aircrew standards manual fy2015 v1

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Aircrew Standards Manual

STARFlight- Shock Trauma Air Rescue preserves life, improves

health and supports public safety.

January 2015


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Aircrew Standards Manual

Table of Contents

Foreword Page

Chapter 1 Introduct ion

1-1 Pilot in Command 1-11-2 Crew Chief 1-1

1-3 Helicopter Rescue Specialists 1-1

1-4 Helicopter Fire Specialists 1-1

1-5 Pilot Command Instructors 1-1

1-6 Rescue Command Instructors 1-2

1-7 Adjunct Rescue Instructors 1-2

1-8 Field Training Officers 1-2

1-9 Symbol Usage and Word Distinctions 1-2

Chapter 2 Training

2-1 Initial Training 2-12-2 Currency Training 2-8

2-3 Refresher Training 2-9

Chapter 3 Evaluation

3-1 Evaluation Principles 3-1

3-2 Grading Considerations 3-1

3-3 Crewmember Evaluation 3-23-4 Evaluation Sequence 3-2

Chapter 4 Crewmember Tasks

4-1 Task Contents 4-1

4-2 Task List 4-5

Chapter 5 Crew Resource Management 5-1

Appendix A Airc raf t Conf iguration A-1

Appendix B Rescue Equipment B-1

Appendix C Crewmember Personal Protect ive Equipment C-1

Appendix D Voice Commands D-1

Appendix E Communicat ions fo r SAR Operat ions E-1

Appendix F Hoist Wire Rope Considerat ions F-1

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FOREWORD

STAR Flight is a public safety rescue helicopter program that maintains a dynamic andchallenging multi-mission profile. Although no single document can provide provisions for everysituation we may encounter, this document is intended to provide crewmembers with standards

and guidelines from which to base operational decisions. The standards contained herein arebased on program history, other respective helicopter operations standards and manufacturersrecommendations.

This Aircrew Standards Manual (ASM) standardizes aircrew training programs, flight evaluationprocedures and provides specific guidelines for executing aircrew training. It establishescrewmember initial training, currency requirements and refresher training, as well as evaluationrequirements.

Crewmembers will use this manual as a "how to" source for performing crewmember duties.This manual also provides performance standards and evaluation guidelines so thatcrewmembers are familiar with the expected level of performance. Each task is outlined with a

detailed description of what is required to meet the standard.

Though variables will exist during every mission, crewmembers will have the discretion to utilizeand apply these standards based upon the scenario presented. Safety, communications,planning, teamwork and post-mission analysis and documentation are the key factors tomission-success. These actions form the foundation for every mission we are tasked with. Thecommunity we serve has high expectations, but none higher than those we set for ourselves.

ANNUAL REVIEW

The ASM will be reviewed annually during the month of January. The STAR Flight ChiefMedical Supervisor and the Chief Pilot, or their designees, are the custodians of this document

and are responsible for ensuring that all updates and revisions are distributed to the appropriateparties in a timely manner. The latest approved version of the document will be formatted,protected and placed on public drive folders for flight crews to review at their convenience.Following the annual review, digital copies will be authorized by the Program Director andDirector of Aviation Operations and distributed to flight crews.

CHANGES TO THIS DOCUMENT

Changes to this document will be incorporated as necessary. Each change will be numbered(Change 1, Change 2, etc.) and may include multiple individual changes to the document. Thecover sheet of the change will include the date of effectiveness of the change, as well as a list ofthe pages to be removed, and the pages to be inserted. Each change will require a removal

and replacement of the affected pages. A change may include additional pages not previouslyin existence.

The changes will be noted on each changed page in one way. The most recent change will behighlighted by a bold vertical bar at the outside edge of the page adjacent to thetext/table/diagram changed (seen here as an example).

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When the change has been applied to the document, the change cover sheet will be inserted asthe first page of the document, indicating it has been updated. Electronic copies will reflect theirchange number in the document file title as a suffix at the end of the file name (i.e., _Chg2).

NO UNCURRENT VERSIONS OF THE DOCUMENT ARE AUTHORIZED; ALL CHANGES

MUST BE APPLIED UPON THEIR EFFECTIVE DATE, AND OLDER ELECTRONIC COPIESDESTROYED.

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Travis County

ST Flight

7800 Old Manor Road Dispatch 1-800-531-STAR

Austin, TX 78724 Administration (512) 854-6464

www.starflightrescue.org Fax (512) 854-6466

Aircrew Standards ManualCHANGE 1

01 January 2015

This change details removal and insertion of pages to the Aircrew Standards Manual, datedJanuary 2015.

The substance of the changes on each page is delineated by a solid black line adjacent to thetext, table, or graphic that has been changed.

ASM Changes

Chapter 21. Table 2-3 Annual Public Mission Currency Standards

a. Changes to the frequency of some requirements

Chapter 41. Task 1005

a. Added standard2. Task 1015

a. Updated ETA standard3. Task 1030

a. Changes to the aircraft movement commands ( return to way it was)4. Task 2000

a. Updates to CC/HRS actions5. Task 2200

a. Updated crew standardsb. Updates to CC/HRS actions

6. Task 3020a. Updated crew standards

7. Task 3105a. Updated information under Other Considerations

8. Task 3200a. Updated CC standardsb. Updated NVG considerations

9. Task 3210a. Updated CC actions

10. Task 3220a. Updated description and actions for P/CC/HRS


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Travis County

ST Flight

7800 Old Manor Road Dispatch 1-800-531-STAR

Austin, TX 78724 Administration (512) 854-6464

www.starflightrescue.org Fax (512) 854-6466

11. Task 3230a. Updated Cable Spliceb. Updated Spinning Loadc. Updated Hoist Cable Entanglement with an Object on the Groundd. Updated Damage to the Hoist Cable and load on Cablee. Updated Damage to the Hoist Cable and no load on Cablef. Updated Known or Suspected to Damage to Hoistg. Updated Boom failureh. Updated Failure of one/both generator(s)/ Single generatori. Updated Single engine failure/ Fly away possible

j. Updated Single engine failure/ Fly away not possible12. Task 3240

a. Updated RCI/ARI actions13. Task 3250

a. Updated Tag line task14. Task 3300

a. Updated CC actions15. Task 3400

a. Updated crew actions16. Task 3410

a. Updated CC Actions17. Task 3500

a. Updated CC/HRS actions18. Task 3510

a. Updated standardsb. Updated other considerations

19. Appendix Aa. Updated aircraft configuration

20. Appendix Ba. Updated Rescue Equipment

21. Appendix Fa. Updated Hoist wire rope considerations


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Chapter 1

Introduction

This chapter will provide detailed information on a crewmembers designation and the

responsibilities of that position.

1-1 Pilot in Command (P)

The P has the ultimate authority over all aircraft operations as outlined in the TravisCounty Helicopter Operations Manual, section 104-105.

P pre-requisites are outlined in the Travis County Helicopter Operations Manual.

The P rescue clearance process is outlined in the Travis County Aircraft TrainingManual. Upon successful demonstration of competency and completion of the trainingprogram, a Pilot will be designated as a P.

1-2 Crew Chief (CC)

The designation of CC is reserved for those individuals at STAR Flight that havesuccessfully completed the transition from Helicopter Rescue Specialist (HRS) asoutlined in Chapter 2 of this manual. The position of CC builds upon the skills of anexperienced HRS, adds an expanded level of responsibility and demands a globalthought process. For public safety operations, the CC is responsible for coordinating

the operation, communicating with ground resources, providing the P with aircraftmovement commands, deploying and recovering the HRS, firefighting operations anddocumenting the operation for QA/QI purposes.

1-3 Helicopter Rescue Specialists (HRS)

The designation of HRS is assigned to individuals who have successfully completed thesyllabus as outlined in Chapter 2 of this manual.

1-4 Helicopter Fire Specialists (HFS)

The designation of HFS is assigned to individuals who have successfully completed thesyllabus outlined in the HFS Task Book.

1-5 Pilot Command Instructors (PCI)

The designation of PCI is reserved for those pilots at STARFlight that are qualified toperform all categories of pilot training.

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1-6 Rescue Command Instructors (RCI)

The designation of RCI is reserved for those individuals at STAR Flight that arequalified to perform all categories of crewmember training.

1-7 Adjunct Rescue Instructors (ARI)

Adjunct Instructors are utilized by the STAR Flight Program to assist with specificmission training on an as-needed basis which provides an extra level of flexibility for thescheduling and completion of public mission training. Adjunct instructors shall be thosePilots and Crew Chiefs who have demonstrated a high level of competence in their areaof expertise as well as the ability to instruct.

1-8 Flight Training Officers (FTO)

The designation of FTO is reserved for those individuals at STAR Flight who have

demonstrated a thorough knowledge of all current policies and procedures and haveconsistently shown the ability to exercise sound judgment as well as the ability toinstruct.

1-9 SYMBOL USAGE AND WORD DISTINCTIONS

1. Symbol usage. The diagonal (/) means one or the other or both. Forexample, CC/HRS may mean CC or HRS, or it may mean CC and HRS.

2. Word distinctions:

(a) Warnings, cautions, and notes. These words emphasize critical andimportant instructions.

i. A warning indicates an operating procedure or a practice that, ifnot correctly followed, could result in personal injury or loss oflife.

ii. A caution indicates an operating procedure or a practice that, ifnot strictly observed, could result in damage to, or destructionof, equipment.

iii. A note highlights essential information that is not of athreatening nature.

(b) Will, shall, must, should, and may. These words distinguish between

mandatory, preferred, and acceptable methods of accomplishment.

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i. Will, shall, or must indicate a mandatory requirement.

ii. Should is used to indicate a non-mandatory but preferred

method of accomplishment.

iii. May or can indicate an acceptable method of accomplishment.

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Chapter 2

Training

This chapter describes all requirements for training. Training is a vital component tomission success. Due to the risk involved in performing our missions, it is imperative thatthe training program be strictly administered, maintained and monitored.

Standardization shall be emphasized during all training missions to reinforce consistentperformance during actual missions. Crewmembers shall use standardized checklists,terminology and procedures as set forth in this manual.

Each flight training mission shall commence with a detailed brief as set forth in the FlightDatabase Event Action Plan (EAP) section, with clearly communicated goals. Safetychecks and communication should not deviate from standards listed in each task. A

thorough post-mission after action report (AAR) shall be conducted to include:

o Safetyo Overall mission conducto Training goals achieved (or missed)o Unusual circumstances encounteredo Suggestions for further improvement and recommendations for future training

2-1 Init ial Training

1. Initial Aircraft Qualification(a) Initial P aircraft qualification for both the EC-145 and the UH-1 will be

conducted in accordance with the appropriate Pilot Training Manual.

(b) Initial Crewmember aircraft qualification will be conducted in accordancewith the New Crewmember Training Program.

2. Initial Night Vision Goggle (NVG) qualification(a) Will be conducted in accordance with the NVG Training Program

i. All pilots and crewmembers will receive academic training and

demonstrate a working knowledge of the topics and informationcontained in Section 2 of the NVG Training Module.

(b) NVG Flight Trainingi. Pilots with no previous experience will have a minimum of 5 flights,

no less than 1 hour per flight, of NVG flight training with the pilotreceiving instruction at a duty station with access to the flightcontrols.

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Helicopter Rescue Specialist

1. Prerequisites - The following items must be complete prior tocommencing Public Mission Training:

(a) Completion of all 1000 series base tasks

(b) Approval from:i. Chief Medical Supervisorii. Director of Aviation Operationsiii. Program Director

2. Academic Training - The following items must be completeprior to commencing Public Mission Training (order ofsubjects is not mandated):

(a) Mission Philosophy and Overview

(b) Swiftwater Rescue Operations

(c) Cars in water(d) Survival egress air(e) Radio Assisted Tracking Device (RAT)(f) Extraction Litters, Collars and Harnesses(g) Breeching Kit(h) Helicopter Rescue Ground School(i) Rescue Equipment(j) Personnel Protective Equipment Decisions(k) Search Tactics(l) Aviation Fire Suppression On-line Courses:

i. SEAT 1

ii. SEAT 2iii. SEAT 3

3. Rescue Training - The crewmember will receive instructionand participate in practical training sessions for the following:

(a) Survival egress air(b) Water Confidence(c) Dunker(d) Survival egress air(e) Rescue Swimmer Course(f) Swiftwater Rescue Course

(g) Static hoist drills(h) Rope Rescue

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Crew Chief

1. Prerequisites - The following items must be complete prior to

commencing Public Mission Training:

(a) Meets all requirements for HRS

(b) Currently assigned / cleared to independent duty(c) One year experience as an HRS (preferred)(d) Approval from:

i. Chief Medical Supervisorii. Director of Aviation Operationsiii. Program Director

2. Academic Training - The following items must be complete

prior to commencing Public Mission Training (order of

subjects is not mandated):

(a) Helicopter Rescue Ground School

(b) Rescue Equipment3. Rescue Training- The crewmember will receive instruction

and participate in practical training sessions for the

following:

(a) Static hoist drills

The goal is for crewmembers to complete all 1000 series tasks prior to initiation ofPublic Mission Training. However, both base tasks and mission tasks may beperformed concurrently

ii. Flight Training (Proficiency-Based)

1. Pilots will be trained in accordance with Table 2-12. CCs will be trained in accordance with Table 2-13. HRS will be trained in accordance with Table 2-24. HFS will be trained in accordance with HFS Task Book.

Training will meet the minimum iteration requirements of thatappendix.

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Table 2-1 Pilot and Crew Chief Modules

A1- Day Land- Observation Flight (no live loads)Direct Deployment and Recoverya. Open area with weighted bag

Direct Deploymenta. Open area with weighted bagb. Attach to prepackaged Bauman Bagc. Recovery to 7 meter positiond. Demonstration of max air speed and angle of banke. 7 meter deliveryEmergency Proceduresa. Runaway hoistb. Blocked hoistc. Single engine failure (before)d. Lost ICS communicationse. Pendulumf. Spin

A2- Day Land- (no live loads)Direct Deployment and Recoverya. Open area with weighted bagDirect Deploymenta. Open area with weighted bagb. Attach to prepackaged Bauman Bagc. Recovery to 7 meter positiond. Demonstration of max air speed and angle of banke. 7 meter deliveryEmergency Proceduresa. Runaway hoistb. Blocked hoistc. Single engine failure (before)

d. Lost ICS communicationse. Pendulumf. Spin

Equipment Deliverya. Deployment of backboard

A3- Day Land Direct Deployment and Recoverya. Open area no medical bag

Direct Deploymenta. Confined area with medical bagb. Attach to prepackaged Bauman Bagc. Recovery to 7 meter positiond. 7 meter delivery

A4- Day waterDirect Deployment Recovery and Recoverya. Open water to Bob

Direct Deployment and 7 Metera. Open water to Bobb. Deployment of LSCc. Recovery to 7 meter positiond. 7 meter delivery

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A5- Night LandDirect Deployment and Recoverya. Open area no medical bag

Direct Deploymenta. Confined area with medical bagb. Attach to prepackaged Bauman Bag

c. Recovery to 7 meter positiond. 7 meter delivery

A6- Night WaterDirect Deployment Recovery and Recoverya. Open water to Bob

Direct Deployment and 7 Metera. Open water to Bobb. Deployment of light sticks*c. Deployment of LSCd. Recovery to 7 meter positione. 7 meter delivery*may not be needed each time

A7- Short Haul

Short Haula. Deployment of Short Haul Line*b. HRS Insertion/Extraction*c. Spider Rig*Minimum items required to be completed for release to independent duty

A8- Bambi BucketBambi Bucket Operationsa. Direct bucket into water sourceb. Concentrated drops on simulated firec. Dispersed drops on simulated fire

A9- Special Considerations (Does not need to be completed prior to release to independent duty)Special Cons iderations*a. Slope evacuationsb. Swift waterc. Tree extractions*May be completed by either hoist or short haul

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Table 2-2 Helicopter Rescue Specialist Modules

R1- Day LandDirect Deployment and Recoverya. Open area no medical bagDirect Deploymenta. Confined area with medical bag

b. Attach to prepackaged Bauman Bagc. Recovery to 7 meter positiond. Demonstration of max air speed and angle of banke. 7 meter deliveryDirect Deploymenta. Confined area with medical bagb. Attach to prepackaged Bauman Bagc. Recovery to 7 meter positiond. 7 meter delivery

R2- Night LandDirect Deployment and Recoverya. Confined area with medical bagDirect Deployment and 7 Meter

a. Confined area with medical bagb. Attach to prepackaged Bauman Bagc. Recovery to 7 meter positiond. 7 meter delivery

R3- Day WaterDirect Deployment Recovery and Recoverya. Aggressive swim to Bobb. Victim towsDirect Deployment and 7 Metera. Deployment of LSCb. Simulated patient packaging in LSCc. Recovery to 7 meter positiond. 7 meter delivery

R4- Night WaterDirect Deployment Recovery and Recoverya. Aggressive swim to Bobb. Victim tows

Direct Deployment and 7 Metera. Deployment of LSCb. Simulated patient packaging in LSCc. Recovery to 7 meter positiond. 7 meter delivery

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R5- Multiple Vict ims Direct Deployment and Recovery with Victimsa. Package patient in extraction harness (Quick Strop/ Hasty Harness)b. Recovery of patient and rescuer to aircraftc. Secure patient to victim restraint beltsd. Direct deployment to second patient

e. Package patient in extraction harness (Quick Strop/ Hasty Harness)f. Recovery of patient and rescuer to aircraftR6- Short Haul Short Haula. Deployment of Short Haul Line*b. HRS Insertion / Extraction*c. Spider Rig*Minimum items required to be completed for release to independent dutyR7- Special Considerations (Does not need to be completed prior to release to independent duty)Special Cons iderations*d. Slope evacuationse. Swift waterf. Tree extractions

*May be completed by either hoist or short haul

2-2 Currency

1. Aircraft Currency - Aircraft currency for pilots will be per Section 4 of the PilotTraining Manual. Medical Crew requirements are linked to completion of PublicMission currency standards in table 2-3.

2. UH-1 Currency (in aircraft or for Public Missions) for pilots or crewmembers doesnotaffect currency in the EC-145, nor will it affect line duty assignment.

(a) A pilot whose aircraft currency has lapsed must complete tasks in

accordance with requalification curricula for overdue recurrent training asdefined in the appropriate Pilot Training Manual.

3. NVG

(a) Pilot/CC/HRS - IAW with the Travis County Helicopter Operations Manual

3. Public Mission - Will be based upon completion of table 2-3 as well as thecrewmember annual training record.

(a) Crewmembers who fail to meet currency standards will receive a written

training plan outlining tasks to be completed within a 30 day extension.Failure to complete the written training plan within the prescribed time willresult in removal of flight status for the crewmember.

(b) Tasks not completed within the 30 day extension period must be completedwith an approved instructor onboard prior to release to independent duty.

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Table 2-3 Annual public mission currency standards

LegendD- task performed during dayNVG- Tasks performed during NVG flight. Tasks performed/ evaluated while using NVG will suffice for tasksrequired in day conditions.

Task Title D NVG Frequency Posit ion3200 Direct deployment and recovery of HRS X Every 90 days P/CC/HRS

3210Direct Recovery of Patient into Cabin(Static)

NA Every 90 days CC/HRS

4010 Aircraft start up-UH-1 X Every 90 days P

3220 7 Meter delivery of HRS and Patient X Every 180 days P/CC/HRS

3200Direct deployment and recovery of HRS(CC as HRS)

X X Every 180 days CC

3300 Short haul X X Every 180 days P/CC/HRS

4500 Aerial fire suppression-fixed tank X Every 365 days P/CC/HRS/HFS

3510 Aerial fire suppression- bucket X Every 365 days P/CC/HRS

32207 Meter delivery of HRS and Patient(CC as HRS)

X X Every 365 days CC

3105 Search markings* NA Every 365 days CC/HRS

3110 Radio activated tracking device (RAT)* NA Every 365 days P/CC/HRS

3320 Short Haul Spider Operations* NA Every 365 days P/CC/HRS

3400 Equipment delivery-water X X Every 365 days P/CC

3410 Equipment delivery-land* NA Every 365 days P/CC

3230 Hoist Emergency Procedures* NA Every 365 days P/CC/HRS

NA Cargo Net, Remote Hook, Water Blivet* NA Every 365 days P/CC/HRS

*Indicates items that currency can be met academically

2-3 Refresher Training

Refresher training is designed for the crewmember that has received initial qualificationbut has been in a non-flight status for greater than 90 days. While undergoing refreshertraining, the crewmember will be placed with an approved instructor. Refresher trainingwill be subdivided as follows:

90 days but less than 180 days

180 days but less than 365 days

365 days

1. Aircraft Refresher Training

(a) Pilot refresher training for the EC-145 is conducted in accordance with thePilot Training Manual, Chapter 4, Recurrent Pilot Training Segment andthe Aircrew Refresher Training Guide.

i. Pilots will receive academic training and demonstrate a workingknowledge of the applicable topics.

ii. Pilots must demonstrate proficiency and complete all tasks listed intable 2-3 before they are cleared to flight status

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(b) Crewmember refresher training is conducted in accordance with Aircrew

Refresher Training Guidei. Crewmembers will receive academic training and demonstrate a

working knowledge of the applicable topics.

ii. The crewmember will receive refresher training and will demonstrateproficiency from their designated crew stations.

2. NVG Refresher Training(a) Pilots and Crewmembers will receive refresher training will be in

accordance with the STARFlightNVG Training Programi. Pilots and Crewmembers will receive academic training and

demonstrate a working knowledge of the appropriate topics listed inSection 5 of the STARFlightNVG Training Manual

ii. Flight Training Pilots will receive a minimum of 1 hour of NVG requalification

and will complete the NVG Initial Qualification, AircraftTraining, Flight Training Segment, and Flight Training Modulein its entirety

Crewmembers will receive a minimum of 1 NVG flight with anapproved instructor and will receive instruction at theirassigned duty station

3. Public Mission Refresher Training(a) Refresher training for Public Missions will focus on the pilot/crewmembers

ability to perform certain mission specific tasks.i. Academic training should focus on training a pilot/crewmember to

operate as a proficient member of an aircrew during public missions

ii. Flight training will be conducted with approved instructors on boardthe aircraft and will be proficiency based.

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Aircrew Refresher Training Guide

90-180 Day Refresher Training

1. Review all 1000 series tasks2. Review current Operational advisories and directives

3. Review Extrication Collars and Litters presentation*4. Complete Tasks:

(a) 3200(b) 3210(c) 3510(d) 4010**(e) 4500**

(f) 3230 (Can be completed by academic evaluation)5. Review Public Mission Currency Standards and complete any outstanding tasks

>180-365 Day Refresher Training

1. Review all 1000 series tasks2. Review aircraft equipment with FTO*3. Review current Operational advisories and directives4. Review Extrication Collars and Litters presentation*

5. Complete tasks(a) 3200(b) 3210(c) 3510(d) 4010**(e) 4500**(f) 3220(g) 3300(h) 4510**(i) 3230 (Can be completed by academic evaluation)

6. Review Public Mission Currency Standards and complete any outstanding tasks

>365 Day Refresher Training

1. Employees must complete all new employee training modules

*--Applies only to CC/HRS

**--Lack of currency in UH-1 tasks does notaffect currency in EC-145 tasks

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Chapter 3

Evaluation

This chapter describes evaluation principles and grading considerations and containsguidelines for conducting academic and hands-on testing. Evaluations are the primarymeans of assessing flight standardization and crewmember proficiency.

3-1 Evaluation Principles

1. The value of any evaluation depends on adherence to fundamental evaluation principles.These principles are described below.

(a) The evaluators must be selected not only for their technical qualifications, butalso for their demonstrated performance, objectivity, and ability to observe and toprovide constructive comments. These evaluators are the PCI, RCI, ARI, andFTOs.

(b) The evaluation method must be based on uniform and standard objectives. Inaddition, it must be consistent with the STARFlightsmission and must strictlyadhere to the appropriate task. The evaluator must ensure a complete evaluationis given in all areas and refrain from making a personal area of expertise adominant topic during the evaluation.

(c) All participants must completely understand the purpose of the evaluation.(d) Cooperation by all participants is necessary to accomplish the evaluation

objectives. The emphasis is on all participantsnot just on the examinee.(e) The evaluation must produce specific findings to identify training needs. Any

crewmember affected by the evaluation needs to be informed of what tasks arebeing performed correctly and incorrectly and how improvements can be made.

2. The evaluation will determine the examinee's ability to perform essential tasks toprescribed standards. Flight evaluations will also determine the examinees ability toexercise crew coordination in completing these tasks.

3. The guidelines for evaluating crew coordination are based on an analysis of howeffectively a crew performs together to accomplish a series of tasks. The evaluator mustdetermine how effectively the examinee employs aircrew coordination.

4. In all phases of the evaluation, the evaluator is expected to perform as an effectivecrewmember. However, at some point during the evaluation the evaluator must removethemselves from the task and allow the examinee to perform.

3-2 Grading Considerations

Evaluations are based on completing the task under ideal situations. Grading is basedon meeting the minimum standard under those conditions. The evaluator must considerdeviations (high wind, turbulence, or poor visibility) from the ideal during the evaluation.If other than ideal conditions exist, the evaluator must make appropriate adjustments tothe standards.

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3-3 Crewmember Evaluation

Evaluations will determine a crewmembers ability to perform the task listed in theirannual Task Book and verify and an understanding of the subjects listed in this ASM.The evaluator will determine how much time is spent on each subject based upon the

crewmembers understanding of that particular subject.

1. Performance Criteria(a) Pilots must perform selected tasks to ASM standards and demonstrate a

working knowledge of the subjects listed below. In addition, they must befamiliar with the items listed in their annual Task Book .

i. Task 3200 (Day / night overwater)

(b) Crew Chiefs/ HRS must perform selected tasks to ASM standards anddemonstrate a working knowledge of the subjects listed below. In addition

they must be familiar with the items listed in their annual Task Book.

i. Task 3200 (Day / night overwater)

(c) HFS must perform selected tasks to ASM standards and demonstrate aworking knowledge of those subjects. In addition they must be familiar withthe items listed in their annual Task Book.

(d) STARFlight Instructors must be able to objectively evaluate and documentperformance of other crewmembers as appropriate.

3-4 Evaluation Sequence

The evaluation sequence consists of four phases. The instructor will determine theamount of time devoted to each phase.

1. Introduction

(a) Review the examinees training records to ensure that all prerequisites havebeen completed.

(b) Confirm the purpose of the evaluation, explain the evaluation procedure, anddiscuss what criteria and standards will be used.

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2. Academic Evaluation(a) Review any relevant standards, policies, regulations or manuals.

3. Flight Evaluation(a) Briefing, the evaluator will explain the flight procedure and brief the examinee

on what tasks he will be evaluated on.

(b) Preflight inspection, engine start, the evaluator will ensure that appropriatechecklists and manuals are used.(c) Flight Tasks, the evaluator will evaluate those tasks that are deemed

mandatory for that mission type and may also randomly select additionaltasks for evaluation as needed.

(d) Engine shutdown and after landing, the evaluator will ensure that allappropriate checklists and manuals are used.

4. Debriefing(a) Review the examinees strengths and weaknesses.(b) Offer recommendations for improvement.(c) Inform the examinee if they passed or failed the evaluation and discuss those

items that were not performed to standard.(d) Complete all appropriate paperwork.

Note: The evaluator will inform the examinee of any restrictions or limitations that will berecommended to STARFlight Command following a failed evaluation

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Chapter 4

Crewmember Tasks

This chapter describes the tasks that are essential for maintaining crewmember skills. Itdefines the task title, number, conditions, and standards by which performance ismeasured. A description of crew actions, along with training and evaluation requirements,is also provided. This chapter does not comprehensively cover all the maneuvers that canbe performed in the aircraft.

4-1 Task Contents

1. Task Number- Each ASM task is identified by a 4 digit number. The first number

indicates what series the task belongs too. The series are as follows:(a) Basic aircrew tasks- 1000 series(b) EMS aircrew tasks- 2000 series(c) Public Missions- 3000 series(d) UH-1H Operations- 4000 series

2. Task Title-The task title identifies a clearly defined and measurable activity. Titlesmay be the same in several ASMs, but tasks may be written differently for thespecific airframe.

3. Conditions- The conditions specify the common conditions under which the taskwill be performed.All conditions must be met before task can be considered tohave been completed.

4. Standards- The standards describe the minimum degree of proficiency to whichthe task must be done. The terms, without error, properly, and correctly applyto all standards. The standards are based on ideal conditions. Crew actions(specified in the description) include satisfactorily performing crew coordination.

Many standards are common to several tasks. Unless otherwise specified in theindividual task, the common standards below apply.

(a) All tasksi. Do not exceed aircraft limitations.ii. Perform Crew Resource Management.iii. Maintain airspace surveillance.

(b) Hoveri. Maintain heading 10 degrees.

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ii. Maintain altitude, 3 feet (5 feet for OGE). *iii. Do not allow drift to exceed 3 feet (10 feet for OGE hover). *iv. Maintain ground track within 3 feet.v. Maintain a constant rate of movement appropriate for existing

conditions.

*These standards require that medical crewmembers announce drift andaltitude changes before exceeding the standard.

(c) In flighti. Maintain heading 10 degrees.*ii. Maintain altitude 100 feet.*iii. Maintain airspeed 10 knots indicated airspeed (KIAS).iv. Maintain ground track with minimum drift.v. Maintain rate of climb or descent 200 feet per minute (FPM).vi. Maintain the aircraft in trim ball width.

*These standards require that medical crewmembers announce anydeviations as they occur and before they exceed the standard.

(d) Medical Crewmembers all tasks with aircraft runningi. Perform Crew Resource Management.ii. Maintain airspace surveillance.

5. Description- The description explains the preferred method for doing the task tomeet the standards.Although no single document can provide provisions for everysituation we may encounter, this document is intended to provide crewmembers

with standards and guidelines from which to base operational decisions. Ifcrewmembers are faced with a situation or circumstance that requires deviationfrom the established guidelines, they should do so in a safe and efficient manner.Those judgments will be based on experience, risk analysis and likelihood ofsuccess.When specific crew actions are required, the task will be broken downinto crew actions and procedures as follows.

(a) Crew actions. These define the portions of a task performed by eachcrewmember to ensure safe, efficient, and effective task execution. For alltasks, the following responsibilities apply.

i. Crews will ensure that their physical condition allows them to performin high stress situations for extended periods of time in variousenvironments.

ii. During flight operations, all Personal Protective Equipment (PPE)appropriate for the mission shall be utilized and safety-checked.

iii. Human factors should be identified and considered before, duringand after flight operations.

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iv. It is to be expected that deviations may occasionally be required toresolve certain conditions. When a deviation is necessary,crewmembers should only deviate to the extent required to resolvethe condition and then return as soon as possible to establishedstandards. Crewmembers shall notify the STARFlightManagement

Team as soon as possible when a deviation occursv. All crewmembers. Perform crew coordination actions, and announcemalfunctions or emergency conditions.During VFR flights, attentionshould be primarily focused outside the aircraft, maintaining airspacesurveillance, and clearing the aircraft. Provide timely warning oftraffic and obstacles by announcing the type of hazard, direction,distance, and altitude. Crewmembers must also announce whenattention is focused inside the aircraftexcept for momentaryscansand announce when attention is focused back outside.

vi. The P will ensure that a crew briefing is done and that the mission isperformed according to the mission briefing.

vii. Medical Crewmembers are responsible for maintaining airspacesurveillance, traffic and obstacle avoidance, safety, security ofpassengers, and equipment. They provide assistance to the P asrequired. They are also responsible for maintaining the aircraft ormission equipment according to their designation at STARFlight.

6. Considerations. This section defines consideration for accomplishing the taskunder various flight conditions such as night, NVG, sand/dust. Crewmembers mustconsider additional aspects to a task when performing it in different environmentalconditions.

(a) Crewmembers must use proper scanning techniques to detect traffic andobstacles and to avoid spatial disorientation.

(b) Crewmembers should determine the need for artificial lighting prior todescending below barriers and adjust search/landing light for bestillumination angle without causing excessive reflection into the cockpit.

(c) Inadvertent IMC with artificial illumination may induce spatial disorientation.Cockpit controls will be more difficult to locate and identify. Crewmembersmust take special precautions to identify and confirm the correct switchesand levers.

7. Training and evaluation requirements. Training and evaluation requirementsdefine whether the task will be trained/evaluated in the aircraft or in an academicenvironment. Listing the task as trained/evaluated in the aircraft does not preventthe evaluator from also conducting an academic evaluation of that task as well todetermine the knowledge and understanding of that task by the crewmember. Insome instances there may be more than one means to accomplish the standardsof a task.

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8. References- The references listed are sources of information. Certain referencesapply to many tasks. In addition to the references listed with each task, thefollowing common references apply as indicated.

(a) All flight tasksi. Travis County Ops Manualii. Travis County NVG Training Programiii. Travis County Initial Pilot Training Manualiv. TCEMS Weight and Balance Manualv. STARFlightPolicy and Procedure Manual

(b) All medical tasksi. STARFlightCOG

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4-2 Task List

Basic aircrew tasks 1000 series

Task Title

TASK 1000 CREW BRIEFING

TASK 1005 PREFLIGHT (EC-145)TASK 1010 AIRCRAFT START UP

TASK 1015 NAVIGATION

TASK 1020 SCENE SIZE UP

TASK 1030 PROVIDE AIRCRAFT MOVEMENT AND CLEARANCE COMMANDS

TASK 1100 HOVERING FLIGHT AND AIR TAXI MANEUVERS

TASK 1110 NORMAL TAKEOFF FROM A HOVER OR FROM THE GROUND

TASK 1115 MAXIMUM PERFORMANCE TAKEOFF

TASK 1120 NORMAL APPROACH AND LANDING TO A HOVER OR THE SURFACE

TASK 1125 STEEP APPROACH

TASK 1130 HIGH GROSS WEIGHT / HIGH DENSITY ALTITUDE MANEUVERS

TASK 1140 RAPID DECELERATIONSTASK 1200 ANTITORQUE FAILURES (DEMONSTRATION)

TASK 1210 AUTOROTATION

TASK 1300 SLOPE OPERATIONS

TASK 1310 PINNACLE OPERATIONS

TASK 1500 PRECISION INSTRUMENT APPROACH

TASK 1600 RADIO COMMUNICATIONS PROCEDURES

TASK 1650 MAINTAIN AIRSPACE SURVEILLANCE

EMS aircrew tasks- 2000 series

Task TitleTASK 2000 RESPOND TO A MEDICAL MISSION

TASK 2100 OPERATE MEDICAL INTERIOR CABIN SYSTEMS

TASK 2200 POST EMS FLIGHT DUTIES

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Public Missions- 3000 series

Task Title

TASK 3000 RESPOND TO A PUBLIC MISSION

TASK 3020 RESCUE PLANTASK 3100 SEARCH

TASK 3105 SEARCH MARKINGS

TASK 3110 RADIO ACTIVATED TRACKING DEVICE (RAT)

TASK 3120 VEHICLE PURSUIT

TASK 3200 DIRECT DEPLOYMENT AND RECOVERY OF HRS

TASK 3210 DIRECT RECOVERY OF A PATIENT INTO THE CABIN

TASK 3220 7 METER RECOVERY AND DELIVERY OF HRS AND PATIENT

TASK 3230 HOIST EMERGENCY PROCEDURES

TASK 3240 HOIST CABLE CONDITIONING

TASK 3250 TAG LINE

TASK 3300 SHORT HAULTASK 3310 FOULED SHORT HAUL

TASK 3320 SHORT HAUL SPIDER OPERATIONS

TASK 3330 EXTERNAL LOAD/ REMOTE CARGO HOOK OPERATIONS

TASK 3400 EQUIPMENT DELIVERY-WATER

TASK 3410 EQUIPMENT DELIVERY-LAND

TASK 3500 AERIAL RECON-FIRE

TASK 3510 AERIAL FIRE SUPPRESSION

UH-1H Operations- 4000 series

Task Title

TASK 4010 AIRCRAFT START UP

TASK 4500 AERIAL FIRE SUPPRESSION-FIXED TANK

TASK 4510 AERIAL FIRE SUPPRESSION- BUCKET

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TASK 1000: CREW BRIEFING

CONDITION: On shift to perform flight duties with a TCEMS helicopter.

STANDARDS

1. Perform a crew briefing at the beginning of duty shift.

DESCRIPTION

Much of effective Crew Resource Management is founded in good communication. The daily

crew briefing ensures critical information is passed, assigns crew tasks, and clarifies roles and

responsibilities, reducing ambiguity and saving time. It also provides the crew an opportunity to

review normal and emergency aircraft procedures. The daily briefing should cover, at a

minimum, the following items:

1. (P) Current and forecast weather, and any anticipated mission impacts.

2. (P) Any scheduled maintenance items.

3. (P) On-duty mechanic.

4. (P) Sunset time as it applies to NVG flight readiness (if necessary).

5. (CC/HRS) Crew configuration and roles.

6. (P/CC/HRS) Riders, training missions, or PR missions.

7. (P) Review of IMC and emergency procedures.

OTHER CONSIDERATIONS

Other items may be added at the discretion of the crew; this is only a listing of the minimum

items to be covered.

NIGHT OR NIGHT VISION GOGGLE CONSIDERATIONS

None.

TRAINING AND EVALUATION

Training and evaluation may be conducted academically or in the aircraft.

REFERENCES

EC-145 RFM

Travis County Helicopter Operations Manual

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TASK 1005:PREFLIGHT (EC-145)

CONDITIONS: On a TCEMS EC-145 provided for duty.

STANDARDS

1. (P) Ensure the required publications and maintenance forms are onboard the aircraft.2. (P) Review and sign maintenance forms when preflight complete.

3. (P) Perform preflight cockpit tasks as per the Travis County STARFlightAlert

Prestart Checklist.

4. (P) Preflight the aircraft IAW the EC-145 RFM.

5. (CC/HRS) Inspect and ensure all medical equipment is accounted for and working

6. (CC/HRS) Inspect and ensure all public mission equipment is accounted for and

working.

7. (CC) Perform daily hoist inspection.

8. (CC/HRS) Inspect and ensure that video recorder is working and all files have been

downloaded.

DESCRIPTION

The preflight should be performed as soon as possible at the beginning of the duty shift. For the

pilot, the preflight confirms the mechanical condition of the aircraft, ensures maintenance is

current and complete, and prepares the aircraft for rapid response to mission dispatch. For the

medical crew, this is the time to confirm the configuration and readiness of the medical

equipment onboard.


None.


None.


Training will be conducted in the aircraft or academically.

Evaluation will be conducted in the aircraft.

REFERENCES

EC-145 RFM

STARFlightComprehensive Equipment List

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TASK 1010: AIRCRAFT START UP

CONDITION: In a TCEMS EC-145 helicopter

STANDARDS

1. P(a) Perform aircraft walk around to identify potential hazards.

(b) Signal crew which engine will be started.

(c) Perform engine start IAW RFM procedures.

(d) Recognize and respond to engine start problems IAW RFM.

2. Crew actions

(a) Clear aircraft of nonessential personnel prior to start.

(b) Observe engines during start for potential problems.

(c) Signal any abnormalities or emergencies to the pilot.

(d) Remove Fox cart after engine start.

(e) Verify security of doors, steps and cowlings before departure.

DESCRIPTION

The duties of fire-guarding during aircraft start-up are specified below. However, there is no

requirement that a fireguard be used if medical or situational necessity prevents crewmembers

from doing so. In that event, the P will advise crew verbally of his/her intent to start the aircraft

while they are performing other duties.

The list assumes the use of a Fox cart for starting; if no Fox cart is used, those portions of the

duties will naturally not be performed. A Fox cart is not required for all aircraft starts.

If two crewmembers are present:

1. (P) Perform aircraft walk around inspection and turn Fox cart on.

2. (CC/HRS) Secure additional medical equipment in aircraft and remove temperature control

unit.

3. (CC/HRS) One crewmember stands at the 11 oclock position while the other stands at the

1 oclock position. Remain far enough away from the aircraft to easily view the entire

engine area on that side of the aircraft.

4. (P) Signal to crew which engine will be started.

5. (CC/HRS) Announce CLEAR to alert any ground personnel that an engine start is about to

occur. Hold clearance if any personnel are near the engine exhaust or tail rotor.

6. (CC/HRS) Crewmember will observe the starting engine for signs of malfunction (smoke, oilleakage, fire, or abnormal noises).

7. (CC/HRS) If any abnormal indications are present, signal engine shutdown to pilot by

giving cut throat signal. Exaggerate the motion as necessary to get P attention.

8. (CC/HRS) Immediately move to the pilot and relay the indications or emergency observed

and take appropriate action IAW RFM.

9. (P) Signal to crew with thumbs up once first engine has started. Crewmember at the 1

oclock position will acknowledge the thumbs up and remove the Fox Cart, turning it off and

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stowing it in an approved location. Crewmember will then board the aircraft and secure him

or herself for flight.

10. (P) As Fox cart is being stowed, signal to second medical crew that second engine is about

to start.

11. (CC/HRS) Crewmember at the 11 oclock position will fireguard the second engine start as

described in step 6 and step 7.12. (P) Signal to CC/HRS with thumbs up once second engine has started. Crewmember will

then perform an aircraft walk around inspection before securing themselves in the aircraft

for flight.

If only one crewmember is present:

1. All actions described will be performed by the one crewmember present. They will move

around the aircraft as necessary for each engine start.


In the event of an emergency related to engine starts, one medical crewmember will assist the Pand any passengers onboard with egress. The second medical crewmember (if present) willmake emergency notifications and will retrieve a fire extinguisher to assist in egress.

Fire extinguishers on the aircraft and on the Fox cart are not for extinguishing the aircraft on fire;they should be used to extinguish fire on personnel or clear a path through a fire for egress.

Medical Crew will not walk under the tail of the aircraft during engine startup procedures.

Flight crews shall not turn the Fox Cart off prior to disconnecting it from the aircraft as this willresult in potential damage to the electrical relays


Ensure enough lighting is present to visualize motions from fireguards, if used.


Training will be conducted in the aircraft or academically.


REFERENCES

EC-145 RFM

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TASK 1015: NAVIGATION

CONDITION: In a TCEMS helicopter, when dispatched on any mission.

STANDARDS

1. P(a) On departure, orient and begin enroute navigation based on dispatched heading

and distance from known point.

(b) If specific location information is provided, input that information, without error,

into the navigation system. Verify the accuracy of new system guidance.

(c) Provide an estimated time of arrival (ETA) 2 minutes.

2. Crew actions

(a) Verify location with MEDCOM.

(b) Input information in moving map system.

(c) Assist P in location of destination.

DESCRIPTION

1. (P) Begin navigation to the scene based upon the initial heading and distance provided

by MEDCOM.

2. (CC/HRS) After Decision call, contact MEDCOM and request:

(a) County

(b) City

(c) Address or location

(d) GPS coordinates

3. (P) Enter GPS coordinates into aircraft navigation system and refine outbound course

based upon new information. Verify accuracy and reasonableness of new system

indications before deviating from initial heading/course.

4. (CC/HRS) Enter a different set of information into moving map system to verify outbound

course (i.e., if P uses latitude/longitude, crew should use physical address or road

intersection).

5. (P/CC/HRS) All crew-members shall be actively participating in navigating to the scene

and voice any concern about outbound course immediately.

6. (P/CC/HRS) Respond to updated information on destination by MEDCOM / ground

personnel.


When the MEDCOM first receives a call they will attempt to dispatch the aircraft as soon aspossible. This will often result in the flight crew getting a distance and bearing fromBrackenridge Hospital to the center of the requesting agency county. This is meant only as away to get crews headed in the general direction and should be further refined using additionalinformation.

The Computer Aided Dispatch (CAD) program utilized by MEDCOM will generate a distance abearing from Brackenridge Hospital directly to the response address entered by the call taker.

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This is referred to as a geo-verified address in CAD. In these instances, the flight crew canverify with MEDCOM if the distance and bearing is geo-verified and use it to assist in navigationto the scene.


Maintaining obstacle and terrain clearance at night can be more challenging than during theday. Prior to entering new navigation data, the P should ensure that upper autopilot modes are

active to minimize workload. Use effective crew coordination measures, verbalizing when your

attention is focused inside or outside the aircraft while determining the proper course to the

scene.


Training can be conducted both in the aircraft and academically.

Evaluation will be performed in the aircraft.

REFERENCES

Installed GPS System Operators Manual

STARFlight Navigation Training Power Point Presentation

STARFlightOps Manual

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TASK 1020: SCENE SIZE UP

CONDITION: In a TCEMS helicopter, over scene for a medical or public mission.

STANDARDS

1. P(a) Visually identify location of landing zone, if applicable. Evaluate for size,

suitability, condition, winds, specific hazards, approach and departure routes,

and power requirements. Relay resulting plan to CC/HRS.

(b) If there are other aircraft in the area, determine an airspace control plan and

implement control measures.

2. Crew actions

(a) (P/CC/HRS) Identify physical and potential hazards to safe operation. Continue

to evaluate potential damage to items on the ground (fences, roofs, awnings,

animals, or bystanders) during approach.

(b) (CC/HRS) Identify any victim considerations (age, number, condition, exposure,

injury/illness, location, hot/cold load) based on information available.

(c) (P/CC/HRS) Perform continual hazard assessment, especially in terms of

environmental and terrain limitations.

DESCRIPTION

Every scene an aircraft is dispatched to will present different challenges in obstacles and

hazards. The intent of this task is to highlight the most critical items to complete on all calls,

regardless of dispatch.

Use the above standards as a minimum listing of tasks to complete to safely execute your

mission. Performance of a Scene Size Up on arrival does not remove the responsibility of allcrewmembers to continually re-evaluate hazards and modify plans based upon new information.


None.


Landing plan may be affected by man-made lighting on or near the LZ. If emergency vehicles

on scene present a light hazard for NVG operations, contact ground units to request they be

turned off, if possible. If not possible, modify landing plan to minimize light effects, if conditions

permit (approaching from a different direction, placing lights on left side of aircraft during

approach, etc.)


Training may be conducted academically or in the aircraft.


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REFERENCES

Austin-Travis County STAR FlightPolicy Manual

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TASK 1030: AIRCRAFT MOVEMENT AND CLEARANCE COMMANDS

CONDITION: In a TCEMS helicopter, in flight.

STANDARDS

1. (CC/HRS) Provide P with consistent and proper information on the rate and directionof motion required for the task at hand.

2. (CC/HRS) Use standard terminology found in this task.

3. (P) Identify hazards and brief anticipated course of action.

4. (P) Properly maneuver the aircraft in response to CC/HRS direction.

DESCRIPTION

In many tasks, aircrew members will be required to direct the movement of the helicopter

verbally over the internal communication system. Whether moving the aircraft at a hover during

a hoist mission or providing movement rate information for clearance of the aircraft during

landing, it is important that these verbal commands be consistent and standardized.

Standardized Terms

FORWARD STOP

BACK CONTINUE

LEFT HOLD POSITION*

RIGHT GO AROUND*

UP NOSE/TAIL CLEAR*

DOWN TAIL LEFT/RIGHT*

CLEAR FINAL OBSTACLES*

DECISION / NO DECISION

100, 75, 50, 25, 10, 5, 4, 3, 2, 1* *--Indicates an expanded explanation below

The above table lists the standardized terms to be used in directing aircraft movement. They

can be combined as necessary (i.e., Continue Forward, Stop Right, Clear Down).

The numeric list is an example of the sequence of rate commands to be given. Not every

number must be used in every situation. It is important to remember that the countdown is not a

measurement of distance but of movement in a given direction. Therefore, the distance traveled

during a countdown will vary from P to P and crewmember to crewmember depending on how

fast they react to the voice command, the speed of the aircraft and the speed of the cadence.

A countdown command in a given direction should not interfere with a higher priority command.

Therefore if a forward command has been initiated but moving the aircraft to the right is a higher

priority the forward command should be interrupted and the corrective command given. Once

completed the forward command can resume.

Hold PositionUsed to indicate that the aircraft should maintain its current position withoutchanges in any axis.

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Go AroundMay be called by any crewmember if they feel the outcome of the landing,

approach, or maneuver is in doubt. If power is available, the pilot will immediately and without

discussion initiate a go around, regain controlled forward flight, and then re-evaluate the plan.

Nose/Tail ClearUsed to indicate that the nose or tail is clear to move in a certain direction.

The command will be followed by Left, Right, or Down.

Tail Left/RightUsed for changing the heading of the aircraft. Used to better orient the aircraft

while at a hover, or a direction given to avoid obstacles.

Final ObstaclesUsed to indicate the final obstacles on the approach path to the intended point

of landing.

Definition of Decision

A Decision call is a method to communicate two pieces of information. One, it highlights acritical point in an approach or a takeoff, or during hover operations; two, it is used to determinesterile cockpit operations for Crew Resource Management.

The demands on aircraft power and pilot workload are highest when the aircraft is low to theground and transitioning into forward flight or when on approach for a landing or any hoveringmaneuver. The Decision call defines the time for sterile cockpit operations, as well as howaircraft emergencies may be handled.

The P will determine and announce the Decision point for each takeoff and approach. EachDecision will be different based on aircraft performance, environmental conditions and thepilots comfort level. On takeoff, the P will call Decision when the aircraft has achieved acombination of altitude and airspeed that will allow the P to maintain forward flight (or fly away)should an engine failure occur. On approach to a landing or hover evolution, Decision shall beannounced when fly away capability is lost and an engine failure will result in a forced orautorotative landing.

On takeoff, all non-critical ICS/radio transmissions should be avoided (sterile cockpit) until the Phas announced decision. This cue indicates both the intent to continue in forward flight, shouldan engine failure occur, and the reduction in workload that allows other radio or ICStransmissions to occur.

On approach for landing or hover evolution, when the P has announced Decision, all non-critical ICS and radio transmissions should cease. Aircraft clearance or direction commands,hoist commands, and HRS radio calls during hoist operations are considered critical and willcontinue normally.

There may be times during hovering evolutions or other public missions when a Decision call isnot necessary based on aircraft power, hoist altitude, and environmental conditions. The plan ofNo Decision should be briefed to the crew prior to the approach or any time the P hasdetermined a need for change.

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Landing Sequence

All approaches, whether to planned or unplanned landing zones, will have obstacles of some

kind around the LZ. Obstacles that are in front of the aircraft are generally easily avoided.

However, obstacles in the approach path cannot be clearly visualized by the P from the cockpit

once they have passed underneath the nose of the aircraft. Whenever possible, crew

coordination should be used to ensure obstacle clearance and minimize time spent at a hover

near the ground or other obstacles on the approach.

1. (P) On final approach, announce Final Obstacles (trees, wires, buildings) in Sight.

2. (P) Call Final Obstacles Under the Nose as you lose sight of them underneath the

aircraft.

3. (CC/HRS) Call Final Obstacles in Sight, Continue Forward, followed by a

countdown and a Tail Clear, Clear Down call. (i.e., Continue Forward 25, 10, 5, 4,

3, 2, 1, Tail Clear, Clear Down).

In this portion of the task, it is important for the P and CC/HRS to distinguish that the countdown

is not to move the aircraft to a specific point over the ground, but to assist in maintaining an

approach angle that will clear the obstacles, and once clear, allow a smooth and rapid landing

without delay.

On Approach to a Hover

When approaching a point over the ground to perform a hoist, long line, or short haul, good

crew coordination is critical for a smooth and safe arrival over the intended point of hover.

CC/HRS should use the standardized terminology to help steer the aircraft to the proper point.

Rate of Motion Commands

No matter the numbers or phraseology to be used, it must be remembered that when giving

rate of movement advisories or commands, they are NOT based on distance measurement

(feet, meters, etc), but on the RATE of movement of the aircraft. If the aircraft is moving at 50

knots of ground speed, then the time between vocalized numbers (100, 75, 50) will be shorter

than if the aircraft is moving at 25 knots ground speed. The goal is that as the countdown

continues, the aircraft should be slowing, so that the time between commands remains

consistent.


None


None.


This task may be trained in the aircraft or academically.

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Evaluation will be in the aircraft.

REFERENCES

None

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TASK 1100: HOVERING FLIGHT AND AIR TAXI MANEUVERS

CONDITION: In a TCEMS helicopter, with before takeoff checks completed.

STANDARDS

1. Pilot(a) Maintain a hovering altitude of three feet (or as required by mission profile) one

foot.

(b) Maintain heading 10 degrees.

(c) Maintain the desired ground track two feet.

(d) Maintain a constant hover speed.

(e) Maintain a constant rate of turn on hovering turns.

(f) Stop hovering turns within 10 degrees of specified headings.

2. CC/HRS

(a) Visually clear the aircraft of hazards.

(b) Ensure cabin area is secure.

DESCRIPTION

Vertical Takeoff to a Hover

1. (P) Head the helicopter into the wind, if possible. Place the cyclic in a position to

minimize mast moment (MM). Ensure the collective is in the full down position.

2. (P) Raise the collective in a smooth, continuous movement. As collective pitch is

increased and the helicopter becomes light on the skids, make necessary cyclic

corrections to ensure a level attitude (for the existing load and wind conditions) while

monitoring MM. Once airborne, make pedal corrections to maintain heading and

collective pitch corrections to ensure continuous vertical ascent to normal hoveringaltitude.

3. (CC/HRS) Advise P of any unannounced drift.

4. (P) Check engine control operation and note cyclic position. Cyclic position will vary

with amount and distribution of load and wind velocity.

Stationary Hover

1. (P) Maintain the helicopter over a selected reference point by coordinated use of

cyclic, collective. Maintain heading with anti-torque pedals.

2. (CC/HRS) Assist with drift correction as required.

Hovering Turn

1. (P) Initiate a hovering turn from a normal hovering altitude by applying pedal in the

desired direction of turn. As the nose begins to turn, and throughout the remainder

of the turn, use the cyclic to maintain a constant position over the surface reference

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point. Use pedals to maintain a slow, constant rate of turn, and use collective pitch

to maintain a constant altitude

2. (P) As the 180-degree position is approached, anticipate the use of a small amount

of opposite pedal. Use caution as the tail of the helicopter swings from a position

into the wind to a position of downwind; the helicopter will have a tendency to whip or

increase its rate of turn as a result of the weather-vane tendency of the tail surface.3. (P) As the desired heading on which the turn is to be completed is approached, apply

opposite pedal as necessary to stop the turn on this heading.

4. (CC/HRS) Throughout the maneuver, clear the aircraft of obstacles in their

respective visual sectors and assist with drift correction as required.

Sideward-Rearward Hovering Flight

1. (P) Begin the maneuver from a normal hovering altitude by applying pressure on the

cyclic in the intended direction of movement. As movement begins, return the cyclic

toward the neutral position to keep the groundspeed at a slow rateno faster than a

normal walking speed. Throughout the maneuver, maintain a constant groundspeedand ground track with cyclic, a constant heading with pedals and a constant altitude

with collective pitch.

2. (P) To stop the movement, apply opposite direction cyclic input until the helicopter

stops. As motion stops, the cyclic must be returned to the neutral position to prevent

further movement.

3. (CC/HRS) Throughout the maneuver, clear the aircraft of obstacles in their

respective visual sectors and assist with drift correction as required.


None.


Movement over areas of limited contrast such as tall grass, water, or desert tends to cause

spatial disorientation. Seek hover areas that provide adequate contrast and use proper

scanning techniques. If disorientation occurs, transition your primary focus to the instruments to

maintain aircraft stability and execute a Maximum Performance Takeoff (TASK 1115). If a

takeoff is not feasible, try to maneuver the aircraft forward and down to limit the possibility of

touchdown with sideward or rearward movement.

BROWNOUT/WHITEOUT CONSIDERATIONS

During ascent to a hover, if visual references do not deteriorate to an unacceptable level,

continue the ascent to the desired hover altitude.

Maintain optimum visibility by observing references close to the aircraft. Exercise caution when

operating in close proximity to other aircraft or obstacles.

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At night, use of landing or searchlight may cause spatial disorientation while hovering in blowing

snow, sand or dust.


Training and evaluation will be conducted in the aircraft.

REFERENCES

FAA-H-8083-21A Helicopter Flying HandbookFAA-S-8081 Practical Test Standards for Commercial Helicopter Pilots

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TASK 1110:NORMAL TAKEOFF FROM A HOVER OR FROM THE GROUND

CONDITIONS: In a TCEMS helicopter, on the ground or at a stabilized hover.

STANDARDS

1. Pilota. Complete the pre-takeoff checks.

b. Maintain takeoff heading 10 degrees until reaching 50 feet AGL.

c. Maintain the desired ground track with minimum drift.

d. Accelerate to the desired airspeed 10 knots.

e. Establish the proper wind drift corrections throughout the maneuver.

f. Maintain the desired rate of climb 100 FPM.

2. CC/HRS

a. Clear above and to left and right of the aircraft as required.

DESCRIPTION

From a Hover

1. (P) Bring the helicopter to a hover. Check engine and control operation. Note the

cyclic position to determine if the aircraft is properly loaded. Check the torque

required to hover to determine the amount of excess power available. Visually clear

the area and select terrain features or other objects to aid in maintaining the desired

track during the takeoff and climb-out.

2. (CC/HRS) Visually clear their assigned visual sectors and relay that information to

the P.

3. (P) Smoothly and slowly ease the cyclic forward. Apply just enough forward cyclic

pressure to start the helicopter moving over the surface. As the helicopter starts tomove forward, increase collective pitch as necessary to keep the helicopter from

descending. A straight takeoff path should be maintained throughout the takeoff.

4. (P) As the aircraft accelerates through effective translational lift, adjust collective

pitch to obtain normal climb power. Hold an attitude that will allow a smooth

acceleration toward climbing airspeed and a commensurate gain in altitude so that

the takeoff profile will not take you through any of the avoid area on the height

velocity chart.

5. (P) As the helicopter continues to climb and airspeed approaches normal climb

speed, apply aft cyclic pressure to raise the nose smoothly to the normal climb

attitude.

6. (P) Once altitude and airspeed are deemed sufficient, make Decision call.

7. (CC/HRS) Confirm Decision call verbally with Decision Check.

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From the Ground

1. (P) Place the helicopter in a stationary position on the surface and lower the

collective to the full down position. Visually clear the area and select terrain features

or other objects to aid in maintaining the desired track during the takeoff and climb-

out.

2. (CC/HRS) Visually clear assigned sectors for departure and relay that information to

the P.

3. (P) Increase the collective pitch slowly until the helicopter is light on the skids.

Hesitate momentarily and adjust the cyclic and pedals as necessary to prevent any

movement relative to the surface. Continue to increase collective pitch and, as the

helicopter breaks ground, use cyclic as necessary to assure forward movement as

altitude is gained. Adjust attitude and power, if necessary, to climb in the same

manner as a takeoff from a hover.

4. (P) Once altitude and airspeed are deemed sufficient, make Decision call.

5. (CC/HRS) Confirm Decision call verbally with Decision Check.

CROSSWIND CONSIDERATIONS

If a takeoff is made during crosswind conditions, the helicopter is flown in a slip during the early

stages of the maneuver.

The cyclic is held into the wind a sufficient amount to maintain the selected ground track for the

takeoff, and the heading is kept straight along the takeoff path using the anti-torque pedals.

Thus, the ground track and fuselage are aligned with each other. In other words, the rotor is

tilted into the wind so that the sideward movement of the helicopter is just enough to counteract

the wind drift.

After approximately 50 feet of altitude is gained, a heading (crab) into the wind should be

established by a coordinated turn to maintain the desired ground track.


None.


Movement over areas of limited contrast, such as tall grass, water, or sand tends to causespatial disorientation. Seek hover areas that provide adequate contrast and use proper

scanning techniques. If disorientation occurs, apply sufficient power and execute a takeoff

(recommended procedure is Maximum Performance Takeoff, TASK 1115). If a takeoff is not

feasible, try to maneuver the aircraft forward and down to the ground to limit the possibility of

touchdown with sideward or rearward movement.

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If sufficient illumination (environmental or aircraft) exists to view obstacles, perform the takeoff in

the same way as you would during the day. Visual obstacles, such as shadows, should be

treated as physical obstacles.

If sufficient illumination does not exist to view obstacles, perform an altitude-over-airspeed

takeoff, applying takeoff power and establishing a positive rate of climb prior to forwardacceleration.

BROWNOUT / WHITEOUT CONSIDERATIONS

During ascent to a hover, if visual references do not deteriorate to an unacceptable level,

continue ascent to the desired hover altitude. If visual cues are lost, apply sufficient power and

execute a takeoff (recommended procedure is Maximum Performance Takeoff, TASK 1115). If

a takeoff is not feasible, try to maneuver the aircraft forward and down to the ground to limit the

possibility of touchdown with sideward or rearward movement.



REFERENCES


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TASK 1115:MAXIMUM PERFORMANCE TAKEOFF

CONDITION: In a TCEMS aircraft, with before takeoff checks completed.

STANDARDS

1. Pilota. Perform a ground reconnaissance of planned departure route before takeoff.

b. Maintain a vertical ascent until all obstacles have been cleared.

c. Maintain positive control of the aircraft at all times.

d. Keep aircraft within performance limits.

2. CC/HRS

a. As per TASK 1110 (Normal Takeoff from a Hover or from the Ground).

DESCRIPTION

A maximum performance takeoff is used to climb at a steep angle to clear barriers in the flight

path. The pilot shall perform a maximum performance takeoff as follows:

1. (P) The helicopter should be headed generally into the wind and the cyclic placed in

what would be the neutral position for hovering under the existing load and wind

conditions. This position could be checked by hovering the helicopter momentarily

prior to preparing to make a maximum performance takeoff.

2. (P) Apply sufficient collective pitch to lighten the helicopter on its landing gear. Apply

the maximum amount of collective pitch that can be obtained without exceeding

torque limitations and sufficient forward cyclic to establish a forward climbing attitude

as the helicopter leaves the surface.

3. (P) Utilize full power until the helicopter is clear of all obstacles, after which a normal

climb can be established and power reduced.


None.


Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Proper

scanning techniques can help mitigate these issues.

BROWNOUT / WHITEOUT CONSIDERATIONS

If whiteout or brownout is likely during the maximum performance takeoff maneuver, a

consistent visual scan of the aircraft instruments will be essential to maintain aircraft attitude

and a positive rate of climb to escape visual obscurations. Treat all visual obscurations as

obstacles; minimize lateral drift and excessive forward motion until adequate visual cues are

regained.

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REFERENCES


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TASK 1120:NORMAL APPROACH AND LANDING TO A HOVER OR THE SURFACE

CONDITIONS: In a TCEMS helicopter, with before landing checks completed, in a position to

make an approach and landing to the intended touchdown point.

STANDARDS1. Pilot

a. Evaluate landing area IAW TASK 1020: Scene Size-Up.

b. Establish entry airspeed and altitude at 10KIAS/100 feet.

c. Maintain a constant approach angle to clear any obstacles.

d. Maintain a rate of closure appropriate for conditions.

e. Maintain a straight ground track on final, using proper wind corrections if

necessary.

2. CC/HRS

a. Verify cabin secure for landing.

b. Visually clear aircraft of hazards and obstacles.

DESCRIPTION

1. (P) During the approach, sufficient altitude should be available so that in case of

engine failure, an autorotative landing can be completed into the wind. The point in

the approach at which the initial power reduction is made should be determined by

this fact.

2. (P) Initiate the approach by lowering the collective pitch by the amount required to

descend at an angle of approximately 10 degrees on the final approach leg.

Decelerate to the approximate airspeed desired, then further adjust attitude as

necessary to maintain approach airspeed.

3. (CC/HRS) Continually monitor the approach path and verbally verify clearance fromobstacles to landing. Advise (P) once cleared of final obstacles on the approach

path.

4. (P) The approach airspeed should be maintained until the point on the approach is

reached where, through evaluation of apparent groundspeed, it is determined that

forward airspeed must be progressively decreased in order to arrive at hovering

altitude and attitude at the intended landing spot with zero groundspeed.

5. (P) As forward airspeed is gradually reduced by the application of rearward cyclic,

coordinate the other flight controls to maintain the proper rate of closure to the

desired spot on the ground with a smooth and continual decrease in groundspeed.

To A Hover

6. (P) The approach is terminated at hovering altitude above the intended landing point

with zero groundspeed. If power has been properly applied during the final portion of

the approach, very little additional power should be required during termination.

7. (P) If the condition of the landing spot is unknown, the approach may be terminated

just short of the spot so that it can be checked before moving forward for the landing.

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To the Surface

8. (P) When it is known or suspected that loose snow or dust exists on the landing spot,

an approach to the surface may be used. It may also be used when the surface is

unfavorable for a running landing, or if high density altitude or heavily loaded

conditions exist.

9. (P) The approach is the same as the normal approach to a hover. However, the

approach should be continued to touchdown, terminating in a skids-level attitude with

no forward movement.

CROSSWIND CONSIDERATIONS

During the early stages of a crosswind approach, a crab and/or slip may be used. During the

final stages of an approach, beginning at approximately 50 feet of altitude, a slip should be used

to align the fuselage with the ground track. Apply enough lateral cyclic pressure so that the

sideward movement of the helicopter and the wind drift counteract each other. Heading is

maintained along the ground track with the anti-torque pedals (See TASK 1110, Perform Normal

Takeoff). This technique should be used on any type of crosswind approachshallow, normal,

or steep.

GO AROUNDS

The decision to go around may be made at any time but in limited power situations should be

determined before descending below barriers or decelerating below effective translational lift

(ETL).

If a successful landing is in doubt or if visual reference to the intended landing point is lost,

immediately apply power (if available) and simultaneously adjust pitch attitude to stop the

descent. Perform a Maximum Performance Takeoff (TASK 1115) until clear of all obstacles andvisual obscurations.

No matter the reason, any crewmember recognizing a hazard to the aircraft or personnel on the

ground during the landing sequence may call Go Around. Power allowing, the P will

immediately perform the Go Around. Once the aircraft is safely reestablished in forward flight,

the hazards will be reevaluated and a new landing plan briefed.


None.

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Determine the need for supplemental lighting prior to descent below final obstacles.

Altitude, apparent ground speed, and rate of closure are difficult to estimate at night. Proper

scanning techniques can help mitigate these issues. The rate of descent during the final 100

feet should be slightly less than during the day to avoid abrupt attitude changes at low altitudes.

After establishing the descent during unaided flights, airspeed may be reduced to approximately

50 KIAS until apparent ground speed and rate of closure appear to be increasing. Progressively

decrease the rate of descent and forward speed until termination of the maneuver.

BROWNOUT/WHITEOUT CONSIDERATIONS

Landing Lights/Search Lights can accelerate the loss of visual cues during aided night flight

when landing to areas with suspected brownout/whiteout. Determine their necessity prior to

initiating the approach, and be prepared to turn them off if required.

Generally, there are three kinds of approaches when brownout or whiteout is expected.

1. Termination to a point OGE. This approach requires OGE power. Make the approach to

a hover OGE over the intended landing location. Slowly lower the collective and allow

the aircraft to descend. The rate of descent will be determined by the rate in which the

snow/sand/dust is blown from the intended landing point. Remain above the cloud until

it dissipates and visual references can be seen for touchdown.

2. Termination to the surface with forward speed. This termination may be made into a

suitable area with minimal ground references. Once the appropriate approach angle is

intercepted, adjust the collective as necessary to establish and maintain the angle. As

the apparent rate of closure appears to increase, progressively reduce the rate ofdescent and closure to arrive at the touchdown area slightly above effective translational

lift. At this point, maintain the minimum rate of closure that ensures the cloud remains

behind the pilots station. When the skids contact the snow/ground, slowly lower the

collective and allow the aircraft to settle.

3. Termination to the surface with no forward speed. This termination should be made to

landing areas where slopes, obstacles, or unfamiliar terrain precluded a landing with

forward speed. It is not recommended when new or powder snow or fine dust is present

because white/brown out conditions will occur. The termination is made directly to a

reference point on the ground with no forward speed. After ground contact, slowly lower

the collective to full down position.



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REFERENCES


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TASK 1125:STEEP APPROACH

CONDITIONS: In a TCEMS helicopter, with before landing checks completed.

STANDARDS

1. Pilota. Evaluate landing area IAW TASK 1020: Scene Size-Up.

b. Evaluate anticipated aircraft performance based on gross weight and

environmental conditions.

c. Select a proper approach path and go around path appropriate to obstacles

and winds.

d. Maintain a constant, steeper than normal approach angle appropriate to clear

all obstacles.

e. Maintain a descent rate below 300 fpm on short final.

2. CC/HRS

a. Verify cabin secure for landing.

b. Visually clear aircraft of hazards and obstacles.

DESCRIPTION

A steep approach is used primarily when there are obstacles in the approach path that are too

high to allow a normal approach. A steep approach will permit entry into most confined areas

and is sometimes used to avoid areas of turbulence around a pinnacle. The approach angle of

approximately 15 degrees is normally used for steep approaches.

1. (P) Maintain altitude until attaining a sight picture appropriate to the angle of

approach desired. A greater reduction of collective pitch is usually required at the

entry to the approach than used for a normal approach.2. (CC/HRS) Continually monitor the approach path and verbally verify clearance from

obstacles to landing. Advise P once cleared of final obstacles on the approach path.

3. (P) As with the normal approach, airspeed should be maintained until the point on

the approach is reached where, through evaluation of apparent groundspeed and

rate of closure, it is determined that forward airspeed must be progressively

decreased in order to arrive at the intended point of hover or touchdown with zero

ground speed. Caution must be used to avoid the need of a sharp flare close to the

ground due to the danger of a tail strike.

4. (P) Since the angle of descent is higher on steep approaches, the

aircrew standards manual fy2015 v1

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