 foot IGE or 10 feet OGE (50’ AGL or higher).
Maintain ground track within 1 foot.
Maintain a constant rate of movement for existing conditions.
Maintain a constant rate of turn not to exceed 90 degrees in 4 seconds.
Maintain heading ± 10 degrees.
Maintain altitude ± 100 feet.
Maintain airspeed ± 10 KIAS of speed directed by PC or unit SOP.
Maintain rate of climb or descent ± 200 FPM.
Trim ± 1 ball width.
During approach, every effort should be made to land into the wind whenever possible.
During takeoff, every effort should be made to takeoff into the wind whenever possible.
All tasks with the engine operating.
Maintain airspace surveillance
Apply appropriate environmental considerations.
Description. The description explains how the elements of the task should be done to meet the standards. It applies to all modes of flight. When specific crew actions are required, the task will be broken down into crew actions and procedures as follows.
Crew actions. These define the portions of a task performed by each crewmember to ensure safe, efficient, and effective task execution. The designations P* (pilot on the controls), P (pilot not on the controls), PI (pilot, not the PC), do not refer to PC duties. When required, PC responsibilities are specified. For all tasks, the following responsibilities apply.
Both crewmembers. Perform crew coordination actions, and announce malfunctions or emergency conditions. Monitor engine and systems operations, and avionics (navigation and communication), as necessary. During VMC, focus attention primarily outside the aircraft, maintain airspace surveillance, and clear the aircraft. Provide timely warning of traffic and obstacles by announcing the type of hazard, direction, distance, and altitude. Crewmembers also announce when attention is focused inside the aircraft - except for momentary scans for example, during crosschecks - and when attention is focus back outside.
The PC. The PC is responsible for the conduct of the mission, and for operating, securing, and servicing the aircraft he commands. The PC will ensure that a crew briefing is accomplished and that the mission is performed per ATC instructions, regulations, and SOP requirements.
The PI. The PI is responsible for completing tasks as assigned by the PC.
The P*. The P* is responsible for aircraft control, obstacle avoidance, and the proper execution of emergency procedures. He will announce any deviation, and the reason, from instructions issued. He will announce changes in altitude, attitude, airspeed, or direction.
The P. The P is responsible for navigation, in-flight computations, and assisting the P* as requested. When duties permit assist the P* with obstacle avoidance.
The trainer/evaluator. When acting as PI during training and evaluations, he will act as a functioning crewmember and perform as required, unless he is training or evaluating crewmember response to an ineffective crewmember. In the aircraft, he will ensure safe landing areas are available for engine failure training and that aircraft limits are not exceeded.
Additional crew actions. The tasks specify additional crew actions, if any, necessary to successfully accomplish the task.
Procedures. This section explains the portions of a task that an individual or crew accomplishes.
Considerations. This section defines considerations for task accomplishment under various conditions; for example, night or NVD, or snow/sand/dust. The inclusion of environmental considerations in a task does not relieve the commander of the requirement for developing an environmental training program per TC 1-200. Common night/NVD considerations are listed below and will be applied to tasks conducted in N/NVD environments. Training considerations establish specific actions and standards used in the training environment.
Night and NVD. Navigation under N/NVD conditions using other than a white light on standard maps can be difficult because of map colors and symbology. Night/NVD flight requires more extensive flight planning and map preparation. Wires and other hazards are much more difficult to detect and must be accurately marked and plotted. Movement over areas of limited contrast or entering IMC with artificial illumination may cause spatial disorientation. Use proper scanning techniques to detect traffic and obstacles and to avoid spatial disorientation. The P should make all internal checks (for example, computations and frequency changes). Visual barriers (areas so dimly viewable that a determination cannot be made if they contain barriers or obstacles) will be treated as physical obstacles. Altitude and ground speed are difficult to detect and use of artificial illumination may sometimes be necessary. Determine the need for artificial lighting prior to descending below barriers. Adjust search/landing light for best illumination angle without causing excessive reflection into the cockpit. Entering IMC with artificial illumination may induce spatial disorientation. Cockpit controls will be more difficult to locate and identify. Take special precautions to identify and confirm the correct switches and buttons.
Night unaided. Use of the white light or weapons flash will impair night vision. The P* should not view white lights, weapons flash, or ordnance impact directly. Allow time for dark adaptation or, if necessary, adjust altitude and airspeed until adapted. Exercise added caution if performing flight tasks before reaching full dark adaptation. Dimly visible objects may be more easily detected using peripheral vision, but may tend to disappear when viewed directly. Use off-center viewing techniques to locate and orient on objects.
NVD. Use of NVDs degrade distance estimation and depth perception. Aircraft in flight may appear closer than they actually are, due to the amplification of navigation lights and the lack of background objects to assist in distance estimation and depth perception. If possible, confirm the distance unaided. Weapons flash may temporarily impair or shut down NVGs.
Training and Evaluation Requirements. Training and evaluation requirements define whether the task will be trained or evaluated in the aircraft, CPT, academic environment or Crew Station Mission Equipment trainer (CSMET) when fielded. Training and evaluations will be conducted only in the listed environments, but may be done in any or all combinations. Listing aircraft and/or simulator under evaluation requirements does not preclude the IP from evaluating elements of the task academically to determine depth of understanding or planning processes. The evaluation must include hands-on performance of the task. Chapter 2 Tables 2-6 through 2-8 list the modes of flight in which the task must be evaluated. The commander may also select crew and/or additional tasks for evaluation.
References. The references are sources of information relating to that particular task. Many references are common to several tasks. Unless otherwise specified in the individual task, the references below apply. Alternate or additional references will be listed in individual tasks.
All flight tasks (with engine operating).
AR 95-1, Flight Regulations.
FM 1-203, Fundamentals of Flight.
FM 1-230, Meteorology for Army Aviators.
FAR/host country regulations.
All instrument tasks.
AR 95-1, Flight Regulations.
FM 1-240, Instrument flight for Army Aviators.
Aeronautical Information Manual.
All tasks with environmental considerations.
FM 1-202, Environmental Flight.
TC 1-204, Night Flight Techniques and Procedures.
All tasks used in a tactical situation.
FM 1-400, Aviators Handbook.
TC 1-201, Tactical Flight Procedures.
FM 1-114, Tactics Techniques and Procedures for the Regimental Aviation Squadron.
FM 1-112, Attack Helicopter Operations.
FM 17-95, Cavalry Operations.
FM 6-30. Tactics Techniques and Procedures for Observed Fire.