1. NVG MASSAGES CW2 BRYAN J. STOKES UH-60 IPC/MOI Class 99-02

2. NVG MESSAGES CW2 BRYAN J. STOKES UH-60 IPC/MOI Class 99-02

3. TOPICS: Resources and Points of Contact Message Jan 91 Scanning/Crew Coord Message NOV 92 Corrections to 738-751 Message FEB 97 ANVIS Maint Qual Message SEP 97 Power Surges Current Technical Bulletins

4. SOURCES: Night Vision Device Branch Web Page NVG Messages F Co NVG Reading File TC 1-204 Night Flight Techniques and Procedures

5. POINTS OF CONTACT: NIGHT DIVISION DEVICE BRANCH Fort Rucker Alabama Building #616 Phone #: (334) 255-9545/9515 E-Mail Address: atzqatbns@rucker.army.mil Web Page: www-rucker.army.mil/atb/nvd/nvdb.htm

6. JAN 91 (CDRUSAAVNC) SUBJECT: NIGHT VISION GOGGLE SCANNING AND CREW COORDINATION ERRORS

7. SCANNING AND CREW COORDINATION A recent safety center study of night crew error accidents has identified specific causal factors which, if corrected, should greatly reduce the numbers of Night/ Night Vision Goggle related accidents. The most frequently cited crew error factors relate to Scan and Crew Coordination.

8. SCANNING AND CREW COORDINATION Accidents relating to scan error occur when any crew member discontinues his assigned scan without announcing his actions to the other crew members. The most significant scanning error is commonly referred to as fixation or channelizing. By concentrating solely on an object, other obstacles may be missed.

9. SCANNING AND CREW COORDINATION The Best Techniques to Avoid Fixation: Do not dwell on a High Interest Target. Look away frequently but return as often as necessary. Be aware that fixation occurs frequently in unfamiliar situations or when the crew member is subject to anxiety.

10. SCANNING AND CREW COORDINATION All crew members must be assigned an area of Scan Responsibility or Scan Sector. Every crew member must understand their responsibility to notify the other crew members when hazards to the aircraft become a factor.

11. SCANNING AND CREW COORDINATION Terrain Flight with NVGs usually does not allow adequate time to complete formalized scan patterns. To scan effectively, a crew member must rotate his head and eyes slowly and continuously. Crew members may find it necessary to stop head movement momentarily to identify an object but must not fixate.

12. SCANNING AND CREW COORDINATION Design Eye Point: The seat position that aircraft engineers have planned for best visibility for a given aircraft. The following field expedient method for achieving the DEP should help establish the optimum viewing position for aviators.

13. SCANNING AND CREW COORDINATION  Position a reference individual directly to the front of the seat position for which the DEP is being determined.  The distance from the nose of the aircraft that the reference individual should be positioned is 12 feet. Note: the distance is different for each airframe

14. SCANNING AND CREW COORDINATION  Have the reference individual crouch down and position his fingers to touch the ground to his front.  The aviator then adjusts the seat until the fingers can be seen touching the ground. From this position the aviator’s view point approximates the Design Eye Point.

15. SCANNING AND CREW COORDINATION The SAFETY Center study data shows specific profiles during which aircraft accidents were most likely to happen. From these profiles specific critical tasks that relate to scanning and crew coordination can be identified.

16. SCANNING AND CREW COORDINATION NORMAL TAKEOFF: The pilot on the flight controls must announce the intent to takeoff or to abort the takeoff. The pilot not on the flight controls must announce focusing attention in the cockpit.

17. SCANNING AND CREW COORDINATION VMC APPROACH: The pilot on the flight controls must announce any deviations from the planned approach or the decision to go-around. The pilot not on the flight controls must announce when focusing attention inside the cockpit.

18. SCANNING AND CREW COORDINATION HOVER OGE: “This is perhaps the most demanding maneuver with NVG’s”. The pilot on the flight controls must maintain visual reference outside the aircraft throughout this maneuver. The pilot on the controls must announce when focusing attention inside the cockpit.

19. SCANNING AND CREW COORDINATION MORE SCANNING: It must be understood that if the aviator on the flight controls must stop scanning he must transfer the flight controls or coordinate with other crew members to ensure that obstacle clearance is maintained.

20. SCANNING AND CREW COORDINATION AND MORE: When the aviator not on the flight controls stops scanning he must alert the crew that he is no longer scanning or is “inside”. The pilot on the flight controls and the other crew members must acknowledge and then enlarge their scan patterns.

21. SCANNING AND CREW COORDINATION Optimum scanning and crew coordination during NVG terrain flight cannot compensate for excessive airspeed. This is especially true during periods of reduced illumination and visibility. Utilize most conservative rule.

22. NOV 92 (CDRATCOM) SUBJECT: CORRECTIONS OF OBVIOUS ERRORS IN DA PAM 738-751 USERS MANUAL FOR THE ARMY MAINTENANCE SYSTEM

23. OBVIOUS ERRORS IN DA PAM 738-751 This message contains corrections to the 738-751 dated 15 JUN 92. The corrections contained in this message are not considered “Safety of Flight” or “Aviation Safety Action Messages”. They are “Pen and Ink” changes that should be made to the Unit’s 738-751

24. OBVIOUS ERRORS IN DA PAM 738-751 The next update to DA PAM 738-751 is scheduled to be fielded during the first quarter of Fiscal Year 94.

25. FEB 97 (UASAVNC) SUBJECT: AVIATION NIGHT VISION IMAGING SYSTEM (ANVIS) MAINTENANCE QUALIFICATION TRAINING GUIDANCE

26. MAINTENANCE TRAINING GUIDANCE The purpose of this message is to outline the guidance for NVG maintenance qualification training and the documentation requirements for ANVIS repairers and maintainers.

27. MAINTENANCE TRAINING GUIDANCE The basis of issue plan for ANVIS identifies the MOS: 68R Avionics Radar Repairer as the AVIM Maintainer 68N Avionics Mechanic as the AVUM Maintainer

28. MAINTENANCE TRAINING GUIDANCE AVIM: In addition to 68R personnel, the Commander may also assign AVIM maintenance responsibility to MOS- 68F, 35L, 35F, 35Q and 68N if necessary. Individuals conducting ANVIS maintenance shall have received training through either a CECOM NETT, CECOM Avionics LAR or a designated 68R trained at Ft Gordon.

29. MAINTENANCE TRAINING GUIDANCE AVUM: In addition to 68N personnel, Commanders may also assign ANVIS maintenance responsibility to any individual assigned to their unit, regardless of their rank or MOS. The designated individual must receive AVUM certification for ANVIS maintenance.

30. MAINTENANCE TRAINING GUIDANCE AVUM Qualification: Individuals conducting AVUM ANVIS maintenance shall have received training through either the CECOM NETT, a CECOM Avionics LAR, or Designated individuals in MOS 68R or a 68N trained at FT Eustis. Commanders will ensure that ANVIS maintenance sustainment training is conducted.

31. MAINTENANCE TRAINING GUIDANCE Civilian Technicians, whose job description requires them to perform AVUM/ AVIM ANVIS maintenance may do so, provided they have received Maintenance Qualification training as previously described.

32. MAINTENANCE TRAINING GUIDANCE ANVIS Maintenance Qualification training shall be documented. Trainers shall document the training completed on a memorandum which lists each applicable AVUM/ AVIM task trained.

33. MAINTENANCE TRAINING GUIDANCE The memorandum shall be maintained by the trainer for the duration of the trainees duty assignment. Individuals will be designated by the Unit Commander as an AVUM/ AVIM maintainer on a memorandum. The memorandum must be signed by the Unit Commander.

34. SEP 97 (AMCOM) SUBJECT: One Time Inspection of ANVIS/HUD Power Supply

35. HUD Power Supply Inspection It was recently discovered that a component part power supply was changed by the vendor without approval, causing the AN/AVS-7 (HUD) to be susceptible to some power line transients. The system will reset when certain power spikes are received, causing the display to blank for a ten to fifteen seconds while the unit completes the power up sequence.

36. HUD Power Supply Inspection Upon completion of the power up sequence, the system will return to it’s normal start up condition of full dim on the visual display, and show page 1N.

37. HUD Power Supply Inspection A one time inspection of all AN/ AVS-7 systems is required to verify the installation of the correct power supply. The correct power supplies can be verified by matching the date code with those listed in the message.

38. HUD Power Supply Inspection If the power supply is bad then the aircraft logbook must be annotated with a circled red “X” and restricted from HUD use. Pull and tie-wrap the aircraft AN/ AVS-7 circuit breakers to prevent power-up of the AV/ AVS-7 system.

39. TB 1-1500-346-20 UPDATED INFORMATION ON NIGHT VISION GOGGLES

40. TB 1-1500-346-20 NVG Maintenance Training GM-6 Goggles Commercial NVGs Battery and Power Pack Assembly Test Sets Modification Work Orders Lighting Physical Security

41. TB 1-1500-350-30 USE OF DUAL VISOR ON SPH-4B AVIATIOR’S HELMET

42. TB 1-1500-350-30 Summary of Problem End Items Affected Assembly Components to be Inspected Parts to be Inspected Inspection Procedures Correction Procedures

43. TB 1-1500-348-30 AVIATION NIGHT VISION GOGGLE MAINTENANCE DOCUMENTATION

44. TB 1-1500-348-30 Priority Classification Summary of the Problem Correction Procedures

45. REVIEW

46. QUESTIONS?